Definitely not the type of ride you’d expect to find at the mall, it has had its pictures taken in the great outdoors, further emphasizing its go-anywhere nature. If you have to know, it is indeed offered for sale, and it is not affordable by any means. But more on that in a few moments, as first we have to hypothetically dip our fingers into the stuff that makes it great.
Born in 1988, as a Land Rover Defender 130, and fully restored, and upgraded by Osprey, it looks pretty much like a military vehicle converted for road use. It is finished in Corris Gray Metallic, with matching roof and wheel arches, and has satin black powder-coated exoskeleton. The latter part protects the body whenever the driver decides to take a shortcut through the woods, and keeps the occupants safe in case it goes belly up. The extra lights turn night into day at the push of a button.
Getting it out of sticky and/or slippery situations is a winch mounted at the front. The truck has powder-coated hinges, and rides on 20-inch wheels, signed by Kahn, shod in 275/60 all-terrain tires. The suspension came from the aftermarket world, with heavy-duty Terrafirma shocks, 2-inch lift kit, and Puma-spec front and rear axles. Stopping power is provided by the disc brakes, and instead of rocking the original power unit under that classic hood, it has received something else entirely.
According to the tuner behind this head-turning project, the 6.2-liter LS3 V8, otherwise sourced from a Chevrolet Corvette, and hooked up to a six-speed automatic transmission, makes over 435 horsepower, and more than 445 pound-feet (603 Nm) of torque. Everything is obviously channeled to the four-wheel drive system. This Defender also features a heavy-duty transfer case with center locking differential, and many more goodies that help improve its credentials once it leaves the tarmac.
Taking a look inside reveals lots of leather, with diamond stitching, wrapped around the seats, and door cards, and Alcantara headlining. Hosting two aluminum cup holders, a wireless charging pad, and two USB ports, the center console is custom, and wrapped in leather. Heated front seats, aftermarket infotainment system linked to a premium audio signed by Rockford Fosgate, Bluetooth, DVD playback, Apple CarPlay, Android Auto, reversing camera, and more are included too. It also has air conditioning, power windows and door locks, and remote engine start. Heavy-duty rubber floor mats protect the Raptor-lined interior.
In addition to the aforementioned gear, this spectacular (for anyone who’s into off-roading) build sports many other upgrades, most of which have been mentioned by the vendor in the ad. Speaking of it, you can find the link here, but don’t click on it yet, as we still have to tell you how much it costs. So, think you can guess the number? Unless you said almost $200,000, or $199,950 to be more precise, you were wrong, because that is the asking price of this heavily-modified Defender 130 Pickup.
Sure, for much less than that, one could get something much more modern, and luxurious, that could still take you off the beaten path every now and then with minimal modifications (ahem, G-Wagen, ahem). Nonetheless, in order to turn it into a veritable off-roading brute that is capable of taking on almost everything Mother Nature could throw at it, the owner would have to spend more Benjamins. How much would you be willing to blow on this Defender, if you were in the market for such a machine?
If you’re a car enthusiast, then you know about the Land Rover Defender 90, 110, and 130. These cars were produced from 1983 to 2016 and had a loyal following all over the world. They were known for their durability and off-road capabilities, and many people consider them to be some of the best off-road vehicles ever made.
The Land Rover Defender is a British four-wheel drive off-road vehicle developed in the 1980s from the original Land Rover Series.
The Land Rover Defender was originally conceived as a simple, rugged workhorse that could tackle any terrain. But over time, it has become much more than that. It has become an icon of British engineering and a beloved vehicle all over the world.
The Land Rover Defender is truly one of a kind, and its history is just as unique as the vehicle itself. These vehicles were known for their unrivaled off-road capability and soon became a staple of British culture. Land Rover Defenders can be seen in all corners of the world, from the African savannah to the streets of London.
Their ruggedness had earned them a reputation as being virtually indestructible, and they quickly became a favorite of farmers, explorers, and anyone who needed a reliable and tough vehicle.
The Defender Series
The Land Rover Defender 110 was the first model that was produced. It was a three-door SUV that had a wheelbase of 93 inches. The Defender 110 was the next model that was produced. It was a five-door SUV with a wheelbase of 110 inches The Defender 130 was the last model that was produced. It was a seven-door SUV with a wheelbase of 127 inches, thus originally named the Defender 127.
All three models have a four-wheel drive and a manual transmission. They were all powered by gasoline engines, but diesel engines were also available on some models.
Some noticeable upgrades distinguished the newer Defender 90 and Defender 110 models from the older Series III. The most important of them all is the coil springs upgrade which made it possible for the new models to tackle even rougher terrain. A four-wheel drive with a more powerful engine was also one of the necessary upgrades. The interior had also received a more modernized look.
These two models would form the basis of the Defender lineup for the next decade.
