Land Rover’s posh nameplate has created another road-biased SUV in the guise of the Velar that feels equally as desirable as its smaller sibling.
When Land Rover launched the Range Rover Evoque some seven years back, it created quite a stir in the luxury SUV market thanks to its jaw-dropping looks and a badge to be had. And yes, it also drove pretty well.
If that wasn’t enough, the Evoque came in super-trendy three-door Coupe form, as well, to choose from with company executives describing it as an SUV with “killer looks” back then.
And it didn’t stop there. Four years later in 2015, the Evoque Coupe spawned a Convertible variant that was really about emotion than function; it’s still the only four-seat open-top SUV on sale.
But as the entire model range is aging and about to expire soon, Land Rover in the meantime has created a fourth new member for the Range Rover family called the Velar. Sharing bits with the Jaguar F-Pace, the Velar has been designed to slot in between the Evoque and RR Sport in terms of price and size.
Due to the success story of the Evoque, Land Rover wanted to emulate the vehicle’s design and driving dynamics virtues in the Velar, as well, explaining why it has inherited that sloping roofline for a sporty profile like what could be seen in the BMW X4 and X6.
The Velar is a fine-looking addition to the Range Rover lineup, at least in the eyes of this tester. And while those 22-inch alloys fitted to our HSE-specced test car here give the Velar much presence on the road, those door handles that pop out from the sheet metal are even neater touches.
From the outside, the Velar seems to be sized in between those two Bimmers. But jump inside and the amount of room feels just as sumptuous as in the bigger of those two intended rivals. The Velar’s vast luggage area also makes it a fine family mover for SUV fans with money to spare.
But what is really striking and plays a crucial role in lifting the Velar’s desirability in the showroom is no other than the way the cabin has been tailored. The dual-tone leather feels genuinely premium on both the eyes and fingers, while the three digital screens on the console look modern and work quite intuitively at first acquaintance. This all-new layout is set to appear in future models, as well, such as the pending facelifts (and plug-in hybrid tech) of the Range Rover and its Sport derv.
There some small letdowns in the Velar’s interior, though. Like in the F-Pace, the door bins have rough edges and the plastic cover for the transmission tunnel feels tacky and cheap. And while we’re on it, it would have been nice for an SUV of this price to come with a sturdier rear centre armrest and air-con controls for rear occupants.
Big wheels can be felt over bumps.
Priced at 5.999 million baht in entry-level form and an additional 2 million baht in range-topping HSE spec, the Velar is price-positioned more toward the X6. At least, the Velar comes with a host of driver-assist tech, topped by a parking assistant, that isn’t readily available in Thai-spec X6s or Merc GLE Coupes.
And the Velar could start to sound pricey when you consider what’s under its bonnet: 180hp 2.0-litre four-cylinder diesel-turbo that drives all four wheels via an eight-speed automatic. Actually, this drivetrain is also used in the F-Pace which is some 2 million baht cheaper in Thailand despite their shared technical credentials, platform and wheelbase length.
Whatever, you don’t need to question the presence of a four-pot engine. With diesel’s merits of torque, the Velar performs amply even when you hurl down an empty bit of motorway stretch. It feels powerful enough for most conditions you’ll meet in the real world.
But it isn’t without flaws, though. The generally new Ingenium-badged engine sounds coarse at idle speed and, despite its maker claiming maximum torque coming at 1,500rpm, some turbo lag is still prevalent. It’s only until the rev-counter hits 2,000rpm that the engine really starts to get its act together.
The brand’s 3.0-litre V6 might begin to sound nice, but it’s not being sold in Thailand because it will take the Velar’s price even higher into RR Sport territory, which has a tax-friendly hybrid to attract. Even so, four-pot power seems a fair deal in the Velar.
Diesel is punchy but not without turbo lag.
What you can expect more positively in the Velar is its driving manners. The kind of soft suspension setting makes up for good low-speed ride comfort yet manages to yield good body control at even hilariously high speeds. The same goes for the steering that never feels heavy and is precise in corners. You really wouldn’t find the so-called Dynamic mode necessary for a more confidence-inspiring drive.
In the usual Land Rover fashion, there are some off-road driving modes in the Velar, as well as decently generous on-paper dimensional figures to justify its muddy credentials. Oh, those huge wheels may look cool, but they do thump over sharp bumps at speed.
But one thing’s quite clear here in the Velar. Land Rover’s latest creation is exactly what a Range Rover should always be: highly desirable, capable in most places and amply practical as a recreational vehicle (chauffeur-driven owners should find the bigger RRs better places to be in).
So yes, despite its sandwiching position, the Velar feels more like a grown-up Evoque than RR Sport trying to be young. Of course, the higher price point of the Velar may not make it successful as the Evoque in terms of sales, but the feel-good factor and product attributes don’t seem any different.
