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2023 Land Rover Defender 130 First Drive: Going Long on Roominess

It has the same Defender capability, but with a more civilized third-row seat.

We love the Land Rover Defender—it was named our 2021 SUV of the Year upon its return to the U.S. market after leaving way back in the mid-1990s. The icon was resurrected as the 2020 Land Rover Defender 110, a perfectly sized midsize SUV with an optional third row no one should spend much time in. The following year, Defender aficionados eagerly greeted the arrival of the Defender 90, the shorter-wheelbase, two-door SUV fashioned after the original 4×4’s basic format (even if it’s much larger and more luxurious today). A rarity at this price point and size category, the 90 appeals to about 10 percent of Defender buyers; the V-8 that Land Rover later added to the Defender’s roster of four- and six-cylinder engines has even narrower appeal.

The newest Defender family addition should have longer appeal—literally. The 2023 Land Rover Defender 130 extends the SUV to address a crucial pinch point: the 110’s available third-row seat. The 130 has the same wheelbase as the 110 but cantilevers an extra 13.4 inches of body length behind its rear wheels, making the third row a far nicer place to occupy with more room, a window, and a glass roof to stave off claustrophobia.

Groomed For More Room

We lined up three men, all over 6 feet tall, and had them sit behind each other. All three had ample headroom and enough legroom that no one’s knees hit the seat in front of them. Although it’s infinitely better, the third row isn’t perfect. It is easier to clamber into than the 110’s, but that’s not a high bar. The nimble will have no problem, but the less coordinated or larger passengers might still find the opening a bit tight. And while the third row is definitely more spacious, the wheel wells intrude into the cabin enough that passengers have to bend their feet around it.

The biggest surprise (and letdown) is that the 130’s second- and third-row seats don’t fold completely flat. Tilt those seatbacks forward, and you create a tiered cargo area. Viewed from behind the vehicle, with the tailgate open, you see a bump, then an uneven level for the folded-down third row, another bump, and yet another level for the second row, which rests on a bit of an incline. The result is there’s more overall cargo room in the 130—88.9 cubic feet—but it’s not arranged on a perfectly flat floor, so sliding stuff in will prove challenging.

Another bummer? The Defender 130 isn’t offered with the V-8 engine like the smaller 110 and 90 models are. Its two mild hybrid engine choices are shared with other Defenders. The Defender 130 P300 has the lower-output 3.0-liter Ingenium I-6 engine that produces 296 horsepower and 295 lb-ft, while the P400 gets the high-output 395-hp, 406-lb-ft I-6. Both are paired with an eight-speed automatic transmission.

Defender Is As Defender Does

We drove an $87,375 Sedona Red (new exclusive color) Defender 130 P400 SE with the high-output engine and an ebony interior. Given that it has the same wheelbase, unibody structure, suspension, and powertrain as the shorter Defender 110, the 130 drives much the same.

You can feel the extra size of the vehicle at slower speeds. There’s a bit of a lag when you step on the accelerator, though once up at cruising and highway speeds, engine response perks up noticeably. The SUV’s extra length and weight are otherwise barely noticeable on paved roads, especially the predominantly on-road driving we did from North Carolina to Meadows of Dan in Virginia and then to a third destination back in North Carolina. Slowing to a stop, you are reminded again of the 130’s additional mass.

We’re not fans of the stubby gearshift lever, which is a bit finicky and makes it harder than necessary to find the right gear, especially when seeking neutral on the fly in order to switch into four low. And you may find yourself in that predicament often, because the Defender really shines off-road. We spent a day at one of three Land Rover Experience Centers in the U.S., in this case on the Biltmore Estate in Asheville, North Carolina, exercising its permanent four-wheel drive, two-speed transfer case, locking rear and center differentials, and standard air suspension.

