That looks serious…

And it is. It’s the version of the new Defender that’s fastest on the road, and most capable off it.

How so?

It’s the short-wheelbase 90 body motored along by the new 3.0-liter gasoline straight-six engine, with 400bhp. It has mild hybridization, too, but this is not a vehicle to which the term ‘mild’ naturally cleaves. Being short in the wheelbase, the 90 is even more insanely handy in the rough than the 110—it can wriggle its way out of tighter spots, and is less likely to ground its belly.

But it’s not the only new version we’re testing here.

Go on.

We also tried the base-model P300 on steel coil springs.

Wow, entitled motoring hack gets bumped into the base version. You don’t often see that.

Enough of your snark. Think how often this website tests the expensive options and tells you they aren’t worth it. You could almost call it public service.

Anyway. The coils are available only on the 90, as all 110s have air springs. Air springs bring adaptive damping, so you miss out on that. This base variant also has a simpler terrain response system (no configurable mode). It goes without an active rear diff, too, and the off-road speed system they call all-terrain progress control. You can add all those things back as option packs, though.

It still has a low box and diff locks, mind. And 3D cameras and wade-depth sensing. And the Pivi Pro navigation.

With the 300hp four-cylinder gasoline, which is cheaper than the diesels, this is a Defender that slips under £44,000 (P2.77 million). Albeit at 260g/km, it’s hardy a thrifty company-car choice. But it would take titanium-willed self-control to run through the configurator and not tick one or multiple options boxes. This can very easily become a £60,000 (P3.78 million) vehicle.

So, the P400 in X spec is going to be crushingly dear?

With no options, it runs £77,000 (P4.85 million). But that has most of the attractive kit already on it, so you won’t stray far above that. And hey, it’s far less than a Mercedes-Benz G350d.

Okay, start with that six-cylinder engine.

It’s a fancy thing. Two chargers pump air to the cylinders. One’s a normal turbo, the other’s an electrically driven compressor, as a means to get rid of lag at low revs. Audi has a similar thing in the SQ7 diesel, and Mercedes-AMG in the 53 gasolines. It’s powered by 48V electrics, and so the mild-hybrid starter-generator can also take advantage of 48V. Plus, the cylinder head has continuously variable valve lift.

It’s a straight-six, nothing to do with the supercharged V6 that Jaguar and Land Rover have been using in recent years. But it uses lots of parts in common with the other Ingenium three- and four-cylinder jobs. It was introduced on the Range Rover Sport and Velar last year.

How does it feel?

It’s got broad shoulders, shoving the heavy off-roader forward meaningfully from about 2,000rpm to 5,000rpm-plus. It’ll even go to 6,500rpm but you wouldn’t, as it’s not exactly dripping with high-rev aural charisma. It’s pretty smooth in the midrange, though. While we’re on the subject of the sound, at very low revs, it’s strangely diesely, albeit quiet.

The eight-speed transmission shifts smoothly and anticipates your needs well, so you’re seldom stuck at low revs wanting instant torque—it’ll just shift down. But for experiment’s sake, hold it in a high gear with the paddles and you find the electric compressor does suppress the lag even if it doesn’t entirely get rid.

Zero to 100kph is 6sec, which is pretty perky but never outright fast. It overtakes smartly enough. If you floor it even at speeds higher than 100, the nose perceptibly lifts as you gather more speed.

Is it fast enough to overwhelm the chassis?

Not a bit of it. This is a vehicle that manages itself with dignity provided you work it smoothly. There’s roll, and the tall tires squirm a bit, but it’s honestly in another world from the new Jeep Wrangler. And the ride is properly supple and controlled.

Once up to highway-speed-and-a-bit, the Defender hums quietly. Engine and wind and tire noise all fall to the background, and it tracks straight ahead gamely.

Will my family fit the 90?

If you’ve got a primary-school-age kid, spec’ing the center jump-seat option will make you the best parent in the world. The rear bench gives plenty of leg- and headroom for adults, and the upper ‘alpine’ windows make it feel airy. But getting there is a palaver—you have to squeeze into a tight gap or have your patience tested as the front seats motor sluggishly forward.

The rear cargo area is just under 400 liters, which is hardly enough for six active campers. If you have a lifestyle, you’ll want to plunder Land Rover’s huge range of external carrying accessories—roof racks, ladders, panniers, clamps, and the rest.

Well, if you’re truly going to get muddy, you’ll want a more basic spec. What’s that like?

