News: Rugby + Land Rover = Irish victory?

Hmmm. Last week, we published a little piece on Irish rugby captain Jamie Heaslip picking up his shiny new Land Rover Discovery. And then, Ireland went out and utterly thrashed Wales in the opening game of the RBS 6 Nations. Coincidence? We think not! So here's a photo of the lovely Amy Huberman picking up her new Range Rover Evoque...
Amy, who's not just Brian O'Driscoll's wife but also a fine actress in her own right and a Land Rover Brand Ambassador, has taken delivery of her new Evoque.

News: Jamie Heaslip tackles a new Discovery

You may have noticed some excitement amongst rugby-loving friends this week as anticipation mounts ahead of the opening games of the RBS 6 Nations championship, starting on Saturday with Ireland v Wales. Frankly, we know as much about rugby as the back side of the moon, but hey, here's Ireland captain Jamie Heaslip picking up his shiny new Land Rover Discovery this morning! A band-wagon-jumping we will go...

A self-proclaimed Land Rover enthusiast, Jamie Heaslip was delighted to take delivery of his new Discovery 4: “I’ve been driving the Discovery for almost two years now and it is the perfect vehicle for my lifestyle.  It really is in a class of its own and I’m thrilled to continue driving it this year”.

Land Rover Ireland General Manager, Eddie Kavanagh said: “Land Rover has a well-established relationship with Rugby and as well as supporting Rugby World Cup 2015 in England, the company are also Global Sponsors of The British & Irish Lions for their Tour to Australia 2013.

"Jamie is an excellent brand ambassador for Land Rover in Ireland and I would like to wish him and all his teammates continued success and the very best of luck this Saturday.

"Now in its fourth iteration, the Discovery is an unparalleled vehicle with class-defining versatility and all-round capability.  It can seat seven passengers, can tackle the most challenging off-road conditions and delivers superb on-road refinement.  Featuring a powerful and highly efficient TDV6 3.0 litre diesel engine, fresh exterior and premium cabin, it is the ultimate all-purpose vehicle.

"Prices in Ireland start from €52,925. For more information or to arrange a test drive log onto www.landrover.ie or visit your local Land Rover dealership."

News: Jaguar Land-Rover expands its network in Ireland

Jaguar Land Rover Ireland has announced the expansion of its retail networks with the appointment of three new Land Rover dealers and an additional new Jaguar dealer.
 

In Dublin, HB Dennis has been appointed as a Land Rover Authorised Dealer for Sales and Aftersales.  Based in Airside Motor Park, Swords, Co. Dublin, HB Dennis is owned and operated by the Joe Duffy Motor Group.  A well-established car retail business in Dublin, the Joe Duffy Motor Group prides itself on delivering complete customer satisfaction.  Commenting on the recent appointment, Gavin Hydes, Managing Director of the Joe Duffy Motor Group said: “We are delighted to have acquired the Land Rover business in North Dublin and look forward to welcoming Land Rover customers old and new to our showrooms in Airside”.

In Kildare, existing Land Rover Authorised Repairer, N. Conlan & Sons of Rathangan has extended its remit to Land Rover Authorised Sales Dealer.   Appointed as a Land Rover Authorised Repairer in 2010, N. Conlan & Sons will build on their experience and expertise with the Land Rover brand and will bring their excellent reputation for customer satisfaction to the growing number of Land Rover drivers in the Kildare area.    Established in 1965, N. Conlan & Sons is a family-run business.  Raymond Conlan, Managing Director commented, “This is a very positive move for us and we are very pleased to be developing our Land Rover business to meet the growing demands of our customers here in Kildare”.

The appointment of Lyons of Limerick as both Jaguar and Land Rover Authorised Dealer for Sales and Aftersales completes the current expansion of Jaguar Land Rover Ireland’s retail networks. Based on the Ballysimon Road, Lyons of Limerick will bring their many years of experience in customer service to Jaguar and Land Rover customers in the Limerick area.  Speaking at the announcement, Ken Lyons, Dealer Principal, said, “We are delighted to take on the Jaguar and Land Rover franchises at Lyons of Limerick.  Jaguar Land Rover, a company that is renowned for creating cars that are innovative, exciting and always original, is an excellent addition to our business.   We will offer our Jaguar and Land Rover customers an unrivalled experience in terms of quality product and quality service”.

