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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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February 7, 2023February 10, 2023 By Admin

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/}}

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February 5, 2023February 5, 2023 By Admin

These Are Our Favorite Features Of The 2023 Land Rover Defender 75th Limited Edition

Land Rover is bringing a Defender 75th Limited Edition to us and the iconic off-roader will have special features and an all-new engine package.

The Defender is a British four-wheel-drive off-road vehicle developed by Land Rover in the 1950s. It’s inspired by the original Land Rover Series I, which they produced from 1948 to 1983. The Defender is one of the most iconic vehicles ever made, and it’s been a popular choice for adventurers, farmers, and military forces around the world for decades. The Defender has experienced many changes over the years since it first went into production in 1948.

In honor of its 75th anniversary, Land Rover is releasing a limited edition Defender 75th Anniversary Edition that comes with several unique features. Among the new features are its limited edition interior and exterior trim, an all-new engine package option, and some other innovative features from the dependable Land Rover. Let’s take an in-depth look at our favorite features of this limited-edition vehicle.

Grasmere Green Trim For The Land Rover Defender 75th Edition

The Defender is an iconic Land Rover model and has been around since 1948. They have refined the vehicle over time, but its basic chassis and body shape have changed little over the years. This makes it one of the most recognizable vehicles on the road today.

Land Rover launched the Defender 75th Limited Edition to celebrate the Defender’s 75th birthday. This new model will be available in two body styles–90 and 110–and will feature an exceptional green trim color dubbed Grasmere Green. It’s meant to celebrate the longevity of this legendary off-roader and its place in history.

The Grasmere Green trim draws inspiration from the original green paint used on some early Defenders. The trim is also found throughout the interior, including door panels and inlays for the seats, as well as on the dashboard. In addition to this unique exterior color scheme, all 75th-edition Defenders will come equipped with an optional folding fabric roof or sliding panoramic sunroof.

Engine Options For The Land Rover Defender 75th Edition

The Defender 75th Limited Edition will be available with two engines: a 2.0-liter four-cylinder gasoline hybrid engine or a 3.0-liter straight-six mild hybrid diesel engine. The P400e plug-in hybrid combines a 2.0-liter four-cylinder gasoline engine, an electric motor, and a battery pack to produce 398 horsepower and 472 lb-ft of torque, which is enough for a 0 to 60 mph time of 5.6 seconds according to Land Rover.

The other option is Land Rover’s D300 3.0-liter straight-six mild hybrid diesel engine. This diesel makes 297 horsepower and 479 lb-ft of torque, which is enough for a 0 to 60 mph time of 7 seconds, which is no slow poke. Both these options left us wondering if they might later release a V8 version as another special option for the 75th edition. It would be a fitting time to do it like a final send-off, especially with emission cuts looming.

The Land Rover Defender 75th Edition Specs

They based the Land Rover Defender 75th Edition on the high-specification HSE model Defender, which includes the already unique exterior styling and bespoke interior trim that we mentioned above. It also comes with an array of innovative technology, including Configurable Terrain Response, which can adapt your ride to suit different surfaces (sand, mud, or snow). You can also adjust the settings to suit your driving style or conditions (off-road or on-road).

It also comes with a Meridian sound system for the best quality music, and a 3D surround camera system that allows you to have a full view of your surroundings. It comes with bespoke Matrix LED front lighting that helps give the car a classic Defender feel and look, and a superb 11.4-inch Pivi Pro infotainment system. And finally a wireless device charger and a heads-up display.

75 Years Of Land Rover Defender

The Land Rover Defender was first launched in 1948 and went on to become one of the most iconic vehicles ever produced. The Land Rover Defender was originally designed as a farm vehicle to work on rough terrain, but soon became popular among civilians because of its durability and off-road capabilities. This SUV is famous for its boxy shape, which makes it easy to repair if damaged by an accident or off-road driving conditions.

Over 75 years, each generation of the Defender represents a different era in automotive history. The Land Rover Defender 75th Anniversary Edition is a celebration of over 75 years of Land Rover innovation, design, and engineering. The vehicle features a unique exterior design inspired by the old Defender, while the interior is modern with subtle hints of Grasmere here and there. And as always, there are new innovative features from Land Rover. We absolutely can’t wait to get our hands on one.

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^{_{Article Credits: Richard Reynolds
Full Articles: https://www.hotcars.com/favorite-features-2023-land-rover-defender-75th-limited-edition/}}

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February 3, 2023February 3, 2023 By Admin

Land Rover Defender 110 “Project Sweet Pea” Restomod Packs LT4 Supercharged V8 Muscle

E.C.D. Automotive Design, the world’s largest Land Rover restoration company, has finished yet another fantastic-looking restomod. An older 110 served as the canvas for this build, which is rocking an eight-speed automatic and a supercharged V8 powerplant of General Motors origin.

The coil-sprung Defender was introduced in 1983 as the Land Rover One Ten, followed by the Ninety in 1984, with these numbers spelled in full. The replacement for the Land Rover series would be renamed for the 1991 model year Defender, which came in short-wheelbase 90 and long-wheelbase 110 flavors. North America received the 110 for the 1993 model year, whereas the 90 was offered from 1994 through model year 1997.