The P300 gasoline is pretty much like anyone else’s four-cylinder turbo: not exactly inspiring, but torquey and useful. The coil springs ride decently when the Defender is empty, and have helper springs within them for when you’re loaded up or towing. Given the diminished performance versus the P400, you can probably manage without adaptive damping.

And off the road?

Oh my, oh my. Even without the air suspension to levitate the body in extreme circs, it’s amazing. Remember, ground clearance between the wheels is determined by the wishbones, and raising the air springs wouldn’t help that. Of course, you don’t get the advantage of using air to increase your breakover, but in the SWB, that angle is so insanely good that it’s seldom a worry.

The gasoline engine and the auto ’box dispense torque gingerly when you need to ease across slippery mud, but with vim when you’re pointing up a precipitous slope. Traction is awesome. Clearance and articulation are pretty colossal. Wading depth is almost scary. Downhill is control near-supernatural. It just paws along like a hippo, so don’t stand in its way.

^{_{Article Credit: Paul Horrel
Photo Credits: Toggear.com
Full Article: https://www.topgear.com.ph/drives/car-reviews/2020-land-rover-defender-90-p400-first-drive-tguk-a2602-20201101-lfrm}}

These days, every manufacturer is jumping on the rugged rig bandwagon. Those cute little urban crossovers you see by the dozen in the mall parking lot are probably offered with some sort of “Trail Edition,” “Adventure Pack,” or “Crunchy Granola” flavour. It’s all a bit ridiculous since few will ever venture any further from the pavement than the manicured grass at the local county fair.

Land Rover is different, though. Even its highest-performing road machine, the Velar SVAutobiography I drove last autumn will not only hit 100 km/h in four seconds, but it can also ford a river more than two feet deep. The folks at Land Rover aren’t just putting on hiking boots to go glamping; this is a company with more than seventy years of serious off-roading credibility at stake.

So, when Land Rover unleashes a new Defender – its most serious and rugged machine – off-road enthusiasts around the world drop what they’re doing and pay attention.

A Contemporary Homage to Classic Land Rovers

The new 2020 Land Rover Defender’s styling has received some flak from the online armchair experts, but in many respects it does a good job capturing some key Landie elements. Its profile, for one, remains boxy and upright, which gives the interior a bright, airy feel, and offers a commanding driving position.

The roof edges have a pair of glass skylights as classic Land Rovers have had for generations, and the rear lights are scattered around in a way that’s reminiscent of the olden days, too. There are even plastic panels on the outer edges of the hood made to look like the flat fender tops of old Rovers.

The interior is functional and clever, especially for the number of nooks, crannies, and cubbies throughout. Thoughtfully, the designers have also integrated grab handles into the design along the dashboard; and those who’ve spent time in a vehicle crawling off-camber over rocks will appreciate the extra places to hold on.

The seats are decently supportive and comfortable, and they’re cleverly trimmed in leather, with the outer edges and high-wear zones covered in a durable-feeling tweed-like textile. The rubber flooring throughout can be hosed out, of course.

The back seat is roomier than most midsize competitors, and the cargo hold is capacious thanks to the big, boxy shape of the Defender itself.

On-road Manners

The first Land Rovers (which eventually evolved into the Defender) were constructed from surplus materials from World War II, and offered as much refinement as one would expect from the multi-seat farm implement it was. As time went by, the Defender remained unapologetically rough and rugged, and a fervent cult following emerged.

This new Defender is not only the first to be brought to North America in more than two decades, it’s also the first major redo of the basic Defender since 1983. There are going to be a lot of drivers surprised by the level of refinement and sophistication of this new machine.

The drivetrain of my P400 test unit was a 3.0L inline-six-cylinder gasoline engine, augmented by a turbocharger and an electrically powered supercharger, plus a mild-hybrid system. With 395 hp and 406 lb-ft of torque, the Defender is legitimately quick to accelerate – a trait previous Defenders were never known for. The entry-level engine in the P300 models is a 2.0L turbocharged four-cylinder that’s down roughly 100 points for both horsepower and torque.

An eight-speed automatic is the only available transmission, but it does an excellent job keeping the P400 in its admittedly meaty powerband. Shifts are smooth but swift.

And while the steering lacks any appreciable road feel, the handling is still competent enough that I found myself actually pushing the Rover hard into corners on the road, resulting in very little drama. Short of the Mercedes-AMG G 63, I’ve never piloted such an adept off-roader with such enthusiasm or speed on-road.

