Что такое двигатель sd4
Range Rover Evoque (2011-2018) – темное наследие
Самый маленький Range Rover дебютировал в 2011 году. Кроссовер построен на базе Фрилендер 2, в основе которого лежит основательно переработанная платформа EUCD концерна Форд.
Производитель предложил целых три версии Evoque – 3-дверный, 5-дверный и 2-дверный кабриолет (с 2016 года). В 2015 году модель пережила фейслифтинг.
Британцам удалось совместить динамичные линии кузова с типичным стилем Рендж Ровер. Как вы можете догадаться, Эвок не балует простором пассажиров второго ряда. В ногах ощущается нехватка пространства. А в 3-дверной версии задние пассажиры могут испытать приступ клаустрофобии, потому что окна там очень узкие.
Range Rover Evoque хорошо показал себя в краш-тестах Euro NCAP, заработав максимальные 5 звезд. Замечания имелись только к защите пешеходов, что характерно для многих других автомобилей.
Range Rover Evoque SD4 diesel 2018 review
We can’t deny the appeal of the extra performance that the SD4 engine brings, but we have some reservations. Firstly, it’s a very expensive option; and, secondly, all that extra power only serves to highlight the shortcomings of the automatic gearbox. The Evoque remains an attractive and desirable vehicle, but we reckon a cheaper version is more desirable still.
The Range Rover Evoque has been one of the most desirable SUVs in the UK since it was launched in 2011, and Land Rover has wisely tinkered only slightly with its looks. Instead, the most major changes are under the skin.
The engines, in particular, have been a focus of the company’s attention, with its range of Ingenium units being introduced. The latest to join the line-up is the range-topping SD4 diesel, with two turbochargers helping it to produce a hefty 237bhp and 500Nm.
It’s the first time Land Rover has used this ‘series-sequential boosting’ system, with the smaller turbo helping at low revs, and the larger second turbo joining in at higher engine speeds. In fact, this is the most powerful engine in the range (along with the Si4 petrol unit), as well as the unit with the most torque.
It’s enough to give the car pace not far short of what you’ll find in a similarly-priced Porsche Macan S Diesel, but with better claimed fuel economy.
Car group tests
- Audi Q3 vs Range Rover Evoque vs Volvo XC40
- Range Rover Evoque vs Volvo XC40
- Range Rover Evoque review
- New Range Rover Evoque PHEV 2020 review
- New Range Rover Evoque D180 2019 review
- New Range Rover Evoque 2019 review
- New Range Rover Evoque ride review
- New Range Rover Evoque prototype off-road review
Used car tests
- Used Range Rover Evoque review
Once you’ve got the Evoque up and running, it’s the torque that makes the most lasting impression. With peak pull arriving at just 1,500rpm, it responds very keenly in pretty much any situation – and certainly more quickly than you would expect of a four-wheel-drive car that weighs well over 1,800kg.
If we have a criticism, it’s that the Range Rover doesn’t feel as quick as the 6.9-second 0-60mph time suggests. But across country, this is a fast car.
At these speeds and in these situations, too, the automatic gearbox is working at its best. On the motorway or sweeping main roads, the Evoque SD4 is a very pleasant companion.
However, around town or on tighter, twistier roads, things aren’t quite so rosy. In particular, the extra power of the engine shows up the shortcomings of the transmission; it can struggle to work out which of the nine gears at its disposal is the most appropriate at any given moment.
It seems to struggle most when you are coming on and off the accelerator pedal – when you are in heavy traffic or encountering a series of junctions or roundabouts, for example. What happens is that, when you lift off and start to coast, the gearbox shifts up a gear or two, so when you then get back on to the throttle to pick up speed again, the set-up is a little hesitant to kick down. And when it does, it engages the gear with a real jolt.
To make matters worse, in heavy traffic around town, you notice how gruff the engine is at low revs, when it’s working hard to get two tonnes of car and its contents moving. And thanks to the 20-inch wheels fitted to our test model as part of its HSE Dynamic trim, you also feel all the bumps that litter city streets. The other price you pay is when you buy the car in the first place. This diesel is available only with the top trims – HSE Dynamic and above – and it’s the most expensive engine in the Evoque range.
As a result, although prices for an SD4 start at £48,250, you’ll pay at least £50,000 to get one on the road. And last, but not least, the extra power does the Evoque’s efficiency no favours.
Whereas the 178bhp TD4 has claimed fuel economy of 55.4mpg when paired with an automatic gearbox, and isn’t exactly slow, the comparable figure in this SD4 is 48.7mpg; and the higher CO2 emissions will bring bigger tax bills for company car users, too.
