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Land Rover Defender SVX Spied Up Close Showing Rugged Details

A meaner Defender is joining the lineup.

Land Rover continues to develop a hotter version of the Defender that might wear the brand’s SVX performance badge. This is our closest look yet at the meaner model.

The Defender SVX reportedly uses the V8 model as a starting point and transforms it into an even more rugged model. In front, there appear to be larger openings in the fascia for directing more air to the more powerful engine. These pictures show a skid plate beneath the nose.

It appears that the fender flares are a bit wider than on the standard Defender V8. This SUV rides on BFGoodrich Trail Terrain T/A tires. The ride height also seems to be higher than the existing model.

The rear largely looks similar to the existing Defender V8. There are still four exhaust pipes coming out of the back, but the tips have a different, sharper design.

According to an earlier rumor, the Defender SVX might use a BMW-sourced 4.4-liter twin-turbo V8, rather than the 5.0-liter supercharged V8 in the Defender V8. The existing powerplant has 518 horsepower (386 kilowatts) and 461 pound-feet (625 Newton-meters) of torque. Meanwhile, the latest version of the German mill in the X5 M Competition and X6 M Competition has 617 hp (460 kW) and 553 lb-ft (750 Nm). The output could be different for this application, though.

We know nothing about the Defender SVX’s price, but given its position in the lineup, we’d expect the model to cost more than the V8. The 2022 Defender 90 V8 starts at $98,550 after the destination fee, and the four-door 110 variant takes the figure to $101,750.

Land Rover recently added a third shift to its factory in Slovakia where the company builds the Defender to keep up with high demand. Around a quarter of Jaguar Land Rover’s roughly 214,000 outstanding orders are for this family of vehicles.

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Article Credits: Chris Bruce
Full Articles: https://www.motor1.com/photo/7158649/land-rover-defender-svx-spy-photos/



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Step Aside, Mercedes-AMG G 63 4×4², Land Rover’s Defender SVX Wants To Steal Your Thunder

One might think that after the unveiling of the V8 derivative two years ago, Land Rover would be done with expanding the family of the latest-gen Defender. But they’d be wrong, you see, because there is an even hotter and more off-road-oriented variant in the making.

Supposedly dubbed the Land Rover Defender SVX, or maybe the SVR, or the V8 SVX/V8 SVR, this hairy-chested off-roader will throw a punch at the Mercedes-AMG G 63 4×4², with improved driving credentials on arduous tracks, special touches inside and out, and beneath the skin, and what appears to be the V8 engine under the hood.

Spied resting on the back of a trailer, supposedly on its way to Europe’s frozen north for cold-weather testing, this prototype had its body wrapped in trippy vinyl stickers, with a few extra artificial add-ons at the front, meant to hide the design of the new bumper. The grille appears to be a bit smaller than the one of the Defender V8, and the wheel arches fatter.

The presence of four tailpipes, part of the exhaust system that our spy photographers claim to have been made of titanium, is a clear indicator that we are looking at the V8 engine. If that’s the case, then it is the same supercharged 5.0-liter unit powering the Defender V8, where the thrust is rated at 625 Nm (461 lb-ft) and the output at 525 ps (518 hp/386 kW). The punchy model takes a little over 5 seconds from zero to 100 kph (0-62 mph), and its top speed is set at 240 kph (149 mph).

Some underbody protection is visible in the pictures taken by our spies, which will keep the engine and gearbox safe when driving on arduous tracks. The prototype had BFGoodrich T/A tires wrapped around the simple wheels, which measure 20 inches at both axles. And speaking of the axles, one thing’s certain, Land Rover hasn’t developed a taste for portal ones, so the Defender SVX (name unconfirmed) will fall behind its main rival, the Mercedes-AMG G 63 4×4², in this category.

Still, if the latest rumors are correct, then it will be very capable off the beaten path, with some believing that the British automaker has involved Bowler in the development process, after making them their in-house specialists a little over four years ago. We should find out all the juicy details about it when the wraps will come off, and that might happen either before the end of the year or in early 2024. Meanwhile, there are few tuning companies out there that will make your Defender both punchier and more off-road-focused if you don’t want to wait for JLR to launch the SVX derivative, if that is indeed its name.

