Month: May 2025

Land Rover 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 Evoque 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.

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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 SUV 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?

QUICK FACTS

A Gateway SUV, But Not Much Else

Our 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 the Kia Sorento, 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: The Depreciation Hit On This 4K-Mile Range Rover Is Enough To Buy A New Defender

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 Range Rover Sport 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 Ages

It 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, Mercedes, 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 Lexus 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 Compromises

Photos Stephen Rivers for Carscoops

Many 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 the Land Rover Defender we tested, 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: New Range Rover Electric Has More Power Than A Twin-Turbo V8

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 design 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. 

Photos Stephen Rivers for Carscoops

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 Toyota 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 Impressions

Speaking 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: This Is Land Rover’s New Defender Baby EV

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. 

Competition

The biggest issue for the Evoque is that it has to do battle in a hotly contested segment. As such, it rivals models like the BMW X1 and X2, Audi Q3, Mercedes GLA and GLB, Mini Countryman, and Volvo XC40. All of those feel a bit more polished and updated when compared to the Evoque. 

Most, like the X1, Countryman, and XC40, 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 Thoughts

In 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 likely going all-electric 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. 

Photos Stephen Rivers for Carscoops

Before crossovers took over the world and “sporty” meant fake exhausts and paddle shifters, Alfa Romeo was building something a little different. The Alfa 75, known as the Milano in North America, holds a special place in the brand’s timeline as the last new model launched before the Fiat Group took the reins of Alfa Romeo in 1986.

A compact sedan with rear-wheel drive and a near-perfect 50:50 weight balance? That’s hard to ignore. So when my friend Stelios offered me the keys to his cherished 75, saying no wasn’t really on the table.

I’ve known Stelios for a long time, and his connection to the Alfa Romeo 75 has always fascinated me. The 1992 example pictured here is actually his fourth 75, a fitting companion to his beautifully preserved 1976 Alfetta. Yes, Stelios has a thing for Alfas. Unlike the mechanically related coupe, which mostly stays tucked away in the garage, the four-door sedan is about to take on daily driver duty.

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When Stelios told me he was selling his Mazda MX-5 NC in favor of the Alfa, I was even more curious to find out what made the Italian sedan so special. Interestingly, both cars are rear-wheel drive and share a similar weight-to-power ratio, two key ingredients in the recipe for driving fun. But before we get into how it feels behind the wheel, let’s take a quick look at the specs.

QUICK FACTS

An Italian Oddity

Launched in 1985 as the successor to the Giulietta sedan, the 75 remained in production until 1992, just before the brand transitioned to the front-wheel-drive 155. After that, Alfa didn’t revisit rear-wheel drive until 2015 with the launch of the Giulia, reconnecting with its original roots.

Photos Thanos Pappas for Carscoops

Despite being aimed at rivals like the BMW 3-Series, first the E30 and then the E36, the 75 went its own way visually. It’s a car known for styling that somehow manages to look both gorgeous and awkward, depending entirely on the angle and the viewer. This facelifted 1992 example is one of the tidiest versions, with body-colored bumpers, extended fenders, and iconic 15-inch “phone-dial” wheels completing the look.

Its droopy headlights mirror the shape of the full-width taillights and sit on either side of the compact scudetto grille. A black trim strip runs down the length of the body, doing a neat job of hiding the reused Giulietta door and window frames. From some angles, it looks muscular and planted. From others, slightly confused. But there’s no denying it has presence.

Inside: A Time Capsule of Quirks

Slide into the cabin and you’re immediately reminded this car predates Fiat’s influence. Ergonomics are… well, different. The window switches are on the overhead panel, which catches most passengers off guard, and the handbrake, which wraps around the center armrest, looks like something pulled from a Cold War fighter jet.

The instrument cluster, with its blocky, squared-off dials, is pure 1980s and is paired with a diagnostics panel on the center console that was considered cutting-edge tech four decades ago. The aftermarket seats, upholstered in vibrant fabric, were made by a now-defunct Greek company called Monaco, but they’re a faithful replica of the period-correct, well-bolstered Recaros.

Photos Thanos Pappas for Carscoops

While it doesn’t come close to the build quality of a period BMW, let alone a Mercedes like the 190E, the 75 still feels pretty solid. Quirky ergonomics aside, the driving position is well judged, and the rear bench offers enough space for most passengers. For context, the Italian sedan measures 4,331 mm (170.5 inches) in length, which is shorter than many of the compact SUVs now dominating European roads.