Commenting on the new dealer appointments, Gerard O’Farrell, Managing Director, Jaguar Land Rover Ireland said, “We welcome HB Dennis, N.Conlan & Sons and Lyons of Limerick to our  dealer networks and are confident they will bring their expertise in customer service to all of our Jaguar and Land Rover customers in their respective regions.  Jaguar and Land Rover Ireland has achieved significant growth in 2012 with combined sales of 1,113 vehicles upto the end of October – an increase of 63.2% versus the same period last year.  The increased demand for both Jaguar and Land Rover demonstrates the unique desirability and strength of our products”.

News: Land Rover updates Discovery

One of our favourite cars, the Land Rover Discovery, is getting a makeover for the 2013 model year, including an understated new "Black Pack" that does away with some chintzy chrome.

For 2013, the Discovery 4 gets new optional features including the Extended Leather Pack inspired by the HSE Luxury Limited Edition, and distinctive Black Design Packs available with 19" or 20" all-black painted wheels and a host of black trim finishers and design details such as gloss black grille and fender vents.

Customers also now have a choice of five additional body colours and two new interior colours and trim enhancements, offering customers an even greater opportunity to personalise their car.
The infotainment system has been upgraded to include the latest generation DAB radio and a new digital TV tuner, whilst the navigation system now comes with premium features such as Off-Road guidance and 4x4i.

The existing 256bhp 3.0-litre LR-SDV6 and entry level 211bhp 3.0-litre LR-TDV6 diesels continue to power the Discovery with the ZF's 8-speed automatic transmission, producing CO2 emissions of just 230g/km and 224g/km respectively in EU5 markets, whilst the 375bhp 5.0-litre V8 naturally aspirated petrol engine is also still available, but presumably only id your surname is Al Saud...

"The Discovery 4 continues to win awards for its unrivalled versatility and breadth of capability, accommodating up to seven passengers in comfort whatever the terrain. For 2013, the breadth of choice gets better, with equipment upgrades and our new Black Design Packs enhancing the key design attributes that our customers identify with today. As the ultimate all-purpose vehicle, the Discovery 4 is now more compelling than ever before," said John Edwards, Land Rover Global Brand Director.

Features: Freelander in the desert

It’s early November and the weather is just glorious. Obviously I’m not in Ireland. I am within the walls of the Medina in the 18th century city of Essaouira on the coast of Morocco. As I wander through the old city, breathing in the fresh air of a city free of traffic I take in the splendour of a UNESCO World Heritage city and have one of those ‘how did I end up here?’ moments.

By Brian Twomey.

A group of world-weary Land Rover personnel are in Morocco to launch the new Freelander 2. The Freelander is the type of car that, for all its 4x4xfar virtues, is as likely to be inching down the M50 or circling Dublin city centre vainly looking for a parking as any other family orientated 4x4. Land Rover has brought us here to show us otherwise, that life with a Freelander doesn’t have to be like that and that the genes that made the Defender the chosen car for explorers still live on in their smallest, most practical car.

So to business. I commandeer the keys to a Freelander from one of the Land Rover girls and take to the roads leading from the isolated tarmac that passes for an airport here. The petrol Freelander is a 3.2 litre item, a straight-six that Land Rover say they co-developed with Volvo and tuned to their own requirements. It’s in the Freelander to try an convert Americans who never liked the last car. Oddly, this engine is mounted longitudally and produces 231bhp which it sends to all the wheels through a six-speed automatic gearbox with the now obligatory sporty sequential gear change option. It’s not a slow car, 0-100km/h in a claimed 8.9 seconds and 200km/h flat out, but it wouldn’t pin you in your seat in the way you’d think a big engine in a fairly small car would. It is very smooth, quiet and quite responsive but a bit blighted by the gearbox which is a touch slow to down-change when you ease the throttle down. This is a pity because generally the self-shifter is well mannered and unobtrusive.