Land Rover Discovery SD4 road test
«There is certainly a lot to love about the Discovery; it engenders emotions that large SUV rivals can only dream about. «
Together with the Defender and Range Rover, the Discovery is one of Land Rover’s iconic jewels – a halo model and an indicator of the health of the brand. Having been through four regenerations over almost three decades, a new Discovery deserves fanfare.
For series five, launched last year, Land Rover has dispensed with the numeric suffix that adorned the previous two incarnations. The tacit suggestion is this is less an evolution of predecessors and more a reinvention.
It takes just one glance to buy into this ethos. Gone are the trademark boxy, upright edges at front and rear, replaced by curves and wraparound lights. The bonnet sweeps back from the grille, while an angled C-Pillar visually helps to further improve the proportions and rear three-quarter visibility.
It’s sleek – well, as sleek as a seven-seat full-size SUV can get – less Chelsea tractor, more urban warrior.
It is also better to drive. Yes, there is still a large dollop of body roll, but it’s not excessive considering the size and weight (2.2 tonnes) of the car and the size of the tyres – 19-inch 255/55. The steering is certainly more responsive.
The seats are comfortable, though a touch more lumbar support would’ve helped on longer journeys, while the Land Rover has upgraded the quality of interior materials. The switches and soft-touch furnishings are far more premium than before, although not quite in the league of the Mercedes-Benz GLS-Class or Audi Q7.
We averaged a little more than 40mpg from the 2.0-litre 240PS Sd4 diesel engine (with auto eight-speed transmission and four-wheel drive) on longer journeys, just 3.5mpg below the official figure, although this dropped to a disappointing mid-30s on short, about-town trips.
That said, our MY18 car posts CO2 emissions of 171g/km and 43.5mpg (NEDC); the MY19 has 199g/km and 37.7mpg (re-tested under WLTP, correlated to NEDC) – making our performance pretty good against the ‘real-world’ figure.
Land Rover builds its heritage on its off-road brilliance and, while we were unable to test the Discovery’s mud-plugging abilities for ourselves, it has a 900m wading depth and extensive technology in the Terrain Response system to keep you moving. Land Rover claims this is its most capable off-roader yet. Strong words.
There is certainly a lot to love about the Discovery; it engenders emotions that large SUV rivals can only dream about.
That perhaps explains why its UK sales continue to flourish with volumes just below 11,000 last year, up 13% on 2016.
However, it’s not all praise. The diesel engine is coarse and less efficient than rivals, while the middle row of seats is in a 2+1 configuration for folding and sliding. The Q7 and XC90 have family-friendly seats that slide and recline individually.
The biggest frustration is the sat-nav system, which requires a sim card (not supplied) to access the internet to get live traffic updates. Deprived of it, you are blind on long journeys, reliant on a passenger with Waze or AA Live Traffic, or the accuracy of the overhead motorway warning signs.
It’s a shame because the system is actually very good; intuitive to programme with accurate time of arrival (on clear roads) and easy-to-follow directions.
As to which large SUV is the best, it depends on your priorities. The Land Rover is our tip for passenger space and comfort. It is undoubtedly the best ‘go anywhere’ off-roader.
Model tested: Land Rover Discovery Sd4 SE
What isn’t in doubt across the board though is the new Discovery’s huge leap in terms of its refinement and comfort. Road, wind and engine noise have all been dramatically reduced and the ride comfort from the new suspension makes it a far more refined cruiser at higher speeds.
For the first time since 2004, that’s not the end of the story when it comes to engine choice either. There’s now also a 3.0-litre V6 petrol engine with 340bhp which, while Land Rover admits it’s only likely to account for 5% of sales and is unlikely to be high up the shopping lists of many business drivers, especially with a 26.0mpg average and 254g/km emissions, it does have one eye on the growing turning opinion against diesel. A plug-in hybrid version will join the range in the future too.
4×4 of The Year 2018 #1: Land Rover Discovery Sd4
L and Rover’s new Discovery represents a major technological revolution for a model range that dates back to 1989. In fact, this is only the third all-new Discovery in all that time, the last being the Discovery 3 in 2004.
But while this is a revolution for Discovery, it’s not new for Land Rover, as the technology in question is a hand-me-down from Land Rover’s premium brand Range Rover and comes in the form of a lightweight aluminium monocoque. Compared to the outgoing Discovery, which was a steel separate-chassis design, the weight savings are as much as 480kg.