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Article Credits: Cristian Gnaticov
Full Articles: https://www.autoevolution.com/news/step-aside-mercedes-amg-g-63-4×4-land-rover-s-defender-svx-wants-to-steal-your-thunder-210812.html#



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2023 Land Rover Defender

Land Rover’s Defender has long been a go-to option for off-roading enthusiasts in the UK, and now the brand has returned with a modern take on the classic Defender, blending vintage styling with modern features. The latest generation offers plenty of comfort and practicality, with a host of off-roading equipment and advanced tech features.

Design

The 2023 Land Rover Defender is available in both two- and four-door body styles. The SUV’s style is rugged and purposeful, with a “safari-chic” interior design. The model features a signature style that pays tribute to the Defenders of the past while also featuring modern touches. The Defender 130 variant, with an extended body to accommodate a third row of seats, is new to the lineup for 2023.

Engine & Performance

The Defender comes standard with a turbocharged four-cylinder engine and an eight-speed automatic transmission. The vehicle also features four-wheel drive and locking differentials, making it ideal for navigating tough terrain. The Defender is also available with a 3.0-liter inline-six engine and a 48-volt hybrid system. The V-8 engine is the most powerful option, capable of reaching 60 mph in just 4.4 seconds. Yes, you read that correctly, this house on wheels can go from 0 to 60 mph in just 4.4 seconds.

Interior

The Defender’s cabin offers a blend of premium and utilitarian features, with design cues from the rest of the Land Rover lineup. Exposed rivets in the door panels give the interior a rugged appearance, and the dashboard is also structural, with a magnesium beam running the full width.

The infotainment display is mounted on the dashboard, while a trapezoidal extension provides a place for climate control and driving mode switches. Cargo space is limited in the 90 and 110 models, but the rear seats can be folded for more storage space.

More

The Defender’s fuel economy varies depending on the engine, with the four-cylinder engine providing the most efficient option. Land Rover offers several accessory packages, and there are plenty of personalization options available for those who want to make the Defender their own.

Conclusion

The 2023 Land Rover Defender offers an expert blend of modern features and vintage styling, bringing the Defender’s rich heritage into the 21st century. The Defender’s off-roading capabilities and superior on-road driving behavior make it a top choice for anyone looking for a rugged and reliable SUV. With plenty of personalization options and the addition of the Defender 130 variant, the Defender is sure to be a popular choice for off-road enthusiasts and everyday drivers alike.

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2023 Land Rover 130

The 2023 Land Rover is entirely modern in its designs, but it is unmistakably identical to the icon first released in the 1940s. The Defender appeared in two forms during its debut; the two-door 90 and the four-door 110. While the 110 is larger, the 90 has a greater appeal, even though the Defender 110 offers the option of adding a supplemental rear bench to the cargo area. At last appears the Defender 130, which is taffy-stretched, offers a genuine body style with a three-row seating package. The Land Rover 130 is said to be taffy-stretched because of its long rear overhang. It is said as a joke, even though that would never happen because the Land Rover is very heavy.

As you progress, you will discover many more amazing features of the Land Rover 130.

Features

The standard all-wheel-drive system has a two-speed transfer case where the center differential is lockable. The company makes this locking rear differential a part of the Off-Road package that costs roughly $1500. The Land Rover 130 can drive through 34 inches of water with a ground clearance of 11.4 inches.

This model comes with Land Rover’s Adaptive Dynamics and air springs as standard. Thanks to the sophisticated suspension, getting a ride in the 130 means getting a bouncy-free ride that isolates you from the broken pavement. One downside, however, for the drivers is that even though the steering wheel is weighted just right for an off-reader of its kind, you will have difficulty cornering because every inch of the 130’s size is felt during that act, thus, making your movement slow.

In the 2020 brake-by-wire system of the Land Rover, there was a serious complaint of difficulty with modulation. However, with this new model, the absence of this complaint has proved the Land Rover’s effectiveness in panic stops, such that the Land Rover can halt from 70 mph in just 165 feet.

The Exterior

The Land Rover 130 is shaped like a box with high suspension, pretty grilles, and headlamps. It is a heavy vehicle weighing about 5930 pounds and having a towing capacity of 8200 pounds. Even though the Land Rover Defender is a particularly long car, the Land Rover 130 is longer than the previous Defenders. It is longer than the 110 at 13.4 inches and longer than the 90 at about 30.3 inches.

