Range Rover Evoque 2011 Review

Range Rover Evoque: Local Launch

Range Rover Evoque Prestige Coupe Si4, Evoque Prestige Wagon SD4 and Evoque Pure Wagon TD4

Simple, you would think, the cheaper car is the winner, right? Why would you buy the more expensive model? Yet that's precisely what looks like happening in Land Rover dealerships across the country. Buyers will walk past the Land Rover Freelander 2 to check out the new Range Rover Evoque, a vehicle that shares much with the Freelander, but is slightly more expensive.

How has the new Range Rover pulled off this trick? Probably two reasons come to mind: the 'evocative' styling and the Range Rover brand cachet. Compare the Freelander 2 SE with the SD4 turbodiesel engine against the Evoque Pure five-door with much the same drivetrain. While the purchase price difference of around $3000 favours the Freelander, buyers are likely to think that's a small price to pay (extra) for a vehicle that will impress the neighbours as much as the Evoque will.

If that then makes the Evoque sound like it lacks substance, think again. Interior design is simpler and more elegant, engine noise is reduced -- especially from a cold start -- turbo lag is less conspicuous, fuel consumption is lower and the Evoque comes with some niceties like the touch-sensitive map lights. And while it's hard to put a value on styling, the Evoque's is worth at least $3000 extra...

Of the preliminary models launched in Australia -- all four-wheel drive variants -- the lowest-priced car is the five-door Evoque Pure with the lower-output TD4 engine and manual transmission. Getting behind the wheel of this Evoque will set you back $53,395. That comes in just under the cheapest Volvo XC60 and is significantly lower than the Luxury Car Tax threshold.

Next year Land Rover plans to introduce front-wheel drive variants under the banner of Evoque eD4. These vehicles will be driven by the one engine and transmission combination, but will come in three levels of trim, as do all the four-wheel drive Evoque variants.

Priced at $49,995 the Evoque eD4 Pure grade is on the ground floor of the Evoque range, just scraping in below $50,000. The two other levels of trim are the Evoque eD4 Dynamic (a sporty grade priced at $63,495) and the Evoque eD4 Prestige (a luxury-focussed variant for $65,495). Appealing to environmentally sensitive types who have confessed to themselves they'll never go bush, the Evoque eD4 is Land Rover's first front-drive model ever.

Land Rover dealers already stock the 4WD models. As for the eD4 Evoque, the 4x4s are trimmed in three levels: Pure, Dynamic and Prestige. The Evoque range comprises a matrix of engine and drivetrain options on one axis and the trim levels on the other. Then, to add to the complexity of the range, the Evoque is also offered in five-door wagon form and a more expensive three-door 'Coupe' body style.

As noted above, the Evoque TD4 Pure five-door wagon is the lowest-priced of the four-wheel drive variants, at $53,395 with the standard six-speed manual transmission. There's a considerable leap to the next grade, the sporty Dynamic level, which is priced at $66,895 for the Evoque TD4 and the luxury-oriented Prestige grade tops the range at $68,895. TD4 refers to the low-output diesel engine residing under the bonnet. All diesel variants (including the higher-output SD4 models) can be optioned up with a six-speed automatic for $2480 extra, raising the price of the TD4 Evoque to $55,875 (Pure), $69,375 (Dynamic) and $71,375 (Prestige).

Opting for the higher-output (140kW) diesel engine of the Evoque SD4 results in a $4000 price premium over the TD4 models. With the manual transmission fitted, the prices are $57,395 (Pure), $70,895 (Dynamic) and $72,895 (Prestige). Auto models are priced at $59,875 (Pure), $73,375 (Dynamic) and $75,375 (Prestige).

The sole petrol engine available in the Evoque range is the Si4 four-cylinder -- and it's the costliest option of the drivetrain choices on offer. There's no manual transmission alternative to the standard six-speed automatic specified for this engine. Prices kick off at $60,395 (Pure), rising steeply to $73,895 (Dynamic), before tailing off at $75,895 (Prestige). In a reversal of product planning convention, Land Rover has priced the three-door ('Coupe') variants $1500 higher than the five-door models. The Evoque Coupe is available in the same drivetrain/trim combinations as the five-doors. All prices above apply to the five-door variants.

Standard features for the Evoque Pure comprise: Electronic power steering, electric park brake, keyless entry, push-button starting, Hill Start Assist, LED fog lights and 17-inch (Style 1 multi-spoke) alloy wheels with 225/65 R17 tyres. Comfort and convenience features fitted standard include leather trim (partial for seats in the Evoque Pure), manual adjustment for seats with electric height adjustment for driver's seat, climate control, touch-detecting map lights, electric windows, electrically-adjustable heated mirrors, cruise control, manually-adjustable steering column, MP3-compatible eight-speaker single-disc CD audio and Bluetooth connectivity.

As already noted, the Evoque Dynamic and Evoque Prestige share many of the same features, with the principal point of difference between the two being a sportier presentation for the former and a more luxurious image for the latter. Evoque Prestige comes with more chrome trim outside and interior trimmings are in keeping with a luxury vehicle. Despite the small difference in price, the two levels of trim are largely the same.

