Test bench | Land Rover Defender 110 V8: guilty pleasure

With the Defender 110 V8, Land Rover not only forgets the concept, but also the spirit of the times.

Eric LeFrancois
special collaboration

Chewable, right?

Of course, we find the red cheeks of his childhood by discovering the Defender of the XXI^e century. But the resurgence of this iconic model appears, especially in its V8 version, as a futile exercise in style.

Obviously, on the floor of the assembly line, there are still a few V8s to bolt on before the brand attaches a wire to the wheel (it promises) of its products. The idea of ​​housing (the verb “bury” seems too premonitory) an engine of more than 500 horsepower under the “bonnet” of the Defender seems rather absurd for the times we are going through. One thing is certain, the management of Land Rover has an interest in reflecting. The Defender V8. The latter weighs more than 2600 kilograms. That’s more than a comparably sized EV and 410kg more than the Defender 110 with a four-cylinder (yes, there is).

One could quite rightly reproach the Defender 110 V8 for driving against the grain of ecological aims, but the reality is that Land Rover will produce very little of it. And for good reason, this timeless variation requires a disbursement intended for those who are sheltered from need.

At the risk of shocking, the presence of the 5L V8 engine brings a new dimension to the Defender 110. That said, and to be clear, the 3L six-cylinder is the logical choice within the range. It is the most economical at the pump (including compared to the 2 L) among the range of mechanisms currently offered in Canada. A plug-in hybrid engine (see our boxes) exists, but it fits exclusively under the hoods of the Range Rover and Range Rover Sport.

The V8 is overflowing with vitality, but above all, it enlivens a chassis that we would ordinarily describe as nonchalant. To compress the movements of the body, more fleshy anti-roll bars lend a hand to stricter shock absorbers. Matched with rubbers as adherent as Velcro, the 22-inch rims house, for their part, more powerful stirrups. The piece de resistance of this transformation, however, is nested in the rear differential. This blocks the front wheels more firmly when accelerating out of corners, which has the effect of facilitating pivoting in curves, or even slightly oversteering. This driving aid interacts with another device, the Terrain Response 2, which incorporates a Dynamic Drive mode. The latter helps to stir up the throttle response, stiffen the suspensions and sharpen the torque vectoring reactions.

This train of transformations will seem more spectacular than it really is. In fact, none of these refinements corrects the nonchalance of the management. Nor do they sufficiently attenuate the nodding of the body nor do they attempt to lighten it. Therefore, we only come to wish for a fully electric thruster. This one would be as heavy, if not more perhaps, but would improve the pure performances (the times especially). It would drastically reduce that vehicle’s environmental footprint and, for the foreseeable future, cost much less to refuel. On this subject, the tank of the Land Rover Defender 110 V8 dries up as quickly as a toilet flush: more than 15 L/100 km. We may take all the precautions (respecting the Highway Code), practice eco-driving, nothing to do. This V8 acts like a siphon.

The Defender 110 V8 easily lends itself to criticism, but it is nonetheless fundamentally endearing. Like its main (and only) rival, the Mercedes G. Like the German, the English SUV plays on several registers. Able to torpedo in a straight line, this Defender does not disdain to cool its tires in a ford or mud. Despite sharper driving aids, this Land Rover is struggling in the rapid sequences of turns where it seems more difficult to give it a sustained and fluid pace. On this subject, the British manufacturer would seem to have an alternative solution: an even more shocked version. This would be at the end of the development phase with the sports antenna of the SVO group (Special Vehicle Operations) and could integrate the range during the next year.

The charm works

We can’t help but feel a curious feeling of anticipated nostalgia as it seems obvious that this kind of model will very soon no longer have the right of citizenship. In its V8 version, at the very least. But never mind, the Defender 110 remains, regardless of the mechanics that drives it, a vehicle in which you feel good. The most difficult thing is to define in what way. Let’s keep the driving position apparently higher than usual (the furniture is anchored lower than usual). Without forgetting the attention paid to details such as this trench which splits the dashboard over almost its entire width to accommodate small objects.

Rather clear, the seats allow four people to travel comfortably. As an option, but only on certain liveries, the buyer has the choice of a 5 +2 configuration. The 2 defines here the integration of two folding seats for two (small) occasional passengers. The loading surface, which is accessed by a door as heavy as that of a safe, unfortunately opens in the wrong direction (sidewalk). Another disappointment, the space, although cubic, has nothing monstrous and invites to spend for the exterior luggage racks and the separation grid. Good news: all of them can be found in the optional accessories section. An exercise that you will most certainly have mastered with the mountain of dollars necessary to acquire this extraordinary model.

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The Press will soon publish the test of the following vehicles: Audi Q4 e-Tron, BMW 2 Series, Genesis G80, Honda HR-V, Lexus RX. If you own one of these vehicles, we would love to hear from you about your experience.

Performance

Engine

• Supercharged 5-litre V8
• 518 horsepower between 6000 and 6500 rpm
• 625 lb-ft of torque between 2500 and 5500 rpm

Performance

• Weight (minimum-maximum): 2601 kg
• Acceleration (0-100 km/h): 5.3 seconds
• Maximum towing capacity: 3500 kg

Gearbox

• Standard: 8-speed automatic
• Optional: none
• Drive Mode: 4×4

Tank and gasoline

Tires

• 255/60R20 (standard)
• 275/45R22 (optional)

Tank capacity and recommended gasoline

Dimensions

• Wheelbase: 3022mm
• Length: 5018mm
• Height: 1967mm
• Width: 2008mm

Options

From the smallest to the biggest

90, 110 and 130. This is not the combination of state coffers, but rather the sequence of numbers assigned by Land Rover to the various Defender formats. The 110 on test is 435mm longer (excluding the spare wheel taped to the tailgate) than the 90, but 341mm shorter than the 130. This shares the same wheelbase as the 110 (3022 mm). That of the 90 is established at 2587 mm.

Distinction

Only the 3.0L six-cylinder engine is advertised as a “hybrid”. But on closer inspection, it’s a hybrid. at least, even subliminally. It smooths out the efforts of the 3L gasoline engine while recharging its tiny battery during deceleration phases. Minimal, the gain in consumption is however non-negligible. In Europe, Land Rover offers on board the Defender a two-headed engine on a socket worthy of the name, but for the time being, it is reserved for the country for Range Rover and Range Rover Sport. At the same time, Land Rover is continuing its experiments with the Defender with a view to certifying a hydrogen-powered propulsion system.