“General driving” is best for those wanting to set it and forget it, “grass/gravel/snow” increases sensitivity to slippage and delivers power more gently, “sand” permits limited wheel slip, and “mud and ruts” is more aggressive in allowing wheelspin. Two buttons allow you to toggle between four options. It was also an ideal test for the driver-selectable Terrain Response system. My week with the 2015 Range Rover Evoque was an ideal test of the system, which worked seamlessly as I transitioned from bare pavement to slush and snow, and even to some black ice. Less driveline drag means better fuel economy.Īctive Torque Biasing distributes torque between the rear wheels and torque vectoring redirects it among all four wheels to counteract understeer when cornering. It decouples 4WD at steady speeds above 35 km/h, but will re-engage the rear wheels within 300 milliseconds if it detects slippage. You can also choose your own gears via paddle shifters, but rowing up and down through nine of them quickly grows old.įour-wheel-drive is on demand, with the Evoque employing an Active Driveline system. If, however, you expect the smallest Rover to live up to its aggressive styling, opt for ‘sport’ mode which sharpens the throttle response and remaps the transmission for later shifts. The Evoque powers up in Eco mode, which is fine in winter weather. It’s much like a CVT, but without the offputting “rubber-band” feel under hard acceleration. That’s enough to take this 1,640 kg (3,616 lb) vehicle from rest to 100 km/h in 7.6 seconds.Īnd it’s smooth on the way there, thanks to the nearly imperceptible shifting of its nine-speed automatic. That may seem puny for an RR, but this feisty 2.0-litre mill dishes out 240 hp and 250 lb/ft of torque, coming in at a low 1,750 rpm. Unlike other Range Rovers, however, which are powered by supercharged sixes and eights, the Evoque gets a turbo four. Starting with 8.3 inches of ground clearance, a 25 degree approach angle and 33 degree departure angle, not to mention being able to ford nearly 20 inches of water, it’s good for more than just cottage roads. The Evoque may look like a posh, urban soft roader, but it does carry serious off-road ability. That’s a lot of dough for a compact crossover – even the luxo variety.
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The Autobiography, as tested, kicks it up to $64,595, plus options like metallic paint ($1,200), satellite radio ($450), contrasting roof ($650), parallel park assist ($800), adaptive cruise control ($1,500), the driver tech package ($1,200) and freight taking the price north of $70,000.
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The base Evoque “Pure” comes with automatic climate control pushbutton start leather seating, heated and powered up front and with driver memory heated leather steering wheel with audio, phone and cruise controls Bluetooth eight-inch touchscreen and 11-speaker Meridian audio system.Īnd on the outside, 18-inch alloy wheels, rain sensing wipers, and side mirrors with puddle lamps and integrated turn signals.īut if you want front parking sensors (not just rear), along with rear camera, heated rear seats, power tailgate and a full suite of driver aids, you’ll be exploring higher trim levels like Pure City ($49,895), Pure Plus ($52,195), Dynamic ($60,895) and Prestige ($61,295). Pricing (five door) starts at $47,695, and although that may seem low for a Range Rover, it does climb sharply. And cargo room is competitive with 575 litres behind the 60/40-second row and 1,445 with them folded flat. Sure, its narrowing side glass and tiny back window offer poor visibility, but when a vehicle looks this good, I’m willing to overlook a few things.īesides, my tester came with a rearview camera.Īnd despite the Evoque’s visually lowered appearance, it’s only about an inch shorter than competitors like Audi Q5 and Mercedes-Benz GLK. It has massive wheel arches pushed to the corners, a super-high beltline and chopped roofline, along with narrow-slit headlights and a whopping roof spoiler that colleague Jim Robinson once described as a “backward baseball cap.” Some call it a crossover, some call it a compact SUV. The 2015 Range Rover Evoque is unlike any of its brethren, more closely resembling a sport wagon than a sport utility, and is available with three or five doors. Yet my tester for the week, coming in at about one-third of the Range-topping Rover, is the most fetching of them all. Every model from the base Land Rover LR2, starting just under $40K, to the $150,000-plus, full-size Range Rover Autobiography, would be a welcome addition to my driveway.
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