Not like any Land Rover or Range Rover the Queen has ever driven, the 2012 Range Rover Evoque is more in-tune with the desires and wants (we assume) of the Duke and Duchess of Cambridge (Will and Kate, to us commoners). But does this new design by Land Rover creative director Gerry McGovern and his team still manage to pack the wallop that the others in the range do?
Time to hop in and wring it out. Follow Leftlane as we check out the new Evoque.
What is it?
A more urbanesque example of the strong points found in big brother Land Rover and Range Rover vehicles, the Evoque is the production model of the LRX concept shown in 2008 at the North American International Auto Show in Detroit.
In North America, the Evoque are available as a five-door hatch and a three-door coupe. Both are powered by what is essentially Ford’s 2.0-liter Ecoboost engine. For our week, pretending to be rich Royals, we drove a Colima Lime Green coupe, a model that will likely be a niche player here.
What’s it up against?
Competitors in this group run the gamut. Technically anything in the SUV range could be considered an adversary since there aren’t any coupe-crossover-like-things aside from this one.
From Ford’s Edge and Lincoln’s MKX, to Infiniti’s EX, BMW’s X3, Lexus’s RX 350 and Mercedes-Benz’s GLK, it’s a tough market. And as outfitted, it becomes tougher still. Our example stickered for $58,520, which means it’s a big step above any of those rivals.
Any breakthroughs?
For starters, it is one of the first applications of the Ford-designed Ecoboost engine (the Ford Edge and Explorer are the other crossovers). A continued relationship between Tata Motors and Land Rover’s previous owner, Ford, has resulted in a shared technology exchange, which sees a version of Land Rover’s Terrain Response System used in the new Ford Explorer and, conversely, the 2.0-liter engine used in this Evoque.
Other breakthroughs include the use of a permanent-intelligent all-wheel-drive system with traction control, and a Haldex differential tuned specifically for this Range Rover. Its off road ability is there, but it’s hidden by a stiff suspension, low profile tires and a single-speed transfer case, not to mention low ground clearance. An available adaptive suspension can be had, although our test model was not equipped with it.
Think of it this way: Evoque is everything Land Rover has been against until now.
How does it look?
We think it looks quite radical for an SUV. Sure it has the typical Land Rover/Range Rover DNA. And yes it does tend to ride higher than most other cars on the road. But the truth is this Range Rover will most likely see more action in the mall parking lot than on a backwoods trail in search of Bigfoot. But that’s not to say that this Evoque has been shortchanged in the capabilities department. It features the same if not better angle of attack than the old Range Rover Defender, and can wade in water up to 20-inches deep.
The Evoque Coupe shares the same 104.8–inch wheelbase and 171.9 inch overall length as its five-door hatch sibling. The five-door has a higher roofline at the rear. And there’s the rub: With two less doors, you lose in functionality what you gain in appearance.
Starting at front, the silver applied badging across the leading edge of the hood lets the world know what this vehicle is. Silver contrasting accents below the bumper mimic a skid plate for the front-end while LED running lights provide a touch of jewelry in an effort to make a good first impression. A clamshell hood covers the engine bay, while vents release warm air from underneath. Side gills are not as effective in appearance, looking as though they were mismatched from the factory.
A rising waistline travels upward to meet the downward sloping roofline of the Evoque. We like the look, which actually reminds us (in a better way) of the recently tested MINI Cooper Coupe and its rear–facing baseball cap roof.
Our Dynamic trim level-equipped Evoque came with a contrasting white roof, a $650 add–on. Add to this package, a trailing-edge spoiler and aluminum skid plate with chrome exhaust finishers, and you’ll have a Range Rover that will have people’s tongues a-wagging, as we saw while driving to the tony Ocean Reef Club in Key Largo, Florida.
Once we arrived, it seems that everyone there accepted it immediately. Occupy that.
And on the inside?
Possessing a strong appearance outside is for naught if the inside looks crappy. Well, this one doesn’t. If you liked sister company Jaguar’s interior treatment with the knurled rotary knob that rises to greet you when you turn on the ignition, then you’ll love the new Evoque as well. A typical Range Rover gauge binnacle with TFT screen between the speedometer and tachometer is the first thing to greet the driver. On cold days up north, we suspect the heated steering wheel might make a difference.
