The Land Rover Defender is an icon. An intense, luxurious off-roader that turns heads and can crawl up nearly anything. The problem? For the past 20+ years it hasn’t been available in the United States. But this Defender is different. It’s vintage, restored by Himalaya, and it’s powered by a Corvette engine. Plus Omaze is giving it away and if you enter between now and 12/21, you could win $50K to go along with it.
Here are the specs of the Defender in question, according to Omaze:
Maximum Seating: 4
Engine: 6.2-liter Corvette LS3 crate engine
Transmission: 6-speed automatic
Drivetrain: 4WD
Exterior Color: Satin Grey
Interior Color: Jet Black
Maximum Horsepower: 430 hp
Maximum Torque: 425 lb-ft
Approximate Retail Value: $210,000
Cash Alt: $157,500
Special Features: Black exterior roll bars and trim; Black 18” Sawtooth wheels with 35” tires; Wilwood™ brakes; 3″ lift; Black diamond-stitched leather sport seats; MOMO Millenium steering wheel; front and rear matching consoles; Himalaya gauge cluster; Himalaya front and rear bumpers, bed-mounted tire carrier, and extended fender flares; Puma hood; LED lighting
You’re probably asking yourself, what does it take to win? First of all, according to Omaze, “no donation or payment is necessary to enter or win this sweepstakes.” $10 will get you 100 entries, while $50 will get you 1,000 entries and $100 will get you 2,000 entries.
The donations themselves benefit Quavo Cares, which Omaze says, “focuses on improving the lives of youth through sports, education and the arts. Through their partnerships with various nonprofits, they work to provide resources and equipment for youth sports leagues in need, fund music and arts programs for young people in at–risk communities, support local food banks to help families facing hunger during the holidays and more.”
If you want this gorgeous example of a legendary SUV, enter here. The deadline to enter is March 25, 2022, at 11:59 p.m. Pacific. Plus, if you enter between now and 12/21, you could win $50k.
I learnt about the term greenlaning after coming to the UK. It is a popular activity and I wanted to be a part of it. Unfortunately some of the tracks that I saw on the net were quite technical and I did not want to break the Range Rover Sport. Things became dormant till we we got the Defender 90 a few months back.
BHPian BlackPearl recently shared this with other enthusiasts.
Ever since we got the Range Rover Sport, I had this itch for off-roading/greenlaning. I learnt about the term greenlaning after coming to the UK. It is a popular activity and I wanted to be a part of it. Unfortunately some of the tracks that I saw on the net were quite technical and I did not want to break the Range Rover Sport. Things became dormant till we we got the Defender 90 a few months back. The urge was back and I started following up with a few groups. Unfortunately most of the good tracks are up north and quite a bit of distance from London.
A glimpse before we start:
After studying online found that Lake District would be a good place to start. Saw an article in Land Rover Monthly where a couple suggested to start with a reputed company like Trailmasters. There was an upcoming Lake District tour arranged by Trailmasters and I immediately booked it. The cost per car is £200 for 2 days of greenlaning. We had to book our own hotel and Rajsri promptly booked a place called Autumn Leaves in Windermere.
I was extremely excited for the event and bought a steering guard for the Defender from Maltings 4×4. It is a Terrafirma steering guard. John from Trailmasters had said that a stock Defender could easily do the trails, but I certainly did not want to take any chance with an appreciating asset. I wanted the differential guards as well, but could not make up my mind on which ones to order. On hindsight, it was a mistake.
The steering guard from Terrafirma:
The problem in UK or maybe specifically in London, the garages are always full. They do not have time to do odd jobs. Unfortunately the FNG where I always go was shut down for reasons unknown and the owner was missing. I could not contact him, so started looking for other places to get the steering guard fitted. None of the garages that I went to was willing to do it. I found it really strange. Maybe someday I will find out the reason. So I decided to install the guard myself. The instructions supplied were lucid and I had no trouble initially. I was able to open the steering damper and install the left hand side bracket.
The bracket on the left:
But then I was stuck as I did not have the proper tools or strength to loosen one bolt on the right hand side.
Could not open that rusted nut and bolt on the right:
Back to square one and I had no time left. I was frantically thinking of going to Halfords and buy the tools necessary, but even then I was not sure if I would be able to do it. As a last resort I took the car to the the premises where my FNG was located. I had seen a few other garages in the same complex and I thought someone might help. It was a good decision and I found the right garage. The guys were really nice and quite eager to install the steering guard. After seeing their struggle to loosen the bolt I realized that I could not have done that alone. Some things are best left to professionals.
