What happens when you plant a supercharged 5.0-litre V8 into the cool, all-road-capable Land Rover Defender? Do you get the perfect flagship derivative? We test the sonorous Defender 90 V8.
We like: Explosive performance, majestic soundtrack, off-the-charts cool factor, formidable off-road capability
We don’t like: Expensive, not the most polished package, skittish ride quality
FAST FACTS
- Model: Land Rover Defender 90 V8
- Price: R2 392 760
- Engine: Supercharged 5.0-litre V8 petrol
- Power/Torque: 386 kW and 625 Nm
- Transmission: 8-speed automatic
- Fuel consumption: 12.8 L/100 km
- 0-100 kph: 5.2 seconds
- Luggage capacity: 297-1263 litres
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Where does the new Defender 90 V8 fit in?
The new Defender has proven extremely popular around the globe, even if it’s more of a luxury than a utilitarian SUV.
The new Defender has been a revelation for Jaguar Land Rover (JLR). Available in petrol, diesel and hybrid guises in 3 variants (90, 110 and 130), the Defender has rocketed up the sales charts around the globe. Land Rover SA’s sales figures suggest the model outsells everything else in the line-up by a comfortable margin. Local dealers say demand outstrips supply and it’s easy to understand why: it’s an attractively packaged, genuinely off-road-capable model with a huge “cool factor” – a grand replacement for the original Defender.
We have considerable experience with the Land Rover Defender (both 90 and 110 versions) and even embarked on a road trip across the Western Cape in one. However, JLR recently added a petrol-powered flagship to the range. Simply named Defender V8, it was ostensibly created to compete with the AMG version of the Mercedes-Benz G-Class and whatever other performance SUVs upper-crust buyers might consider, um, acquiring. Does a supercharged 5.0-litre V8 petrol engine suit a Defender? That’s what we want to find out in this review.
The Defender V8’s supercharged 5.0-litre motor produces peak outputs of 386 kW and 625 Nm.
Given the flashy (some would say ostentatious) models it goes up against, the V8 does a good job of blending in with other Defender derivatives; you’ll have to keep your eyes peeled for the quad exhausts, small V8 badges on the flanks, and blue brake callipers to know that this is something special. We’re rather well acquainted with this motor and despite the advent of the electric-car era, the supercharged 5.0-litre V8 has somehow dodged the executioner’s noose.
It’s remarkable how JLR has utilised this engine in a variety of applications and states of tune. The previous-gen Jaguar XFR and current F-Pace SVR will be Cars.co.za favourites forever, as will the mighty Range Rover Sport. Let’s not forget that pocket-rocket F-Type R either.
The V8-powered Defender sits at the top of the 90 line-up and a 110 version’s coming soon.
Rivals? Given the Defender V8’s boxy shape and off-road cred, the Mercedes-Benz G-Class is indeed the first one that comes to mind, but at this price point, you can get only the diesel-powered G400d. If you want the Mercedes-AMG G63 that sits in the R3.5-million bracket! If you’re after a luxurious V8-powered SUV, but willing to accept limited off-road capability, then look to the German marques. The BMW X5 M50i, Mercedes-AMG GLE 63 S and Audi RSQ8 are all priced similarly, but none of them is as distinctive as a Land Rover Defender.
See how the Defender 90 V8 stacks up against other V8-powered SUVs.
How the Defender V8 fares in terms of…
Performance and economy
With 386 kW and 625 Nm on tap, the Defender V8 delivers muscular acceleration whenever required. Some may point out that the supercharged motor is capable of higher outputs, but it wouldn’t be in JLR’s interest for a Defender to overshadow its other rapid models, such as the 405-kW Range Rover Velar SVAutobiography. Besides, it would be quite a handful.
Heated and ventilated front seats should be standard at this price point – and they are!
Still, the flagship Defender 90’s peak outputs and performance figures are sufficiently impressive. Land Rover claims a 5.2-sec 0-to-100 kph time and a top speed of 240 kph, which may not make the V8 the fastest thing around (considering what hyper hatches, such as the Audi RS3 and Mercedes-AMG A45 S, can achieve), but when you consider the Defender weighs around 2.5 tonnes and is shaped like of a maritime cargo container, it’s fast enough.
