It’s the classic form versus function dichotomy, the same one that’s caused countless Marilyn Monroe or Audrey Hepburn arguments, Harley-Davidson versus Honda diatribes and, closer to home, the plain old sedan trumps SUV discourse. It’s an ageless debate, pragmatists lined up against esthetes — the former arguing rational, the latter pleading emotional — with no end in sight. The beauty versus brains argument has raged since the beginning of time; why should it stop just because we are smart enough to design sophisticated automobiles?
Certainly, Range Rover’s new Evoque won’t temper the discourse. Traditionalists will lament the lack of vinyl seats and rubber floors for easy hosing down, Range Rover’s purity watered down by — Shock! Horror! — the availability of a front-wheel-drive version (only in foreign markets; all North American versions offer all-wheel drive) when everyone knows that Land Rovers drive all four wheels. My God, there’s even a two-door coupe version with — cue more shock and horror — poor sightlines for serious off-roading. What is the world coming to?
I think, however, that the wellie crowd is going to get shouted down. The “but it’s just so damned cute” chorus will drown out any plea for something more practical; the new Evoque really is that well sculpted. Indeed, I currently have both the Evoque and Porsche’s new 911 (liveried in an attractive Lime Gold) in the driveway and, in an admission almost assured to garner even more derision from the chattering class, it’s a chore deciding which one is the more fetching. Yes, it is but a squarish, two-box SUV, but nothing purporting sport and utility has ever been this rakish. And my tester was only the four-door and not the more comely but even more impractical coupe.
Thankfully for the pragmatists, the Evoque also drives well, even if its focus is pavement rather than mud. For one thing, the Evoque’s superstructure is as rigid as any compact crossover’s. For another, focusing on on-road comportment has lent the smallest Range Rover a suspension firmness sporty even by hatchback standards. Yes, off-road travel is compromised; ditto the compliance. One can opt for the optional Adaptive Dynamics package with adjustable magneto-rheological shock absorbers allowing some bridging of the comfort/handling gap, but, whatever the suspenders, the Evoque feels very Volkswagen GTI-like in its handling, an assertion I think Land Rover will find complimentary considering the Evoque’s styling and intended clientele.
The Evoque’s engine also feels vaguely Volkswagen-like, its 2.0-litre turbocharged four following a format pioneered by both Audi and VW. Boasting 240 horsepower and 251 pound-feet of torque, the Evoque has plenty of grunt, much of which is available at low rpm, so throttle response is excellent. What little turbo lag there is is well disguised by the quick-shifting six-speed automatic transmission. Overall, it’s a peppy powerplant that is well suited to the Evoque.
One thing bears mentioning. Like most of the small turbocharged engines boasting superior fuel economy to their larger, normally aspirated competitors, the Evoque’s real- world fuel economy is very much dependent on your driving style. Though Transport Canada promises 7.1 litres per 100 kilometres on the highway and 10.7 L/100 km in the city, I averaged just less than 12 during my week-long test. However, it’s worthwhile noting that the Evoque’s overall economy (mostly spent noodling around town in traffic, the worst conditions for fuel consumption) matched the very best Ford’s Explorer V6 could manage on the highway. Yes, you will save some fuel with a small turbocharged engine; just don’t expect miracles.
Like all Range Rovers, the Evoque gets the company’s patented Terrain Response controlled all-wheel-drive system, though, unlike the rotary selector knob of the bigger SUVs, this is just a pushbutton affair. However, it works the same way; the selection of road, grass/gravel/snow, mud/ruts and sand modes alters throttle response, torque split, the traction control system, etc. to optimize performance on all surfaces. As I mentioned earlier, the Evoque may not be as off-road-worthy as an LR4, but it will surely leave a CR-V or RAV4 in its dust.
Inside, though the decor be Spartan, it is attractive. I especially like how the Evoque evokes (gratuitous wordplay intended) the top-of-the line Range Rover’s nautical theme with the centre console’s framework “disappearing” underneath the dashboard only to reappear alongside the LCD screen. Said LCD screen is fairly basic (meaning easily deciphered), but, as plenty of other journalists have noted, it does not include a standard navigation system (one is optional), an omission a few will find glaring considering the Evoque’s almost $50,000 price tag.
The seats, steering wheel and trim bits, on the other hand, seem first-rate and my tester, tarted out in monochromatic black, had an almost BMW feel, albeit with a little more English warmth.
There’s also a fair bit of room, especially for the front-seat passengers. Ingress to the rear seats can be a bit tight since, like so many Land Rover products, the rear door opening is a tad small.
On the other hand, once situated back there, even adults will be comfy and, in the four-door version at least, there’s plenty of headroom (the coupe can feel a little claustrophobic in the rear seats, not so much the result of a lack of headroom but because the roof is so dramatically raked and the rear windows are rather small).
The major concession to the Evoque’s dramatic styling is the size of the hatch’s rear window. Simply stated, it is small. Too small. Looking through the Evoque’s rear-view mirror isn’t quite the exercise in tunnel vision that the Lamborghini Countach used to be, but it is limiting. Timid drivers will find this discomforting, so buyer beware. On the other hand, there is an onboard rear-view camera to make backing up easier.
Visibility issues aside, the Evoque is a huge success. It would have been my vote for the 2012 Best of the Best award had I been a jury of one. Unfortunately, I am member of something called the Canadian Automotive Jury (CAJ), so the damned thing is democratic and the Range Rover narrowly lost to Audi’s new A7. Nonetheless, this is a pretty car that backs up its good looks with classy performance.