The 130’s 38-degree approach angle is the same as the 110‘s; it’s the departure angle with the longer back end you must be mindful of, as the loaded-diaper tail limits this dimension to 28.5 degrees. It was never an issue on a course with some gnarly obstacles, deep water fording—the SUV can wade through 35 inches of water—and great off-camber sections designed to twist the frame and send wheels high into the air. All the good stuff. The course’s ground froze overnight, but rapidly rising daytime temperatures quickly thawed the hard clay, which became greasy mud; but it was no match for the Defender. No winches were needed all day, though a few times we tested the underbody protection without ever being in danger of teeter-tottering. On narrower portions of the trail, we noticed the mirrors don’t fold in as close to the body as we’d hoped; in fact, they barely fold in at all, almost making it not worth it to even bother.

Tricky climbs and descents were dispatched without issue in four low, activated by putting the SUV in neutral and hitting a button. Press the Terrain Response button, and the mode menu appears on the center screen. Mud was the best choice for most of the terrain we covered, though in one climb up a series of rock faces and boulders, we started in Drive and Auto and then switched to Rock Crawl halfway up for an aggressive mix of braking and traction. It worked, but it felt like we had to push through a force field of brakes, making travel more jerky; we eventually switched back to Auto. Throw the transmission into manual, select S1, and lift your foot off the brake for hill descent control.

The independent multilink front and rear suspension with height-adjustable air springs can elevate the 8.5-inch baseline ground clearance to 11.5 inches. The air springs provide a surprising amount of articulation and prove capable of cushioning the ride on all surfaces and at all heights.

A camera view helps the driver see the trail ahead with a second view that can be enlarged to show the position of the tire where it meets the ground. The ClearSight see-through hood uses a downward-looking camera to make it appear as if you are looking through the hood to the ground below to see wheel placement over obstacles in real time. If this sounds perhaps too cool for Land Rover, with its history of buggy infotainment systems, know that the automaker has worked to make a more robust system, using a more advanced electronic architecture, and we had no issues over the course of three days.

So, the Defender 130 is a real Defender, even if it looks sort of odd and is larger than its siblings. Land Rover executives say the Defender 130 could account for as much as 25 percent of the mix. All versions come from the same plant in Nitra, Slovakia, which can easily adapt to demand for each variant. The P300 starts at $69,475; the P400 starts at $79,775, and our SE, a relatively low trim level, with assorted goodies came to $87,3765. There are some Defender 130s in stock, but many customers will order and wait. Traditionally the Land Rover Range Rover Sport is the brand’s top seller but in 2022, it was the Defender family that sold the most in the U.S.


Article Credits: Alisa Priddle
Full Articles: https://www.motortrend.com/reviews/2023-land-rover-defender-130-first-drive-review/



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2023 Land Rover Defender 110

Since its release, the Land Rover Defender has been a global symbol of power and off-road performance. The 2023 Defender 110 is an entirely new vehicle for this time, designed for those with an insatiable appetite for exploring. Its classic shape gives off a sense of power with several modifications to suit your taste.

The final chapter in the great Defender story starts with three powerful engine options, improved off-road capabilities, and groundbreaking features. The Defender 110’s interior has the classic Land Rover design and quality, and it was made to be both tough and very comfortable for a smooth ride. The Land Rover Defender 2023 is easy to drive on and off the road, with an attractive interior and exterior. If you don’t require a third row of seats, then there’s almost nothing to dislike about the Defender.

FEATURES

Drivers can choose from two engine options: the turbocharged four-cylinder P300 and a six-cylinder Mild Hybrid Electric Vehicle (MHEV) powertrain, badged P400. The P300 delivers smooth, dynamic power for a 0-60 time of 7.7 seconds, while the P400 MHEV recaptures energy from deceleration to increase performance. Both come with an eight-speed ZF® automatic transmission and twin-speed transfer case for smooth response.

 For more power, opt for the 5.0-liter supercharged V8 with 518 hp and a maximum towing capacity of 8,201 lbs. Advanced Tow Assist is also available to help you show off the Defender’s impressive capability. Additionally, Terrain Response® is standard on X trims and optional on others. Drivers can tailor their vehicle’s setup to match any conditions they may encounter thanks to a fully independent suspension and a permanent four-wheel drive system.