Extensively modified to comply with U.S. regulations, the Defender 110 was originally equipped with a Buick 215-based Rover V8 engine, LT-77 five-speed manual transmission, and LT230 transfer case. The subsequent Land Rover Defender 90 that replaced the 110 stateside was canned over airbag and side-impact requirements introduced for 1998.

500 units of the NAS Defender 110 were delivered stateside, plus 25 to Canadian customers, making it the most valuable of North American-spec vehicles. Even after the European 110 became eligible for importation, the NAS Defender 110 continued to be revered by off-road enthusiasts.

“Project Sweet Pea” isn’t a NAS Defender 110, but a 1995 model that was imported under the 25-year rule. A one-off commission finished in Ford Brittany Blue Metallic, the Landy pictured in the gallery features white wing top checkers, wing top air intakes, and side steps. The 16-inch alloy wheels are mounted with BFGoodrich all-terrain rubber boots, as you would expect from an off-road vehicle. Up front, you’ll notice the original grille gone in favor of the Kahn X-Lander from British outfit Project Kahn.

Finished in white and yellow, said grille is complemented by an ARB bull bar that promises extensive front-end protection. It further integrates a remote-controlled winch supplied by Warn. The 2+2+4 interior flaunts Recaro Sportster Cross front seats with custom-embroidered headrests.

The middle-row seats are also featured, whereas the load area boasts four inward-facing jump seats. The Caressa Porcelain leather upholstery benefits from Chatham Navy accents and alligator inserts. The wood grain steering wheel frames Esquire instrumentation, and on-board entertainment comes courtesy of a Kenwood eXcelon head unit connected to Infinity Kappa speakers and a subwoofer. Lacquered teakwood flooring in the cargo area and four mid-section cupholders pretty much seal the deal.

E.C.D. Automotive Design didn’t mention what kind of numbers that LT4 generates at the crankshaft, but we do know that Chevrolet sells an LT4 crate engine with 640 horsepower and 630 pound-feet (854 Nm) of torque on deck. Essentially an LT1 with a blower on top, the LT4 produces these figures thanks to an Eaton R1740 TVS supercharger that spins at up to 20,000 revolutions per minute, generating more than 9 pounds of boost.

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^{_{Article Credits: Mircea Panait
Full Articles: https://www.autoevolution.com/news/land-rover-defender-110-project-sweet-pea-restomod-packs-lt4-small-block-v8-muscle-208426.html}}

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February 1, 2023February 10, 2023 By Admin

This Corvette-Swapped 1989 Land Rover Defender Will Help You Survive The Apocalypse In Luxury

The original Land Rover Defenders were never meant to be luxurious or powerful, but that hasn’t stopped people from trying

Once upon a time, SUVs used to be simple, basic, and utilitarian. In no way were they designed to swaddle the owner in leather, suede, and wood with comfortable seats and advanced creature comforts. Then came the Range Rover, Porsche Cayenne, and an endless slew of luxury crossovers. The Land Rover Defender was one of the first widely used, bare-bones, purely-functional SUVs that was mostly used by farmers and explorers. Recently though, defenders have gained loads of attention from the aftermarket community because of how basic and authentic they are. This Defender 110 is a prime example, and it’s currently for sale with a list of modifications nearly as massive as the SUV itself.

A Land Rover With Corvette Power

Classic Defenders came with a variety of engines, and none of them were powerful. However, this custom comes equipped with the supercharged 6.2-liter LT4 V-8 from a Chevrolet C7 Corvette Z06., meaning a peak output of 650 horsepower and 650 pound-feet of torque. This engine has been fitted with a stainless-steel exhaust system with custom mufflers, so it could produce even more grunt. Regardless of how much power can be produced, all of it is sent to all four wheels through an 8L90-E eight-speed automatic transmission and a dual-range transfer case.

To the surprise of nobody, the Z06’s engine did not naturally fit in the Defender’s engine bay, so E.C.D. Automotive Design of Kissimmee, Florida fitted custom engine mounts along with an aluminum radiator, replacement fuel pump, new fuel lines, and cooling lines. The handling seems like it could be less of a shocker. Black wheels are wrapped in 265/65 BFGoodrich All-Terrain T/A K02 tires, and the suspension has reportedly been overhauled. But specifics such as what changes were made or which components were replaced or modified are not mentioned. Fortunately, all four wheels are fitted with grooved disc brakes with Alcon calipers.

This Land Rover Defender Has A Overhauled Interior And Exterior

The exterior has received a thorough makeover. The most notable change is the external steel roll cage which matches the black roof panel. The body is painted Nara Bronze with black diamond plating behind the rear doors, on the side skirts, and front fenders. Additional modifications include tubular side steps, a new hood, sliding rear windows, a front brush bar, mud flaps, projector-style headlights, and LED auxiliary lights, brake lights, and turn signals.

The interior in most classic defenders is about as basic and simple as you can get; a steering wheel, some pedals, a gear stick, crank windows, and not much else. This model has four new bucket seats trimmed in black diamond-stitched leather, the same as the door panels. The dashboard, center console, and pretty much everything else is trimmed in black leather, and the headline is Alcantara. Comfort upgrades over the standard car consist of sound deadening, a rubber floor liner, an Alpine touch-screen stereo that looks wildly out of place, and a Rockford Fosgate subwoofer. At least one of the previous owners had a sense of humor as the carbon fiber MOMO steering wheel frames a 200-mile-per-hour speedometer as well as other auxiliary gauges.