- Three petrol engines, three diesels, all 2.0 litres
- Petrol engine is refined and revvy
- Diesel engine is punchy and quiet
Land Rover has ensured there are plenty of choices for aspiring Range Rover Evoque buyers right from launch. There are two basic engines – the 2.0-litre petrol and 2.0-litre diesel, both from Jaguar Land Rover's 'Ingenium' family of engines. However, each type is available with three power outputs (detailed below).
They range from the 2.0-litre diesel with 150hp and front-wheel drive to the top petrol four-wheel drive, developing double that. Hybrid or electric SUV buyers should look elsewhere now, although Land Rover has promised there's a plug-in hybrid joining the range in 2020.
- D150 2wd manual 150hp @2,400rpm, 380Nm @1,750-2,500rpm, 9.9sec 0-60mph, 125mph, 143g/km CO2, 52.3mpg combined
- D150 AWD automatic MHEV 150hp @2,400rpm, 380Nm @1,750-2,500rpm, 10.4sec 0-60mph, 122mph, 149g/km CO2, 50.4mpg combined
- D180 AWD automatic MHEV 180hp @2,400rpm, 430Nm @1,750-2,500rpm, 8.8sec 0-60mph, 128mph, 150g/km CO2, 49.6mpg combined
- D240 AWD automatic MHEV 240hp @2,400rpm, 500Nm @1,500-2,500rpm, 7.2sec 0-60mph, 140mph, 163g/km CO2, 45.6mpg combined
- P200 AWD automatic MHEV 200hp @5500rpm, 320Nm @1,300-4,500rpm, 8.0sec 0-60mph, 134mph, 176g/km CO2, 36.7mpg combined
- P250 AWD automatic MHEV 250hp @5,500rpm, 365Nm @1,300-4,500rpm, 7.0sec 0-60mph, 143mph, 180g/km CO2, 35.8mpg combined
- P300 AWD automatic MHEV 300hp @5,500rpm, 400Nm @1,500-4,500rpm, 6.3sec 0-60mph, 150mph, 186g/km CO2, 34.9mpg combined
Range Rover Evoque diesel engines detailed
Of the diesels, we've yet to drive the entry-level D150 or D180, but based on our experience of these power units in the previous-generation Range Rover Evoque and Land Rover Discovery Sport, they deliver decent performance and reasonable economy when driven gently – certainly 180hp unit is the most refined of the three, and rarely does it feel slower than the range-topping D240.
Having said that, we can't help but feel that the D240 unit really suits the Evoque. It's punchy from low revs, and is impressively quiet compared with other JLR cars powered by this engine (they've learned a lot about installing them). Although it doesn't feel as quick as the performance figures (above) hint at, rarely do you feel this is a heavy SUV.
A few points worth bearing in mind are that with nine speeds, the Evoque rarely feels like it's in the wrong gear, butif you need a quick burst of acceleration, the transmission is sometimes very lazy to respond, even when you floor the accelerator. It's more responsive in Sport mode, but still can be caught on the hop. If you want to be sure of maximum punch, best change manually using the paddleshifters (Command Shift in Land Rover-speak).
Range Rover Evoque petrol engines detailed
We've yet to drive the P200 and P300, but the P250 version we did drive was very impressive in its refinement and performance. Like the D240 (above), its acceleration doesn't feel as quick as the figures would suggest, and again, we'll put that down to an impressively-refined engine, and the high-riding seating position. Unlike the diesel, it needs working hard to go fast – you'll be flooring the throttle farmore often to keep up with the flow.
But the overriding impression of the petrol Evoque is one of unruffled calm. The power unit is beautifully isolated and rarely do you hear it – even when you're driving it hard. On the motorway, it's settled and refined, but if you want a quick burst of acceleration for overtaking, you'll need to work it hard and wait for the transmission to change down two or three gears. It's one of those cars that you wish there were room for a six-cylinder engine under the bonnet.
Gearbox options in the Range Rover Evoque
There are only two transmissions from launch, and this is unlikely to change in the future. The six-speed manual version is onlyavailable on the front-wheel drive entry-level D150, and we've yet to sample it in an Evoque. Based on our experience of the Discovery Sport, though, it's light and easy to use, and perfectly geared for motorway driving.