A two-toned combination of gray and white on our tester, the interior features perforated double-needle stitched leather over the six-way adjustable driver’s seat and a four-way adjustable passenger seat. The rear seats are a no-cost option, and fold forward in a 60–40 split. We like the front seat headroom that came with the panoramic widescreen glass roof with full window shade. Good for those at least six-feet tall, it was airy when it doesn’t look like it would be. What we don’t like is the beveled edge between the right and left seatback, which requires you to fold down both seat backs if you actually want just the larger seat. It could make for some awkward times when hauling three passengers and some unusually shaped cargo.
It is a true four-seater with a cupholder in between. Getting into the rear requires a delicate ballet of movement that starts with activation of the side-mounted fore and aft button that moves the seat on its track. We found the rear seat offered good headroom but was a slight bit claustrophobic with no windows or doors to open. Personally, if it were our cash on the line, we’d opt for the five-door hatch.
The 825-watt Meridian Surround Sound system was stellar, pumping clear highs and thumping bass through all 17 speakers. Controllable by way of the eight-inch monitor in the center stack, it latched onto SiriusXM satellite radio without hesitation. The same can’t be said of the Evoque’s Bluetooth system, which is overly complicated and managed to disconnect paired smart phones at whim.
But does it go?
North American Evoques will only be available with the Si4 (in Land Rover-speak) powerplant, a 2.0-liter, direct injected turbocharged four-cylinder engine that features twin variable valve timing for a combination of power and fuel efficiency. By the numbers, it makes 240–horsepower and 251 lb-ft of torque. The six-speed automatic transmission is controlled by the aforementioned knurled knob for drive, sport, and so on, or alternatively, the steering wheel-mounted paddle shifters for those of the row it yourself persuasion.
Tipping the scales at 3,615 lbs., the Evoque is relatively svelte considering the visual mass that it displaces. Zero to 60 mph comes on in 7.1 seconds, and the EPA says that if you drive like they do, you too can achieve 18 city/28 highway. We were totally chuffed by the rapid rate of acceleration we felt when standing on the silver skinny pedal. In the right application, this engine is quite an overachiever.
David Mitchell, the Evoque’s chief product engineer, told us that market research indicated the target market desired a more sporting driving character for this vehicle. We say, “What he said.†The result is a vehicle that handles unlike many other SUVs on the road. We think it’s a sports car that rides just a touch higher.
A fully independent suspension with long travel coil springs in front and revised rear suspension geometry helped to raise the vehicle’s center point. Electric power assisted steering varied steering feel according to speed, and offered excellent feedback while underway. It was especially welcomed during an off road demonstration, which featured hill climbs, off-camber divots and mounds, and water hazards that showed off the breadth of capability that the Evoque possesses despite its city slicker looks. With the intelligent all-wheel drive and a tire in the air, power was transferred to the tires that actually had contact–just like on a “real Range Rover.†We also enjoyed the hill-descent feature, which allowed the Evoque to creep down after a steep incline.
It’s hard to imagine that most Evoque owners would ever put their Range Rover in such situations, but it is great to know that the vehicle can handle it. Back on more familiar surroundings like highways and city streets, this Rover could cut apexes and wind its way past lollygaggers with the best of them.
Best of all worlds? It might be.
Why you would buy it:
You like Range Rover’s newfound sense of style. And besides, you’d never get this thing dirty anyway.
Why you wouldn’t:
You don’t think you look good in safari khakis and a pith helmet.
Leftlane’s bottom line
Gerry McGovern’s design influence goes to town, and in the process breathes new life into an aging brand.
Coupled with the latest technologies in engine design, drivetrain and suspension, the new Range Rover Evoque maintains that stiff upper lip, while having a little fun, too.
2012 Land Rover Range Rover Evoque Coupe base price, $44,145. As tested, $58,520.
Dynamic Premium Package, $7,900; Climate Comfort Pack, $1,000; SiriusXM, $750; Ebony Headliner, $275; Special Paint, $950; White roof, $650; 20-inch wheels, $2,000; Destination, $850.
Words and photos by Mark Elias.
Review: 2012 Land Rover Range Rover Evoque Coupe
Reviewed by
Mark Elias on
December 15
.