After installation:
The Trip
On a beautiful autumn morning we left London for Windermere in the Lake District. Stopped for lunch at a service area:
By the time we checked into our hotel it was late afternoon. We dropped our luggage, had a cup of coffee and left the hotel immediately as we were running short of time to visit the The World of Beatrix Potter Attraction in Bowness-on-Windermere. It closes at 5 pm and we reached there at 4, just enough time for the tour. It is an enchanting world where Beatrix Potter’s magical stories are brought to life in 3D and also tells us about her conservational efforts in the Lake District. Both Rajsri and I are big fans of Beatrix Potter and it had been on our checklist for a long time.
After the tour, we had a lovely cup of tea with scones and cream in the cafe. From there we roamed around the district and went to the hill top. We had been to Windermere in 2018 and it felt lovely to be back again. The weather was gorgeous and the countryside looked beautiful. We took the narrowest of roads through the trees that we could find and it was serene and tranquil with the only noise coming from the hum of the stolid engine of our Defender.
My Defender can call me dissolute when it comes to other Defenders, but I cannot help it. I ogle at Defenders and cannot stop myself from clicking pictures.
At the hilltop I saw this Defender 110:
We came down to Bowness and started looking for a good place to have dinner. Unfortunately most of the restaurants that we called up said that we needed prior reservation. Meanwhile the light was beautiful just after the sunset. I wish I had better photography skills to capture it.
Finally Rajsri found a place with fantastic ratings and reviews which could accommodate the two of us. It was Villa Positano. We had a good vibe immediately after entering the place. People were chatting and laughing, talking to each other and even conversing with people from other tables. At first I thought that they were the true Italians. Then after sometime we saw a sign board – “No wifi, please talk to each other”.
✔ 3 doors, 5 seats ✔ Engine 3.0T, 6 cyl. ✔ Engine Power 294kW, 550Nm ✔ Fuel Petrol (95) 9.9L/100KM ✔ Manufacturer 4XD ✔ Transmission 8 Spd Auto ✔ Warranty 3 Yr, 100000 KMs ✔ Ancap Safety
What happens when you drop $150,000 on Land Rover’s short-wheelbase Defender? Sam Purcell was happy to find out.
What we love
Smooth, powerful and enjoyable powertrain
Second row experience is better than you might think
Loads of technology
What we don’t
The price, which is a little outrageous
Options only make the price worse
20-inch wheels reduce off-road suitability
If you’re looking for a fully loaded Defender 90 – and your pockets run deep enough to sign the paperwork – this is the specification you’ll be looking at: a 2022 Land Rover Defender 90 P400 X.
The 90 refers to the two-door, short-wheelbase configuration, P400 refers to the powerplant under the bonnet (with 400PS, or 294kW), and X refers to the top-of-the-pops trim level.
Before the 386kW, $200,000+ Defender P525 V8 turns up, this Defender P400 X represents the most expensive and most powerful variant of the new Defender. But with 294kW and a starting price of $141,356 before options and accessories, this variant doesn’t exactly pull any punches in terms of power or price.
However, the question must be asked. Sitting atop a range that starts at just about half the price ($74,516), does a Defender 90 at this expense make sense?
Key details
2022 Land Rover Defender 90 P400 X
Price (MSRP)
$141,356 before on-road costs
Colour of test car
Haksuba Silver
Options
Comfort & Convenience Pack (Wireless charger, front centre console refrigerator compartment) – $1590 Front undershield – $1037 Privacy glass – $999 Three-zone climate control – $910 Leisure activity key – $910 Cabin air ionisation/PM2.5 – $606 Air quality sensing – $195
Let’s start in the back seats, because this is new and interesting for the Defender 90.
The seating position is quite good, with lots of space and great visibility thanks to the jacked-up seat base. It leaves the boot with a significantly lower floor, and a noticeable step up between the two. It’s not a deal-breaker, but it’s also not as practical as a floor that can fold flatter. But every bit of storage space in here should be kept, I guess.
Two adults will be absolutely comfortable in the back here, and three will only be a little bit of a squeeze.
Access into the second row isn’t as bad as you might think. Obviously it’s not as good as the five-door Defender 110, and won’t suit those with baby seats, but it’s acceptable and workable. Don’t forget, you can drop the air suspension down for easier access. One push of a button on the seat moves it forward all the way, and then a lever tilts the backrest forward for your access.