I’d go for option B; the cheap and more economical 2.2 diesel. Two less cylinders and 160bhp mean that the Freelander is slower here but the precise six-speed manual gearbox and 400Nms of torque more then compensate. The chassis feels identical but the diesel trades high end power for low end torque making it smoother and more rewarding to drive across unpredictable terrain or twisty back roads. The smallest Land Rover is a remarkable achievement dynamically. The steering has decent levels of feel and the car responds sharply to steering inputs although Land Rover seem to making the steering in their newer models a lot lighter these days. Do the dog on it and it will push into very mild understeer but otherwise it is happy to do your bidding even at high cornering speeds. The only thing that distinguishes it as a 4x4 is the body roll which is modest by class standards but more dramatic than a similarly sized estate car.

The accomplishments of the engineers in making the Freelander drive this well is further reinforced when you venture off road. The local youth offering pale tourists a ride on his camel can’t compete with Hill Descent Control and the numerous settings Land Rover fit to everything above the Neolithic Defender. The bonnet vibrates as I strike the bottom of a sand dune with horrific force and sand is hurled over the car as it crests the top of it. The Freelander takes its punishment well although again the manual diesel wins out. To go dune bashing or rock climbing the automatic petrol has to spend a lot of time revving quite hard to maintain momentum. At one point the auto gearbox nagged that it was overheating. Admittedly a fair bit of abuse came its way but the manual diesel feels like it is suffering less in the rough stuff. In these conditions the Defender genes start to show through. As I bounce past a beached Freelander I find myself off-course, waste deep in sand at 60km/h and trying to gather it up before I drop down another dip. The sump on this thing must be yards thick…

The softness of the suspension and the sharpness of the steering come into play in the rough stuff. The ride quality is good on road but fantastic off it while the steering is always cooperating, never fighting a driver in extremis. Clamouring over rocks is impressive, if a trifle boring and to be honest I wouldn’t be risking my bling-bling alloys trying to find a shortcut onto Dollymount strand this way. That said, I spent a day trying to break a 3.2 petrol HSE and another day trying to demolish a 2.2 diesel HSE and the worst that happened was that a retaining clip under the bumper bent when I hit a 50 degree slope at national primary route speeds. I looked under the car expecting to see a puddle of oil and I got a blemish that a Pebble Beach Concours judge would miss. Not only is the off-road route Land Rover picked fun to cover but the Freelander is a fun car to do it in.

As the fleet of pre-production models sits outside the walls of the Medina, cooling in the late afternoon sunlight I step back from them. I admire the crisp, simple, conservative styling. The beautifully detailed, comfortable interior is a great venue for me to explore Africa for the first time, even if some of the fixtures don’t exactly look childproof. I admire the refinement and strength of the straight-six but to be honest I’d have the diesel as it feels more at home under the bonnet of the Freelander. My only problem is that back in Ireland I can’t think of anywhere I could use this amazing off-road ability and to buy one of these cars and never experience that would be a tremendous shame indeed.

Features: Discovering Iceland

By Neil Briscoe

Photos By Nick Dimblebly

It’s four in the morning and I’ve just crawled out from the frost-bound interior of my tent. The temperature gauge has hit –15 Celsius and I’ve lost most of the sensation in my nose and fingers, the only bits of skin that were protruding from the enveloping warmth of my sleeping bag.


My deep-frozen bladder has woken me and informed that unless I stagger across to the only slightly warmer toilet, there’s going to be a and icicle accident in the tent. Outside, the quiet is all-pervading, the kind of silence you just don’t get in our crowded island.  Above, the night sky is filled with stars, all far brighter and more intense, thanks to the fact that the nearest electric light is about 90km away. There are faint traces of the Aurora Borealis tinting narrow swathes of the sky a pale green and the air smells faintly of sulphur. I have never felt as remote or lonely in the universe as I have at that moment, camped out under the glories of the cosmos in one of the most astonishing landscapes this planet possesses; Iceland.

Stumbling across the small campsite, the line-up of Discoveries, all in silver, catches my tired, freezing eyes and the lonliness evaporates. It’s impossible to feel desolate when memories of river crossings, snow climbing and steep descents in the big, bluff Disco come flooding back. It’s rather like spotting your faithful horse, sleeping quietly next to the tent, preparing for the next adventure tomorrow.

