It’s easy to place, tracks bends faithfully, and we’d go as far to say that if the road is reasonably sized, it’s an enjoyable steer. Okay, it could be argued that this shouldn’t be a Defender priority, but we’re in a new world now, packed with car-based SUVs pretending to be off-roaders, and the Defender will need to swim in that pool to satisfy its owners.īeyond that, it corners with an accuracy that will surprise you. The first thing that surprises is the agility of the thing, and although it’s self-evidently no sports car, direct and well-weighted steering give it a positive relationship with the road, while the air suspension fitted to this model gives it a compliant ride and excellent body control.
That’s the tedious issue of performance figures out of the way – but how does it actually feel on the road? A bit of a revelation, actually. On paper that translates to a 0-62mph time of 9.1 seconds and a maximum speed of 117mph – but on the road, it’s more than adequate. Being the more powerful of the two diesels originally on offer, there was little wrong with the way it went – developing 237bhp and 317lb ft – going a long way to overcoming its hefty 2248kg kerb weight. Initially we drove a Defender 110 D240, a model that’s been discontinued for 2021, replaced by the D250. We’d fight shy of calling it premium, but it has an aura of quality with a dash of toughness. It’s a well-judged mix and, if anything, is a more successful new-age reboot of the franchise than the exterior.
There are exposed screw heads and ruggedised surfaces on the one hand, classy-looking aluminium panels on the other. Inside, the Defender mixes elements of the original’s functionality with the tech and equipment you expect of a modern car. As well as that, there’s an unending options list to truly personalise your Landie. All are driven through an eight-speed ZF automatic transmission and dual-range 4×4. To cap it all off, those V8 Defender editions get a 5.0-litre V8 supercharged petrol developing 518bhp.
RANGE ROVER 2022 DEFENDER PLUS
That’s taken as read when you consider there’s the base-spec Defender, X-Dynamic, XS Edition, X, V8 and V8 Carpathian Edition, each of which can be specced with S, SE or HSE specification packs.Īdditionally, you can choose between a mild-hybrid 3.0-litre six-cylinder diesel with of varying outputs (replacing the original 2.0-litre four-pot), a 2.0-litre petrol, a 3.0-litre, six-cylinder petrol also with MHEV, plus the plug-in hybrid P400e, which also utilises the 2.0-litre mill. If you want a Defender, you’re looking at a wait of a few months (especially now that the semiconductor chip shortage has gripped the industry), particularly if you’ve gone for the dinky 90 or been choosy with the configurator.
RANGE ROVER 2022 DEFENDER SOFTWARE
Land Rover’s latest electronic architecture is significantly faster than before and now features such delights as over-the-air software updates, plus an infotainment system that’s swift and responsive to use. It has 85 ECUs, and they’re constantly talking to each other at up to 100Mb/s – a major step forward. There’s bags of tech, too, as you’d expect. Off-road, the only notable difference between the short 90 and longer 110 is that the former has a ramp breakover angle of 31 degrees, but the latter’s extended wheelbase reduces its figure down to 28 degrees. Wading depth is up to 900mm deep, compared with 500mm for the old Defender, while the electrical system is tested to IP67 standard – they should be able to be submerged in water for up to an hour without damage. Approach angles are 38 degrees front and 40deg rear, providing it’s specced with air suspension, and it can climb a 38-degree angle and descend a 40-degree one (again on air springs).
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