Both grades offer xenon headlights and 19-inch alloy wheels, shod with 235/55 R19 tyres. External appearance across the range is distinguished by a grey grille for the Evoque Pure, black for the Evoque Dynamic and chrome for the Evoque Prestige. A chrome strip runs along the beltline of the (five-door) Evoque Prestige models, but not the three-door Coupes. Alloy wheels fitted to the Evoque Dynamic and Prestige come in three different designs: 'Style 5' paired multi-spoke for Prestige, 'Style 4' six-spoke design for five-door Dynamic and 'Style 3' five-spoke slotted design for the Evoque Dynamic Coupe.

Full leather seat trim in differing styles, electro-chromatic mirror, (different) aluminium finish for the centre console, mood lighting, electrically-adjustable front seats with memory and an 11-speaker Meridian single-slot audio system with input ports for iPod and USB are standard equipment for the Evoque in Dynamic and Prestige trim. Rain-sensing wipers, auto-on/off headlights, power folding external mirrors and puddle lamps are also featured in the two upmarket grades.

While the Evoque comes well equipped across its three levels of trim, buyers should be aware of the rapidly escalating purchase price once a few option boxes are ticked. By our estimation, Land Rover offers the Prestige grade Evoque with over $40,000 worth of extra-charge options. But that basket is no more expensive than most of the Evoque's direct competitors.

Yet to be released in Australia, the Evoque eD4 is powered by 110kW four-cylinder turbodiesel displacing 2.2 litres and peaking at 380Nm of torque. The front-drive eD4 variants were developed for optimum and fuel efficiency is rated at 5.0L/100km in combined-cycle testing. Just one transmission is on offer with the fuel-conserving variants, a six-speed manual.

Also a 2.2-litre turbodiesel developing 110kW, the TD4 engine's peak torque figure rises to 400Nm. Available in 4WD models only, the TD4's fuel consumption is 5.7L/100km when coupled to the standard six-speed manual transmission or 6.5L/100km with the optional six-speed automatic.

Land Rover caps off the Evoque range with the Si4 models, which are powered by the same 177kW EcoBoost Ford four-cylinder engine soon to be doing duty in the locally-built Falcon sedan. Peak torque from the turbocharged, direct-injected petrol engine is a diesel-like figure of 340Nm. The standard transmission mated to the petrol engine is a six-speed automatic.

Underpinnings comprise independent suspension all round, four-wheel discs and electrically-assisted rack-and-pinion steering. Land Rover's quoted figures for approach, departure and breakover angles are respectively 25 degrees (19 for Dynamic models), 33 degrees (30 for Evoque Dynamic) and 22 degrees. Wading depth is 500mm and ground clearance is 215mm front or 2400m rear. Turning circle measures 11.3m and the steering wheel turns 2.45 times, lock to lock. Respectively, length, width, height, wheelbase and luggage capacity are: 4365mm (4355mm Coupe), 2125mm (including mirrors), 1635mm (1605mm Coupe), 2660mm and 575 litres (550 litres Coupe). Towing capacity, with a towpack accessory is rated at 1800kg for the 4WD models and 1500kg for the Evoque eD4 when it arrives.

The three-door is hard work entering the rear seat, but there's adequate or better room for average-sized adults, once there. Even with the driver's seat set back as far as it would go, this reviewer was (barely) accommodated. Land Rover's interior designers have designed the front-seat backrests scalloped to leave some added knee room for seat occupants behind. There's more rear-seat headroom in the five-door model (965 versus 945mm) and, naturally, accessing the rear seat is easier.

The driving position met the necessary standard, providing comfortable and supportive seats. While the view is less commanding than in the case of larger Range Rovers, the Evoque's field of vision to the fore was good enough offroading.

Fit, finish and general interior design were all commendable. In fact, the look of the interior is stylish but restrained and practical. Even when loaded for bear with attractive options the Evoque's cabin doesn't look cluttered or 'pimped-out' as the Freelander did for our last seven-day test of that vehicle. Translucent raised increments in dials contribute to the appearance of the attractive but legible major instruments in the binnacle ahead of the driver. Soft materials abounded throughout the cabin, including the leather dashtop. The touch-sensing map lights are a delight to use the first time you stumble across them.

There were a couple of minor NVH-related issues. More noise intruded from the rear of the three-door Si4 model than the diesel five-door models sampled. And over sealed country roads a persistent buzz emanated from the plastic insert for microphones in the overhead console of the Si4. This buzzing was not encountered in other vehicles, but might point to early-build niggles. At least, if it proves to be a problem, Land Rover dealers should be able to fix it easily enough.

To protect the vehicle's occupants in the event of a serious crash, the Evoque's safety cell comprises sills and A and B pillars constructed using Boron ultra-high-strength steel.

Safety features fitted as standard for all models include: Dual front airbags, kneebag for the driver, side-curtain airbags, anti-lock brakes with EBD, stability control, traction control, roll stability control, Emergency Brake Assist, Trailer Stability Assist and emergency hazard lights under heavy braking.