And an adventure it most certainly was. The normal sequence of events for a media motoring event is fly in, drive the car, have a press conference, have a sleep and fly home again. Land Rover generally does things a little differently, but never before this different. Over the course of two days, we covered about 500km in the Discos, and a great deal of that was vertical. To illustrate the effort required, it took about 12 hours of hard driving to cover the first 250km. Iceland only has one proper, paved road; Highway 1, and once you’re off that it’s lava sand and river fords a-go-go.

This was not a new model launch. We drove the Discovery 3 last year and the car hasn’t changed since. This was more of a demonstration, a challenge. Just how far can you push a car on some of the most demanding terrain in the world before it squeaks and begs for mercy?  Further than you would ever imagine is the answer.

Iceland’s an interesting place. Despite the fact that there are areas of solid rock that are younger than me, it has some of the oldest culture going. In fact, Icelandic explorers set foot on North American soil some 400 years before Columbus was even thought of, and the first non-native child born on what would become American soil was Icelandic. The population is about twice that of Cork city but the country is home to the largest glacier in Europe, and is technically the furthest west point in Europe, although the residents of Dingle get rather miffed if you point that out to them.

More importantly for the purposes of this trip, that small population is mostly strung out along Iceland’s coast, leaving the centre of the country free for glaciers, mountains, lava fields and the kind of terrain that is a pure playground for Land Rovers.

The landscape ahead looks like a set from Lord Of The Rings and it’s sometimes hard to believe that you’re not some kind of CGI special effect, kicking up computer-created dust and snow plumes as you charge across the land. The mountains aren’t spectacularly massive, but they look foreboding and craggy, especially when the low winter sun lights up the rising curls of geothermal steam and it looks like the mountains are burning.

We’re high enough to be beyond the dusty gravel tracks now and are onto snow and ice-bound trails. River crossings are plentiful, about one every five minutes at one point, and one snow slope is so steep that the entire convoy has to be winched up. Getting the first car up was a real struggle, only achieved by one of the Land Rover experts taking a fast run and letting the momentum do the work that grip was shirking. Black lava dust was splattered liberally down the sides of all the cars and would by morning have become frozen solidly in place.  It took a solid hour of effort to get fifteen cars up a 100-metre slope. Now that is adventure driving as it should be…

Off roading is normally conducted at a gentle, almost walking, pace, the better to judge the ground and to avoid damaging the vehicle. Not this little expedition. We kept up speeds on stretches of gravel and snow that would boggle the mind of someone who hasn’t experienced the awesome capability of the Discovery. Bumps and jolts that would rip the suspension off a normal family car were soaked up and dealt with, with only a thump and a judder to warn the occupants of what was happening at the tyre tread. In fact, it became very surreal to be gently nudging the Discovery’s nose into three feet of icy cold water while inside the cabin, the temperature was a comfy 23 Celsius and Pink Floyd blared from the iPod. To be able to cope with terrain like this is one thing, to be able to cope and make the occupants feel cosseted is something else again.

And it 4am, things really snapped into focus. Before dinner the next day we would scale the 750-metre Myrdalsjokull glacier and drive in frenetic convoy across a black lava sand beached garnished with the photogenic wreck of a US Navy Douglas C-47, but it was that moonlit bathroom call that did it for me. To be in a place as beautifully bleak, as perishingly cold and as stunningly remote as that was incredible enough. But to look across at the Discovery corral and realise that those vehicles that had effortlessly hauled us up here would effortlessly haul us home again, well, that was just magical...

Road Test: Land Rover Range Rover Sport 3.0 TDV6 HSE

Price as tested: €80,710

+ Comfort, versatility, refinement, handling, beguiling character
– Some cheap cabin trim, poor rear seat space
= Forget the eco-cribbing, this is one of the finest cars around

Is it moral to introduce a moral dimension to a road test? After all, a piece of this nature is mostly about consumer advice, significantly about having a diverting read for your lunch hour and really, that’s about it. Road testers are not wont to go into the ethical rights and wrongs of buying a car but, when taking a new Range Rover out for a spin in 2012 Ireland, it’s kind of a hard dimension to escape. After all, with 450,000 people on the dole lines, sea levels and weather patterns going bananas, the question of whether it is right and proper to drive a car of this type has to be asked.