The new Discovery comes with the choice of three engines in all four equipment grades, and all come with a mind-boggling array of options more likely to confuse rather than satisfy. In a first for Discovery, not all models come with dual-range gearing – dual-range is not available at all on the least powerful and least expensive engine, the Td4.
That means the next engine up in price and power, the Sd4, is the least-expensive starting point for a ‘proper’ off-road Discovery.
As with the lightweight aluminium monocoque, the Sd4 engine is a technological next-step design. Amazingly, despite being a four-cylinder of just two litres, it produces 177kW and 500Nm, numbers that would look more than handy from a 3.0-litre diesel. More amazingly, the engine delivers on this promise – and then some – and is both flexible at very low revs and zippy up top. At all other times it’s simply effortless and has no trouble propelling what is still a very big vehicle.
This 2.0-litre four comes from Land Rover/Jaguar’s new high-tech Ingenium engine family and employs two different-sized sequentially arranged turbos that are instrumental in producing the Sd4’s ‘big-engine’ performance.
The Sd4 is also a relatively quiet engine and notably smooth for a four, while the slick eight-speed auto, with its tall higher ratios, adds to the overall refinement of the powertrain.
At highway speeds there’s also very little wind or road noise and the Discovery has all the poise of a luxury 4×4. Figuratively close your eyes and you could well be in a Range Rover… The only niggle is the ride, which could be better on some surfaces and better on the 19s fitted to the lower spec models rather than the 20s of this HSE.
If there’s a lot of luxury about the Discovery there’s a bit of sportiness, too, especially for something so big. For that, thank its trim weight, independent suspension, low on-road stance and nicely tuned electric power steering.
The Discovery’s fully independent suspension gives the sort of wheel travel you’d expect of a good live-axle design, and it comes with the added bonus of height-adjustable air-spring suspension, either standard or optional across the range. This allows you to raise the vehicle up to 75mm above the default ride height of 208mm to 283mm, with more available above that should the vehicle ground out. The height-adjustable suspension also means an impressive 900mm wading depth.
Despite a driving position that’s not as commanding as Discovery 3 and 4, this new Discovery with its clearance, wheel travel and clever 4×4 system makes easy work of the trails; the major hitch being the W (270km/h) rated tyres with their thin and vulnerable sidewalls.
Better news comes in the excellent underbody protection and the fact that many key components, such as suspension sub-frames, are still made from steel, part of the 15 per cent of the Discovery that’s not aluminium.
SET-PIECE HILL CLIMB
The Discovery’s long list of options include a self-locking rear diff, Terrain Response 2 and All Terrain Progress Control, which is similar to Toyota’s Crawl Control and works up or down hill as a type of off-road cruise control… all you have to do is steer. These options were all fitted to the Sd4 and, with the inherent advantage of its long wheel travel and generous clearance, it’s no surprise the Sd4 was totally untroubled on our set-piece climb.
CABIN AND EQUIPMENT
The new Discovery has a spacious cabin despite being slightly narrower, lower and less airy than Discovery 3 and 4, even if it’s a bit longer. As a driver you also sit lower and seemingly farther back. Despite the narrower cabin, the second-row seat is comfortable for three adults and adjusts back and forth so you can optimise legroom verses rear luggage space.
All Discovery models from entry level up are strong on safety gear, but if you want more luxury you’ll have to bypass the two lower-spec models and move straight to the HSE, or throw lots of options at an S or SE.
The Sd4’s 77-litre fuel capacity is small, so it’s a good thing the engine is economical – fitting a long-range tank may be difficult, even if the V6 Discovery has eight litres more fuel capacity.
As mentioned, the W speed-rated tyres are a liability off-road, but the good news is that this new Discovery wears a one-size-taller tyre for any wheel size, which opens up the replacement tyre options considerably (even LT tyres), despite 19s still being the smallest factory wheels.
Better news is the Sd4 has excellent payload and towing capacities; while a lack of aftermarket support, at least at this stage, is a negative.
The Discovery’s significant weight savings is key to its wider performance ‘envelope’ in terms of what a 4×4 family wagon can do on and off the road. But it’s not perfect, with the all-too-familiar Discovery shortcomings of fuel range and wheel/tyre specification only addressed in part.