Useful Technology

Land Rover has struggled with its infotainment systems in recent years, first because the units were so archaic, and recently, with systems that tended to glitch frequently. The latest rendition of the system found in the Defender operated flawlessly during my drive. Apple CarPlay connected easily and input responses were quick; menu navigation, meanwhile, was smooth and logical. The buttons on the steering wheel, however, are tricky to find and operate without taking one’s eyes off the road, which defeats the purpose of their convenience in the first place.

The infotainment system also serves as the connection point to the myriad off-road settings a driver can activate. One of the most interesting is the series of camera angles that can show all sides of Defender’s surroundings, and even create a 3-D depiction of the vehicle in its space. This is a wonderful feature that could prevent a lot of muddy feet when a trail can be scouted without even leaving the cockpit.

Land Rover calls its configurable drive modes Terrain Response; they adjust everything from throttle response and wheel slip to which differentials are locked, depending on pre-sets for various conditions like sand, mud, rocks, or customizable to the driver’s preference.

For our brief off-road experiences, the setup involved simply selecting the low-range button, plus lifting the air suspension to tippy-toe mode. The computers sorted out everything else on the fly.

Off-road Prowess

All of this sounds impressive in theory, but on the trail it all comes together remarkably well. While there wasn’t any intense rock-crawling, mud-slinging, or high-speed desert runs during our drive, there were some key functions explored that proved Land Rover still has its off-road chops.

Over one particularly gnarly set of moguls, even at a moderate, consistent pace, the Defender would systematically have one wheel in the air, before dropping slightly to the opposing corner, all the while seamlessly apportioning power to the wheels that had traction.

The air suspension keeps the Defender’s cabin relatively level and exceptionally calm while tackling all manner of terrain imperfections below. Likewise, during a climb up a steep, sandy hill, the all-wheel-drive system kept the Defender climbing smoothly all the way to the top. During a climb back down a slick mud hill that required both a change of direction and two 250-mm drops, the Land Rover never lost composure.

There were occasions when the Defender felt particularly long on the trail. Trying to turn around within the woods, the Defender’s size can be tedious to work with, and its turning circle is large compared to the competitors. [There is a two-door version, dubbed the Defender 90, for those so inclined.–Ed.]

Using the current-generation Jeep Wrangler Unlimited as the off-road benchmark – a vehicle I have used several times for some serious rock-crawling and trail drives – the four-door Defender 110 I drove stacks up very well.

Despite the Defender’s notably greater overall length, its air suspension can lift the rig high enough to best the Wrangler Unlimited in both breakover and departure angles. Its front approach angle isn’t quite as aggressive as the Jeep’s, but it’s close; with a very slight off-centre approach to a near-vertical rut wall that stood about 250 mm high, the Defender had no problem crawling up without stuffing its nose nor bouncing its butt off the trail.

However, as good as the air suspension is, it still cannot provide the same level of articulation as a Wrangler Rubicon, with its electronically actuated sway bar disconnected. As a result, the Defender will have more time with a wheel uselessly in the air instead of gripping terra firma. The Defender could also benefit from a more aggressive all-terrain tire option.

The Defender’s fording depth is greater than the Wrangler’s as well. But don’t be fooled by the elevated air intake riding up the A-pillar: it doesn’t increase wading depth, but rather reduces the risk of dust being ingested into the air intake, presumably during desert running. It also makes a wild sucking noise under acceleration that threatens to give the driver the world’s biggest hickey.

Final Thoughts

The new Defender’s on-road performance is excellent. It drives very much like the premium sport utility vehicle it is, and not as agriculturally as the old Defenders, or even Jeep’s most-polished Wranglers. There’s no creaking or groaning from the body or underpinnings, even as the Defender crawls over terrain that would cause a Wrangler to broadcast its flexing against seals and joints.

The insulation and stiff body structure do a remarkable job hushing outside noises, and the finishes, while rugged, still speak to a very premium design.

The new Defender 110 is surprising for its comfort, technology, and refinement, creating an incredibly capable off-road vehicle that effortlessly consumes whatever terrain it encounters, even if that’s smooth, twisty pavement.

Never has genuine off-roading been as simple as it is with the Defender. It’s almost too easy and drama-free, lacking the driver involvement required in a Wrangler, or an older Defender.

Land Rover has created a feat of engineering with the new Defender that is sure to exceed the expectations of most buyers. With significant help from its bounty of technology, the new Defender appears to live up to its heritage promise as being the most capable Land Rover.

