You have to arch your back a tad to grab the belt from its holster. There's a silver-colored clip to hold the belt on the side of the seat, but it's not difficult to unhook the belt from the clip. Second, the Evoque convertible really needs a better system to facilitate reaching for the front seat belts. I find it encourages more top-down driving in colder weather, but some will just find the effect weird. The first is that others offer a heating element in the seats themselves to keep your neck warmer. Where I'd prefer the Range Rover's non-SUV competitors is with two key seating details. Whether we were canyon driving in the hills of Malibu or driving slowly through the beachside city of Carmel, California, I really appreciated the Evoque's comfortable seats.
As we mentioned in our First Drive review, without a B-pillar, the Evoque's side visibility is good, and rear sightlines are no worse than other luxury convertibles in this class. Inside, you'll find that visibility is actually not bad. In the city, the Evoque convertible's nine-speed automatic is responsive, but it can be difficult to modulate the throttle if you only want a moderately aggressive launch. We've tested an all-wheel-drive 2017 Mercedes-Benz C300 coupe hitting 60 mph in 6.2 seconds, and BMW estimates a 430i xDrive hardtop convertible will reach 60 mph in a much quicker 6.1 seconds. That's a respectable performance that matches the time we recorded on a 2015 Evoque four-door hard top with the same powertrain, but will be on the slower end for convertibles with starting prices in the $50,000 range. The engine sounds stronger than 240 hp would suggest (though it's slightly buzzy at around 1,100 rpm), and our 4,481-pound tester's 0-60-mph acceleration comes in a Motor Trend-tested 7.4 seconds. Evoque convertibles will spend most of their lives on paved roads and are powered by a 240-horsepower turbo-four. If you really wanted a trail-ready SUV convertible to scuff up, though, you'd have bought a Jeep Wrangler.
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