Driving Dynamics: A Sports Car In Disguise

The 75 is based on an upgraded version of the Alfetta’s chassis. Its claimed 50:50 weight distribution was achieved by mounting the five-speed manual gearbox and clutch within the rear differential, a transaxle setup that’s anything but typical for an otherwise mainstream sedan.

To sharpen its handling even further, Alfa engineers went with inboard rear brakes and a de Dion rear axle. A version of the same platform, with a shorter rear overhang and additional bracing, underpinned the far more expensive Alfa Romeo SZ by Zagato, giving 75 owners a legitimate reason to boast.

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This particular car is powered by the fairly reliable 2.0-liter Twin Spark four-cylinder, producing a respectable 146 hp (109 kW / 148 PS) and 186 Nm (137 lb-ft) of torque. It’s a clear step up from the base 1.6-liter, offering more punch and a throatier sound, while also being lighter and more efficient than the range-topping 3.0-liter V6 Busso.

Behind the Wheel

Despite having 150,000 km (93,200 miles) on the clock, the engine still sounds and feels great, making a strong case for the 2.0 Twin Spark being the smart choice for anyone looking to daily a classic Alfa. The startup noise and the feel of the old-school throttle immediately set the tone, an analog charm that sparks instant excitement.

Photos Thanos Pappas for Carscoops

From the first few corners, it becomes immediately clear that the Alfa has a balanced, neutral setup. The chassis feels more rigid than expected, and the suspension handles rough patches with surprising composure. One of the few modifications Stelios has made to his fourth (and final) 75 is a set of adjustable Koni springs, giving it a sportier, more modern feel than you’d typically expect from a 40-year-old sedan.

Another well-chosen upgrade is the set of Toyo Proxes R1R semi-slicks mounted on the stock 15-inch wheels. They give the 75 a more playful, tail-happy attitude on twisty B-roads, exactly the kind of behavior you want in a weekend car. As Stelios points out, the 75 is a car you can enjoy at just about any speed, delivering smiles without the high-stakes drama of modern high-horsepower machines.

More: Alfa Romeo’s Next Giulia May Include A Gas Engine After All

Aside from a minor quirk with the hydraulic steering, which occasionally feels heavier than it should, the classic Alfa proves to be a genuinely enjoyable car. The naturally aspirated 2.0-liter engine has more than enough power for relaxed highway cruising and the soundtrack, courtesy of the engine and center-mounted exhaust, adds just the right amount of character no matter the speed.

As I was driving on some tight twisty roads on the Mediterranean countryside with the warm glow of the setting sun lighting up the hood, I finally understood why my friend loves his Alfa Romeo so much: it’s the kind of car you just want to keep driving. It might not have the razor-sharp steering of the 156 or the sculpted curves of the Brera, but the 75 has a charm all its own.

Special Thanks to Stelios

Photos: Thanos Pappas/Carscoops

The 2025 Armada is an SUV we’ve already tested in the snowy north. Our conclusion was crystal clear: this is a luxurious body-on-frame battleship that demonstrates a leap forward for Nissan. Nevertheless, there’s one detail that may or may not matter all that much: the model we drove was the range-topping Platinum Reserve trim.

Thus, we couldn’t help but wonder how will a lesser trim like the Pro-4X, the one that’s meant to get dirty and in which owners are told by Nissan to “go forth and conquer”, fare. How will that manage a bunch of mud, silt, sand, rock, and water crossings? That’s what we decided to find out when Nissan loaned us one.

Quick Facts

Read: Honda Could Get Full-Size SUV As Part Of Merger With Nissan

No doubt, we knew already that the Armada was going to be comfortable and powerful. But we didn’t know if, as Nissan claims, is truly “fully equipped for adventure”. To find out, we went into the Ouachita forest of central Arkansas, the largest and oldest National Forest in the south that encompasses some 1.8 million acres.

We only covered about 20 miles of that forest, but we found a lot during the trip. While there are countless crossovers and SUVs out there pretending to offer more than they do, the Armada Pro-4X keeps its maker’s promises. While it might not be the absolute best way to go about an adventure like this, it proved truly capable into and out of the wild.

How Does It Behave On Tarmac?

If there’s anything to complain about regarding the Armada, it’s got to be the on-road experience. Just like its sibling, the Infiniti QX80, it feels somewhat boatish and heavy on tarmac. Negotiating a turn is an intentional act that requires consideration about tire location and if there’s anything close enough to accidentally hit. The all-terrain tires on this trim level definitely don’t help.