EXTERIOR

The 2023 Land Rover Defender 110 lives up to its legacy with a wide selection of exterior design cues. You can choose from 7 body colors, such as Fuji White, Eiger Gray, and Tasman Blue, or pick one of the 12-wheel designs – from 18-inch white-painted pressed steel to 22-inch Luna alloys.

The Defender 110 offers a factory-fitted Satin Protective Film and Gloss Black inset contrast hood with claddings. It has black roof rails for an extra layer of protection and a more rugged look. And if you want to personalize the look even further, four Accessory Packs are available.

INTERIOR

The inside of the vehicle is arranged in a neat, organized way, though not as luxurious as previous Range Rover models. There are visible screws securing the door panels and console, which adds to its charm. All surfaces are soft to the touch, and the 11.4″ touchscreen offers access to the Meridian sound system, navigation, Bluetooth, Apple CarPlay, Android Auto, and Alexa. There’s also an array of useful apps, such as a dimension calculator for the Defender and a trailer towing app.

 Below the screen is the gear shift handle, and nearby you can find controls for AC and heated/cooled seats, as well as a button to turn off start/stop. Cup holders, wireless chargers, USBs, and power ports complete this package. You can tweak many vehicle settings on the gauge cluster using a 12.3″ configurable display accessible from the steering wheel.

Rear passengers will appreciate the generous legroom, headroom, air conditioning, and air vents. Heated rear and cooled seats with fold-down armrests, USB-C ports, and power outlets are present for added comfort. The center console also offers lots of storage space beneath it.

ENGINE POWER AND PERFORMANCE

The powerful 5.0-liter V8 Supercharged engine in the 2023 Land Rover Defender 110 can make 518 horsepower and 461 pound-feet of torque. It’s hooked up to an automatic 8-speed transmission with paddle shifters. As is the standard with Rovers, it is accompanied by an all-wheel drive system, one of the best on the market.

The Defender 110 is equipped with an eight-speed automatic gearbox and a low-range capability for four-wheel drive, as expected. Additionally, the 3.0-liter turbo six-cylinder boasts an EPA-estimated 19 mpg combined (17 city/22 highway). The 2023 Land Rover Defender 110 offers an impressive selection of power under the hood.

The base four-cylinder turbocharged engine has 296 horsepower and 295 lb-ft of torque. Stepping up to the 3.0-liter turbocharged six-cylinder engine gives you 395 horsepower and 406 lb-ft of torque. If you want more power, go for the supercharged 5.0-liter V8 engine with a whopping 518 horse and 461 pound-feet of torque. All engines are paired to a four-wheel drivetrain and put through an eight-speed automatic transmission for smooth acceleration.

BODY KIT

The 2023 Land Rover Defender body kits contain amazing pieces that are easy to assemble, with specific fairings with perfectly matched lines.

The body kits contain more than nine pieces and some of which include,

  • Front bumper cover
  • Grille below the bumper cover
  • Front grill
  • Front grill
  • Front grill
  • Pair of decorative panels on both sides of the grill
  • Rear bumper cover

PRICING

The 2023 Land Rover Defender 110 has a starting price of $51,700 compared to the 2022 predecessor, with a starting price of $47,700. This is the base cost of the model without options or additional charges.

PROS AND CONS

PROS

  • The Defender is an absolute pleasure to drive.
  • The high-geared engine conveys great acceleration, and the vehicle feels powerful and big.
  • The air suspension system that Rovers are renowned for enhancing the ride quality.

CONS

  • Off-roading is excellent with the Defender; however, it doesn’t quite measure up to other luxury SUVs on the road.
  • Despite its smooth and quiet ride in a straight line, it is clumsy to change direction when caught up in sharp corners.  
  • The optional air suspension struggles with the body’s physical inertia, causing noticeable rocking and swaying.
  • While it is a significant improvement over the old version, it’s only average compared to modern offerings.

CONCLUSION

To sum up, everything that has been stated so far, the 2023 Land Rover Defender 110 is a luxury car with a practical design and versatile layout that makes it a great fit for any terrain. With the plush choice of seating, interior, and cabin space that screams comfort, the 2023 Defender 110 is the go-to car to be purchased this 2023.



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10 4X4s Inspired By The Original Land Rover

The original Land Rover was a runaway success and instigated companies from all over the world to create ‘inspired’ versions of the SUVs

The original Land Rover is one of the most recognized off-road vehicles. Its roots can be traced back to 1948 when the original version was developed as a light military transport vehicle. Eventually, civilian versions were built and the rest is history. The original Series I, II, and III models, eventually, led to the Land Rover Defender, which in 2019 transitioned into a more sophisticated, hi-tech offering on the SUV market. This left a void in fans of the original Defender, which was more rugged and eager to get down and dirty. Over the years, however, there have been numerous attempts to copy both the original Defender and its predecessors, and these 10 came moderately close.

10 ARO 24 Series

Romanian manufacturer, ARO, was one of the companies that came up with its own interpretation of the British Land Rover. The 24 Series was actually a whole lineup, comprising off-road, commercial, and military vehicles. Like the “Landy”, the ARO 24 came in a variety of shapes and sizes, including two and four-door convertibles, two and four-door pickups, four and five-door SUVs, and more. Powering the Romanian utility vehicle were a variety of petrol and diesel engines with 67 to 207 horsepower and 108 to 236 pound-feet (147 to 320 Nm). The ARO 24 was produced from 1969 to 2006 with production being outsourced to Portugal and Spain in 1975 and 1980, respectively.

9 Santana PS-10

Spanish company, Santana Motors has been manufacturing various, utilitarian SUVs under license since the 1960s. This includes the company’s own versions of the Land Rover series. While much of what the company produced was identical to the British original, the Santana PS-10 was one of the first models that stood out. The PS-10 was, really, a Land Rover Defender 110 with a new front fascia that featured quad-headlamps and some minor, mechanical improvements. The engine was an Iveco-derived, 2.8-liter inline-four diesel with 106 to 125 horsepower. In 1990, Land Rover and Santana terminated relations.

8 Force Gurkha

Indian manufacturer, Force Motors also has its own interpretation of the utilitarian Brit. The Force Gurkha debuted in 2008 and since, has had four generations. The Series-four Gurkha came out in 2021 and is currently in production. Throughout all its generations, the Force Gurkha has been offered with a diesel engine only. It is, in fact, the tried-and-tested, Mercedes OM616, 2.6-liter, diesel engine, which produces up to 90 horsepower in later versions. On the outside, the Gurkha is heavily inspired by the classic Defender and G-Wagon while inside it is just as utilitarian and basic as Land Rover’s rugged SUV.

7 Iveco Massif

Between 2007 and 2011, the Land Rover Defender had an Italian-Spanish rival. The boxy off-roader was actually built by Santana Motors, in Linares, Spain. The Iveco Massif is the successor to the Santana PS-10 and, essentially, a revised version of it. The Massif comes as a full-size, three-row SUV and a pick-up guise. Power is derived from a 3.0-liter Multijet, inline-four diesel engine shared with the Iveco Daily van. It packs 148 horsepower and 258 pound-feet (350 Nm). A six-speed manual is the only transmission option.

6 Morattab Series IV

Another Land Rover Defender clone comes from Tehran-based manufacturer, Morattab Khodro. After 1994, Morattab Khodro bought the entirety of Santana’s production line, but even as early as 1979, the company made clones of the boxy Land Rover models. The Morattab Series IV can, easily, be mistaken for a 1990s Defender and even comes in the same body styles, including a four-door pick-up and a two-door SUV, to name a few. While the aesthetic differences were very subtle, the suspension and powertrain was different. The Tehran model came with a Nissan-derived, 1.8-liter, inline-four.

5 Austin Gipsy

In 1958, another British company introduced a basic, utilitarian off-roader. Like the Land Rover series, the Gipsy was meant to be both a military and civilian offering. It succeeded the Austin Champ, which in turn, was inspired by the Jeep Willys. The Gypsy was produced over a 10-year period, but never really managed to be the Land Rover Competitor the company had hoped for. Power came from either an Austin A70 petrol engine or a diesel. Both engines displaced 2.2 liters and produced 55 and 62 horsepower, respectively. Austin’s off-roader was available in 90-inch and 111-inch wheelbases.

4 Ineos Grenadier

It is safe to say, the Ineos Grenadier picks up the torch where the old-school Land Rover Defender left. With the new Defender trading rugged looks for flashy aesthetics, a British company, Ineos, decided to continue giving fans an old-school, rugged, off-roader. Production started in October 2022 in Hambach, France, despite the original plans being to produce the 4X4 in Wales, England. The Grenadier is the best fan-service ever, as it comes with solid beam axles, front and rear, steel-ladder frame, and permanent four-wheel drive. Power comes from BMW’s B58 petrol and B57 turbodiesel inline-six engines.

3 Minerva Land Rover TT

Minerva, named after the Roman goddess of wisdom, is a Belgian company that, initially, started out as a bicycle manufacturer that quickly transitioned into luxury cars. In its final years, before it went defunct, the company produced its own version of the Land Rover series. The Belgian-made Minerva was cheaper, featuring a tin body instead of aluminum. “TT” stood for “Tour Terrain”. The simple 4X4 was used in Belgian colonies after World War 2. Earlier models had an 80-inch wheelbase while some later models had an 86-inch wheelbase and aluminum body, although the bodies are believed to have been interchangeable with the Land Rover. At least some of the models were equipped with a 2.0-liter, OHV, inline-four engine that made 52 horsepower. The company went defunct in 1956.

2 Santana 88 Ligero

One of the first Land Rover-derived models of the Spanish company, Santana, was the Ligero (Light). The bare-bone 4X4 entered production in 1969 and was available in both civilian (88) and military (88M) guise. The military version, in particular, was developed simultaneously with the British Land Rover ½ Ton Lightweight, but the two vehicles had little in common, aside general aesthetics. Two inline-four powertrains were available – a petrol with 81 horsepower and 120 pound-feet (163 Nm) and a diesel with 62 horsepower and 102.5 pound-feet (139 Nm).

1 Trekka 2-10

New Zealand also had its own interpretation of the Land Rover series. Unlike the other entries on the list, the Trekka 2-10 does not feature robust underpinnings. The light utility vehicle is based on the 1959-1971 Skoda Octavia. The Trekka was produced between 1966 and 1973 and featured a boxy design, very similar to classic Land Rovers. It even has a side-mounted spare wheel on the rear fenders. The New Zealand model also came as a van and a ute. Power came from the Skoda Octavia’s 1.1 and 1.2-liter, inline-four engines, which produced up to 47 horsepower. The Trekka was rear-wheel-drive only.

Article Credits: Dimitar Angelov
Full Articles: https://www.topspeed.com/4x4s-inspired-by-the-original-land-rover/





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Here’s Why The Land Rover Defender 90 V-8 Is The Craziest SUV Currently On Sale!

The Defender 90 is an irrational and comical engineering exercise that should be cherished in the safety concerned and rational market of today

In this day and age, ICE cars usually aren’t all that quirky or insane. The days of irrational engines in arguably unsafe cars are over, and most new vehicles take the sensible route. However, Land Rover engineers have decided to spice up the car market with a Defender V-8. In this case, the V-8 is available both in the four-door 110 models but also in the tiny two-door 90. With 520 horsepower, this engine in a vehicle roughly as long as a Toyota Yaris is pure insanity. We wouldn’t classify it as unsafe, but it certainly is a bit unsettled. So, to honor the braveness and humor of Land Rover engineers, here are the quirks and pure craziness of the Defender 90 V-8.

What Sets The Land Rover Defender V-8 Apart From The Other Defenders?