There is plenty of legroom in the back, and a multitude of power outlets: USB-A, USB-C and 12V totalling six (!) for the second row. Cupholders on the floor feel like a bit of a compromise, however, and windows in the back don’t open.
Actually, a total of 13 power outlets in this two-door car feels a little excessive. It’s a better problem to have than not enough, but could you ever use all of them at once?
We’ve also got the optional climate and vent controls in the back, and the seats (with 40/20/40 split) have a pop-down cupholder in the middle.
Don’t forget, this short wheelbase isn’t that short. It’s 4323mm long and sits on a 2587mm wheelbase, which is 283mm and 227mm longer respectively than the last-generation 90 (4040mm long and 2360mm wheelbase).
Up front, you get the same awesome and unique interior experience as other Defenders. X specification gets the nice materials inside, with brown leather trimming on the dashboard and doors, textured walnut on the centre console, and black treatment to the metals on the dashboard and steering wheel.
These leather seats have 14 different directions of adjustment, memory, heating and ventilation. The steering column has electric adjustment, and the head-up display is also nice – if not necessary – to have.
I personally really dig the brown materials and textured wood. But many facets are the same as lesser Defenders: the steering wheel, infotainment display and digital instrument cluster.
None of this is a weakness, as the two digital displays are of high quality and functionality with loads of functions to flick through. But aside from the higher-grade seats and a smattering of nice materials, it’s mostly the same hardware and software as lesser Defender specifications.
Other details include sporty metal pedals, a Meridian-branded sound system, and an optional cooled centre console.
The Defender’s 397L boot size feels similar to what you will get in a medium-sized SUV. There’s actually quite a bit of space available, as long as you’re able to stack things up high.
There is a 240-volt power outlet in the boot of our tester, along with an air compressor, hooks, air suspension buttons, and a 12V plug. The cargo blind is a flimsy-feeling fabric one that tends to flap around a bit.
2022 Land Rover Defender 90 P400 X
Seats
Five
Boot volume
397L
Length
4323mm
Width
2008mm
Height
1969mm
Wheelbase
2587mm
Infotainment and Connectivity
The Land Rover Defender was the first model to get the new Pivi Pro infotainment system, which is a winner. The operating system looks fresh and is easy to navigate around. There’s Apple CarPlay, Android Auto, native navigation and digital radio, and the inclusion of a volume knob (along with good steering wheel controls) makes it easy to manipulate.
This is joined by an equally impressive fully digital instrument cluster, which is a little bit fiddly to set and adjust according to your tastes. You do get there eventually, and you can choose between things like speedometers and tachometers, all the way through to a full-sized map. It’s crisp and well-detailed, which you cannot say for all.
Safety and Technology
The Land Rover Defender scores very well for safety and technology, which couldn’t be more different to the Defender that it replaces. Along with a recent five-star ANCAP safety rating, the Defender has lots of modern active safety technology like autonomous emergency braking, lane-keep assist, blind-spot assist, 360-degree camera with 3D functionality, clear exit monitor, adaptive cruise control, driver-condition monitor and traffic sign recognition.
Other stuff like tyre pressure monitoring, over-the-air updates, rear-view display through the mirror, keyless entry and push-button start, parking aid and high-end matrix LED headlights also help the equation.
For an off-roader, the inclusion of front and rear recovery points, which are rated for off-road use no less, is a great addition to have as standard fitment. While the stout-looking rear recovery eyes used to be only available for the X specification, Drive understands that this will be a feature made available as an option for lesser specifications as well.
Value for Money
As delightful and enjoyable as this Defender might be, the value-for-money equation really feels like it gets blown away in this specification.
It’s a problem made more poignant by the fact that kerbside appeal doesn’t really seem to be reduced by lower-specification offerings. While some might pine for the bigger alloy wheels, darkened exterior accents and two-tone treatment like we have here, the 18-inch steel wheels and simpler colour palettes of a car half the price of this one are equally as appealing.
Put that down to the design, which has largely been praised by most pundits, even though it’s been caught stealing the Discovery’s lunch.
And while Land Rover has made efforts to streamline the staggering amount of options and configurations available for prospective Defender buyers, there is still a maze of paths to investigate when finding a specification that suits your needs.
It’s safe to say, however, some options on this high-grade Defender do seem to be removing the urine, so to speak. Privacy glass ($999) takes the cake in this regard, but one could easily argue that things like a wireless charging pad and centre console ($1590) should be standard in this expensive specification, as well as three-zone climate control ($910) and front undershield ($1037).
At a glance
2022 Land Rover Defender 90 P400 X
Warranty
Five years / unlimited km
Service intervals
12 months / 20,000km
Servicing costs
$2250 (5 years)
Fuel cons. (claimed)
9.9L/100km
Fuel cons. (on test)
13.4L/100km
Fuel type
95-octane petrol
Fuel tank size
90L
Driving
This P400 motor – which uses a conventional turbocharger and a 48-volt supercharger – is wonderful. It’s got the classic smooth rumble of a straight six, and the two forms of forced induction allow for great linear responsiveness all through the rev range.
Its 294kW at 6500rpm matches a Nissan Patrol, for example, but at a higher rev ceiling and pushing much less overall inertia. The 550Nm matches a Patrol as well, but twin forms of forced induction allow a long delivery between 2000-5000rpm. So if you’re looking for prime petrol performance in a four-wheel drive, then this six-cylinder Defender has got the V8 Patrol beat.
This X-specification Defender has 20-inch wheels and air suspension, but doesn’t feel hugely different to the massively cheaper coil-sprung Defender 90 we drove a while ago. It’s still quite good, but not as plush as the 110. Blame the wheelbase. However, it has an added dose of liveliness thanks to the shorter length and lower mass.
Tyres tend to let qo quite quickly, but I think because it feels so well planted through ride and steering at speed, you tend to drive this Defender faster than one probably should. But regardless, it’s a lot of fun.
Not as practical as a 110, obviously, but it’s not as bad as you’d think. Much better than a Jimny or Wrangler, for example, because it’s a fair whack bigger (and also much more expensive).
What sort of car was somebody buying before the 2022 Land Rover Defender 90 came along?
Fuel economy: against the claim of 9.9 litres per hundred kilometres, we saw 13.4L/100km being used for the same distance during our test. In its defence, I did spend a fair amount of time exploring and enjoying that 3.0-litre straight six. You tend to forget how nice a straight six can be after V6s have dominated proceedings for so long.
Key details
2022 Land Rover Defender 90 P400 X
Engine
3.0-litre six-cylinder turbo petrol
Power
294kW @ 5500-6500rpm
Torque
550Nm @ 2000-5000rpm
Drive type
Four-wheel drive, low-range transfer case, active centre diff
Transmission
Eight-speed torque convertor automatic
Power to weight ratio
138.8kW/t
Weight
2245kg
Tow rating
3500kg braked, 750kg unbraked
Turning circle
11.3m
Conclusion
The Land Rover Defender 90 will never be a car that somebody buys on pragmatic or rational grounds. It’s what you want, rather than filling a specific job or need. The high asking price of this X specification pushes that envelope even further, and makes it virtually impossible to recommend amongst the broader range.
But that doesn’t take away the fact that this is a thoroughly enjoyable vehicle. To look at, sit in, and to drive, of course, the Defender is a real pleasure.
This 294kW 3.0-litre petrol engine is a peach and matches well with the eight-speed gearbox. The ride, while not as sumptuous as the longer-wheelbase 110, is still very good. Higher speed on-road driving is surprisingly enjoyable, especially if you have experience with the old-school Defender.
And, of course, there’s more off-road capability in this new Defender 90 than most will ever need.
This top-dog Defender (before the V8 turns up) will no doubt suit the tastes and budgets of many, and offers an interesting mix of urban chic, off-road ability, towing capability, and something of a small and fun footprint.
However, it’s not as compelling as it could be. And with the wide variety of specifications and options available, it’s not hard to find significantly better bang-for-buck in other parts of the ladder.
For when the $112,000 V8 Carpathian Edition isn’t extravagant enough
The new Land Rover Defender is decidedly not utilitarian. Some people want it to be — generally because they have a soft spot for the boxy Series models that birthed the Defender name — but the redesigned model that debuted in 2019 is, by all accounts, a luxury SUV.
Yet, is it luxurious enough? The most affordable model, the two-door Defender 90, currently starts just under $50,000; the most expensive, the four-door 110 with an optional V8 engine and luxury upgrades dubbed the “Carpathian Edition,” starts at $112,200; and that doesn’t even include the three-row model coming next year. But according to a new report, Land Rover is working on an even more sumptuous version of their heritage overlander.
