Second-generation Evoque will become the first Land Rover to launch with a mild hybrid system when it goes on sale next year
Steve Cropley Autocar
22 November 2018

Land Rover believes that new technology and a focus on improved quality will ensure the second-generation Range Rover Evoque – on sale from today with deliveries due next spring – can fend off rivals such as the Audi Q3 and Volvo XC40.

The British company has twice scored market-busting successes with compact SUVs: first the 1997 Freelander that pioneered the genre and became Europe’s hottest 4x4 for the next five years; then the 2011 Evoque that took a world-beating concept to production with huge and unexpected success (800,000 units, seven years) and was still selling out of its skin when production ended earlier this year.

Land Rover’s key ingredient for making a success of the 2019 Evoque recipe seems to be all-round thoroughness. Although the latest edition’s exterior maintains an understandably close relationship to the much-loved original, the second-generation model is practically all-new and bristles from stem to stern with bold technology.

It sits on a new, more space-efficient platform designed from the beginning for the electrification era. New fuel- and CO2-saving hybrid technology goes into most models from launch. A new three-cylinder, 48V plug-in hybrid powertrain is poised for launch in 2020, pioneering wider use of the set-up throughout Jaguar’s and Land Rover’s ranges. Quality and materials are both obviously improved and modernised, yet prices are being held close to current levels. Land Rover’s dependence on Evoque as one of its best money-spinners is clear, and it intends to fight (against fast-improving opposition) to keep the model’s pre-eminent position.

Although the Evoque look – the big front wheel arches and prominent rear haunches, radically rising waistline and descending roof – is maintained, there isn’t a common panel between new and outgoing models. The 2019 edition gets even slimmer LED headlights, and wraparound side and tail-lights. The Evoque adopts the recessed door handles of the pricier Velar.

Our Verdict

Range Rover Evoque

The Range Rover Evoque draws heavily on style as a selling point, but also possesses the substance to back it up

Find an Autocar car review

Driven this week

  • Ford Focus RS 2019 road test review - hero front
    23 September 2019
    Car review
    Is Ford’s AWD mega-hatch as special as we first thought? And can the Focus RS...
  • Honda Civic Type R 2019 road test review - hero front
    23 September 2019
    Car review
    Honda’s hottest hatch yet is quick on a track - but just how well rounded is...
  • Audi Q5 55 TFSIe quattro front three quarters on the road
    20 September 2019
    First Drive
    Plug-in SUV is compellingly fast and well rounded. Take advantage of the...

The enhanced quality is made obvious by tighter panel gaps, and the upmarket models now roll on 21in wheels. Design boss Gerry McGovern resists suggestions that the Evoque has hardly changed, but labels the new car as “a smart evolution, rather than a revolution”.

The 2019 Evoque rides on an all-new “mixed-material” platform labelled Premium Transverse Architecture, a Jaguar Land Rover group design capable of housing the various electrified powertrains that will come soon to Jaguars and Land Rovers with transverse engines. The body is 13% stiffer than the current car, engineers say, improving refinement and handling.

Responses from Evoque owners to extensive customer research have shown that city-bound motorists continue to value the Evoque for its relative compactness. The new model has exactly the same 4.37-metre length as the original (150mm shorter than an Audi Q3) but the 2019 car has a 20mm longer wheelbase that delivers its extra space directly to the rear cabin as enhanced leg room. The rear doors are bigger, improving access, and there’s 10% more boot space. Rear accommodation, problematic for some customers of the original Evoque, is now acceptable if not class-leading. The three-door ‘coupé’, whose sales have dwindled for years, is discontinued.

The new Evoque’s MacPherson strut front suspension now features fluid-filled Hydrobushes for better road isolation. At the rear it adopts the Velar’s new Integral Link set-up, which not only separates lateral and longitudinal forces (for improved refinement) but also saves space compared with the previous system, helping deliver the Mk2 version’s bigger, wider boot space. Most Evoques get adaptive shock absorbers, whose sensors continuously adjust their damping to suit varying road conditions.