Built for Rodeo Drive and not the local rodeo, this latest Range Rover stretches the brand in a new direction. We investigate.
Not like any Land Rover or Range Rover the Queen has ever driven, the 2012 Range Rover Evoque is more in-tune with the desires and wants (we assume) of the Duke and Duchess of Cambridge (Will and Kate, to us commoners). But does this new design by Land Rover creative director Gerry McGovern and his team still manage to pack the wallop that the others in the range do?
Time to hop in and wring it out. Follow Leftlane as we check out the new Evoque.
What is it?
A more urbanesque example of the strong points found in big brother Land Rover and Range Rover vehicles, the Evoque is the production model of the LRX concept shown in 2008 at the North American International Auto Show in Detroit.
In North America, the Evoque are available as a five-door hatch and a three-door coupe. Both are powered by what is essentially Ford’s 2.0-liter Ecoboost engine. For our week, pretending to be rich Royals, we drove a Colima Lime Green coupe, a model that will likely be a niche player here.
What’s it up against?
Competitors in this group run the gamut. Technically anything in the SUV range could be considered an adversary since there aren’t any coupe-crossover-like-things aside from this one.
From Ford’s Edge and Lincoln’s MKX, to Infiniti’s EX, BMW’s X3, Lexus’s RX 350 and Mercedes-Benz’s GLK, it’s a tough market. And as outfitted, it becomes tougher still. Our example stickered for $58,520, which means it’s a big step above any of those rivals.
Any breakthroughs?
For starters, it is one of the first applications of the Ford-designed Ecoboost engine (the Ford Edge and Explorer are the other crossovers). A continued relationship between Tata Motors and Land Rover’s previous owner, Ford, has resulted in a shared technology exchange, which sees a version of Land Rover’s Terrain Response System used in the new Ford Explorer and, conversely, the 2.0-liter engine used in this Evoque.
Other breakthroughs include the use of a permanent-intelligent all-wheel-drive system with traction control, and a Haldex differential tuned specifically for this Range Rover. Its off road ability is there, but it’s hidden by a stiff suspension, low profile tires and a single-speed transfer case, not to mention low ground clearance. An available adaptive suspension can be had, although our test model was not equipped with it.
Think of it this way: Evoque is everything Land Rover has been against until now.
How does it look?
We think it looks quite radical for an SUV. Sure it has the typical Land Rover/Range Rover DNA. And yes it does tend to ride higher than most other cars on the road. But the truth is this Range Rover will most likely see more action in the mall parking lot than on a backwoods trail in search of Bigfoot. But that’s not to say that this Evoque has been shortchanged in the capabilities department. It features the same if not better angle of attack than the old Range Rover Defender, and can wade in water up to 20-inches deep.
The Evoque Coupe shares the same 104.8–inch wheelbase and 171.9 inch overall length as its five-door hatch sibling. The five-door has a higher roofline at the rear. And there’s the rub: With two less doors, you lose in functionality what you gain in appearance.
Starting at front, the silver applied badging across the leading edge of the hood lets the world know what this vehicle is. Silver contrasting accents below the bumper mimic a skid plate for the front-end while LED running lights provide a touch of jewelry in an effort to make a good first impression. A clamshell hood covers the engine bay, while vents release warm air from underneath. Side gills are not as effective in appearance, looking as though they were mismatched from the factory.
A rising waistline travels upward to meet the downward sloping roofline of the Evoque. We like the look, which actually reminds us (in a better way) of the recently tested MINI Cooper Coupe and its rear–facing baseball cap roof.
Our Dynamic trim level-equipped Evoque came with a contrasting white roof, a $650 add–on. Add to this package, a trailing-edge spoiler and aluminum skid plate with chrome exhaust finishers, and you’ll have a Range Rover that will have people’s tongues a-wagging, as we saw while driving to the tony Ocean Reef Club in Key Largo, Florida.
Once we arrived, it seems that everyone there accepted it immediately. Occupy that.
And on the inside?
Possessing a strong appearance outside is for naught if the inside looks crappy. Well, this one doesn’t. If you liked sister company Jaguar’s interior treatment with the knurled rotary knob that rises to greet you when you turn on the ignition, then you’ll love the new Evoque as well. A typical Range Rover gauge binnacle with TFT screen between the speedometer and tachometer is the first thing to greet the driver. On cold days up north, we suspect the heated steering wheel might make a difference.
