Land Rover Defender 90 2022 review

Replacing a much-loved, classic mud-clogging design that has long since fallen into disuse is one thing, but continuing it with an innovative, refined, spacious and lightweight SUV wagon with an eye-catching design. quite an achievement. If you pick it up wisely, the 90 can be everything to everyone, not just those who live out of town.

According to the respected Danny Minogue, THIS IS IT! This is where the new Defender Land Rover really hits the music. It's a long-awaited, long-awaited short-wheelbase '90' three-door station wagon.

Introduced almost a year after the release of the 110-door 5 station wagon, the 90 has become a true style icon in the New Defender lineup. More so than other Land Rovers such as the Range Rover, Discovery and Evoque, the 90 has direct lineage from the 1948-inch wheelbase of the 80-door original 2.

But is this a case of style over substance, and sentimentality over common sense? The answer may really surprise you.

Land Rover Defender 2022: standard 90 P300 (221 kW)
Safety Rating
engine's type	2.0 L turbo
fuel type	Premium unleaded gasoline
Fuel efficiency	10.1l / 100km
Landing	5 Places
Price from	$80,540

Does it represent good value for money? What functions does it have? 7/10

Let's remove the most difficult part of the path first. Defender 90 prices are not for the faint of heart. The most basic model starts at $74,516 before travel expenses, and it's not exactly expensive with standard equipment, although everything you need is included. Even the steering wheel is plastic.

Referring to the short wheelbase model's historical size (in inches), the 90 is divided into eight models and five engines, as well as six trim levels.

Here's the price breakdown, and they're all excluding travel expenses - and listen, because it can be confusing as the Defender is the most highly configurable LR ever made! Buckle up, people!

Only the base petrol P300 and its slightly more expensive D200 diesel counterpart, priced at $74,516 and $81,166 respectively, come standard, officially known simply as "Defender 90".

These include keyless entry, walk-through cabin (thanks to the gap between the front seats), active cruise control, dual-zone climate control, Apple CarPlay and Android Auto, digital radio, 10-inch touchscreen with LR display. an advanced Pivo Pro multimedia system with wireless updates, a surround view camera, heated folding exterior mirrors, semi-electric front seats, LED headlights, rear parking sensors, 18-inch wheels and all the most important safety features, which I will cover in detail in the Safety chapter .

Defender 90 prices are not for the faint of heart.

For a $80k+ luxury SUV, it's pretty basic, but then again, it has proper all-wheel drive capabilities. More on this later.

Next up is the "S" and it's only available in the P300 starting at $83,346 and the D250 starting at $90,326. Color-coded S-shaped exterior trim, leather upholstery (including steering wheel rim - finally!), digital instrument cluster, front center console, 40:20:40 split folding rear seats with armrest, and 19-inch alloy wheels! Oh luxury!

The SE breaks the $100K mark by about $326 and is only available with the P400, which means a 3.0-liter turbocharged inline-six petrol engine, matrix LED headlights, fancy ambient lighting, better leather, an all-electric front end. driver-side memory seats, a 10-watt audio system with 400 speakers, and 20-inch alloy wheels.  

Meanwhile, the deluxe P400 XS Edition, starting at $110,516, lives up to its supposed name with body-color exterior details, a panoramic sunroof, privacy glass, even trickier Matrix headlights, a small fridge, a ClearSight rear-view camera (usually an option for $1274 elsewhere), front seat cooling and heating, wireless smartphone charging, and electronic air suspension with adaptive dampers that completely dampen the road for a lush ride. At a price of $1309, this is an indispensable option for the lower grades.

For more focused off-road adventures, there's the $400 P141,356 X, which has a few more 4×4-related items, plus goodies like a windshield-mounted instrument display and 700-watt surround sound.

Literally and metaphorically, the Defender 90 stands apart (pictured D200).

Finally - for now - the $210,716 P525 V8 looks like the full mini Range Rover embodied in the Defender 90 package. leather, 240-inch wheels, and even a wearable "Activity Key" watch that allows surfers, swimmers and others who regularly face extreme conditions to literally wear their key with a watch-like wrist device. Usually it is an additional $ 8.

Please note that there are four sets of accessories available that combine themed options: Explorer, Adventure, Country and Urban. With over 170 individual accessories, a favorite is the just under $5 folding fabric roof, which adds some old-school Citroen 2CV chic to the Defender.

Metallic paint adds $2060 to $3100 to the bottom line, and the choice of a black or white contrast roof adds another $2171. Ouch!