Well, is it right?

Oh for pete’s sake, of course it is. You want proof? How about the fact that this 2012 Range Rover sport comes with host of technical changes that include an updated 3.0 TDV6 diesel engine and the latest, slick-shifting eight-speed ZF automatic gearbox that actually drops the car out of the top band for VRT and road tax. That’s right; there are sports cars and turbocharged hatchbacks that emit more Co2 per km than this big, beefy Rangie.

Besides which, if you take the classic quote of one of Roger Moore’s adversaries in The Man With The Golden Gun (I appear to be channeling Alan Partridge here...) “Guns do not kill Mr Bond, it is the finger that pulls the trigger.” In other words, if you’re that concerned about the potential damage that a Range Rover can do to the environment, then don’t buy one. It’s your choice. But at least if someone is spending the €80k necessary to nab one of these almost-but-not-quote top-spec HSE models (Autobiography is one grade above, SE a grade below) then while they may be waving their wad in your face a touch, by driving a car as ostentatious , at least you can be assured that they’re spending lots of money on other things, generating employment and tax receipts. See? Range Rovers really can save the planet...

Right, moral dimension done with, let’s get back to the real business of driving the car.

As mentioned, for 2012, the RR Sport gets some subtle but very effective upgrades, the most significant of which are that new engine and gearbox. The 3.0-litre V6 twin turbo diesel now comes in two power outputs; 210bhp and 254bhp, but it’s only the 210bhp version that you’ll get in Ireland, thanks to that tax-dodging 224g/km Co2 output. That’s fine as in spite of a a 44bhp disadvantage, we honestly never noticed a lack of forward motion or thrust, thanks to a whacking great 520Nm of torque on tap from just 2,000rpm. The new gearbox, accessed by a Jaguar-style rotary controller on the centre console (not to everyone’s taste, but we liked it) does the usual ZF job of being so slick it’s almost like it’s not even there. You soon learn that the manual override paddle at the back of the steering wheel are entirely superfluous; all you will need to do is occasionally flick the gear selector into Sport to grab a more reactive kickdown.

Economy is surprisingly impressive. Land Rover claims an average of 8.5-litres per 100km, while we managed a still-decent 9.8l/100km overall. That should give you a touring range of around 800km on a full 80-litre tank, which seems decent enough.

The air suspension has been tweaked too, and the jarring edge of roughness and harshness that made the older Sport models an occasional chore has almost entirely gone. Yes, the Sport rides more firmly than either the big Range Rover (with which is shares almost no mechanical parts) or the Discovery (which which it is pretty much a twin under the skin) but now it’s just acceptably planted, rather than annoyingly hard.

The handling has remained virtually unchanged, thankfully, which means that the Sport still handles, net of a body roll and weight, like a big hot hatch on stilts. In extremis, we detected a slight reluctance to turn into a tightening apex that definitely wasn’t there before, but in fairness, if you’re looking for such handling nuances on a big 4x4, you’re already way off the beaten track. The beauty of the Range Rover’s chassis is that it displays a true multi-purpose nature. It’s refined and comfy on a long run, reactive and enjoyable on a twisty road and, surprisingly, agile and manouvreable in town; in spite of what you might perceive as bulk, thanks to excellent all-round visibility and surprisingly modest exterior dimensions, you can actually get the Sport in and out of tight car parks with ease.

The cabin is both the Sport’s trump card and its one Achilles heel. It all looks gorgeous and Land Rover’s ever-improving quality is palpable. The seats; massive and upholstered in beautiful leather upholstery the colour and consistency of butter are immensely comfortable and the full retinue of switches and dials makes you feel suitably well informed as to the car’s condition and your control of it.

But there are just a few too many plastic sections to the cabin that look and feel a bit too scratchy and cheap. It’s not a problem unique to the Range Rover, but it is a problem at this lofty price level, especially in concert with the desperately cheap looking main dials in the instrument binnacle. The other issue is space in the back, or lack thereof. It’s adequate, nothing more and feels especially stingy when you consider how big a car this is.