A two-toned combination of gray and white on our tester, the interior features perforated double-needle stitched leather over the six-way adjustable driver’s seat and a four-way adjustable passenger seat. The rear seats are a no-cost option, and fold forward in a 60–40 split. We like the front seat headroom that came with the panoramic widescreen glass roof with full window shade. Good for those at least six-feet tall, it was airy when it doesn’t look like it would be. What we don’t like is the beveled edge between the right and left seatback, which requires you to fold down both seat backs if you actually want just the larger seat. It could make for some awkward times when hauling three passengers and some unusually shaped cargo.
It is a true four-seater with a cupholder in between. Getting into the rear requires a delicate ballet of movement that starts with activation of the side-mounted fore and aft button that moves the seat on its track. We found the rear seat offered good headroom but was a slight bit claustrophobic with no windows or doors to open. Personally, if it were our cash on the line, we’d opt for the five-door hatch.
The 825-watt Meridian Surround Sound system was stellar, pumping clear highs and thumping bass through all 17 speakers. Controllable by way of the eight-inch monitor in the center stack, it latched onto SiriusXM satellite radio without hesitation. The same can’t be said of the Evoque’s Bluetooth system, which is overly complicated and managed to disconnect paired smart phones at whim.
But does it go?
North American Evoques will only be available with the Si4 (in Land Rover-speak) powerplant, a 2.0-liter, direct injected turbocharged four-cylinder engine that features twin variable valve timing for a combination of power and fuel efficiency. By the numbers, it makes 240–horsepower and 251 lb-ft of torque. The six-speed automatic transmission is controlled by the aforementioned knurled knob for drive, sport, and so on, or alternatively, the steering wheel-mounted paddle shifters for those of the row it yourself persuasion.
Tipping the scales at 3,615 lbs., the Evoque is relatively svelte considering the visual mass that it displaces. Zero to 60 mph comes on in 7.1 seconds, and the EPA says that if you drive like they do, you too can achieve 18 city/28 highway. We were totally chuffed by the rapid rate of acceleration we felt when standing on the silver skinny pedal. In the right application, this engine is quite an overachiever.
David Mitchell, the Evoque’s chief product engineer, told us that market research indicated the target market desired a more sporting driving character for this vehicle. We say, “What he said.†The result is a vehicle that handles unlike many other SUVs on the road. We think it’s a sports car that rides just a touch higher.
A fully independent suspension with long travel coil springs in front and revised rear suspension geometry helped to raise the vehicle’s center point. Electric power assisted steering varied steering feel according to speed, and offered excellent feedback while underway. It was especially welcomed during an off road demonstration, which featured hill climbs, off-camber divots and mounds, and water hazards that showed off the breadth of capability that the Evoque possesses despite its city slicker looks. With the intelligent all-wheel drive and a tire in the air, power was transferred to the tires that actually had contact–just like on a “real Range Rover.†We also enjoyed the hill-descent feature, which allowed the Evoque to creep down after a steep incline.
It’s hard to imagine that most Evoque owners would ever put their Range Rover in such situations, but it is great to know that the vehicle can handle it. Back on more familiar surroundings like highways and city streets, this Rover could cut apexes and wind its way past lollygaggers with the best of them.
Best of all worlds? It might be.
Why you would buy it:
You like Range Rover’s newfound sense of style. And besides, you’d never get this thing dirty anyway.
Why you wouldn’t:
You don’t think you look good in safari khakis and a pith helmet.
Leftlane’s bottom line
Gerry McGovern’s design influence goes to town, and in the process breathes new life into an aging brand.
Coupled with the latest technologies in engine design, drivetrain and suspension, the new Range Rover Evoque maintains that stiff upper lip, while having a little fun, too.
2012 Land Rover Range Rover Evoque Coupe base price, $44,145. As tested, $58,520.
Dynamic Premium Package, $7,900; Climate Comfort Pack, $1,000; SiriusXM, $750; Ebony Headliner, $275; Special Paint, $950; White roof, $650; 20-inch wheels, $2,000; Destination, $850.
Words and photos by Mark Elias.
Rating:
