Driven. Land Rover Defender X-Dynamic 90 P425
- Jun 3
- 6 min read
The Landrover Defender has a long heritage that stretches back to the late 1940’s; with the current models’ great-great grandfather, the series 1, making its debut at the 1948 Amsterdam Motor Show in the form of the Series 1.
It was a comparatively spartan machine, proudly displaying its utilitarian roots for the world to see, complete with WW2 surplus green aircraft paint over its aluminium panels.
The latter was a function of post-war steel rationing, but ultimately resulted in benefits that made it the brand that it is today. You see, aluminium panels mean both weight saving and rust resistance; the latter a massive boon given the off-road capability on offer.
Slab sided in design externally, with basic accommodations on offer inside, the body on frame design was underpinned by live axles and leaf springs.
It was and still is adored by a loyal worldwide fan base that stretches from the off-roader, classic car collector, right through to military enthusiasts given the deployment it has seen across many nations over the years.
Resultingly, climbing behind the wheel of this Borasco Grey-and-gloss black short wheelbase 90 was loaded with expectation. The sentiment was driven predominantly by reflections from fans, who labelled the brand soft for diverting away from its more basic and rugged roots.
The truth is when you stop to take in the Defender beyond its boyish and aggressive angles, it maintains a pleasantly old school aesthetic. The short overhangs either end create an abruption in design that bestow an almost unfinished look when compared to modern vehicular designs, let alone strong approach and departure angles.
Exposed tailpipes are the kinds of things you may see on a base model dual cab ute, not a 6-figure British luxury SUV. No norms are conformed to here, an endearing trait indeed.
Nevertheless, there is a pleasing edginess in the basic shape, which is softened by curves and interesting features such as the taillights, an attribute I was particularly enamoured with. They integrate into gloss black vertical feature panels that run downward from the roof and are supplemented by 2 recessed indicator lights in the quarter panel.
In fact, gloss black features across various highlights, including the grille and lower sections of the bumpers. Up front the Matrix LED headlamps are far more recessed than may be evident at a fleeting glance; something I discovered when washing the Defender. The whole kit and kaboodle is finished off by 20-inch charcoal grey wheels, wrapped in Good Year Wrangler All Terrain rubber.
That colour theme continues when you open the enormous front door. This is no exaggeration, because the doors are larger than those on the 110 to allow access to the rear seats. In practice though, they require extra care in tight parking spaces.
Once inside, it’s all beautiful bone-coloured faux leather that stretches around the interior, interrupted only by contrasting dark charcoal surfaces. The driver’s seat is large and comfortable, offering electric adjustments to get comfortable. Although I did feel as though the right bolster was a little off.
They were also heated, which was well appreciated during what was a wet and cold week behind the wheel.
That steering wheel gets the same temperature control, and is electronically adjustable for reach and height. It’s a large diameter unit, which only amplifies what is a long ratio; but more on that later.
Cabin size is a surprise in the Defender 90, and the centre console bin was the first hint. With two adults in the front row there’s no awkward elbow touching whatsoever – which could be a different kind of issue depending on one’s passenger.
Headroom is also generous, with a panoramic sunroof overhead making an already bright cabin all the more airier.
The dashboard ahead features a shelf that runs across its length. Initially I mistook it for a design feature, until the better half sat her clutch on it one evening. From that point onwards it carried all manner of items, it even has a rubberised base to prevent the stored items from moving around.
A 13.1-inch screen takes pride of place in the centre of the dash, which is supplemented by a 12.3-inch driver screen and head up display. The latter was a necessity given the chaos that sits under the bonnet.
Operating systems were familiar and relatively intuitive given prior experience, with wired and wireless CarPlay and Android Auto available via USBC ports up front. Whilst a Meridien sound system provides the tunes when one tires of the mechanical soundtrack.
The second row was a further surprise. In concert with those large doors, both front seats move forward; electronically on the drivers side, and a much faster manual solution on the passenger side.
I won’t say it’s a doddle, but once back there the benefit of a full-sized Defender cabin is available. You read correctly, the 90 possesses the same passenger cabin as the 110, although the seats sit a little higher, which is a benefit for vision.
Two adults could sit back there without feeling claustrophobic either, thanks to the large, fixed side windows and safari windows above.
A couple of USBC ports handle device charging, and separate air-conditioning controls are available too.
A large swinging door reveals a 297L storage space, likely enough for two medium sized suitcases. Whilst this is the comprise of the chassis – with the seats folded down one could access panel-van like proportions of 1563 litres.
Any negatives expediently dissipated at the press of the console-mounted starter button, where a brief metallic whirring fires up the 5-litre supercharged V8 engine.
I wish I’d been a fly on the wall when the decision was made to axe the outgoing petrol 6, only to replace it with this angry, whining lump of happiness. Whilst the rest of the world is hell bent on “small displacement big boost” ICE or hybridisation, this is the ultimate finger to the establishment – and I love it.
The mill has featured in a range of vehicles within the group including the manic Fpace SVR I reviewed some time ago. Whilst detuned compared to that application, it still manages to conjure 313kw of power and 550 Newtons of twist.
But it’s the sound and delivery that makes this a hoons dream. It’s goes from a pedestrian throbbing pulse at small throttle openings, to a guttural wail complete with the whine of the charger as it approaches redline, only to grab the next of 8 available ratios.
The short wheelbase means the dip of the rear and picking up of the front end is aggressive and punctuated, which only adds to the drama. It feels far more exciting and special then any “base” engine should. I just wish there were paddles on the wheel, because the centre console mounted shifter is just too far away and awkward to use when driving in anger.
The downside is fuel consumption, which landed in the mid 18s for me. I wouldn’t take that as gospel though, because it would almost certainly be a function of the right foot. I wasn’t babying it, that’s for sure.
A filming run through some twisties revealed the reason why the team never bothered with the paddle shifters, because the dynamism in cornering is simply not there. It’d surely be punctuated by the soft and tall sidewalls, but fundamentally this car isn’t setup to corner – to think it could was irrational.
It does ride on air suspension, which is supple and comfortable when pottering, and allows for up to 145mm of movement.
Unfortunately, time didn’t allow for off-road testing during the loan period.
I fell for this Defender 90 – for all the wrong reasons; I think.
The dissonance emanated from what I loved about it most – non-conformance. Let me explain. You don’t buy a Defender because it sounds tough and can surprise people at the lights.
Or maybe you do, and I just had the wrong idea all along.
Like – that engine, cabin size despite 2 doors, it’s just damned cool.
Dislike – it needs paddle shifters, expensive at $150k as specced, those huge doors
Carguy rating - 9.5
It’s not supposed to sound like that, nor is it supposed to sprint that way. It’s not supposed to turn, and it doesn’t. Ultimately this was one damned cool car to get around in. It’s effortless, classy and comfortable, with an angry side that is an utterly absurd prod of the throttle away. A supercharged V8 in a car like this makes absolutely no sense! I want one as a daily and I want it now! Would buy!
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