2018 LAND ROVER DISCOVERY Sd4 HSE SPECS:
Engine: 2.0-litre 4-cyl bi-turbo diesel
Max power: 177kW at 4000rpm
Max torque: 500Nm at 1500rpm
Gearbox: Eight-speed automatic
4X4 system: Dual-range full-time
Kerb weight: 2109kg (five seat)
GVM: 2940kg (five seat)
Payload: 921kg (five seat)
Towing capacity: 3500kg
GCM: 6640kg (five seat)
Fuel tank capacity: 77 litres
ADR fuel claim: 6.3L/100km
Test fuel use: 9.8L/100km
Touring range*: 735km
Price: $93,550 (+ORC)
*based on test average, tank capacity claim and a 50km safety margin.
Land Rover Discovery Sport SD4 (2014 — 2015) used car review
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By Andy Enright
Chart the history of Land Rover and it hasn’t always been smooth sailing. There have been periods when the company has turned out some fantastic products and then there have been years spent in the automotive doldrums. Many industry commentators felt that when the company was divested from Ford’s Premier Auto Group in 2007, it was the beginning of the end. The new owner, TATA Motors, had no record of managing a prestige brand and little in the way of automotive track record to call upon. Sometimes it’s great to be proven wrong.
That acquisition saw Land Rover go from strength to strength. In 2010 we got the fourth-generation Discovery. In 2011 the brilliant Range Rover Evoque debuted and instantly became the best-selling car in its class. The fourth-generation Range Rover appeared in 2012 and in 2014 we got perhaps the biggest surprise, the replacement of the Freelander with the seven-seat Discovery Sport. Demand for this vehicle has been stratospheric and the first batch of cars were all sold with the 190PS SD4 diesel engine, carried over from the Freelander. Here’s what to look for when tracking down an early Discovery Sport.
5dr compact 4×4 (2.2-litre diesel [SE, SE Tech, HSE, HSE Luxury])
The Land Rover Discovery never did sporty at all well. It had a vast array of other qualities that put it right near the top of the family 4×4 tree but on-road dynamics were never one of its big draws. If you wanted a car that handled a bit better, you graduated to the Range Rover Sport, a car that shared plenty of the Discovery’s underpinnings but which featured suspension that was geared a little more to the keen driver.
In 2014, Land Rover proved there was another way. If the Evoque wasn’t big enough and a Range Rover Sport just too expensive, why not try the Discovery Sport? Brought into the range to pension off the Freelander and featuring 5+2 seating, pricing that looked sensible, and some very sharp styling, it was another instant winner from Land Rover.
Unfortunately, Land Rover didn’t quite have all its ducks in a row for the launch of the Discovery Sport. The original plan was for the car’s unveiling to coincide with the development of its next-generation 2.0-litre TD4 Ingenium diesel engines, but the Ingenium project slipped. Land Rover had a choice: either hold the Discovery Sport launch back a year or launch it with the older 2.2-litre SD4 engines and risk some adverse press reaction. It bit the bullet and plumped for the latter approach. So, despite the better TD4 engine option, is it worth buying an early used SD4 model?
What You Get
Even if you’d never seen a picture of the Discovery Sport, you could probably generate a reasonably accurate mental sketch of it were you to imagine crossing a Range Rover with a five-door Evoque. It’s a really handsome piece of design work that instantly makes even a good-looking rival like the Volvo V60 look old. It also serves to make the conservative Audi Q5 look positively lumpy. The wheels are pushed nicely to each corner and there’s that distinctive canted forward C-pillar profile that became such a Freelander signature.
Land Rover describes the seating arrangement as ‘5+2’ rather than a full seven-seater; that’s because the rearmost seats are designed largely for kids and occasional use. The middle row of seats can be reclined, slid back and forth by 160mm, and also splits 60:40. They’re also 5cm higher than the fronts, which affords a good view out. Boot space measures a useable 195-litres with all seats up, but the Discovery Sport is likely to spend most of its life in five-seat mode, in which case you get a massive 830-litres. Fold both second and third rows and you can carry up to 1,698-litres.
Across the range, buyers are offered the choice between four trim levels — SE, SE Tech, HSE and HSE Luxury. Whatever your choice, all variants come with permanent 4WD. As for equipment, well entry-level SE trim gets you part-leather seating, climate control, a heated windscreen, cruise control, and the inControl Remote. This last piece of kit allows you to access all sorts of vehicle information via your smartphone. You can find your way back to the vehicle, check if the windows or doors are open, check fuel level and range, and even summon emergency assistance if required.