At launch, all new Evoques are powered by JLR’s 2.0-litre Ingenium engines, in both diesel and petrol guises. Nearly all Evoques are four-wheel drive; the only two-wheeler is the 148bhp manual gearbox D150 diesel starting at £31,600. At the other end of the price and performance scale sits the P300, an all-wheel-drive petrol version with a 296bhp petrol engine driving the familiar nine-speed ZF automatic gearbox (which gets a conventional selector lever rather than the twist-selector used in Range Rovers).

Other Evoque engines offered are 178bhp and 237bhp turbo diesels, and 197bhp, 246bhp and 296bhp turbo petrol units, all made at JLR’s Wolverhampton factory.

Performance is decent: the cheapest two-wheel-drive D150 can run a 9.9sec 0-60mph time and hit 125mph, while the 296bhp P300 can post a 6.3sec 0-60mph time and reach 150mph.

Every 4x4 Evoque, barring the cheapest D150, is now a 48V mild hybrid – the first time such a system has been used in a Land Rover. From launch, all Evoques get a belt-driven integrated starter-generator that collects energy as the car decelerates, storing it in a battery before deploying it when the car starts or accelerates. The system adds up to 6% to efficiency, says Land Rover, and is one of the reasons why the most frugal mild-hybrid 4x4 Evoque now emits only 149g/km and can deliver 50.4mpg on the new WLTP test cycle.

Land Rover has continued to develop its all-wheel-drive system, now controlled by the four-position and automatic Terrain Response 2 (first used in the full-fat Range Rover), so it bristles with all the latest adaptive stability and traction-keeping technology, including Driveline Disconnect, which reduces driveline drag in full traction conditions and thus saves fuel. Among other refinements, the Evoque can now wade through 600mm of water rather than 500mm at present.

A year after the first 2019 Evoques hit the market, Land Rover will launch a plug-in hybrid version. It will link a new three-cylinder, 197bhp 1.5-litre Ingenium petrol engine to a 107bhp electric rear axle motor and use a 11.3kwH lithium-ion battery. An electric-only range of 40 miles is expected. CO2 emissions are just 45g/km.

The new Evoque is markedly more luxurious than the outgoing model, which was still a market leader when production ended. The cabin is more modern, featuring the considered, simplified design of the pricier Velar. It uses imaginative new colours and textures, including a durable and luxurious wool-blend textile called Kvadrat designed to appeal to buyers who prefer non-leather trim materials. Land Rover prides itself on progressive design, says Amy Frascella, chief designer, colour and materials, and will continue to make a feature of it.

There is a large central touchscreen that moves gently forward to provide better visibility as you start the car. From the luxurious driver’s bucket seat, the instruments ahead are carried on another screen, configurable in a variety of designs. Everything feels (and is) high-tech: the sat-nav and infotainment system are both now updateable via wi-fi, and an extensive selection of InControl apps are available allowing an owner to connect remotely from phone to car to check things like fuel level and range, to heat the car remotely or to lock and unlock it.

As with the Velar, there is another screen lower down on the console. It handles secondary functions such as ventilation, and has two rotary control knobs for hard functions, rather than requiring drivers to operate a touchscreen so far from the natural eyeline. Big storage pockets abound – in the doors, in the large centre console and behind the lower screen.

Although the 2019 Evoque’s lineage is unmistakable, the comprehensive re-engineering is refreshingly obvious, especially in the cabin. JLR has just started making the new Evoque and says it had more than 5000 expressions of serious interest in the latest model, even before any potential buyer had seen a picture. Further success – much needed if JLR is to correct its recent malaise – is on the cards.

How Land Rover has changed the Evoque

The main difference Evoque owners will notice between the original and latest models is the new one’s quietness and refinement, according to Land Rover’s dynamics guru Mike Cross.

“The body is 13% stiffer now, which makes a very noticeable difference,” he said. “We’ve changed the engine mounting system to improve engine refinement and the active driveline of all-wheel-drive models has been tweaked to make it smoother and more responsive.”

The improvements have required a sustained development campaign, Cross says, because most owners agree the outgoing model is already surprisingly good fun to drive. The task has been to maintain this – and to make the steering feel “a bit better connected” through more rigid mounting – while also delivering the better refinement.

“I think the team has succeeded well,” Cross says in summary. “The latest model is just as much fun to drive, but it’s also better at being a Range Rover.”

