The Range Rover Evoque has been an unquestionable success for the company since it made its debut in 2012.
Originally launched as a five door and a three door coupe, its concept car good looks have resulted in the baby Range selling in the hundreds of thousands; 800,000 units to be exact.
Some changes have been made over the years. The two door coupe was dropped in 2017, replaced by the rather polarizing convertible. Nonetheless, by the end of its eight model year run, the previous generation Evoque still aged well, looking among the sleekest amongst the compact luxury crossovers on the market.
Model year 2020 brings about an all-new Evoque. It might not look like a big step forward, but to take a page from Porsche’s book, why mess with a good thing when it works?
The changes are therefore evolutionary outside, but revolutionary inside.
On the exterior, the lines have been simplified but no radical changes made. Apart from the door hinges though, everything on the body is new in order to compete with rivals that the original Evoque inspired, including the Audi Q3, the Lexus NX, the BMW X1/X2, and the Mercedes-Benz GLA.
The Evoque’s new face falls in line with Range Rover’s corporate look, featuring slimmer LED headlamps and 3D taillamps. The wedge shape design remains, a throw back to the original Evoque that made it so popular in the first place. Out back, revised 3D-like LED taillamps are inspired by those from the the Velar.
The rakish tapering roofline’s lines have been cleaned up and simplified and flush powered door handles that extended when unlocked have been added (a la Tesla Model S and Range Rover Velar) to further clean up the body sides.
The “R-Dynamic Exterior Package” is standard with “First Edition” trims, further amping up the Evoque’s attitude with darkened badges, grille, and other trim pieces. The result is an attractively distinctive design that is finished by aggressive looking gloss black 21-inch split-spoke wheels.
All this clean-up work has also resulted in better aerodynamics than the previous Evoque.Under the skin, the Evoque now sits on a new architecture known as Land Rover’s Premium Transverse Architecture (PTA),
PTA is designed to accommodate two new powerplants – a 48-volt mild-hybrid system and a future plug-in hybrid which is said to arrive by year end. The 48-volt system allows for more sophisticated in-car technology in addition to improved emissions thanks to the electrification of the powerplant.
Despite the new architecture, the new car is no bigger than the original. As before, the Evoque will be used predominantly in an urban environment and customers didn’t want a bigger footprint. Maintaining exterior dimensions was ostensibly a key target for the engineering and design teams.
Inside the cabin, there has been a drastic improvement in quality, a boon considering that materials and finishes were not previously the car’s strong suits.
There has been a focus on quality and it shows. From large amounts of darkened chrome trim to soft touch surface made from buttery soft leather or environmentally-friendly eucalyptus-derived coverings, it’s all now properly worthy of the Range Rover badge.
There are numerous opportunities for personalization from the configurable ambient lighting to illuminated door sills. My test vehicle’s steering wheel even had a decorative metal bezel around it (which looked nice, but felt a little chilly) even with the steering wheel heat on.
That being said though, some of the chrome finishes seem to have been placed in rather high traffic areas with my test vehicle already showing wear and tear around the gearshift lever / cupholder area despite only having a few thousand kilometres on the clock.
People in the back will have a bit more space as the new architecture has resulted in a slightly longer wheelbase. Thanks to this, there is not only more rear cargo space, but also 0.79 inches more rear passenger knee and legroom.
In-car technology is certainly where the new Evoque blows its predecessor into the weeds. The minimization philosophy has also been applied to the interior tech, with less switchgear and a reductionist approach to the dash design.
Step up to the higher trim levels and you’ll benefit from the company’s Touch Pro Duo, Land Rover’s new dual-screen infotainment system. There is also a digital cockpit gauge cluster offered, much like other Land Rover models.
Two physical multi-purpose knobs and buttons are also fitted but their task changes depending on the feature selection you’ve navigated to.
The upper screen is mostly used for GPS satellite navigation, music, and parking assistance. The digital cockpit gauge cluster is the third screen, which not only displays the traditional speedometer and tachometer dials, but can also be configured with a full-screen navigation map.
Rather than one centralized settings control centre, I’ve never understood why Jaguar Land Rover relegates the configuration of the vehicle’s functions (for locks, lighting, driver assistance) to the gauge cluster via the steering wheel buttons.
It is more cumbersome and hidden versus integrating everything into the infotainment system much like the Germans and Americans do. I suppose it makes it easier to upgrade the infotainment system without necessarily affect the vehicle’s controls, but it is initially a bit confusing and slower to use.
Overall, while I do like Touch Pro Duo and the high quality feel of the graphics and display, I wish that JLR could further reduce the latency of the system. It still feels a bit sluggish compared to offerings from other premium brands.
Land Rover has also equipped the Evoque with a new oncoming traffic door alert system. Using the blindspot warning and cross-traffic radar systems, a display on each door is illuminated in the event that there is a car approaching from behind. A very smart and useful system, particularly if kids are going to be riding in the back.