Parent company Jaguar Land Rover is reportedly planning a luxury flagship version of the Defender that will be based on a yet-to-be-released platform that will underpin the new Range Rover, per Autocar out of the U.K. That would be the MLA (Modular Longitudinal Architecture) platform, which is designed for three types of electrification: mild-hybrid or plug-in hybrid (both of which still include a gas engine) or EV-only power. (At the moment, while Land Rover does offer a plug-in hybrid Defender in some markets, U.S. buyers only have access to mild-hybrid configurations in some versions of the SUV.)
According to Autocar, which cites unnamed sources, Land Rover is hoping to spread out the new Defender’s success across a range of models in the vein of the Range Rover nameplate. With heritage names across the industry being revived as more expensive incarnations of their former selves (see: the new Jeep Grand Wagoneer) with decided success, this seems like a winning formula, at least where profits are concerned.
There are few details about what an even more luxurious Defender could look like, but the outlet says it will have “a less rugged-style interior” (something we didn’t particularly like in our recent test drive) with “more extravagant colours, more sportily styled seats and a dashboard design that retains the high-mounted gearshifter as the main theme.”
In other words, we don’t know much. But that’s to be expected when citing whispers from anonymous sources about a vehicle with an estimated release date in the late-2024, early-2025 range.
OK, when I say Land Rover and what do you picture?
Boxy, utilitarian off-roader running through tall elephant grass or African Savanna grass, a photographer’s head and camera poking from the open roof. Maybe an elephant, giraffe or even a lion wandering in the background?
That’s because in 1948 Land Rover started cranking out said utilitarian boxes after Jeeps had invaded the British landscape during World War II. The Brits were relatively quick to duplicate and improve upon the Jeep for its own market and, Boom! Rovers sold like elephant ears at the State Fair. Those early models not only had high ground clearance, big rugged tires and four-wheel-drive, but fold down windshields and rear doors where we call fancy hatches these days.
Well, the good ol’ days are back (sort of) as Land Rover jumps back in to the more utilitarian end of the huge SUV market with its Defender series, which had disappeared in 1997 as Rover romped full force into the more profitable luxury SUV market.
Defender had been Rover’s entry-level more rugged Jeep-like models and now the new Defender 90 and 110 are that, with a healthy helping of luxury ladled on board. I tested the 110 back in January. It rides on a longer wheelbase and features four doors and a luxury price tag.
This time I romped the suburban tundra in a stylish (retro) Defender 90 First Edition two-door. This special trim was $65,450 and with just two options hit $66,475. Yet a base model with a less powerful 2.0-liter turbo I4 engine starts at down-market price of $47,125.
On looks alone the Defender 90, especially decked out in a light gray-green metallic Pangea Green paint scheme, is a rock star. Folks gawked, a few asked questions!
A Jeep-like vehicle with a short wheelbase is normally about as much fun to drive as a square-wheeled peddle car, but the Land Rover Defender feels refined and quite comfy on most city streets and in limited off-road romping.
This rides on a compact 101.9-inch wheelbase, but still looks muscular and stout. It clears the ground by 8.9 inches, will wade in 35.4 inches of water, and in First Edition trim packs an energetic 395 horsepower 3.0-liter inline 6-cylinder with mild hybrid system to power its electronics. A fine 8-speed automatic transmission easily melds with the big power unit for a luxury feel.
Trust me, a Jeep-like vehicle with a short wheelbase is normally about as much fun to drive as a square-wheeled peddle car. Think Flintstones! But the Land Rover Defender feels refined and quite comfy on most city streets, and in limited off-road romping. There is some bump felt on severe or sharp road imperfections, but the ride is generally pleasant indeed.
Power is luxury sedan smooth and instantaneous. Driving the Defender is fun as you can get on the gas and be quickly up to highway speeds. In fact, I found myself over accelerating initially in highway jaunts, needing to whoa this boxy beast down to avoid the constabulary.
Handling is precise and firm with moderate steering effort required and Defender corners well for a tall short-wheelbase vehicle. It never felt tippy, although from outward appearances you might assume it to be top-heavy. I did not get to use this in rugged terrain, but it’s capable and has numerous off-road settings, all controlled via a big touchscreen. I’d prefer a knob or button.
The Land Rover Defender features lots of handles for both driver and riders to hug when bounding around boulders. The dash also has a rail across the top and at both edges if you need to hang on for dear life.