READ MORE

Video: Unboxing the 2019 Range Rover Evoque

Every Jaguar and Land Rover to be renewed by 2024

Range Rover Evoque 2011-2018 review

Join the debate

Comments
136

12 January 2017
New Evoque to be bigger than the one it replaces. If JLR run true to past form. By 2030 it will be as big as a Discovery.

12 January 2017
Bazzer wrote:

New Evoque to be bigger than the one it replaces. If JLR run true to past form. By 2030 it will be as big as a Discovery.

That's being pessimistic, more like 2025. But it's the industry norm to continuously enlarge cars. Apparently the latest C-class Merc is nearly as big as the original S-Class, if you can believe that!

8 May 2017
That's a fair point Bazzer, but I think one of the big criticisms from customer is the size of the cabin. Evoque M1 is little too small, and I'm sure this next car will be positioned from about £36K or £37K+.

Of course, moving upwards in size and price leaves a nice 'big' gap for a smaller car - aimed at the £30K-£40K market.

I'm sure the 'Evoquette' will happen.

18 January 2018
Kamelo wrote:

That's a fair point Bazzer, but I think one of the big criticisms from customer is the size of the cabin. Evoque M1 is little too small, and I'm sure this next car will be positioned from about £36K or £37K+. Of course, moving upwards in size and price leaves a nice 'big' gap for a smaller car - aimed at the £30K-£40K market. I'm sure the 'Evoquette' will happen.

Top post! I think Land Rover want a MINI suv in every segment so we are bound to see a ‘Defenderette’ and a Discoette’ too.

18 January 2018

offer a stupidly expensive version of the Toyota IQ as an entry-level mini-SUV.

9 May 2017
Bazzer wrote:

New Evoque to be bigger than the one it replaces. If JLR run true to past form. By 2030 it will be as big as a Discovery.

I am hoping that if I can hold off buying one of these until 2030, I can use it as some sort of land based super yacht that I can drive to town in, and drive my modestly sized discovery out of the back as a run around. How cool would that be?

Spanner

28 November 2017
Bazzer wrote:

New Evoque to be bigger than the one it replaces. If JLR run true to past form. By 2030 it will be as big as a Discovery.

And based on the same modified Ford EUCD platform that first saw the light in 2006. 

18 January 2018
Citytiger wrote:

Bazzer wrote:

New Evoque to be bigger than the one it replaces. If JLR run true to past form. By 2030 it will be as big as a Discovery.

And based on the same modified Ford EUCD platform that first saw the light in 2006. 

Technically the platform is derived from the original MK1 Focus of 1999..

27 March 2018

...as long as it drives well.  As a very happy Land Rover owner (who also used to own a 99 Focus - really good car), I'm fine with this.  However, weight is going to become even more of an issue for JLR generally - they will need a new natively FWD platform of their own sooner rather than later.  Aren't there rumours of them getting into bed with BMW and cooperating on the next UKL platform that's scheduled for the MINI?

14 November 2018
Jimbbobw1977 wrote:

Citytiger wrote:

Bazzer wrote:

New Evoque to be bigger than the one it replaces. If JLR run true to past form. By 2030 it will be as big as a Discovery.

And based on the same modified Ford EUCD platform that first saw the light in 2006. 

Technically the platform is derived from the original MK1 Focus of 1999..

 

Even if this were true (which it isn't - the clue is in the CD in EUCD, which makes it Mondeo; Focus is C-segment), I wouldn't complain as my 2000MY Focus 1.8 diesel is just up to 255,000, largely trouble-free, miles...

Pages

Add your comment

Log in or register to post comments

Find an Autocar car review

Driven this week

  • Ford Focus RS 2019 road test review - hero front
    23 September 2019
    Car review
    Is Ford’s AWD mega-hatch as special as we first thought? And can the Focus RS...
  • Honda Civic Type R 2019 road test review - hero front
    23 September 2019
    Car review
    Honda’s hottest hatch yet is quick on a track - but just how well rounded is...
  • Audi Q5 55 TFSIe quattro front three quarters on the road
    20 September 2019
    First Drive
    Plug-in SUV is compellingly fast and well rounded. Take advantage of the...