For the first time, the Evoque is now equipped with Land Rover’s proven Terrain Response 2 technology in order to monitor and adapt the drivetrain and dynamics to the conditions.
Terrain Response 2 adds an automatic mode to the Terrain Response settings, with the computer fully switching between drive modes in order to distribute power and torque to either both or one of the axles, depending on the requirements.
What many owners don’t expect to off-road their Evoque, Land Rover engineers have ensured that the Evoque is certainly not just a Range Rover in name alone. Land Rover claims 8.3 inches of ground clearance and the ability to ford through up to 23.6 inches of water, nearly four inches more than before.
One of the most intriguing pieces of tech is the new ClearSight Ground View system that is part of the optional 360 degree Surround view camera system.
ClearSight Ground View is designed to help keep drivers from scraping the bottom of the Evoque while off-roading, or more likely, when parking in a spot with a high curb in front.
The system uses the front-facing camera on the grille and on each wing mirror to create an image of what is actually under the front of the car. On the upper Touch Pro Duo infotainment screen, you can virtually see under the front of the car through the hood.
The system works by using images captured seconds before while the Evoque is in motion and then stitching it together using clever software and input from the wheel speed sensors and steering angle sensor. While technically it’s not a live view (as it’s what the Evoque’s cameras saw seconds before) the system does work well and is more than just a novelty.
It can mean the difference between scraping the bottom of the vehicle or moving it out of harm’s way. The orientation of the front wheels is also virtually displayed on the screen so that you can see how far to keep turning the steering wheel to avoid damage, particularly when off-roading.
It should be noted that ClearSight Ground View only works up to 30 km/hr and didn’t seem to want to activate when the lighting conditions were too dim.
Look for this new piece of kit to also be equipped on all other Land Rover products in short time, including the upcoming new Land Rover Defender, where it will probably get far more use off-road.
In order to rectify the issue, there is now an optional “ClearSight Rear View Mirror”, similar to that offered by Cadillac.
I’m a fan of more auto manufacturers adding this feature on their cars as it’s the best of both worlds. At just a flip of a switch, the mirror converts from a traditional unit to a high-refresh rate LCD screen fed by a HD video camera. In the Evoque’s case, the camera is cleverly hidden in the roof top antenna.
Using a camera and LCD screen combo means that the image will be automatically dimmed, eliminating annoying headlamp glare from a traditional rearview mirror. It is also easier to keep clean than the rearview mirror in poor weather conditions.
Moreover, if the rear luggage area is full, blocking the view out of the rear, the virtual camera mirror becomes a fantastic solution.
The Evoque ships with a turbocharged 2.0-litre 4-cylinder engine with power output differing depending on the trim level. The P250 is capable of 249 horsepower and 269 ft-lbs of torque. Meanwhile, my P300 test vehicle delivered 296 horsepower and 296 ft-lbs of torque from its Ingenium powerplant.
The P300’s aforementioned 48-volt mild-hybrid system (MHEV) harvests energy normally lost during deceleration to add a bit of efficiency. At speeds below 17 km/hr, the engine shuts off while you apply to brakes. The potential energy is then stored in an underfloor battery for redeployment when accelerating from a dead stop.
Essentially, the MHEV makes the autostart a more seamless process as it helps to propel the vehicle without having to wait for the engine to restart.
The P300 has no problem keeping up with traffic, but it doesn’t come close to competing with the quickest offerings from BMW or Audi, nor is it supposed to. In this respect, the Evoque compares more favourably with the Volvo XC40, a compact luxury SUV with a similar outlook on life.
Performance is generally quite punchy and pleasant around town, but there is a bit of turbo lag. The 9-speed automatic gearbox works well in most circumstances, but can sometimes get a bit confused when pressing on through twistier roads.
Navigating around corners, the Evoque is best when set-up in sport mode where the transmission and engine are more responsive to throttle inputs. The brawnier P300 model features active torque vectoring that will help to deliver power where it is needed most.
The vault-like cabin and well-damped suspension contributes to the new Evoque’s sense of solidity and mass. While the driving position is only 7.62mm higher than a Mazda CX-5, the Range Rover’s driving position imparts far more of an elevated sense.
I was impressed by how smooth and quiet the vehicle was under city and highway conditions, with the new architecture giving the small package a mid-sized SUV feel.
By keeping much of the slick design but upgrading the tech significantly, the latest Evoque adds luxury and technology but sticks to the proven formula and look.
There have been significant improvements to the ride quality, body control and responsiveness of the chassis, and it now drives with a consistency that brings a new character to the experience.
To sum it up, the 2020 Evoque is comfortable and refined, but perhaps not the most thrilling car in its class.
The 2020 Evoque is now in Canadian Land Rover dealerships, with pricing ranging from $47,000-$51,500 for the P250 and $52,500-$61,500 for the P300.