The 2020 Land Rover Defender is available now at dealerships.

^{_{Article Credit: Jeff Wilson
Full Article: https://www.autotrader.ca/expert/20201030/2020-land-rover-defender-110-first-drive-review/}}

Four doors are convenient, but the Defender 90 proves that Land Rover’s redesigned off-roader can impress even in its simpler two-door form.

Supercar makers rarely boast about ground clearance, breakover angles, or wading depths. Acceleration numbers for rugged SUVs are barely more relevant. Yet, being shorter and lighter than its four-door sister, the new two-door Defender 90 is set to be the quickest factory-produced version of Land Rover’s classic off-roader.

Select the range-topping 395-hp P400 six-cylinder engine, and we expect the 90 to dispatch the zero-to-60-mph benchmark in just 6.0 seconds, continuing to an electronically limited top speed of 120 mph. When we recently timed a seven-seat version of the long-wheelbase that was 110 to 335 pounds heavier, according to Land Rover’s numbers, and fitted with a drag-inducing roof rack, it ran to 60 mph in 6.3 seconds and blew through the quarter-mile in 14.8 seconds. Nobody is likely to buy a Defender 90 to win a stoplight grand prix, but it might mean owners will take victories in a few.

Although mighty, the P400 engine isn’t one of the Defender 90’s experiential highlights. The 3.0-liter inline-six comes from JLR’s Ingenium family and features both a mild amount of electric assistance—through an integrated 48-volt starter-generator—as well as an electric compressor to quicken responses before the turbo builds boost. It is certainly effective, with the sensation of acceleration heightened by the nose-up attitude the 90 takes on its soft springs. But the engine is short on refinement, sounding loud and diesel-like under gentle loads and becoming coarse at higher revs.

To be fair, the powerplant’s lack of manners are only really noticeable because the rest of the 90 is so good. It cruises remarkably quietly for something with such a blunt aerodynamic profile and such sizable tires, road and wind noise staying impressively low even when cruising at an indicated 80 mph. Although upright, the seating position is comfortable over long stints behind the wheel, and the uncluttered dashboard is a model of clarity. Ventilation and drive-mode buttons are grouped in a binnacle next to the gear selector, with other most functions controlled by the 10-inch touchscreen above. We’ve been plenty rude about JLR’s clunky, confused, and often oxymoronic InControl infotainment, so we are happy to report that the Defender’s Pivi Pro system—which will soon roll out throughout the range—is clearer and much more intuitive.

Although smaller than the 110, the Defender 90’s cabin does not feel cramped. The rear seats are positioned slightly higher than those in the front, and although access to the back requires an awkward scramble, both legroom and headroom are entirely viable for adults. The option of what is effectively a fold-up jumpseat in the front means the 90 can carry six passengers—all hail the return of the front bench seat—although anyone in the middle up front will have to bend their knees around the dashboard console. Cargo space has obviously been reduced compared to the 110, but there are still 16 cubic feet behind the rear seats.

The P400 we drove in England was in fully loaded X trim, set to start at $82,560. The X model brings both plush trim and a near fully ticked set of option boxes, including an upgraded Meridian audio system and a set of gray-faced 20-inch alloys that looked too nice for proper off-roading. The X also gets standard height-adjustable air suspension, with lesser versions of the 90 running on steel coil springs.

On road the air springs felt a little firm when asked to deal with urban bumps and potholes, but they were well suited for highway speeds. Although the P400 has a set of Terrain Response modes to allow it to tackle any off-road environment, it lacks a Sport or Dynamic mode, and even moderately rapid progress brings some acute lean angles. Our test car’s Goodyear all-terrain tires could only produce modest grip, with the 90’s stability control intervening hard and early when it sensed any loss of grip. The electrically boosted brakes are also grabby, and the pedal lacks feel. We were also surprised to discover that even in range-topping form the 90 lacks steering-wheel shift paddles. Taking manual control of the standard eight-speed automatic transmission needs to be done through the central shift lever.

Having shown us one extreme of the 90 clan with the P400 X, Land Rover also let us experience something far closer to the other, a P300 riding on coil springs and with interior trim clearly chosen for durability rather than niceness. We got to drive this on a route around the grounds of Eastnor Castle in Herefordshire, this being the place where Land Rover has tested the off-road credentials of its vehicles (and those of its competitors) pretty much since the company’s foundation.