This vehicle is a 4-door, front-engine 4-wheel drive wagon that conveniently takes eight passengers.  

The Defender 130 lacks the space we expect it to have even in its max-cargo mode, where there are 80 cubic feet of cargo behind the front seats, which is about three cubic feet more than that of the three-row Land Rover 110.

The options for the exterior that helps to increase the price of this model include the 22 inches glossy sparkle silver wheels that go for $2000, a Carpathian Grey paint worth $1040, and the Towing Pack 2, going for $1800 which includes; advanced tow assist, tow hitch receiver, and configurable terrain response.

The Interior

An extra length equals more interior space. In the interior, most of the changes made to the last Land Rover Defender are seen in the 130. This vehicle has three rows of seating, with its backbench having enough headroom and legroom. Although the legroom has an additional 11 inches of space, the foot room is small. All seats have seat belts, USB-C ports, a supplemental sunroof, and an optional seat heater. Unlike the lesser Land Rover Defenders, the 130’s second-row captain’s chair is not hard anymore, and the front bench seat cannot carry an unusual three persons.

There is as much space in the 130 as you’d find in a Nissan Pathfinder, less than in other similar mid-sizers like the Chevrolet Traverse or the Hyundai Palisade. There is little space to pack many things in the 130, even with the long body, even if all seats are deployed. There is space for just four carry-on bags behind the rear seat. There are other features of the interior, like numerous storage cubbies, grab handles, and some durable finishes and extensive padded surfaces that prevent it from looking just basic but instead uniquely and positively different.

Engine and Performance

What is power, if not the turbo-boosted 3.0-liter inline-six engine that also features an electrically driven supercharger? This combination effectively helps to fight turbo lag. The 130’s engine has undergone a thorough trimming from top to bottom so that there is no V-8 and no turbo four. The two engines that promote the activities of this Land Rover are the P300, which produces 295 worth of horsepower, and the P400, which produces about 396 worth of horsepower. The latter is mostly used in all trim levels apart from the lowest trim.

Even though there is a 48-volt motor generator to help restart, the action could be snappy from the auto-stop-start system. The boosted six engines are quite muscular and smooth, but in order to aid careful modulation in certain off-pavement situations, a long-travel accelerator is put in place. The superb ZF-built eight-speed automatic installed in this model helps to shrug off the avoirdupois of the 130 to ensure that the task of propelling our well-built 130 is carried on. This is a great improvement from Land Rover because the 2020 Defender 110 SE, which was also given the same engine, requires about 6.2 seconds to climb from 0 to 60 mph and 14.9 seconds to coarse through a quarter-mile. On the other hand, the 130 moves from 0 to 60 mph in about 6.0 seconds, removing 0.2 seconds from the quarter-mile time of the 2020 Defender 110 SE as it powers through.

Pricing

The pricing for all runs of the Land Rover is different, which is normal. However, the 130 starts with the A trim level, skipping the steel-wheels stripper trim level. The S trim starts at $69 480, about $9700 higher than the 110 S trim. Aside from the S trim, there is the SE, the X-Dynamic SE, and then the X, which is retailed for $100 000, apart from the extra spend.  

For every 19 miles, the Land Rover 130 is predicted to consume a gallon of fuel. EPA estimates on its fuel economy show that this model is better than the Defender 110X with the same powertrain and equipped with an Explorer package, a snorkel, a side-mounted gear carrier, and a roof rack by 1.2 mpg. For these 130 models, the estimates are at 18mpg city and 20 mpg highway.

Pros and Cons

Pros

  • It is quite affordable
  • It is better than its predecessors in almost every way

Cons

  • It is quite slow when taking a turn
  • It is quite slow when taking a turn
  • It is not as spacious as it seems to be

Conclusion 

The Land Rover 130 is the vehicle to carry a crowd with when sightseeing. Although there are not enough spaces for luggage, there are just enough for as many as eight or even 9. This is thanks to the stretch in both capability and size that Land Rover made. Apart from that, it is stylish and does cost a fortune.

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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/