Then there’s the Defender V8’s evocative soundtrack. The engine has a glorious rumble, with the quad exhausts reminding bystanders that this is no run-of-the-mill Defender derivative. It roars majestically when you stomp on its accelerator pedal, but interestingly, the tailpipes don’t emit pops or crackles on overrun, which we attribute to ever-stricter emissions and noise regulations. If the F-Pace SVR has this function, then why can’t the Defender V8?
The quad exhausts are cleverly positioned to not diminish the Defender’s departure angle
The supercharged 5.0-litre V8 directs its considerable shove to all 4 wheels via an 8-speed automatic transmission. This gearbox delivers smooth shifts at the appropriate points, which contributes to a relaxed driving experience, but, alas, it’s not very responsive when you need it to produce a salvo of acceleration. We’re not talking about a flat-out sprint, mind you, but when you lean on the accelerator pedal, the ‘box seems hesitant to change down a gear.
When little seems to happen, you apply progressively more force to the long pedal until the transmission suddenly kicks down a few gears, after which the Defender V8 will hurtle towards the horizon as if it is fleeing from the gates of hell. It’s a frustratingly on/off throttle response, but you can avoid such sudden lunges by making use of the gearshift paddles.
Black on black with blue brake calipers… quite the visual statement.
Fuel economy is probably of little concern when you’re piloting a 5.0-litre V8-powered SUV that costs around R2.4 million (if you can afford this beast, you should be able to feed it too). Officially, Land Rover claims 12.8 L/100 km, but towards the end of the Defender V8’s tenure in our test fleet, it indicated an average consumption figure of 16 L/100 km. Ooph.
Ride and handling
Given that this is a performance-oriented Defender, the engineers in Solihull have tuned the V8’s air suspension to compensate for the heavier engine – and its performance potential. Land Rover says the flagship has bespoke spring and damper rates, with an electronic active rear diff, which is said to provide “more engaging handling and improved body control.”
Does it work? No, sadly not. The Defender V8 indeed feels sporty, but its ride quality has been compromised. One tester noted that the suspension was – somehow – soft/wallowy, but simultaneously crashy. Unless you drive really slowly over speed bumps, expect some jarring inside the cabin, which is odd considering the standard Defender irons them out with ease.
The 22-inch wheels really look the part, but they do nothing for the Defender V8’s ride quality.
It seems as if all of the supple ride comfort offered by standard Defenders has been sacrificed at the altar of “a sportier drive”. Perhaps the short-wheelbase body configuration contributes to the harshness because there’s more vertical movement from the nose than expected…
When you accelerate hard, the V8’s front end rises like a speedboat’s nose and under hard braking, it pitches dramatically. This does happen at the edge of the operating envelope, but given the performance on offer, you’d expect customers to explore the flagship’s limits. We also reckon the massive (22-inch) alloy wheels are not conducive to ride comfort either.
Does the Land Rover handle with a modicum of agility when you make it corner at, let’s say heady, speeds? Yes, the steering setup is impressively direct and accurate. Grip levels are impressive (when you consider the vehicle’s high centre of gravity and sheer heft) and, when you really whip the ‘wheel into an apex, the vehicle’s body roll is less than you may expect.
The seats are not the most supportive, plus, in our test unit, the plastic seat base came loose.
The seats don’t offer much in the way of lateral support, so do brace yourself before the Defender V8 barrels into a corner. Don’t expect a sports sedan-like level of dynamism – the laws of physics simply won’t allow it. The Land Rover does feel a bit more engaging to drive and planted than a Mercedes-Benz G-Class, which is probably what JLR was aiming for.
The Defender V8 had about 14 000 km on its odometer, which was a higher mileage than we usually see on test units allocated to the media. Well, perhaps the vehicle had lived a hard life or Land Rover’s quality issues persist – it could be a bit of both, but the Defender V8’s cabin emitted quite a few rattles and squeaks. The seat ventilation fan was annoyingly loud, and when we tried to drown it out with the excellent audio system, one of the speakers rattled.
We also noticed quite a bit of wind noise around the driver’s window and the trim at the base of the driver’s seat repeatedly came loose; such issues are alarming on a R2.5-million car.
Pivi Pro is one of the best infotainment systems period.