What You Pay
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What to Look For
Although the Discovery Sport is pretty capable in the rough stuff, it’s nowhere near as sturdy as a non-sport Discovery. For a start, it lacks a low-range transfer case and the rear overhand is quite long, so it is possible to get yourself a bit stuck if you get too keen with your off-roading ambitions, so check the car over for signs of underbody damage. The SD4 engine is a tried and tested piece of kit, its lineage being traced right back to the Peugeot/Citroen DW engine series that was used by Ford and marketed as a Duratorq in 2008. If you’re test driving the car on a cold day, don’t be afraid if the Stop/Start system fails to kick in. The engine is programmed to keep running at temperatures below three degrees Celsius.
(based on 2014 Discovery Sport SD4 — approx excl. VAT) An air filter will be around £45 and an auxiliary drive belt is £15. An oil filter elements is £7 and tyres are around £145 a corner.
On the Road
The Discovery Sport didn’t go big on powerplant choice when it first appeared. You could only choose the carry-over 190PS 2.2-litre SD4 diesel unit. This is good for 420Nm of torque and drives the car through 62mph in just the car a 0-60mph time from 8.9 seconds if you choose the nine(!)-speed automatic or 10.4 seconds if you choose the manual dawdler. It’s only offered with four-wheel drive running gear.
As you would expect from Land Rover, the Discovery Sport has been developed to do well in the dirt and it features a 600mm wading depth, a four-setting Terrain Response system, hill descent control, roll stability control, dynamic stability control, traction control and engine drag torque control. Even without that low-range transfer case and with the added rear overhang required to house the extra pair of seats, it’s better than practically any of its rivals. The bodyshell is largely shared with the Evoque, while the compact suspension design frees up space for the rear seats while still offering a decently-sized boot. The steering is also electrically power assisted, which gives the choice of a self-parking option should it be required.
It doesn’t seem so long ago that we were lauding the arrival of the SD4 engine as the saviour of the Freelander range. How time flies. Now it’s been superseded by the TD4 Ingenium motors, it’s tempting to consider this first batch of Discovery Sports as something of an anomaly. They’re anything but. You’re still getting a 4×4 with a grunty 190PS engine that generates stacks of torque, yet will still return 46.3mpg in manual guise and 44.8mpg for the nine-speed auto version.
That’s not a bad deal for something that gets to 62mph in below 9 seconds and can seat seven. We’ve had egg on our faces when predicting the future where Land Rover is concerned, but we’re probably not going out on a limb by stating that these SD4 models look like the value pick for used Disco Sport buyers.
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Discovery Sport & Evoque P300e | UK Review
By Matt Bird / Wednesday, October 21, 2020 / Loading comments
It’s hard to think of a pair of vehicles more attuned to prevailing customer attitudes than the latest P300e pairing from Land Rover. You’ll have seen already the sheer amount of Evoques and Discovery Sports on the road, attesting to their popularity. Plainly electrification is only set to become more prevalent as the decade progresses and — almost regardless of what they’re like to drive — the combination of Land Rover badge, McGovern styling and plug-in hybrid capability will likely be enough to convince a small mountain of buyers. (Imagine the demand when the Defender PHEV goes on sale.)
For now, it’s turn of the more affordable Discovery Sport and the Evoque, both with the same entirely new hybrid powertrain. Yes, the modular Ingenium engine family has spawned a 1.5-litre, three-cylinder derivative — meaning these chunky SUVs are powered by just 1,498 cubic centimetres of cubic capacity. Plus an electric motor supplied by a 15kw battery pack. All very 2020, although still bizarre for anyone who can recall 2.5-litre diesel Range Rovers with the accelerative properties of a mule.
The important numbers are 309hp and 398lb ft, meaning both Discovery Sport and Evoque can dash to 62mph in comfortably less than seven seconds and reach 130mph. Just as importantly, they are each also capable of around 40 miles (the Discovery 38, the Evoque 41) on electric power alone. And you’d have to be a long way from the catchment area for that to be used up in a school run. It’s worth noting, too, that hybridisation was always part of the plan for models built on the Premium Transverse Architecture; the platform was designed to accommodate batteries and motors, rather than it being adapted to the needs of electrification. So the cars should feel cohesive, seamless and all-of-a-piece.
Which, for the majority of the time, both P300e cars do. The cars start in silence, with the driver then given the opportunity to drive in Hybrid, Save or EV mode, selectable via a dash button. While 109hp and 192lb ft of electric power sound considerably less impressive than the total power outputs, it’s more than sufficient to make progress on the sort of zero emission journeys it is intended for. Both cars obviously lack the instant, insatiable urge of a pure EV, but it’s hard to find much issue with the performance between traffic lights and roundabouts; at the urban speeds they’re meant to tackle, both Discovery and Evoque are more than agreeable company.