So, does the Defender 90 represent a good price? In terms of off-road capabilities, it's on par with the big badges of 4xXNUMXs like the Toyota LandCruiser and Nissan Patrol, but both are body-on-frame rather than a monocoque like the Brit, so not quite as adept dynamically (or for clarification) on the road. Plus, they're packaged like Defender XNUMX station wagons, and no competitor can match the three-door Land Rover. You say Jeep Wrangler? It's much more utilitarian. And not a monocoque. 

Literally and metaphorically, the Defender 90 stands apart.

A 10-inch touchscreen with Apple CarPlay and Android Auto is standard throughout the range (D200 pictured).

Is there anything interesting about its design? 10/10

This is the case when engineers help shape the design because the old law has been eliminated from existence.

Obtuse but comparatively aerodynamic (with a Cd of 0.38), the L663 Discovery 90 is a pure post-modern interpretation of the legendary styling that works because it only retains the themes and not the details of the original. In this regard, there are also parallels with the first Discovery in 1990. 

The design is perfectly balanced and proportioned. Clean, stock and unlike anything on the road, it looks even better in real life. The 4.3m length is quite compact (albeit with the obligatory spare that goes up to almost 4.6m), nicely offset by the wide 2.0m girth (with mirrors inside; 2.1m without them) and the 2.0m height, which provides pleasing proportions. . Fun fact: The 2587mm wheelbase (compared to the 3022's 110mm) means that in imperial measurements, the Defender 90 should actually be called "101.9" since that's its length in inches.

The style is meant to be reminiscent of classic models created over three generations before 2016.

Built on the D7x platform, which is an "extreme version" of what's found in the Range Rover, Range Rover Sport and Discovery, the Defender is most closely related to the latter as both are assembled at the same new plant in Slovakia.

But Land Rover claims the Defender is 95% new, and while its styling is meant to resemble classic models built over three different generations prior to 2016, they don't really look alike.

For many fans, the move to a monocoque design is probably the biggest departure from the Defender. And while it's bigger in every way than before, Land Rover says technology has truly improved the off-road capabilities of the legendary 4x4. For example, an all-aluminum body is said to be three times stiffer than a typical four-wheel-drive body-on-frame. All-round independent suspension (double wishbones front, integral wishbones rear) with rack and pinion steering.

Clean, spare and unlike anything on the road, it looks even better in real life (pictured D200).

Key points to keep in mind is that the ground clearance is 225mm, which increases to 291mm if needed with the optional air suspension; and minimal overhangs provide exceptional flotation. Approach angle - 31 degrees, ramp angle - 25 degrees, departure angle - 38 degrees.

And, let's face it. Everything about the way LR looks screams adventure. Well done design.

How practical is the interior space? 8/10

Here's how we see it.

If you want space and practicality for the family, stretch a little to the 110 station wagon. It has access, space, and cargo capacity that the 90 can't match. It's obvious just by looking at it.

With that in mind, the Defender 90 is aimed at a different type of buyer - the rich, urban, but adventurous, for whom size matters. Compact is king.

Climb inside and a few things will blow your mind at once - and don't worry, it's not a badly packaged trim. The doors are hefty; landing is high; the driving position is controlled at the level of the stands, aided by a disarmingly large steering wheel and a short lever on the dashboard; and there's plenty of room - including, finally, elbow room without having to roll down the window.

The Defender 90 is designed for a different type of buyer - wealthy, urban, but enterprising, for whom size matters (pictured D200).

The smell of the Defender's cabin is expensive, the visibility is wide, the rubber floors and wiped cloth seats are refreshing, and the rare symmetry of the massive dashboard is timeless. Land Rover calls this "reductionist" thinking. No other new all-wheel drive vehicle on the planet achieves these figures.

Despite its basic status, the instrumentation - a combination of digital and analog - is beautiful and informative; the climate control system is simple; the fittings and switchgear are of reliable quality, and setting up the 10-inch touchscreen (dubbed Pivo Pro) is instant, intuitive and easy on the eyes. From media players to leaders, well done Jaguar Land Rover.

The front seats are firm but enveloping, electrically reclining but manually operated back and forth, which is a boon for quickly moving the seat to access the rear seat through a gap that is too narrow. It is cramped even for skinny people.

Storage is ample rather than outstanding: Our optional $1853 Jump Seat provides additional Big Gulp-sized cup holders and four rear-mounted charging outlets when the backrest is folded rather than raised (at a fixed angle). This is a soft and comfortable enough, but narrow seat; and while it's mounted even higher than the outer buckets, it requires users to sit on the lower console in a slightly awkward fashion.

Rear seating offers more practicality than the compact dimensions of the Defender 90 (D200 pictured) suggest.