Features, tech and safety
As befitting the flagship of the 90 line-up, the Defender V8 comes generously equipped with standard features; indeed, there are precious few extra-cost options to consider.
The 14-way electrically adjustable front seats offer heating and cooling, the suede-accented steering wheel is heated, plus you’ll find a drinks refrigerator in the central armrest, tri-zone climate control, a digital instrument cluster (with smart-looking graphics and themes) and, last but not least, the latest Pivi Pro infotainment system that utilises a 10-inch touchscreen.
This Pivi Pro infotainment system is one of the best in the premium SUV segment – it responds to inputs promptly and starts up quickly, because it has a dedicated power supply.
The Defender has more USB ports than you’ll ever need
Drivers will appreciate the high-quality Meridian surround sound audio system, heads-up display and Android Auto/Apple CarPlay connectivity. There are numerous USB ports in the cabin and you can charge devices from at least 6 of them. The rear-view mirror also displays the feed from the reverse camera, which is helpful (the 90 does have a few blind spots!).
As for safety- and assistance tech, the Defender V8 has surround-view cameras, half a dozen airbags and emergency autonomous braking. Terrain Response 2 off-road tech is provided (if you ever you decide to venture off-road) and a tow bar with advanced tow assist is standard.
The cabin is nicely laid out and feels reasonably well assembled.
Packaging and Practicality
The Defender’s retro-inspired – and unashamedly boxy – design has won it many fans. The flagship derivative looks particularly brooding with its 22-inch wheels, quad exhausts and matrix LED headlights, in combination with the Santorini black paint finish. If “looking mean” is your thing, then the spec you see here might be worth looking into. It’s also a tall vehicle, so height clearance might be an issue when you drive into underground parking garages. Fortunately, with the adjustable air suspension, you can manually lower the ride height.
Setting the vehicle to access height also eases occupant ingress and egress, especially if you’ve got passengers in the 2nd row. The 2-door configuration hampers practicality, but once passengers have managed to worm their way into the rear seats, they’re availed more room than expected. There’s enough leg- and headroom for tall people, but exterior visibility is limited due to the car’s design… so it does feel like you’re in a dark hole back there.
As the Defender V8 is a derivative with the 90 body style, luggage space has been sacrificed for rear legroom.
As we mentioned in our previous Defender review, that comfortable rear accommodation comes at the expense of luggage capacity. Land Rover claims the load bay can hold 297 litres… and you’d be lucky if you could fit 2 full-sized cooler boxes in there (if you fold down the rear seats, you get up to 1 263 litres, however).
Finally, some may find the side-opening tailgate a bit heavy/cumbersome, but bear in mind this derivative is not targeted at family-car buyers, so these two criticisms point out drawbacks; they’re not deal-breakers.
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Price and After-sales support
The Land Rover Defender 90 V8 is priced at R2 528 600. There is a bigger 110 version coming in at R2 648 600… if you want the V8 powertrain, but you require more practicality. The vehicle comes with a 5-year/100 000 km warranty and a 5-year/100 000 maintenance plan.
Verdict
The V8 engine is a treat, but the total package could do with more refinement
If you desire a vehicle that projects success and wealth, has a snarling V8 and is undeniably cool, but can’t quite stretch to the Mercedes-AMG G63’s asking price, then the Defender V8 might be just the SUV for you. Interestingly, the G63 is almost impossible to come by (low production volume), which makes the Defender V8 an even more attractive prospect.
What’s more, this is probably the last time we’ll see the supercharged 5.0-litre V8 engine in service, unless JLR’s SVO division decides to up the power and make an even wilder version. It’s not likely, but given SVO’s track record, we wouldn’t rule out the possibility entirely.
Should you buy one, though? Unfortunately, cool cars aren’t always great cars. Yes, the top-of-the-range Defender 90’s performance is hysterical and it produces a delicious racket, but we have a lingering feeling that this Land Rover product isn’t as polished as it could be.
Perhaps it was rushed from the development to the production stage (we’ll never know), but given how high the bar has been set by the other Defender derivatives, the 90 V8 falls a little short. It’s a pity, as it has all the on-paper ingredients to offer an incredible package. Given its lofty price tag, there’s better value and more comfort to be had lower in the Defender range.
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