The 110
The Land Rover Defender 110 is a classic car that was manufactured by Land Rover from 1983 until 1997. It was a popular choice for off-road enthusiasts and farmers, and it became known for its durability and reliability.
The Land Rover Defender 110 is a classic car that is still sought after by collectors and drivers who appreciate its unique style and capabilities. If you’re lucky enough to find one for sale, be prepared to pay a premium!
The Defender 90
The Land Rover Defender 90 is a compact off-roader that was introduced in early 1984. It is based on Defender 110, which was first launched a year prior. The Defender 90 is one of the most popular models in the Land Rover range and has been produced in a number of different versions over the years.
The 1984 Defender 90 featured a 2.5-liter diesel engine that produced 68 HP.
The Defender 90 is available in a number of different body styles, including a three-door short-wheelbase version, a five-door long-wheelbase version, and a four-door station wagon. A number of special editions have been produced over the years, including the Heritage Edition, which was launched in 2012 to celebrate the 60th anniversary of the Land Rover Series.
Even though the Defender series was and still is beloved by the off-road crowd, it was originally marketed as a family vehicle. These older models are still sought after by collectors and drivers who appreciate their unique style and capabilities.
The Defender 130
In 1983 Land Rover introduced another wheelbase to their lineup: the 127-inch wheelbase. Land Rover unveiled the Defender 130, originally named the 110 cab-crew, a stretched version of the Defender 110 with an extra row of seats.
This model was meant to take over the work, which the 110 just couldn’t handle. It was meant to be used by utility companies and the military. The 130 at first suffered from a lack of power due to the smaller sized engines; however, since 1990, it is only available with the two highest power Land Rover engines, the 134 hp (100 kW) 3.5-litre V8 petrol and the 85 hp (63 kW) 2.5-liter turbo diesel.
Conclusion
Throughout the years, the Land Rover Defender has undergone many changes. But one thing has remained constant: its ability to tackle any terrain. The Land Rover Defender is as iconic as it is popular, with a long and rich history that has made it beloved by many.
It is now available to order in the United States.
We spied the three-row Land Rover Defender for the first time in August last year when we saw a camouflaged prototype testing on public roads. It hinted at the changes planned for the most capable off-roader in the British company’s lineup in its transition towards a more family-friendly machine. Today, the Defender 130 debuts with seats for up to eight passengers, rich standard equipment, and two available electrified engines in the United States.
Sold in S, SE, X-Dynamic SE, and X trim levels, as well as a First Edition model, the longest Defender in history has been extended by 13.38 inches at the back, which is mostly visible in the extended rear overhang. It provides more room inside the cabin for the third row of seats giving the rugged SUV a 2+3+3 seating configuration. The cargo space also benefits from the extended dimensions and now offers up to 80.9 cubic feet (2,291 liters) of storage with the second and third rows of seats folded. In a five-seat configuration, the Defender 130 has 43.5 cu ft (1,232 liters) of load area.
Land Rover says the third row of seats can comfortably accommodate up to three adults with generous headroom available on all eight seats. Each row gets its own ventilation system and there’s an optional four-zone climate control exclusive to the Defender 130. Getting into the third row is effortless, the automaker promises, thanks to the foldable and moving second row of seats. Loading stuff into the trunk is made easier too thanks to a button in the load area which controls the SUV’s air suspension.
The standard equipment of the Defender 130 includes a 10.25-inch infotainment screen and an 11.4-inch instrument cluster display (standard on the X specification). Making its debut on a Defender is the Cabin Air Purification Plus system, which uses a patented technology for reduction and pathogen removal of nanoparticles eliminating odors and viruses. New color combinations and trim finishes are available exclusively on the three-row Defender.
Powering the Defender 130 in the United States is a range of two electrified gas engines – no V8 is available for the time being. The P300 is the base model with a 3.0-liter mild-hybrid turbocharged mill with 296 horsepower (218 kilowatts) and 347 pound-feet (470 Newton-meters) of torque between 1,500 and 4,250 rpm. Above it is the P400 with a more powerful version of the six-cylinder engine, generating 395 hp (290 kW) and 406 lb-ft (550 Nm) between 2,000 and 5,000 rpm. Every Defender 130 comes fitted with Land Rover’s all-wheel-drive system and an eight-speed automatic transmission developed by ZF. Also standard on every Defender 130 is air suspension and the Terrain Response system.
Needless to say, the Defender 130 is very capable on and off the road. It can tow up to 8,200 pounds (3,720 kilograms) and has a maximum payload capacity of 1,760 lbs (798 kg). If you see potential in the eight-seat Defender as an overlanding vehicle, you should probably know its maximum roof load is 662 lbs (300 kg) when the vehicle is static and 360 lbs (163 kg) when in motion.
The new Defender 130 can already be ordered in the United States with a starting price of $68,000 without destination and delivery taxes.
✔ 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.