Off-road options include mud ruts, rock crawl, grass/gravel/sand, sand, and wading for those nearly three-foot deep streams that need forded, or should that be Rovered? Comfort and a customizable Configurable settings also are available. Comfort works on city streets and highways.
So nimble is the Defender that parking is a breeze! One assumes that would help in dodging trees and rocks once off into the bush country too.
Speaking of which, there are a bunch of “dear Jesus” handles for both driver and riders to hug when bounding around boulders. The dash also has a rail across the top and at both edges if you need to hang on for dear life.
Otherwise the interior looks utilitarian. Door panels show exposed metal as in a Jeep and overhead there’s a cool fold-back cloth panoramic sunroof, powered of course. Seats are a mix of cloth and perforated leather-like material that would be easy to clean. Some of that texture is carried over into the doors and dash. These were a dark gray to black in the test truck with light gray trim on the doors and dash, which also had a shelf along its top face for storing sunglasses, phones, and rhino tranquilizer darts.
The Defender’s interior is fairly utilitarian. Door panels show exposed metal as in a Jeep and overhead there’s a cool fold-back cloth powered panoramic sunroof. The seats are a mix of cloth and perforated leather-like material that would be easy to clean.
Seats are fairly flat, but powered and heated up front (controlled through the touchscreen) and there’s a jump seat in the middle that can be folded up to allow more elbow room such as that needed when off-roading. Put it down and there are cup holders in its back for the front seat occupants. However, that seat is quite thick and feels pretty confining for the front seat folks and a bit high for a comfy armrest. Put it up though and it somewhat blocks rearward vision.
In fact, rear vision is tough much of the time with the rear seat headrests and spare tire on that back door blocking the view. Thank goodness for the backup camera, mounted overhead in the shark fin antenna housing on the roof.
Rear Vision is a challenge with the Defender since the jump seat blocks some of the view, along with rear seat headrests and a spare tire on the back door. However, the backup camera mounted overhead in the shark fin antenna housing on the roof certainly helps.
Rear seat folks also get a little ambient light from side skylights built into the Rover’s white metal top. Opening that cloth sunroof helps, too. The skylights are retro styling touches, as are the little round taillights and so much more here. All good, as the styling communicates modern retro inside and out.
Storage room behind the seats is even less than a Jeep Wrangler, which isn’t much. There’s enough space for maybe four or five upright grocery bags. Seats will fold down, of course, and there’s a power height button inside that rear-opening back hatch door. So if you’re loading up and need the vehicle higher or lower for loading comfort that’s a plus.
I’m no fan of a rear-opening door, especially with a big 20-inch tire mounted on it. The door is heavy and the tire partially blocks rear visibility. Does it look macho and rugged? You bet. But it’s style over function.
What surprised me the most about the Defender was the interior’s quietness. This being a box on wheels, I expected a lot more nubby off-road tire noise (20-inch tires here added $350 to the price), or more wind noise. Not so. Its interior is quiet as a near luxury sedan, allowing you to hear the fancy Meridian sound system, with volume easily adjusted by a roller on the steering wheel.
On the practical side, the powerful Defender is a fine trailer puller and will tow 8,200 lbs., and if the rear seats are down there’s decent cargo space in back. If you’re going to tow you’ll need the trailer hitch receiver, a $675 option.
Rovers are not known for stellar gas mileage, and the Defender 90 is not a true hybrid. It’s rated at 17 mpg city and 22 highway by the EPA, and I got just 17.1 mpg in a mix of city and highway drives.
However Rovers, now owned by India-based Tata Motors, are known for being electronic gremlins. I found only one slight glitch this time — the rearview camera liked to stay on when the SUV was in Drive for several minutes, but did switch to a front view. Hmm, maybe for watching out for wildebeests, or boulders!
Handling on the Land Rover Defender is precise and firm with moderate steering effort required and it corners well for a tall short-wheelbase vehicle.
Overview: 2021 Land Rover Defender 90 First Edition
Hits: Snazzy retro looks, awesome color, off-roading ability in spades, strong smooth power, good handling, and a nice ride for short wheelbase. Quiet interior, cloth folding panoramic sunroof, heated seats, radio volume roller on wheel, Meridian sound system, easy to park.
Misses: Poor rear visibility, rear hatch opens out like door, tire on door makes it heavy, fold-down optional middle front seat very thick making for uncomfortable arm rest, rearview camera stays on when in Drive for several minutes.
