The 2022 Land Rover Defender 90 V8 mannequin highlights the truth that, of the numerous high-powered SUVs on the market in the present day, the bulk are of the long-wheelbase, four-door selection. The Jeep Wrangler Rubicon 392 provides up 470 horsepower from its 6.4-liter V-8, nevertheless it solely comes nestled inside the body rails of the long-wheelbase Limitless mannequin. Similar goes for the 400-or-so-hp output of the three.0-liter EcoBoost V-6 within the incoming Ford Bronco Raptor. After which there’s the four-door Mercedes-AMG G63, which hides a twin-turbo 4.0-liter V-8 underneath its militaristic hood.
Land Rover’s V-8 therapy for the Defender, known as P525, facilities round a no-nonsense supercharged 5.0-liter V-8 that completely will get with this system, with 525 standing for the engine’s output in metric horsepower. We discover this considerably odd, as England is aligned with the US in using brake horsepower as an alternative of PS, however we digress. By our measure, that quantities to 518 horsepower, which peaks at 6000 rpm, aided by 461 pound-feet of torque at 2500 revs. It is a severe piece of {hardware} that makes critically highly effective noise. However the bonkers half is that it is supplied within the two-door Defender 90 mannequin with a 101.9-inch wheelbase, which is 17.1 inches shorter than the four-door 110 model and the same quantity stubbier than something that might move as a competitor.
On the take a look at monitor, the D90 V8 launches laborious, its 4 275/45R-22 Continental CrossContact RX all-season tires hooking up on the best way to a 60-mph run of 4.4 seconds. It takes simply 10.6 seconds to achieve 100 mph, and the quarter-mile is historical past in 12.9 seconds at 109 mph. It is fairly tractable round city, too, due to the V-8’s abundance of low-end torque, the smooth-shifting eight-speed automated transmission, and a keenly tuned throttle pedal. Passing maneuvers are a snap, with the sprint from 30 to 50 mph dropping in 3.0 seconds flat and jaunts from 50 to 70 mph taking 3.6 seconds. Go simple on the accelerator, and the EPA says the mix is sweet for 16 mpg mixed (15 metropolis/19 freeway). We averaged 15 mpg throughout our week with the 90 V8 mannequin, although we did topic it to some low-range off-roading.
In step with the prodigious energy on faucet, the Defender 90 V8’s entrance and rear unbiased suspension has been fiddled with to ship a sportier driving expertise, to not point out the additional stability wanted for this tall, quick machine to deal with all these indignant ponies. The pretty vast, street-oriented tires are central to this, however the air springs are also firmer and the Defender’s adaptive dampers have been retuned. Sure suspension-link bushings have been modified out, and the entrance and rear anti-roll bars are stiffer. It additionally helps that the broad-shouldered D90 is 79.1 inches vast and that its 5334 kilos are evenly distributed over its entrance and rear axles.
The result’s a fluid driving expertise that feels on level when the street turns twisty. There is no extreme lean to the physique, and the steering is exact and effectively weighted. It is not a car that begs to be pushed laborious down canyon roads, however it could readily deal with a little bit of hustle. Its limits aren’t very excessive largely as a result of tires, which may solely dangle on with 0.78 g of grip across the skidpad, however that is most likely for the very best in a 77.5-inch-tall off-road-oriented rig. That is additionally extra stick than you will get in AMG’s G63, the final of which we examined managed solely 0.75 g. The larger problem is the D90 V8’s lengthy 195-foot stopping distance from 70 mph; from 100 mph, that quantity stretches significantly, to 379 ft, and is accompanied by sufficient short-wheelbase squirming to warrant our full consideration.
There are not any wallowing motions to the Defender’s journey high quality, and the suspension soaks up remoted impacts effectively. However the feeling on poorly maintained roads is much less composed and a bit firmer than you’d count on. Nonetheless, transition to rocky fireplace roads and the D90 settles again into its ingredient, thanks partly to the pliability offered by its all-independent suspension. Nonetheless, the D90 V8 is not really at residence within the filth. Sure, it acquits itself effectively on the straightforward stuff and it has a low-range switch case, an electronically locking differential, and a height-adjustable suspension for when the surroundings will get extra jumbled. However it’s nonetheless held again by the light tread sample and the quick sidewalls of its customary 22-inch tires. All-terrain tires are non-compulsory for $350, however they’re additionally 22-inchers, and we would count on them to additional hamper the Defender’s braking skill and grip. The out there no-cost 20-inch wheels solely come shod with all-season rubber, which means you’d nonetheless wish to go tire procuring in case you intend to hit the paths.
What’s extra, the D90’s most wheel articulation is not nearly as good as we would count on from a stubby off-roader. Pushed up a Ramp Journey Index (RTI) ramp, the place it scored a middling 511 factors, this Land Rover lifts wheels extra usually than the technician at your native tire retailer. That RTI rating corresponds to 2.3 inches much less wheel carry than the final four-door Defender 110 we examined, which is a testomony to the deleterious results that the D90 V8’s stiffer suspension has on its off-road functionality. For reference, a two-door Bronco scores 648 factors and a two-door Wrangler Rubicon is sweet for 847 factors.
On the flip facet, anybody who has frolicked within the again seat of a two-door Wrangler most likely will not be elevating their hand once more. Climbing into the again of a two-door Bronco is not an order of magnitude higher, although it’s pretty spacious when you’re located. In distinction, the rear quarters of a two-door Defender are literally roomy and nice. You will by no means look swish getting in or out, however the D90’s fastened roof means there is not any roll bar to clamber round, and it makes for wider three-across lodging, full with rear local weather controls and USB-C ports. Our Carpathian Version take a look at automobile fortunately lacked the $200 Signature Graphic trim panel behind the B-pillar, which needlessly creates blind spots for the motive force and rear passengers alike.
Up entrance, the Defender’s controls are comparatively easy, and the configurable instrument panel is loaded with helpful show choices. We just like the blacked-out Carpathian trim and the various dashboard texturing it brings, plus the microsuede wrap on the steering wheel feels good in your arms—so long as you retain it clear. Maybe the largest no-brainer is the $140 choice to improve the usual 10.0-inch touchscreen to an 11.4-inch unit, which makes probably the most of the Pivi Professional infotainment system’s crisp graphics and enhanced consumer expertise.
All this doesn’t come low cost, with the Defender 90 V8 opening at $106,260, the Carpathian Version tacking $6290 onto that, and our take a look at automobile ringing in at $113,500 with just a few choices. Price range an extra $3200 if you need the added comfort of a four-door model. However the V-8-powered Defender in the end comes off as a combined bag. Whereas it is definitely quick, its engine is splendidly brash, and it really works positive as a every day driver, it additionally illuminates the compromises in tuning an inherently off-road-oriented car for a street-oriented efficiency mission. Possibly it is best to not learn an excessive amount of into that and benefit from the two-door Defender 90 V8 for what it’s—a wildly highly effective and wholly distinctive tackle a contemporary SUV.
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