But the fact that the Jump Seat has a three-person front seat makes the Defender 90 worth considering. It's easier to slide in there than to climb back in, and it's great for dogs that want to be as close to their loved ones as possible, and – well – would be a boon on entry.

Warning, though: You might need an extra $1274 for a rear-view video mirror because the tombstone silhouette of the center seat all but blocks the driver's rear view.

However, rear seating offers more practicality than the Defender 90's compact dimensions suggest.

Getting in and out will always be more difficult, and there isn't much room between the front seat and the counter, you'll have to squeeze through. At least the latch is set high and is done in one motion.

The big surprise, however, is that there is enough space for most people. Plenty of leg, knee, head and shoulder room; three can easily fit; and although the cushion is firm and the fabric material is a bit rough, there is enough support and cushioning. The lack of a folding center armrest is cheeky in an $80K car, the side windows are fixed and there's a lot of plain rubber and plastic in the back, but at least you can enjoy directional vents, USB and charging ports and elsewhere. put the cups (by the ankles). However, the lack of map pockets is too cramped for a Land Rover.

I also really appreciate the skylights - a very early Discovery - and the sturdy railings that add an airy and glassy feel. Here is a real three-seater.

But there's a price to pay for all that backseat space, and it's a compromised cargo area. From the floor to the waist, that's 240 liters, or just 397 liters to the ceiling. And if you fold those seats down, the uneven floor brings that up to 1563 liters. The floor is rubberized and very durable, and the side opening door opens up a large square opening for easy loading.

That's the problem. If you opt for the $1853 Jump Seat, it transforms into a unique three-seat wagon or van, adding an amazing degree of unique practicality.

What are the main characteristics of the engine and transmission? 8/10

There are no less than five engine options under the hood - and unlike all classic Defenders, these aren't old and rattling diesels, but instead (like the bodywork) are ultra-modern.

First Defender with a gasoline engine.

The 90 we drive, the P300, may be the cheapest, but not the slowest. Using the turbocharged 2.0-litre four-cylinder engine achieves a respectable 221kW at 5500rpm and 400Nm of torque from 1500-4500rpm. This is enough for the 90th to accelerate to 100 km / h in 7.1 seconds, despite the weight of almost 2.2 tons. Quite good.

The P400, meanwhile, uses an all-new 294-litre inline-six engine with 550kW/3.0Nm. It takes just 6.0 seconds to reach 100 km/h.

But if you really want to throw down the performance gauntlet, it should be the P525, a thundering 386kW/625Nn supercharged 5.0-litre V8 that sprints from 100 to 5.2 mph in just XNUMX seconds. Breathtaking things...

There are at least five engine options under the hood (D200 pictured).

On the turbodiesel front, things are calming down again. In addition, the engine displacement is 3.0 liters in either the 147kW/500Nm D200 or the 183kW/570Nm D250, the former taking 9.8 seconds to reach 100 and the latter cutting that time down to a much more respectable 8.0 seconds. . That alone probably justifies the $9200 premium.

All engines drive all four wheels through an eight-speed torque converter automatic transmission.

Speaking of 4WD, the Defender is equipped with a two-speed transfer case with high and low range. Also available is Land Rover's latest Terrain Response system, which changes accelerator response, differential control and traction sensitivity based on conditions such as wading through water, crawling over rocks, driving in mud, sand or snow, and on grass or gravel. . 

Please note that the towing force is 750 kg without brakes and 3500 kg with brakes.

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How much fuel does it consume? 7/10

The P300's average fuel consumption is a disappointing 10.1 l/100 km, with CO235 emissions of XNUMX grams per kilometer, according to official composite fuel figures.

The diesels promise excellent economy, with both the D200 and D250 showing 7.9 l/100 km and CO₂ emissions of 207 g/km. This is facilitated by mild hybrid technology, which helps to store wasted braking energy in a special battery to save fuel.

The situation worsens again with the 400 l/9.9 km (100 g/km) P230, although it should be noted that this is also a mild hybrid and therefore slightly better than its smaller and less powerful P300 brother.

The diesels promise excellent economy, with both the D200 and D250 showing 7.9L/100km (D250 pictured).

As expected, the worst of them all is the V8 with its 12.8 l/100 km (290 g/km) thrust. There are no shocks here...

Note that our P300 consumed around 12L/100km over a few hundred kilometers, and most of that was on back roads, so there's definitely room for improvement. Also, keep in mind that using the official figure of 10.1L/100km, and with a 90L tank in tow, the theoretical range between fill-ups is almost 900km.