As we mentioned above, the V-8 engine is available both in the 110 and 90. While both vehicles are insane, the 90 is even more so. For example, Jeep offers a V-8 in the Wrangler, but it is only available in the four-door as it would have been too much for the two-door. Granted, the base of the Wrangler isn’t as stable and predictable on road as the Defender; however, the engine in the Defender makes more horsepower. From the outside, the V-8 Defenders are relatively easy to distinguish. They feature a quad exhaust system, V-8 badging, big 22-inch wheels, and 15-inch brakes. The colors available are only white, black, or grey. There is also a special edition that comes in a Carpathian grey finish which basically is a mat paint job. While the cosmetic changes are relatively subtle, the difference in performance isn’t. The 110 V-8 Defender will hit 60 mph from rest in 5.2 seconds while the two-door 90 will do the same stint in just 4.9. The difference in time is obviously due to the lighter weight of the smaller two-door. It must be said that when the V-8 is at full noise the short wheelbase and tall dimensions of the 90 certainly make for handling characteristics that aren’t very confidence inspiring. The car tends to wander, but this just adds to the character.

The Defender V-8 Keeps Some Of Its Off-Road Abilities

The new Defender follows the old vehicle’s path by being off-road capable. Sure, it may approach off-roading differently, but there is no denying that clever electronics can keep the new vehicle going when the terrain gets tough. The V-8 variant keeps all those clever electronics but due to the increased power it needs bigger brakes that make fitting a smaller wheel more difficult. So, the V-8 comes standard with 22-inch wheels. If you wish, you can pay extra and have 20-inch wheels with all-terrain tires that will improve puncture resistance and grip, but the 20-inch wheel is still way too big. Why is that? Well, when off-roading we tend to air down our tires to increase grip. If a car has a large wheel, it means that the tire’s sidewall is smaller which hinders our ability to air down safely. So, if off-roading is something you want to do, the V-8 isn’t the best option. However, it is worth noting that the increase in power has led to Land Rover engineers equipping the V8 models with beefier rear control arms. This leads to a stronger base for off-roading.

The Land Rover Defender V-8 Remains Comfortable And Usable

The V-8 Defender 90 and 110 remain comfortable and usable. They may have ample amounts of power and performance, but their basic functions as useable SUVs remain unchanged (except for the appalling 15mpg). Other than some Alcantara on the seats and steering wheel, the interior remains mostly the same and mostly unchanged. The infotainment system uses the same software, the new screen (larger in dimensions than the one in the previous model Defenders) is easy to read, all driving modes are there with the addition of a dynamic option, and the air suspension ensures the vehicle rides nicely. The most surprising fact, however, is the space the 90 offers in the second-row seats. A tall adult can seat back there comfortably and will benefit from a huge side window and alpine windows on the roof. The airiness and glass in the cabin of the 90 remind us of older SUVs. Also, rear passengers get dual-zone climate control, charging ports, armrests, and cup holders. The 90 may be shorter and less practical than the 110, but it certainly remains comfortable. The only small issue is getting in the second row as the opening space could have been a bit larger. As you would expect, the roomy second row comes at the price of boot space. There isn’t much space for cargo back there, but the second-row seats can be folded down to increase storage space.

The V-8 Land Rover Defender Is Bound To Be A Future Classic

As car guys, we tend to have the “superpower” of knowing a classic car before it becomes classic. However, we also have the superpower of always spending our money on car parts; therefore, we never have the money to invest in what we believe is a future classic. In any case, the V-8 Defender is certainly one of these future classics – especially the two-door 90. Why is this the case? Well, the 90 is a car, unlike any other car on the current market. It is quirky, unique, relatively rare, and filled with character. In today’s safety-concerned world, the Defender 90 V-8 is a fun exercise that infuses humor in a market filled with electricity, small turbo engines, and crumple zones. Sure, the Defender 90 also uses a structurally rigid and safe construction, but the decision to strap such a powerful engine in a car this short and tall is comical. The Defender 90 V8 is a car no one needs but everyone wants. Buying one is no rational decision, but one made with the heart. At the end of the day, the heart wants, what the heart wants.


Article Credits: Theodoros Georgiou
Full Articles: https://www.topspeed.com/why-the-v8-defender-90-is-the-most-insane-suv/

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2023 Land Rover Defender 130 Tested: It’s a Stretch

The brand’s marquee off-roader goes to greater length to carry a crowd.