Based on a broadbrush assessment of the Range Rover Evoque Si4 versus the Audi Q5 2.0 TFSI (both turbocharged and direct-injected petrol models with all-wheel drive), the Evoque Pure is cheaper than the Audi, and in the worst case scenario, optioned up to the max, the Evoque Prestige would top out below $115,000 by our calculations. By comparison, the Audi, with all available options fitted, would be something like $15,000 more expensive again. Things are complicated by the cheaper Volvo XC60, which we believe would come in under $105,000, even with all the bells and whistles, but the Volvo lacks some of the nice features of the Evoque, such as the Dual-View TV screen, for example.

For the money, Jeep's Grand Cherokee offers a level of offroad ability commensurate with the Evoque's (barring the eD4 models), combined with a lot more room inside -- and an equipment list the Evoque is unlikely to match, as Land Rover admits. It's a larger machine than the Evoque and it lacks the Range Rover's style, but it's there for the consideration nonetheless.

Once again, taking purchase price into account, there are some vehicles in the medium SUV segment that would compensate for the Evoque's lavish presentation by virtue of roominess or seating capacity. In practice, however, buyers smitten with the Range Rover's style and offroad readiness are unlikely to be won over by the combination of NVH qualities and seven-seat capacity of either the Toyota Kluger or Ford Territory. But pound for pound those two are a lot of car for the money.

There were some brief opportunities to check out the Hill Descent Control and Land Rover's latest enhancement for that, Gradient Release Control, which gently rolls off from manual braking to HDC as the automatic system takes over when the driver lifts his or her foot off the brake pedal. It reduces that 'runaway' feeling sometimes experienced when HDC is left to its own devices on a steeper slope. HDC operates in a speed range from 6 to 20km/h and the speed can be adjusted on the fly, using the cruise control switchgear.

Land Rover's Terrain Response in the Evoque features the usual four modes: General Driving, Grass/gravel/snow, mud and ruts, plus sand. Switching modes changes settings for engine, transmission, centre coupling and braking system/stability control. For the drive around Glenworth Valley the Evoque remained in 'Grass/Gravel/Snow', with traction control disabled. Mostly the Evoque just plodded around the course without any worrying moments -- in stark contrast with the full-steam ahead approach driving Skoda's Yeti through deep sand in Central Australia.

The petrol engine (in the Si4) is an excellent choice for an offroader with some claim to be a luxury SUV. It delivers linear torque across a wide rev range and remains refined even when being asked to haul the Evoque up steep banks. One of the committed 4x4 journalists preferred the diesel engines in the Evoque, since they're more about slogging power delivery, but the petrol engine was impressively adept in the offroad situation, nonetheless.

If the offroad course mapped out by Land Rover left one thing unresolved, it was the Evoque's wheel articulation. We did see one vehicle in front cock a rear wheel on a sharp downhill turn around a tree, but mostly the course provided little in the way of testing ruts for the vehicle's all-independent suspension. As far as could be concluded from the course, the Evoque's approach, departure and breakover angles are pretty good. Just the looks of the car suggest that much, with the Range Rover's short overhangs and high ground clearance key features of the design.

For the on-road testing, the drive program took the Evoque convoy from Sydney to Rothbury, north-west of Newcastle. The roads were fairly typical of NSW country roads, varying from smooth and well maintained to patchy and rough.

As an SUV, the Evoque's turn-in is pretty darned good. It's a vehicle that can be flogged along those country roads and it rewards the driver with the satisfaction of steadfast roadholding and consistent handling. We've never been great fans of electrically-assisted steering, but in the Evoque it's communicative and feels mostly like a conventional hydraulic system. The suspension is firmly damped and while that provides a well controlled ride on freeways and other smooth road surfaces, the Evoque doesn't soak up lumpy, potholed bitumen surfaces. The whole car rides, roller-coaster fashion, over each bump and grind. It shouldn't be a problem for most owners -- and if it is, perhaps it's time for a strongly worded missive to the body tasked with upkeep of the local roads.

At cruising speeds, even on the country roads of the Hunter Valley, the Pirelli Scorpion tyres were conspicuous by their absence from the NVH party. In fact the Evoque is a quiet car across the board, and is only 'noisy' in a good way, for the most part. The Si4 engine sounds rich and mellow, and manages to deliver plenty of torque for offroad work, as already mentioned, while retaining the ability to rev. It's an engine that could convince buyers to forego the diesel options -- except that it's actually more expensive than either of the diesels.

Fuel consumption on the drive program was 10.3L/100km for the Si4 and 8.4L/100km for the SD4 -- with no horses spared in either case. We didn't get a fuel consumption figure for the TD4 driven the next day, but it's likely to use quantities similar to the higher-output SD4. Many will question the specific need to go to the SD4 engine, since the TD4's performance is more than adequate, although there seems to be slightly more turbo lag in the 110kW engine.

By the conclusion of the drive program it was clear that the Evoque is an SUV that delivers on its promise. People seem to be tripping all over themselves with cash in hand on the strength of the Range Rover's handsome looks, but its style is backed up by also being genuinely practical and adroit offroad -- something not all its competitors can boast.

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