Чи варто досі купувати Range Rover Evoque серед великої конкуренції на ринку?

built its reputation on rugged, off-road-ready vehicles that could survive anything short of a tank. That’s why some have balked at the Range Rover Evoque over the years. Originally launched in 2011, with a second generation following in 2018, it’s not really meant to go off-road. Yes, it’s dripping with style, but practicality is low on its list. In recent years, Range Rover hasn’t really done much with it either.Initially, the was available as a two-door, and for a time, even a convertible. Now, it’s a hardtop, four-door only. And while you can get it with a variety of luxury features, you’re stuck with just one engine, one transmission, and one drivetrain. Plus, despite a big update a few years ago, the Evoque still doesn’t have the rugged off-road chops some people expect from a Land Rover product.Review: Even so, it’s not that its rivals excel when they leave the tarmac, either, so how competitive is it really in the crowded luxury compact market? Judging by its sales, which have been on a mostly downward slide for years save for a small increase in 2024, not that much. To get our answer, we tested it for an entire week, treating it as though it were our personal everyday car. We stuffed it full of people and gear, and drove it off-road on the types of surfaces we expect the average buyer to entertain. So what did we find out?A Gateway SUV, But Not Much ElseOur test car was a Dynamic SE trim level and had an MSRP of $54,900 before options and $61,765 after options, destination, and delivery. The add-ons include the Cold Climate pack, the Technology Pack with a heads-up display, black trim, a Meridian sound system, and special Eiger Grey paint.Is it good enough to warrant that hefty price? Well, it depends. It’s not the fastest, the most capable, or the best when it comes to driving dynamics. It’s also not the most practical, nor the most technologically advanced. But it does look fantastic, plus it comes from a British (ed’s note: yet Indian-owned) luxury brand, and to some buyers that’s all that matters.Take, for example, the drivetrain in this baby Rangie. It’s a turbocharged 2.0-liter four-cylinder that makes 246 horsepower (183 kW) and 269 lb-ft of torque (364 Nm). It sends that power to the front wheels (at least most of the time) via a nine-speed automatic gearbox. In certain situations, ta coupling that sends power to the rear wheels too is engaged either automatically or manually, by the driver.That’s the kind of hardware combination one would typically expect of something like , which, interestingly enough, has a very similar system, albeit with more power and torque. It’s even closer to the BMW X2, but we’ll circle back to that. The point is, this doesn’t sound like a high-end powertrain. More: To that end, though, it enables Range Rover to sell this SUV with a starting price of $51,175, including destination and delivery. Keep in mind that this is the same sub-brand of the Land Rover family that offers its namesake starting at $107,900 before destination and the starting at $83,700. The Evoque, then, is the gateway to the brand. It gets people into it, and it does so with looks to kill. Styling For The AgesIt takes just one look at the subcompact luxury SUV segment to notice just how much the Evoque stands out. The biggest players in the space, BMW, , and Audi, do have distinctive characteristics, but compared to the Evoque, they look more like variations on a theme, while the Range Rover is a different medium altogether. Even the brands that set out to be more angular, like and Cadillac, don’t really hold a candle to the Evoque. It’s more monolithic and more cohesive throughout, and that’s unquestionably one of the strongest parts of the Evoque. The cabin follows that ethos too, for better and for worse. A Cabin Of CompromisesMany automakers today cram in massive screens and glossy piano black trim, mistaking excess for luxury. Range Rover went a different route with this SUV. The 11.4-inch infotainment system is one example, and while it’s the same size as the one found in , it somehow doesn’t look as big.Perhaps that comes down to the cabin design itself. The dash is very simple, wide, and flat, with no major curves or overstyled details. The center console is similarly flat and angular, with a large unused section dedicated to the shifter. The infotainment screen sits low and out of your line of sight, which is a nice touch as it doesn’t distract you while driving, but on the other hand, might be the reason why it seems smaller than it actually is. More: In terms of usability, the learning curve might feel steep, but the payoff is high. We’d love to see Range Rover include some physical climate controls, but in a world where a screen is all you get in most cases, this one is pretty good. Both front passengers can change the temperature zone with a very quick touch and swipe up or down. Fan speed is just two clicks away and is controlled by pressing the same button one swipes to change temperature. Media or call volume is controllable by the driver through the steering wheel and by the passenger through an on-screen slider. The optional Meridian sound system is a cut above average, but could