Of course, all petrol Defenders prefer to ingest premium unleaded petrol.

What safety equipment is installed? What is the safety rating? 9/10

Australia's only Defender crash test rating is the 110 Wagon's five-star rating in 2020. This means there is no specific rating for the Defender 90, but Land Rover says the shorter version retains the same status. .

It is equipped with six airbags - two front and side airbags, as well as curtain airbags that cover both rows to provide protection for side passengers.

All versions also include autonomous emergency braking (operating from 5 km/h to 130 km/h) with pedestrian and cyclist detection, as well as active cruise control, traffic sign recognition that will alert you when the speed limit changes, cross-traffic alert back movement. , Lane Guidance, Blind Spot Warning, Surround View Camera, Forward Delay, Forward Vehicle Control, Rear Traffic Monitor, Seat Belt Reminders, Clear Departure Monitor (great for door open cyclists), anti-lock brakes, electronic brake force distribution, brake assist and traction control.

All versions include a number of safety features (pictured D200).

The S gets automatic high beams, while the SE, XS Edition, X and V8 get matrix headlights. Both greatly improve driving safety in low light conditions.

Behind the rear seatbacks are three child seat latches, and a pair of ISOFIX anchorages are located at the base of the side rear airbags.

Warranty and safety rating

Basic Warranty

5 years / unlimited mileage


guarantee

ANCAP Safety Rating

How much does it cost to own? What kind of guarantee is provided? 8/10

All Land Rovers currently come with a five-year unlimited mileage warranty and roadside assistance. While this is a standard item for major brands, it is in line with Mercedes-Benz's efforts and therefore outperforms the measly three-year warranties offered by premium marques like Audi and BMW.

Although price-limited service is not available, the five-year/102,000 km prepaid service plan costs between $1950 and $2650 at most depending on the engine, with V3750s starting at $8. 

Service intervals vary by driving and condition, with a service indicator on the dash like most BMWs; but we recommend driving to the dealer every 12 months or 15,000 km.

All Land Rovers currently come with a five-year, unlimited mileage warranty.

What is it like to drive? 8/10

Despite being the cheapest Defender 90 and the only one with a four-cylinder engine, the P300 is the only example Land Rover has given us to launch in Australia at the moment - definitely not slow or rough. 

Acceleration is quick right from the start, picking up speed quickly and really hard as the revs get higher. If you want to use sport mode, the smooth-shifting eight-speed torque converter automatic is equally smooth and responsive. It's a really beefy, beefy engine that does a great job of keeping the 2.2-ton P300 going.

Most people should find the Defender 90's steering to be just as pleasant and adjustable. Ride around town is effortless and effortless, with an incredibly tight turning radius and smooth glide. There are no problems at all in this environment.

Most people should find the Defender 90's steering just as pleasant and adjustable (pictured is the D200).

However, the steering can feel a little too light at higher speeds, with a distance that might confuse some. In moderately tight corners, the steering and the obvious weight shift on the coil springs can create a feeling of heaviness and even heaviness at speed at speed.

Forget that feeling, and, in fact, the Defender 90 is basically reassuring and safe in these conditions, and is expertly aided by driver-assisted safety technology that constantly monitors where and when to turn off or redistribute power to any wheel that's in it. needs. make sure Land Rover tracks traffic accurately. And once you get familiar with the P300's dynamic performance, you'll feel right at home driving it at a fast pace.

Along with the readiness of ESC and traction control to intervene on time and on time, the brakes are also set to work hard to wash away speed quickly and without drama or fade. Again, there is a sense of solid, high-quality engineering.

The easily shiftable eight-speed torque converter automatic is equally smooth and responsive (D250 pictured).

And it's worth remembering if you own a traditional old Defender: as the 90 P300 shows, the L633's dynamics are a thousand times better than any previous production version.

Last but not least, we were impressed by the helical suspension and 255/70R18 tires (with Wrangler A/T all-terrain tires) that wrap these fabulous steel wheels. The ride is firm but not inflexible and never harsh, with ample absorption as well as isolation from larger bumps and road noise, giving out the plush Range Rover genes that lurk within.

Again, the same cannot be said for the old Defender. And that's quite remarkable, too, considering it's 90 SWB on solid tires.

Underneath it feels solid, high-quality engineering (pictured D200).

Verdict

The competent performance and flexibility of its drivetrain, combined with good driver and cab comfort, make the latest E6 70C single cab chassis a worthy competitor in its weight class. With a long choice of engines, transmissions, wheelbases, chassis lengths, GVM/GCM ratings and factory options, a potential owner should be able to choose a combination tailored to their specific requirements.