The P300’s 2.0-liter turbocharged four-cylinder engine soon proves to suit the Defender’s doughty character perfectly. With 296 horsepower, it’s still capable of delivering reasonable acceleration; we expect it to come in under 8.0 seconds, still entirely respectable for a vehicle this shape and size. It is also happy grumbling along at low revs in gelatinous mud. Its peak 295 pound-feet of torque is available on a flat plateau that stretches from 1500 rpm to 4000 rpm.

You won’t be surprised to learn the P300 proved mighty in its development playground. The combination of low-range gearing, locking center and rear differentials and the traction-boosting magic of the Terrain Response system’s Mud and Ruts mode allowed it to slither and grind its way along some of Eastnor’s tracks while barely working hard. Steel-sprung clearance wasn’t quite as good as it would have been with fully raised air suspension—8.9 inches versus 11.5 inches—but it was still more than adequate to clear sizable obstacles. And with four-wheel independent suspension, the diffs are tucked up in the middle instead of dragging along with the axles, as in the old Defender. (And the current Jeep Wrangler.)

The Defender 90 is cheaper than the 110, but not by much. The entry-level $47,450 P300 is $4400 less than the equivalent 110, but the difference is actually less than that: The longer-wheelbase model brings standard air suspension, which is a $1600 option on the base 90. Further up the tree, the difference is even less, with the 90 X only being $2500 less than the 110.

While some may choose the two-door Defender to secure that modest discount—or to fit within the confines of an exceptionally short garage—most 90 buyers will be drawn by the desire to experience the Defender in its purest form.

Specifications

2021 Land Rover Defender 90

VEHICLE TYPE
front-engine, 4-wheel-drive, 5–6-passenger, 2-door wagon

BASE PRICE
P300, $47,450; P400, $59,150

ENGINES
turbocharged and intercooled DOHC 16-valve 2.0-liter inline-4, 296 hp, 295 lb-ft; turbocharged, supercharged, and intercooled DOHC 24-valve 3.0-liter inline-6, 395 hp, 406 lb-ft

TRANSMISSION
8-speed automatic

DIMENSIONS
Wheelbase: 101.9 in
Length: 180.4 in
Width: 78.6 in
Height: 77.5 in
Passenger volume: 102 ft³
Cargo volume: 16 ft³
Curb weight (C/D est): 5200–5400 lb

PERFORMANCE (C/D EST)
60 mph: 6.0–7.9 sec
100 mph: 17.0–18.9 sec
1/4 mile: 14.5–16.4 sec
Top speed: 120 mph

EPA FUEL ECONOMY
Combined/city/highway: 19/17–18/21–22 mpg

_{^{Article Credit: Mike Duff
Photo Credits: Land Rover
Full Article: https://www.caranddriver.com/reviews/a34514682/2021-land-rover-defender-90-drive/}}

although awash with all-new design cues inside and out, the land rover defender still retained its iconic boxy silhouette upon its highly anticipated reveal at IAA 2019. a year on, designboom finally gets behind the wheel of the reimagined SUV. it has four decades of history to build upon – not replace – pushing the british brand’s designers and engineers to go above and beyond yet again. through its development, the model overcame a supposed 62,000 different tests on the toughest terrain across the world. it excelled in the soft sand of the desert and the frozen ice fields of the arctic, but how about the rain-washed woodlands of the british midlands? we travel to the cotswolds with the short wheelbase model – the 90 – to test out.

the exterior design of the 2020 land rover defender appears familiar yet new. it, once again, builds upon the iconic model’s boxed proportions with signature elements like the short front and rear overhangs as well as the wraparound glasshouse as seen across the land and range rover portfolio. its all-purpose, utility-driven aesthetic looks tough yet there is an intriguing sculpture to its form. defiant chamfers smooth the lips of its edges at all corners and on the wheel arches, not hiding its bold lines but adding a finesse. these details are emboldened with the new satin protective film, which makes the paintwork even more durable as well as creating an elegant glow in changing light. our indus silver model looked great clean and when naturally painted in mud, as we found out throughout our drive.

the resulting design builds upon neoclassicism. it is old but new, toy-like but elegant; it is all about utility but that doesn’t mean it can’t look stylish at the same time. the SUV will be greatly loved by hardcore off-roaders and suburban parents alike. this is all thanks to the purity of its design. every detail, from the refined chamfering of its box proportions to its short overhangs, is reimagined for the modern day. the rear design completes its perfect aesthetic: an externally-mounted spare wheel is fitted to the side-hinged tailgate and a trail of rounded square tail-lights line the edges.

