The same spec with two extra doors (as driven here) emits 113g/km, while all of the four-wheel-drive editions, 148bhp or 177bhp, pump out 125g/km as a manual, regardless of body style, and either 129g/km (coupe) or 134g/km (five-door) as an automatic.
The Ford-derived 237bhp turbocharged petrol (badged Si4) will continue to be offered in selected markets, incidentally. But while it gets the same cosmetic changes, there’s little else to report under the bonnet. And with CO2 emissions of 181g/km, it’s going to look ever more of a niche choice.
The Evoque’s trim choices move into line with those of the other Range Rovers, so entry-level Pure is joined by SE, HSE, HSE Dynamic and full-house Autobiography. An extensive range of personalisation options is available - although you may have to look to the middle of the range before the full gamut of configurability is at your disposal.
What's it like?
There’s no doubt that the Ingenium engine marks a considerable step in refinement for the Evoque. At a motorway cruise it pulls barely 2000rpm and fades nicely into the background, although the calm beyond 60mph is disturbed by wind rush from around the sizeable side mirrors. Should you feel the need to work it hard, it’ll give you an unmistakeable diesel grumble - but it’s a world away from the rasp of the old 2.2. It avoids the pedal vibration that came with that engine, too; you feel it through the gear lever more than anywhere else.
The more modest Ingenium in the eD4 has 280lb ft at 1500pm, and while it can get bogged down occasionally, it has just about enough gumption to maintain a decent lick on twistier roads - helped by a slick gearbox whose ratios and throw feel unusually short and tightly spaced for an SUV.
The Evoque isn’t about to challenge hot hatchbacks for driver involvement on a B-road but it does manage solid body control and accurate turn-in from consistently weighted steering, so those expecting a more dynamic take on a crossover won’t feel especially hard done by. The brake pedal felt more progressive on the eD4 than a four-wheel-drive automatic that we tried, too.
The cabin has had a mild upgrade, with soft-touch materials on the door skins, a new, cleaner design of instrument panel and a higher-resolution digital display that sits between the speedometer and rev counter. It’s certainly crisp but only serves to highlight how poor the 8in central touchscreen is. Land Rover has rolled more features than before into its infotainment set-up - including the ability to set up a wi-fi hotspot - but while the system is quicker to respond than the old car’s, the display is disappointingly fuzzy in the most part, and next to useless in sunlight (bear this in mind if you're considering the full-length glass roof).
The rest of the interior is basically unchanged, with the same limitations on rear space, rear headroom and boot capacity that have failed to put off those 450,000-odd customers. There’s enough space for four adults for a short journey, look at it that way - but they’ll need to pack reasonably light.
Few Evoques will ever venture off road - and fewer still front-drive examples will get their wheels properly muddy - but Land Rover’s test route included some challenging climbs, deep water and rocky stretches, and the eD4 acquitted itself surprisingly well. For all the scepticism of purists, the Evoque can deliver an experience worthy of the badge - although dedicated off-roaders will still be better served by a four-wheel-drive example featuring the new All-Terrain Progress Control system.