D always look ahead, always directed towards the future, does that really have to be? No. Especially when your own history alone writes an extensive history book, it is important to keep an eye on the past. Perhaps that is why Land Rover - after all busy plowing through continents since 1948 - came up with the trick with the inside mirror. How does it work? Simply operate the rocker arm to dim, and the mirror image is replaced by a panoramic image provided by the rear-view camera.
Perhaps, however, the body, which is rather confusing in the second generation of the Range Rover Evoque, requires that it be different tapering side windows and the flat rear window darken the interior badly, this feature that costs 600 euros. On the other hand, the body still gives the SUV a unique appearance, which its drive - a four-cylinder diesel with 48-volt mild hybrid technology - makes a little more unique. But suddenly strong blue sloshes over the projection surface of the interior mirror, the front of the Skoda Kodiaq RS is spreading. He also wants to know about 240 hp.
Stop. What's this going to be? Supermodel versus mom in sneakers? Bachelor against dad in running clothes? Admittedly, the assumption is obvious. As soon as the two roll on the scales, however, the prejudice crumbles: the Evoque weighs 115 kilograms more, although 33 centimeters shorter. What the difference is made up of cannot be understood. Is it the more complex drive to blame?
Storm and sound
First of all, this falls here ensure that the belt starter generator gently starts the two-liter unit, which then runs just as smoothly. To put it more precisely: runs with little vibration, because the engine noise is quite concise. Skoda tries to brush over the combustion principle with a sound generator, which works quite well. The TDI sounds more like its maximum torque of 500 Nm than like four cylinders, but that doesn't have a decisive influence on the rating. What, on the other hand, does play a role: The Evoque's engine cannot implement its supposed technological advantage.
Neither in terms of acceleration nor consumption does it succeed in Kodiaq to keep a distance. Only in the carefully driven auto motor und sport consumption lap does it get by with two tenths of a liter less, consumes 6.7 l /100 km, which ultimately results in one point more in the calculated CO2 emissions. But otherwise? Sure, the 240 PS unit shoulders the mass as a joint effort with the nine-speed automatic transmission, quickly implements the driver's requests for even higher speeds even at higher speeds - but neither is faster than the comparatively conventional biturbo diesel in the Skoda.
Its engine shows even more work than 3,500 revs, while the Range Rover would rather have the next gear in the evening mood. Expressed in numbers: When accelerating from zero to 180 km /h, the Kodiaq takes nine seconds off the Evoque. In numbers: 9. Even at 100 km /h the difference is 1.5 seconds in favor of the RS. And exactly the other way around, i.e. when braking? If the difference is less dramatic. On the 2.3 meters that the Briton needs longer to come to a standstill from 130 km /h, a lot can happen.
If you have less absolute braking, for example in city traffic, you have to do one in the Evoque Fish idea too long after the pressure point of the brake pedal. You actually like to sit there, on the pedals and behind the steering wheel of the Range Rover, simply because you feel like you're in a car, only half a floor higher. In the Skoda, on the other hand, you instinctively want to push the peaked cap off your face to wipe your sweaty forehead - the characteristic gesture of the former TV trucker Franz Meersdonk alias Manfred Krug.
You sit more upright, you tend to look at them Instruments down than on it. In any case, the seats provide excellent support, but don't offer enough adjustment options due to the integrated headrest. And you need her gripping side support, but something like thatof. Curves? With pleasure! It goes without saying that the 4.70-meter stretch grabs the turn-in point. Then: apply the steering angle, hold it, pull it through, accelerate out - done. So easy, so fast. In addition, the transmission in sport mode serves the gears appropriately and reacts without delay to manual interventions. Only in standard driving mode does the Evoque machine have to explain how smooth gear changes take place.
Brummer cum laude
But back to the curve. The steering of the RS requires comfortably measured holding forces, but is happy to return all relevant information from the road surface and give the driver optimal control. Incidentally, this only applies to normal mode, the electronics prescribe a sticky sluggishness in sport, without any gain in precision. Do you throw the seven-seater Skoda into the bend with too much fire, the long rear end pushes slightly outwards, but counter-steer? Never. A safe family car. And a faster one, because one requires the other. As the? Little understeer requires little control intervention by the stability control, allows a brisk pace with little space requirement.
The Range Rover, on the other hand, demands a few more centimeters, as it builds less grip on the front wheels. Better: can maintain. Because of the less favorable weight distribution (with the Evoque 59 percent of the vehicle mass is on the front axle, with the Kodiaq 55), the tire grip is too fast.
In addition, it is somewhat difficult to filter out the right steering angle requirement, although the electromechanical construction is pleasantly direct from the middle position. But then it behaves like the Scottish dialect to school English in terms of communication with the driver. Rather incomprehensible. Will the range wedge? Of course not, in principle this SUV also drives very safely, just understeering, in theIn case of doubt, the electronics capped it, and it also educates at a slower pace. That 'sovereignty' and the 'precise handling' that Land Rover (the correct manufacturer name, Range Rover is the brand name) promises, is not to be found in the test car, and neither is much comfort.
In the fleece of the Depth
Initially, the chassis reacts well to bumps, especially considering the mounted 20-inch wheels, but then sets the body in pronounced vertical movements, especially on long bumps. In the case of smaller suggestions that appear in quick succession, however, the Evoque forgets about springing. Regardless of the selected mode of the adaptive damper, which is subject to a surcharge, it meanders indecisively between agility and comfort, and nowhere really convinces. And the Skoda? Can do both. Point. Yes, comfort too. The comfort mode of the adaptive dampers does not even have to be used for this, the setting works tightly on 'Normal', but consistently refrains from kicks, vibrations - and rumbling. Fellow passengers in the rear feel the same, and also appreciate the more upright seating position with less bent knees and more headroom.
Still okay: the space in the Evoque rear. Less okay: the extremely moderate variability, especially since the loading area has a similar topography to the Highlands when the back seat is folded down. But when everything is fully loaded: the unrestricted consideration remains, thanks to the mirror camera trick. However, the Skoda can no longer be seen. It has long since passed.