The classic Land Rover Defender came in various sizes and shapes, so it’s in keeping with tradition that the new one should too. Upon its debut, the reborn Defender appeared both as the mainstay four-door 110 and the two-door 90—which is lesser in length but greater in charm. The Defender 110 does offer the option of a supplemental rear bench wedged into the cargo area, though it’s all but useless. To create a genuine three-row seating package required a third body style, and that’s what we now have with the taffy-stretched Defender 130.

We’ve praised the current Defender’s design, which manages the not-so-easy feat of looking wholly modern and yet unmistakably kin to the off-road icon that first appeared in the 1940s. That sentiment applies both to the Defender 90 and the 110, but the 130’s extra length—it is 13.3 inches longer than the 110, 30.5 inches longer than the 90—throws off its proportions. (For some of us, it calls to mind the Jeep Grand Wagoneer L.) With the long rear overhang, one can almost imagine that opening the side-hinged cargo door and plopping a particularly heavy item onto the rear load floor could result in the Land Rover popping a wheelie.

Of course, that would never happen, in part because the Defender itself is so heavy. At 5931 pounds, our Defender 130 is 158 pounds heavier than the last Defender 110 to cross our scales.

The 130’s engine offerings are trimmed from the bottom and the top, which means there’s no turbo four and no V-8. Motivating this Land Rover’s mass, therefore, is one of two 3.0-liter six-cylinder engines: the 296-hp P300 and the 395-hp P400. In most cases, it’ll be the P400, which is in all but the lowest trim level.

The turbo-boosted inline-six also features an electrically driven supercharger, which effectively combats turbo lag. There’s also a 48-volt motor-generator; despite its presence, restarts from the auto stop-start system could be snappier. The long-travel accelerator seems designed for careful modulation in delicate off-pavement situations, with a demure tip-in. Push past that, however, and this boosted six proves smooth and muscular. Working in concert with a superb ZF-built eight-speed automatic, it shrugs off the 130’s avoirdupois and proves more than up to the task of propelling our well-loaded example. Whereas a 2020 Defender 110 SE (with the same engine) needs 6.3 seconds to hit 60 and 14.8 seconds to power through the quarter-mile, this 130 charges to 60 mph in 6.2 clicks and shaves 0.2 seconds off the quarter-mile time. It’s also rated to tow 8200 pounds.

Predictably, EPA estimates are grim at 17 mpg city and 21 mpg highway (with either engine), and in our 75-mph fuel-economy test, the XL Landie quaffed a gallon of premium every 19 miles. That sounds bad, but it’s actually 1 mpg better than our result with a Defender 110X with the same powertrain. We should note the 110X was equipped with the Explorer package that includes a roof rack, snorkel, and side-mounted gear carrier.

We didn’t have an opportunity to drive the Defender 130 in its natural environment—climbing the mountains of Nepal, say, or traversing the jungles of Borneo. Those who do travel in extremis will want to be mindful of their extra-long steed’s commensurately shallower departure angle—28.5 degrees versus 40.0 degrees for the 110—lest the larger Rover drag its bodacious booty on a rock. Otherwise, though, the 130 should be as capable as its siblings off-road. That is to say, very, as we discovered piloting a Defender 110 through the muck on Michigan’s Drummond Island. The standard all-wheel-drive system includes a two-speed transfer case, and the center differential is lockable. A locking rear differential is available as part of the $1500 Off-Road package. Ground clearance is 11.4 inches, and like its siblings the 130 can ford 35.4 inches of water.

The Defender 130 gets air springs, along with Land Rover’s Adaptive Dynamics, as standard. The sophisticated suspension keeps the ride from getting bouncy, and it effectively isolates passengers from broken pavement. The steering is pleasantly weighted and precise for such a serious off-roader, but when cornering, the Defender 130 feels every inch of its size and will have you slowing considerably for curves. At the track, the 130 recorded a modest 0.71 g of lateral grip.

The Defender’s brake-by-wire system, which in the 2020 model we found difficult to modulate, brings no complaints this time around. The setup also proves highly effective in panic stops, hauling the Land Rover down from 70 mph in just 167 feet.