the purity of design does feel a little forced inside the 2020 land rover defender. fixings that are usually hidden from view have been left exposed to create a stripped-back personality. the result, however, is just a couple of large bolts visible on the door panels or center console, finished in either a metal or timber depending on your trim package. the rest of the cabin does find a more harmonious balance between utility, comfort and glamor. all surfaces support this stylish utility, with the flooring lined with durable rubber and brush-to-clean materials upholstered elsewhere.

for simplicity and practicality, the dashboard is a key refinement in the new model. two upholstered rail-like bars stretch across the width the of the cabin. the negative space in between can be used to hold utensils, from water bottles and maps to even your smartphone thanks to integrated charging ports. in the middle of the dashboard sits the infotainment system, which includes their all-new user-friendly and intuitive pivi pro software. below that, a mounted gear shifter not only makes all controls within easy reach and eyesight for the driver, but it also accommodates for an optional center front ‘jump’ seat – a neat nod to the early land rover. our 90 model sits six occupants whereas the long wheelbase model – the 110 – offers a five, six or 5+2 configuration

from the winding country roads of the cotswolds to the fast motorways of southern england, the 2.0-liter 4-cylinder engine of the new defender perfectly balances both worlds. 304hp (300PS) combines with 400Nm of torque to race from 0 to 60mph in 6.7seconds and to a top speed of 119mph (191km/h). it is so comfortable on the road that you might excuse the driver for not looking at what they have, so quickly, passed by. as another nod to its predecessor, its externally-mounted spare wheel together with the middle rear headrest blocks most of the driver’s view behind. land rover have fitted a ‘clearsight rear-view mirror’ that transforms the mirror into an unobstructed video screen, as seen in the range rover evoque.

as well as this surprising on-road comfort, the defender raises the threshold for off-road ruggedness during our tests through the mud puddles and slopes of the cotswolds woodlands. its new purpose-engineered D7x architecture – a lightweight aluminum monocoque construction – creates their stiffest body structure to date. it is the perfect foundation for the fully independent air or coil spring suspension. permanent all-wheel drive and a twin-speed automatic gearbox, center differential and optional active locking rear differential pushes it above and beyond the capabilities of any SUV we have driven. ‘clearsight’ can be used again to provide views on the touchscreen of the ground that usually the driver cannot see. this was extremely helpful when navigating the deep mud ruts and cornering round rocks and trees on our trails.

from its refined, neoclassic design to its fine-tuned, all-conquering performance, the 2020 land rover defender proves more than a toy – although it is still great fun. it is your everyday car. the model, a reimagined icon for the 21st century, is utilitarian in its practicality but it is stylish. 40 years on from its predecessor, the 2020 edition was worth the wait.

_{^{Article Credit: Tim Spears
Photo Credits: Land Rover
Full Article: https://www.designboom.com/technology/2020-land-rover-defender-first-drive-10-28-2020/}}

Chelsea Truck Company’s latest creation adopts a striking volcano-inspired paint scheme

The Chelsea Truck Company has revealed the Defender Vesuvius Edition: an aggressively styled, orange-and-black-themed take on Land Rover’s new SUV.

Created by the company’s Project Kahn tuning arm, the Defender Vesuvius Edition is available to order now from £66,999 (roughly £20,000 more than the cheapest standard Defender) and aimed at drivers seeking more individuality.

It’s marked out from the standard car by a number of bespoke design elements. As standard, the exterior is metallic black with orange detailing, but these colours are customisable by customers.

Inside, the altered Defender sports black seats complemented with orange armrests, doorcards. However, as with the exterior, these colours can be changed to order, so customers could model the interior on, for example, their “favourite cashmere scarf”, said Kahn.

Project Khan has also added a gloss-black vented grille, a vented bumper spoiler and several new accents. Customers can add further features through upgrade packs such as the Black Pack, tweaking the front grille and rear bumper.

The Vesuvius Edition also gains Kahn’s distinctive ‘crosshair’ exhaust exits and rides on 22in Black Kahn RS forged wheels.

The Defender Vesuvius Edition is available with the top-rung P300 petrol engine used by the standard Defender, which delivers 296bhp to all four wheels via an eight-speed automatic gearbox.

The Vesuvius Edition launch car’s 1 DBT numberplate can be retained by one customer for an additional £23,000.

_{^{Article Credit: Will Trinkwon
Full Article: https://www.autocar.co.uk/car-news/new-cars/project-kahn-unveils-land-rover-defender-vesuvius-edition}}