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Ken Gratton11 Aug 2015
REVIEW

Range Rover Evoque 2015 Review

Smooth looking SUV let down by unforgiving ride
Model Tested
Range Rover Evoque Prestige SD4
Review Type
Road Test

A nine-speed automatic transmission is the biggest change for the Range Rover Evoque since its local introduction nearly four years ago. The east/west-engined SUV that made such a splash at that time has aged pretty well in the meantime. It's still an attractive machine inside and out, and yet remains a practical alternative to the more mundane SUVs around. Even its nearest rival, BMW's X4 is struggling to take sales away from the Evoque.

As the highest-priced diesel variant to boast five doors, the Range Rover Evoque in the Prestige level of trim certainly lived up to its name. It arrived at motoring.com.au finished in an understated metallic colour and trimmed to the nines inside.

The attractive, leather-upholstered interior was complemented by flashy, high-resolution displays for infotainment and instruments. As we've come to expect of Jaguar Land Rover products, the infotainment touchscreen was easy to use and, in combination with the trip computer read-out in the instrument binnacle and redundant switchgear for different functions, didn't require a lot of constant drilling down and backing out of menus to remain properly informed at all times.

Most controls were within easy reach and the whole driving position was ideal. First-time passengers were knocked out (not literally) by the rising gear selection dial. But seat-heating was missed during Melbourne's extreme cold spell during the week the Evoque was being assessed.

The seats themselves were comfortable and well shaped in both the front and the rear however. Despite the relatively short wheelbase, the Evoque provided kneeroom fit for average-sized adults in the rear, but it wasn't a place for stretching out, despite that. The rear seats could fold down for added luggage capacity, but not completely flat.

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There was a useful amount of storage space in the front, and even with the panoramic sunroof fitted as an extra-cost option for $1800, front and rear headroom was adequate. Under the boot floor there was a space-saver spare, which seemed at odds with the Evoque's nominal off-road potential.

Around town the Evoque was easy to park and the optional cameras (Surround Camera System – $1390) were very effective, but the acoustic alarms warning the driver of proximity to an obstacle were quite strident. The external mirrors were large enough to be of some value, but tucked in close to the body work, which was really handy in tight going and contributed to the Evoque's compact feeling behind the wheel. For the old-fashioned over-the-shoulder-check, the Evoque's field of vision was pretty good – better in fact than other cars approaching the Evoque for stylishness.

Fuel consumption for the week was 9.1L/100km, which was better than some similarly-sized diesel SUVs, but the Evoque benefited from longer runs at lower speeds on arterial roads. In a standard week of commuting the Evoque's fuel consumption (complete with cold starting and more traffic light halts) would have been over 10.0L/100km without doubt.

The jury's out on the value of the idle-stop system in the Evoque. It didn't seem to save a lot of fuel, unlike our experience with some petrol-engined vehicles using this sort of system. Similarly, the nine speeds of the ZF auto transmission provided little benefit saving fuel, since the Evoque didn't reach the sort of speed where the highest ratio came into play.

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The engine, which lacks for nothing in the way of power and torque, seems a little agricultural these days, particularly after sampling the D4 diesel of the Volvo S60 and XC60, for instance. There was plenty of chaff-cutting rock and roll at idle from the Evoque, and there was some turbo-lag evident, along with a constant rumble at freeway speeds. The engine was slow to wind up while cornering or from launch.

Shifted manually with the paddles, the ZF transmission was both responsive and smooth, but the engine just didn't feel that charismatic or sporty used this way. On occasions, the transmission would kick down, overwhelming the sequential shifting. Strangely, too, the ZF would hold a gear longer as the engine approached redline, even in Sport mode and using the paddles. It wasn't the fastest way to rip through the gears and it quickly became apparent that the drivetrain worked better shifting manually before the engine reached 4000rpm. Fortunately there remained abundant torque and power lower down the scale for the next gear.

In corners the Evoque proved dynamically capable, whether the Terrain Response system was set to dynamic mode or just normal operating mode. Steering was direct and fairly communicative for an SUV. Handling was fine and the Evoque's roadholding was commendable. But after lavishing praise on the Range Rover Sport for its exceptional ride and handling balance, I found the Evoque's lack of ride comfort to be a shock. The only give in the suspension seemed to be provided by the Goodyear tyres, which were very capable on the road – and quiet on country roads too.

Off the road in the Evoque did come unstuck at one point – due to driver error...

There was no shortage of grunt for tackling steep grades, but I did have the Terrain Response system in the wrong mode at one stage – sand rather than gravel. The Evoque ground to a halt with wheels spinning helplessly. By backing up for a run-up the Evoque did crest the grade successfully, and subsequently proved its mettle in the bush by pressing on up and over a challenging mogul with one wheel suspended in the air.

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As I've noted for the Evoque's sibling, the Freelander, Land Rover's Hill Descent Control is, frankly, not as good as Jeep's system in the Cherokee. Where the Evoque really kicks goals is its approach, departure and break-over angles. The SUV didn't scrape or grind its underbelly over what would be considered a moderately challenging test for a typical vehicle of this size and stature.

But there were some quibbles in addition to those already mentioned. At night, for instance, the headlights were set too low and weren't especially bright on low-beam. The brakes were slow to release on a hill, and the pads remained clamped to the rotors if the driver applied power quickly. This would be accompanied by a graunching noise that was disconcerting the first time it was heard.

For a car priced this close to $80,000 – and actually above $88,000 with the fitted options factored in – the Evoque had a few build-related noises during our week testing the car. These included a plastic rattle in the dash, a squeak from the rear seats and thuds and thumps from the luggage compartment. The vehicle had travelled less than 3900km, but that distance, in an off-roading press vehicle, may have added up to hard kays.

In the final wash-up, the Evoque's appeal remains beyond doubt, but it's not a car one would recommend without qualification. Beyond the points already mentioned above, there's this to consider: Ingenium-powered Evoques will be arriving in Australia near the end of this year or early 2016. That might be reason enough in itself to hold-off buying for the moment.


2015 Range Rover Evoque Prestige SD4 pricing and specifications:

Price: $76,895 (plus on-road costs)
Engine: 2.2-litre four-cylinder turbo-diesel
Output: 140kW/420Nm
Transmission: Nine-speed automatic
Fuel: 6.0L/100km (ADR Combined)
CO2: 159g/km (ADR Combined)
Safety Rating: Four-star ANCAP

Pricing and Features
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Written byKen Gratton
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Our team of independent expert car reviewers and journalistsMeet the team
Expert rating
72/100
Engine, Drivetrain & Chassis
13/20
Price, Packaging & Practicality
13/20
Safety & Technology
17/20
Behind the Wheel
13/20
X-Factor
16/20
Pros
  • Presence on the road
  • Cabin ambience
  • On-road dynamics
Cons
  • Time has caught up with 2.2-litre diesel
  • Hill Decent Control and hill-hold
  • squeaks, rattles, thumps
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