The Evoque is no slouch off-road, with a water-wading capability of nearly 20 inches, an approach angle of 25 percent and breakover angle of 22 percent (that's in the ballpark of the Mercedes-Benz GLK and BMW X3). And to emphasize that Land Rover has serious trail capability in mind, the engine-oil system can handle 45 degrees of tilt.

Evoque can wade through 20 inches of water, as demonstrated during the media drive. (Photo: Range Rover)

Wrapping everything together is Land Rover's Terrain Response system, which includes modes for general driving, grass/gravel/snow, mud and ruts, and sand. Each mode individually affects throttle, transmission and steering calibration, plus settings for the stability control.

Included as part of a suite of chassis-control technologies are Hill Descent Control, Gradient Release Control and Hill Hold, all designed to increase stability on slick slopes, plus Trailer Stability Assist if you want to tow a boat or small trailer.

As we headed up an extremely steep gravel road, interspersed with muddy stretches, huge potholes and a few big rocks, the electronically controlled Haldex center-coupling all-wheel drive system didn't stumble. Once we reached a much-more traillike section, we appreciated the mud-and-ruts mode, which allowed more wheel spin.

Don't expect any level of wheel articulation, but the driveline and even the base suspension manages to soak up the worst of the bumps and shocks. Just as in Land Rover's larger utes, you can fine tune the speed of Hill Descent Control with the cruise-control buttons.

Evoque's expressively styled interior has a surprising amount of passenger space. (Photo: Range Rover)

Rather counter intuitively, it was a Dynamic model with the optional Adaptive Dynamics MagneRide suspension that we found to be not only the firmest, best-cornering version of the Evoque on-road but the best of the two suspension setups off-road. The suspension manages to quickly firm up (or loosen) damping when needed. The long-travel suspension softened far beyond the base suspension while off-road, actually aiding control as we hopped over small rocks and keeping the cabin quieter and less jarring in the process.

We were also impressed with the Range Rover Evoque's interior space. Land Rover says that the five-door Evoque has more rear-seat headroom than the Range Rover Sport (or the Audi Q5), and at 6-foot-6, I managed to fit comfortably in back behind an average-height front-seat passenger. Coupes have a little less room; getting in and out is hampered by a rather tall ledge, but it's definitely good enough for short trips.

Back on the road, the turbo four was coarser than we might expect at times, and we wished for somewhat more relaxed steering feel on center at cruising speeds. Additionally, those hoping to take advantage of every bit of versatility might be somewhat disappointed, as we were, to find that the rear seatbacks don't fold fully flat.

With a starting price of less than $45,000, the Evoque looks positioned to pull a lot of people away from less-fuel-efficient, perhaps more traditional-feeling crossovers from Volvo and Mercedes-Benz, as well as provide a stylish step up from more ubiquitous all-weather rides, such as the Subaru Outback.

The Evoque's superb design, city-smart packaging, road performance and trail prowess make it a no-brainer for sustainability-minded, go-anywhere people who simply can't turn their back on style.