None of the above is a great deviation from other Defender models. The big change here is the interior package: The 130 clearly was designed to accommodate three rows of seating. Its back bench has sufficient headroom and an additional 11.2 inches legroom for teens or even average-size adults, although foot room is tight. Split 40/20/40 or optionally 60/40, the seat has belts for three, which seems optimistic unless they’re all waifish models. Land Rover includes USB-C ports and even optional seat heaters back there, plus a supplemental sunroof, so it doesn’t feel too much like steerage. One other change from lesser Defenders is that the 130 doesn’t offer the unusual three-person front bench seat (which would have pushed total capacity to nine), nor can second-row captain’s chairs be had.

Even with the extra-long body, with all seats deployed, passengers won’t be able to pack much more than a toothbrush and a change of underwear. Behind the rearmost seat there’s space for just three carry-on bags. In max-cargo mode, there’s 81 cubic feet of cargo space behind the front seats, which is only two cubic feet more than in the three-row Defender 110. That’s about as much as you’d find in a Nissan Pathfinder but less than in some other mid-sizers, such as the Hyundai Palisade, Chevrolet Traverse, or Volkswagen Atlas, and with the seats folded, the Land Rover’s load floor isn’t flat.

As in its less lengthy stablemates, the Defender interior is ruggedly practical, featuring grab handles, durable-looking finishes, and numerous storage cubbies. Yet it manages to avoid seeming basic thanks to extensive padded surfaces. It’s distinctly different from other upscale SUVs.

Distinctly different describes the Defender overall, and the pricing is certainly upscale. The 130 skips the steel-wheels stripper trim level and starts instead with the S, for $69,475, which is a premium of $9700 over the 110 S. From there, it climbs through SE, X-Dynamic SE, and First Edition trim levels to top out with the X, which retails for $101,375 before options. Beyond the extra spend, though, there aren’t many compromises to be made here. With the 130, Land Rover successfully stretches the Defender in size and capability.

Specifications

2023 Land Rover Defender 130 First Edition
Vehicle Type: front-engine, 4-wheel-drive, 8-passenger, 4-door wagon

PRICE
Base/As Tested: $86,175/$92,075
Options: 22-inch Gloss Sparkle Silver wheels, $2000; Towing Pack 2 (tow hitch receiver, advanced tow assist, configurable terrain response), $1850; Carpathian Grey paint, $1050; Cold Climate pack (heated windshield, washer jets, and steering wheel, headlight washers), $500; 60/40-split, heated third-row seat, $300; full-size spare, $200

ENGINE
supercharged, turbocharged, and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injection
Displacement: 183 in3, 2996 cm3
Power: 395 hp @ 6500 rpm
Torque: 406 lb-ft @ 2000 rpm

TRANSMISSION
8-speed automatic

CHASSIS
Suspension, F/R: multilink/multilink
Brakes, F/R: 14.3-in vented disc/13.8-in vented disc
Tires: Continental CrossContact LX
HL275/45R-22 115W M+S LR

DIMENSIONS
Wheelbase: 119.0 in
Length: 210.9 in
Width: 79.1 in
Height: 77.6 in
Cargo Volume, Behind F/M/R: 81/44/14 ft3
Curb Weight: 5931 lb

C/D TEST RESULTS
60 mph: 6.2 sec
1/4-Mile: 14.6 sec @ 97 mph
100 mph: 15.7 sec
130 mph: 33.6 sec
Results above omit 1-ft rollout of 0.4 sec.
Rolling Start, 5–60 mph: 6.9 sec
Top Gear, 30–50 mph: 4.0 sec
Top Gear, 50–70 mph: 4.6 sec
Top Speed (gov ltd): 131 mph
Braking, 70–0 mph: 167 ft
Roadholding, 300-ft Skidpad: 0.71 g

C/D FUEL ECONOMY
Observed: 16 mpg
75-mph Highway Driving: 19 mpg
75-mph Highway Range: 370 mi

EPA FUEL ECONOMY
Combined/City/Highway: 19/17/21 mpg

Article Credits: Joe Lorio
Full Articles: https://www.caranddriver.com/reviews/a42555354/2023-land-rover-defender-130-by-the-numbers/