While we’re on the critical list, there’s the new standard-fit electric tailgate. Now, in general we dislike these things (what’s the point when they’re slower than simply lifting it up and pushing it back down yourself?) and because it means the loss of the Sport’s useful opening tailgate glass section it’s doubly irritating.

Still, the Sport still has one ace up its sleeve and that is its off-road performance. We’ve driven Sports down impossibly steep ravines, along ricky river beds, through waist deep water and, during our week with this one, managed to traverse a tricky off-road section of The Curragh while wearing a suit. It is that ability to deal with the very worst terrain imaginable (aided by the clever and simple Terrain Response System) while remaining unruffled inside that separates the Range Rover from the horde of competitors. There are others as talented in individual disciplines; none that we can think of that offer precisely the same combination.

Quite apart from anything, there is the Range Rover’s natural charm. It’s a handsome, bluff-looking beast, one that beguiles you, makes you feel better about life when you’re behind its wheel. For that alone, we would love it. Taken in concert with its myriad other talents, well, there’ll be no moral dilemma on our minds if our six numbers ever come up...


Facts & Figures

Range Rover Sport 3.0 TDV6 HSE
Price: €80,710
Range price: €75,195 to €118,160
Capacity: 2,993cc
Power: 210bhp
Torque: 520Nm
Top speed: 193kmh
0-100kmh: 10.3sec
Economy: 8.5-100km (33.2mpg)
CO2 emissions: 224g/km
Tax Band: F. €1,129 road tax
Euro NCAP rating: Not yet tested

Road Test: Land Rover Range Rover Evoque SD4 4x4 Pure

Price as tested: €40,975

In brief: Stunning to look at, excellent to drive and amazingly capable off-road. Hard to see it being anything other than a hit, but it’s not as affordable as it seems.


Well, this is odd. When your brain hears the words Range Rover it still expects to see a towering two-tonne hunk of metal, clambering over rocks and gorges before depositing its tuxedo-wearing occupants at the nearest five-star hotel. You expect big.

You do not expect to see something roughly Golf-sized (or Golf Plus at any rate), that fits neatly within the confines of a standard car parking space and whose roofline doesn’t extend above your eyeline.

But then the Range Rover Evoque is a very different kind of Range Rover, and truly is a turning point for Land Rover as a whole. Before Evoque, Land Rovers were are, obviously, directly descended from the go-anywhere Maurice Wilks original. Post Evoque, the brand is going to be more about watching its Co2 figures and keeping physical bloat well and truly under control.

The Evoque shares much, mechanically, with the current Land Rover Freelander and will be built in the same factory in Liverpool. But while it’s related, clearly there has been some serious re-engineering work going on under the skin. For a start, there’s the Co2 figure, surely the most important co2 rating that Land Rover will ever release. Pick our four-wheel-drive, 190bhp test car and you’ll emit 149g/km and pay €302 a year in road tax. Compared to the previous lowest Land Rover figure, the 158g/km emitted by the front-drive Freelander.

But wait, coming very soon is a 150bhp front-drive Evoque, whose Co2-figure will be good enough for a Band B, €156 road tax rating. Now that is a breakthrough for the Land Rover and Range Rover brands. Who can accuse the Evoque of being a Chelsea Tractor, even if you’ll need the reticence of a saint to match the claimed fuel consumption figure.

But while it might not be a gas-guzzler, is it still a proper Land Rover? Well, yes and no was what I assumed would be the predictably complicated answer. It looks the part. It might be small, but Gerry McGovern’s design team has succeeded in grafting on all of the appropriate Range Rover styling cues, especially the big, castellated bonnet. It also looks great, to these eyes anyway (better in five-door form than as a more-expensive coupe); a curiously enticing combination of bijou but battle-hardened. Like a Chihuahua with an assault rifle.

Inside, it marks the best Land Rover cabin since the 2002 Range Rover. Gone are the too-cheap main dials of the Discovery and Range Rover Sport, and gone too are the acres of tinny grey plastic that blight the Freelander. However much was down to the involvement of Victoria Beckham (hired by Land Rover as a ‘design consultant’ for the Evoque’s cabin) is debatable, but it’s a success in here. Excellent cabin quality is backed up by understatedly fashionable design and a surprising (given that sloping roofline) amount of space. Love the sculpted leather seats (best seen in a natural tan finish) and the main dials that glow cherry red in Dynamic mode. Love too the surround camera system (whose front cameras dip beneath the waves when wading through standing water) and the simple, clear control layout. Hate (well, maybe hate is slightly too strong) the fiddly, annoying touch-screen infotainment system. A big override button would be useful here, Land Rover. Still, it’s a very impressive cabin that doesn’t sacrifice practicality on the altar of  style. Thanks, Posh.