The other transmission that will end up driving 80% of all Evoques is the nine-speed auto. Evoque fans will have no doubt noticed that the old cylindrical selector has been dropped, and has been replaced by a more conventional selector shared with the Jaguar F-Type. It's more in keeping with the sporty Evoque, although it lacks the quality feel of the original selector.
- Impressive roadholding and grip
- Responsive steering
- Powerful brakes
One thing you can say about Land Rover is that they know how to make an off-roader handle well on the road. There was little wrong with the way the old Evoque handled – it was stiff and responsive, and did a good job in disguising its bulk. The new one gets heavier, more responsive steering, and initially feels just as sporty. But dig a little deeper and that proves not to be the case at all.
In bends, this one rolls a little more, although the body control is good enough for this not to be an issue as it never feels anything other than composed. And as you'll read below, the pay-off is worth it, as ride comfort and damping are excellent.
But overall, for someone who's come into the Evoque from a lower-riding car, the handling won't be any cause for concern – it goes where it's pointed, and feels responsive in a way that few SUVs do. We did drive the Evoque off-road too, and it's very imrpessive, especially when you deploy all of its driver assistance systems – the only thing that stops it being one of the best overall is a relative lack of ground clearance. That said, it's still much more capable off road than any of its rivals – quite an achievement.
- Impressively comfortable front seats
- Decent driving position
- Driver aids compensate for poor visibility
The Range Rover Evoque's new interior won't come as a surprise to owners of the old one, or anyone who's spent time in a Velar. But that's no bad thing, considering both are a great place in which to spend time. As soon as you step into the Evoque, you'll be impressed by the luxurious ambience – the well considered trims and materials, the low-line dasboard, well-shaped seats, and twin-screen infotainment system.
The driving position is perfect – both elevated above the non-SUVs, but reclined enough to feel almost sporting. The main criticism with this – and the old Evoque – is the poor visibility – the thick A- and B-pillars, along with the slit-like rear windows mean that it could bequite claustophobic inside if you choose a dark interior and don't specify a panoramic sunroof.
What tech do you get in a Range Rover Evoque?
Plenty. The fully-digital instrumenation featured in the SE and above is clear and logical, echoing the entry-level model's twin-dial analogue set-up (which looks far from low-rent). Land Rover’s Clearsight rearview mirror comes as standard on the Evoque HSE or as an option elsewhere, and is well worth looking at if you carry passengers regularly – or just think the view out isn't good enough.
A backwards-facing camera feeds the widescreen video display in the mirror, which does the same job as the rear-view mirror. If your boot is loaded or rear seats occupied, you still get a clear view behind. It's not quite perfect (cars following you look closer than they are), but it's good enough to not warrant a thought once you've used it for a short period of time.
There's also the option of Clearsight Groundview, which uses a combined view from three low-mounted forward-facing cameras that's displayed on the central screen. We've tried it, and given the Evoque's bulkiness and lack of great visibility, it will be of great use when parking in tight spaces, or cresting a hill on your favourite green lane.
- Impressive ride comfort
- Body control is also excellent
- High-speed cruising is very quiet
Ride comfort and overall refinement are a step change over the outgoing Evoque. The old car's ride was joggly and stiff-legged on poor road surfaces, but the new car's excellence in this department means the Evoque has raised its game – feeling every bit like a baby Range Rover should. Ride comfort on the standard-fit passive dampers is excellent, with an impressive sense of isolation from all but the most broken surfaces.
The comfort levels are aided by the low overall levels of noise. The engine has been brilliantly isolated from the cabin – and feels a world away from the same engines used in the last car or the Discovery Sport. The petrol engine we tested (P250) is quiet at pretty much all times, even when heading towards the 6,000rpm redline.
The D240 diesel is also far quieter than the old model, and overall refinement is up there with the best of the opposition, such as the Audi Q3 and BMW X4. It's as gruff as ever, but the noise levels are so muted, it's much less of a problem. In a nutshell, it's up with the best – and that's quite an achievement.