Granted, the 425 hp (317 kW) V6 under the hood is more than adequate. It sounds louder in this than it does in the Infiniti and has no trouble playing at the speed of everyday traffic. Nissan’s choice to add a nine-speed automatic pays off no matter the surface, as it’s smooth and seems to always pick the right cog for every occasion. Moreover, passengers praised it for its comfortable highway ride. That all out of the way, the point is to see how well it handles the dirty stuff.

Can You Really “Go Forth And Conquer” Off-Road?

As you can see from the map above, this trail covers a lot of ground and a lot of elevation given its location. The first few miles consist of wide gravel roads and one creek crossing. Over that, the Armada felt great, if a bit too big at times. Keep in mind that these trails are mostly forest roads, so they’re not exactly made to accommodate very large vehicles.

Thankfully, we were the only ones on that trail, and while it had been raining, the creek was low. This is one of the same creeks that was so deep when we tested the Jeep Gladiator that it stopped our progress. With less water, the Pathfinder made light work of it and we trundled on toward slower-speed challenges.

First on that list was a soft, silt-filled section of trail where the Nissan made deep tracks on the ground. Progress continued, though, in part thanks to the locking rear differential. Next, we found a large hillside climb starting off in silt and then almost immediately transitioning to chunky rocks.

Initially, the Armada struggled to gain purchase, and it slid laterally to one side of the trail. Then, with a little more throttle and some light steering, it grabbed onto the rocks and slowly made its way up.

The onboard cameras were invaluable here, as the trail was even narrower than before. Natural erosion had also cut away its edges, making visual inspection that much more difficult. Still, the Armada had no issues making it up the hill.

For some brief moments it was searching for traction, but the tires would ultimately grip and go almost instantly. All that was needed was consistent but judicious throttle inputs. We eventually made it to the top and basked in one of the best views the local area has to offer, at least by car.

On the way back down, we popped the Armada into hill descent mode. Think of this as a low-speed cruise control that’s designed to help you take you down a slope with ease. The benefit is that the driver doesn’t have to worry about balancing throttle and brake inputs and can focus entirely on steering while the SUV maintains a low, safe speed. Navigating down the hill was a breeze, and the silt at the bottom didn’t cause us any trouble either.

Moving on, we had to deal with mud, sand, and more water. The Armada made it all seem like child’s play. It tackled steep switchbacks, tight sections where fallen trees blocked most of the way, and several deep ruts where mud lay in wait. Interestingly, it was clear at the end of the day that the rear tires did a lot more spinning to gather grip than the fronts. They were caked in mud, whereas the front ones looked almost clean.

Comfort And Convenience On The Trail

Perhaps the best part about this excursion is just how nice it was to be in the Armada for it. Having taken several other vehicles out to this same space, only the Land Rover Defender was more impressive.

At the same time, the Armada offers more interior space for everyone to stretch out and enjoy the ride. Additionally, the cabin is quiet and serene, so focusing on the vistas becomes a larger part of the experience.

From a driver’s perspective, there’s not much to complain about. Sure, I’d love a few more off-road gadgets like a locking front differential, maybe a disconnectable sway bar, and more. But the reality is that most people don’t need those things, and our Nissan had no issue without them anyway. The camera system was outstanding, the off-road modes were easy to use, and the integrated navigation system provided useful information even in the middle of nowhere.

Comparisons And Conclusions

No two weekends out on these trails seem to be the same lately. The weather switches between torrential rain, snow, ice, and droughts – thus, comparing how one SUV did to the next really comes down to the experience. That means thinking both about how fun it was for passengers and how stressful it was for the driver. After testing it, the Armada would be one of my top choices for similar trails.

Having driven the Toyota 4Runner, Land Cruiser, and Tacoma off-road (albeit at a different site), those are often (depending on trim) more capable. In places where getting stuck is absolutely not a choice, they would likely prove to be a more prudent pick. Despite that, the Armada will be far more comfortable on the trail as the suspension and interior space make it a great place to spend time on the trails.

Why would I personally pick the Defender over the Armada for a day out like this? Because it’s simply better to drive on the road and doesn’t give up the fancy off-road tech the competition offers. It combines what each of these SUVs does well into one form. That said, the Armada is far more impressive off-road than I expected it to be.

Let’s face it, there is no shortage of crossovers and SUVs out there right now cosplaying as things they’re not; that is, off-road capable machines. Automakers would have you believe that an extra inch of ground clearance and some fancy body cladding will let you tame the Rubicon trail. Nissan isn’t one of them. The Armada Pro-4X is firmly in the camp of truly capable off-roaders. Like almost any vehicle, it can be improved and get even better, but even in its current form, it’s definitely worth considering. 

Gallery Of The Trip