use more bass. Navigation, media, camera selection, and settings buttons are clearly labeled and always in the same place. Range Rover keeps the defroster buttons static, too, so owners aren’t hunting around for them. Elegant aside, things aren’t exactly peachy.Piano black plastic, for instance, is far from banished; it sits loud and proud on the sides of the center console and, worst of all, on the steering wheel as the foundation for the capacitive buttons. Suffice to say, by the end of our week, there were smudges everywhere. That’s a frustrating letdown compared to the matte finish in the Defender. The seats are very comfortable and the driving position is one of an SUV rather than a car or hatchback. Visibility is good too, with very clear sightlines in every direction and wide mirrors that help eliminate blind spots. Where things really start to go sideways is behind the front row. The rear seats in the Evoque are very small. In fact, with just 34 inches of legroom and 38.1 inches of headroom, they’re not much bigger than what one will get in a GR Corolla (29.9/37.6). On the flip side of that equation is the BMW X1, with 37 inches of legroom and 39.3 inches of headroom. Don’t get us wrong. The cabin is a pleasant place to spend time in, with high quality and supportive seats, and very nice upholstery. However, it’s also very cramped, and the same is true of the cargo area. In many subcompacts, owners benefit from 25 cubic feet of storage space or more. In the Evoque, that figure is just 21.4 cubic feet. So not only are buyers giving up rear seat room, but they’re also giving up cargo space to drive this over the competition. Drive ImpressionsSpeaking of driving, the Evoque could be a bit more pointy on this end of the game, too. Sure, its styling evokes a lot of emotion, but it would be great to see the driving experience at least match that. As it is, though, this little SUV still provides the kind of ride quality one would expect from a Range Rover. The cabin is quiet, the steering is direct, and the pedals provide adequate feedback. More: It’s not what we’d call athletic, but it’s nimble and spritely enough to make an urban sprawl feel a bit like an obstacle course that it’ll tackle with ease. In fact, it’s kind of perfect for the big city where lanes, parking spaces, and alleyways are tight and congested. Combining its responsive engine with good visibility makes slotting it into just about any space a breeze. On the highway and over longer distances, it’s serene and comes into its own as a people mover. While it doesn’t really feel heavy like most of its siblings, it isn’t upset by poor road conditions or by quick steering or pedal inputs. We also drove the Evoque on gravel and dirt roads to see what it would be like to take it around the estate (not that we own one). There, it’s just as happy as anywhere else, and the available terrain modes indicate that while it’s not going to shine as a rock crawler, it would at least be up for some mud, sand, or snow. In reality, those modes will absolutely come into play for owners who live in northern states or colder climates, so we’re glad they’re available. In terms of fuel economy, Range Rover says the Evoque should get 20 mpg in the city, 28 on the highway, and 22 mpg combined. Call it a heavy right foot or too much gravel or city driving, but we only managed 17.3 over the course of a week with mixed driving of every sort. CompetitionThe biggest issue for the Evoque is that it has to do battle in a hotly contested segment. As such, it rivals models like the and , , and , Mini Countryman, and Volvo XC40. All of those feel a bit more polished and updated when compared to the Evoque. Most, like the X1, , and , have unique features or design aspects that really shoot them to the top of the list, too. They’re sharper to drive, offer better fuel economy, and even come with some modern quirks worthy of love. None of them, though, looks like the Evoque. That will, for now at least, be where Range Rover does its best business. This little SUV tries to fit right in with haute couture, even if it’s more akin in some ways to fast fashion. Final ThoughtsIn the end, the Evoque is aimed squarely at long-time lovers of the brand, ready to take the plunge into ownership. Those who, for whatever reason, couldn’t afford one before, or perhaps they’re the next generation of drivers in a Land Rover-loving household. Either way, what these owners come away with is something dripping with style but in want of more substance. The original two-door Evoque felt more honest about its intentions. Perhaps the next time Range Rover redesigns this car, it should go back to that recipe. Then, give up a bit of rear cargo space in favor of rear-seat legroom for the four-door variant. That would likely give this SUV all the practicality it would need to compete with its rivals. If Range Rover really wanted to push the envelope, it could go with a rear-wheel-drive biased AWD system to help it handle better on and off-road. Since it’s in the future, those changes seem highly plausible. For now, all we can do is hope that the next-gen model improves on those areas and that we will see more around town because, even with its flaws, the Evoque is a great SUV to stare at.