To drive, you won’t be surprised if I tell you it feels much like a Freelander (no bad thing) but better. The steering is surprisingly light, and while the Evoque can be hustled very satisfyingly down a twisting road, you are always aware of a slight numbness to the steering (even in Dynamic mode, with the optional adaptive suspension set to firm) and it makes the already broad-shouldered Evoque feel wider still. There’s also a slight sense of disconnect between the sportily firm ride quality and that finger-light steering. So, while you can feel the hand of Jaguar’s legendary chassis engineer, Mike Cross, as you drive (in fact, it feels surprisingly like the original Toyota RAV4; agile, chuckable, fun) there is an unmissable sense that the Evoque’s dynamic ability has been compromised by the need for fuel-saving electric power steering. In that sense, it isn’t the first, it won’t be the last and it’s certainly not the worst.

Actually, it felt much better in the last version we got to try. In order, we drove a 2.0 turbo petrol Coupe automatic, a 190bhp diesel coupe automatic and, finally, a 190bhp diesel manual five-door. Perhaps it’s down to the weight distribution, or possibly the fact that you’re more in command of the drivetrain, but the manual diesel felt the best balanced of the three.

But can it off-road? Oh buy, can it. Land Rover was doubtlessly carefully controlling the loose surfaces and off-road sections we got to drive the Evoque on, but it climbed and crossed incredibly tough terrain. It will doubtless be stymied by the sort of deep mud and jagged rocks that a bigger Defender or Discovery would surmount, but that is hardly a shame for a car that can trace its chassis roots to the Ford Mondeo. It is in fact startling capable (assuming that you select a four-wheel drive model, of course), even shrugging off the accidental removal of some under-bumper trim on a too-enthusiastically tackled stretch. Ahem.

In town, it feels most at home and that is hardly surprising. SUVs are most commonly used in town, and the substantially female audience that Land Rover is looking to attract with the Evoque is predominantly urbanite. But even in town, in the middle of Liverpool (the Evoque’s home; it’s built in Land Rover’s Halewood plant just outside the Scouse City) Land Rover couldn’t resist demonstrating the Evoque’s urban assault capability. And so, we nosed the Evoque ito a foot-and-a-half of murky brown water inside a 3km disused railway tunnel that runs under the city. It was full of water, mud, slime, rubble and dirt and yet the pretty, urbane, concept-car-look Evoque pushed effortlessly through it all. Perhaps city councils could consider it as a potential congestion-saving measure and open up such tunnels for intra-urban commuting. Land Rovers only allowed.

However, we do have one or two issues and the first is with the pricing structure. €40k for a 150bhp 4WD ‘Pure’ model sounds good, but it’s pretty bare of decent equipment. True, the front-drive model will be cheaper still, but effectively the Evoque is going to be a €50k car if you want yours to have Range Rover appropriate equipment levels. And that is going to make life hard for the Evoque, as it pushes the price above that of an equivalent (but larger) BMW X3, BMW 5 Series Touring, Audi Q5, Mercedes E-Class Estate and many, many more. The Range Rover connection means that, even at €50k, it’s still a bargain compared to full-size RR models, but this is a pricey trinket, be in no doubt.

But a proper Land Rover? Yes, it is, just not as we know it thus far. It’s not a Defender descendant. It’s the start of something entirely new.


Facts & Figures

Land Rover Range Rover Evoque TD4 190 4x4 Pure 5-door
Price as tested: €40,975
Price range: €TBA to €66,920
Capacity: 2,179cc
Power: 190bhp
Torque: 420Nm
Top speed: 200kmh
0-100kmh: 10.0sec
Economy: 5.7l-100km (49.6mpg)
CO2 emissions: 149g/km
Road Tax Band: C €302
Euro NCAP rating: Not yet tested