Subtle facelift, hefty price: Is the new Evoque worth it?

The smallest of the Range Rovers doesn't shine in sales statistics, although it lacks practically nothing. The team from Coventry prepared a minor stylistic update, but at first glance, it's hard to distinguish the pre-facelift models from those after the facelift. However, the Evoque still looks fresh. The new grille is designed to make the vehicle resemble its larger siblings. More modern LED lights have been installed (four modules with 67 LEDs each), available for an additional fee (meaning not in this particular model).

So, the neighbor probably won't notice that we've switched to a newer Evoque model unless they look inside. It's "cheaper" and not as premium as the pre-facelift models. They've done away with the fantastic, multifunctional dials that controlled the air conditioning temperature and seat heating/cooling, and there's no separate air conditioning display. Now, everything has been moved to an 11.4-inch multimedia screen.

But to give credit where it's due – I highly value the Pivi software, which looks fantastic and runs smoothly. I understand that the manufacturer tried to "set up" the ergonomics so that most elements could be controlled with two or three taps on the screen. Unfortunately, while Pivi works well, for example, in the Defender (i.e., with dials), the system seemed unnecessarily complicated both in the Evoque and the larger Range Rover Sport.

Luckily, that's the only aspect that has been downgraded. The rest of the Evoque's elements maintain an unchanged standard. The materials inside, even if recycled, are pleasant to the touch. The Meridian audio is excellent, and the noise insulation is kept at a high level (although, together with significant body stiffness, this results in a minimum weight of around 1800 kg). Speeding alert systems (now mandatory) can be turned off with a single button. However, not everything might be to everyone's liking: there's enough space in the second row, but the small windows could cause claustrophobia. It's worth appreciating, for example, the high placement of the seats, which allows for a comfortable foot position. The seats could also be a bit longer.

The powertrain offering for the Evoque is attractive. It is dominated by the Diesel engine and plug-in hybrid based on a three-cylinder petrol engine. The vehicle does not get the best notes in this version, but the base Diesel engine is almost an ideal compromise. It has 163 hp and 280 lb-ft of torque, allowing the vehicle to accelerate to sixty in less than 10 seconds. Additionally, the engine is supported by a mild-hybrid system, providing not so much additional power as smoother starting of the power unit itself.

This is all the more rational choice since earlier, double-charged diesels generating as much as 369 lb-ft of torque in city conditions could consume even about 11 liters of diesel fuel. Here, the consumption turns out to be acceptable.

Even with such a significant weight for its segment, the Evoque drives confidently. The suspension settings keep the body in check; there is no talk of sudden rolls, but at the same time, the level of damping is high (though the significant tire profile may also help in this respect). The steering system is more precise than, for example, in Volvo, but it heavily mutes feedback from the asphalt.

The Evoque's importer seemed to have jokingly included a price of about CAD 88,000 for models with a three-cylinder engine (but without the mild-hybrid system). The diesel described starts from about CAD 88,500 and reaches up to about CAD 103,000 in top-of-the-line models. Leasing (two years, 10 percent upfront payment, 25,000 km limit) allows leaving the dealership with a new car at a net rate of about $657.

Competition is enormous, primarily Volvo XC40, Audi Q3, or BMW X1, whose base versions start at much below CAD 88,000. Of course, in the Range Rover, you don't pay for wireless Android Auto, wireless charger, active cruise control, or a backup camera, but a bare calculation shows that it's expensive.