The bigger news, and the bigger piece of good news, comes in the form of the 200hp 1.5-litre triple. Because not only does it bolster the both hybrids to a competitive level of performance, it does so memorably and effectively. Of course, it chimes in to support the electric motor without fuss or delay, but it is also exceptionally smooth for a three-cylinder motor and surprisingly willing to rev. That seems about as relevant an observation to prospective buyers as how each might fare off road, though it warrants mention: there’s that undeniable rasp and thrum that comes with the configuration, cleverly kept to a level where it’s never intrusive. A choice between this, with faint echoes of a V6 and a fair lack of inertia, against another droning four-cylinder would be an easy one to make in either P300e’s favour.
Performance with all systems firing is impressive, too. In cars like these torque is king, and 398lb ft is broadly comparable to the 406lb ft produced by the straight-six petrol in the Defender. So both Evoque and Discovery Sport are more than fast enough when required, justifying their cost and banishing a lot of lingering memories of slightly weak Ingenium engines. There’s easygoing, easily accessible speed with the low-down torque, complemented by an engine that feels keen if the mood should take you. It’s a really convincing powertrain.
The Evoque in particular remains a lovely car to drive, its chassis both as agile and accommodating as it would be reasonable to expect from a car like this. It is genuinely entertaining to drive it quickly along a challenging road, thanks to the way every control responds and its willingness to change direction — which is not a description that any compact SUV earns lightly. The Sport, while inevitably more mature, could teach many a more ostensibly focused car about steering, and one or two luxury ones about refinement.
Granted, there is still a fly in the ointment. A large, potentially unsurprising fly. Both models are very, very heavy, even by the standards of plug-in hybrid cars: the Evoque P300e is 2,082kg before anybody has got in, against 1,850kg for the 2.0-litre, non-hybrid P300 petrol. It’s a similar story for the Discovery Sport: 2,093kg for a hybrid, 1,864kg for a comparable P250. And however good Land Rover’s chassis engineers are at disguising mass, they can’t entirely mask an additional 200kg of the stuff, even if it is smaller percentage add-on for a 4×4 than a saloon. The extra load manifests itself as a slightly fidgety ride at low speed — not deal-breaking perhaps, but ever-present nonetheless. And you never entirely escape the impression of some additional dynamic inertia, even though the battery weight is mounted lower down. Imagine you put on 12 per cent of your current weight again; it would still be you, only flabbier and not as athletic.
There would also appear to be an issue with Land Rover’s emission figures, which may yet turn out to be slightly north of the provisional numbers quoted. A marginal adjustment is unlikely to sway a buying decision — on the basis that plug-in hybrid scores are not representative of real-world use anyway — just as the addition of 200kg is unlikely to weigh too heavily on a Land Rover customer’s mind. Both iterations of P300e, despite Range Rover-esque kerbweights, still drive with most of their established personalities intact and the introduction of a zesty hybrid powertrain, advantages in running costs and the delivery of the new Pivi Pro infotainment system are likely to be the decisive factors. That hardly makes the prospect of yet more two-tonne SUVs excusable, but around the worryingly familiar weight gain Land Rover has done a laudable job of electrifying its most popular cars. That said, it’s hard not to imagine the enlivening possibilities that might result from the manufacturer twinning its likeable new petrol engine with something much lighter on its feet. We live in hope.
SPECIFICATION | RANGE ROVER EVOQUE P300e
Engine: 1,498cc, three-cyl turbo plus electric motor and integrated belt driven starter
Transmission: 8-speed automatic, all-wheel drive
Power (hp): 309@5,500rpm
Torque (lb ft): 398@2,000-2,500rpm
0-62mph: 6.4 seconds
Top speed: 132mph
Weight: 2,082kg (DIN)
MPG: 201.8 (provisional WLTP, with 41 miles electric range)
CO2: 32g/km (provisional WLTP)
Price: from £43,850
SPECIFICATION | LAND ROVER DISCOVERY SPORT P300e
Engine: 1,498cc, three-cyl turbo plus electric motor and integrated belt driven starter
Transmission: 8-speed automatic, all-wheel drive
Power (hp): 309@5,500rpm
Torque (lb ft): 398@2,000-2,500rpm
0-62mph: 6.6 seconds
Top speed: 130mph
Weight: 2,093kg (DIN)
MPG: 175.5 (provisional WLTP, with 38 miles electric range)
CO2: 36g/km (provisonal WLTP)
Price: from £45,370