LANDROVER DEFENDER 90
Short-wheelbase version is the most faithful reinterpretation of the original
THE ALL-NEW Land Rover Defender 110 introduced in 2020 proved doubters wrong – it was able to conquer scorching deserts and frozen tundras just like its legendary predecessors.
Technically, the newly arrived 90 version should be even more capable in the rough stuff. It shares the bigger Defender’s mechanicals, super-stiff monocoque platform and generous ground clearance, but brings shorter dimensions, a superior breakover angle, and a tighter turning circle.
Entry to the 2021 model starts from $74,516, but runs to more than $210,000 for the V8 version. Across the range, the 90 is only $3000 less than an equivalent 110 that gives nearly 500mm more car and two extra doors.
Our test car here is a D250 S. D250 denotes a new, in-line six-cylinder twinturbo-diesel engine that joins a lowerpowered D200 four-cylinder, with both replacing four-cylinder diesels offered when the Defender 110 was released. The more powerful D300 engine is available only with the 110.
Neither will be as popular as the P300 four-cylinder or P400 six-cylinder petrol options, according to Land Rover Australia, while the range tops out with the P525 V8.
With a healthy set of options added, our D250 S’s $90,326 RRP is bumped to $108,388. Go crazy with almost every conceivable option and you can comfortably exceed $150,000.
The new Defender 90 is certainly sized more aptly for the city than the five-door 110 that stretches beyond five metres when including the tailgatemounted spare wheel. Of the 435mm difference in length between the 90 and 100, every millimetre comes in the wheelbase. Both models share supershort overhangs that are very helpful when it comes to tackling hills.
The inevitable reduction of interior space in the 90 is most obvious in the boot, where there’s a tiny 240 litres (or 397L measuring up to the roof).
Access to the rear seat comes via tilt/ slide front seats that are unique to the 90. The aperture is a bit squeezy for adults, though a sidestep and internal hand grip would be more helpful. (Side steps are available as an accessory.)
There may be less legroom compared with the 110, but the 90’s rear accommodation is not remotely cramped. Headroom with the folding fabric roof is just not as generous as you
might expect for such a tall vehicle.
A near-flat floor and the wide cabin make it realistic to squeeze three adults into the back, though the bench is rather flat with a lack of cushion support. Overall amenity is excellent, however.
Jump into the driver’s seat and all looks familiar from the 110 cabin experience, with an interior design that delivers a brilliant marriage of toughness and luxuriousness. The retro touches – including exposed
Allen heads and visible paint – are thoughtful and not overdone.
And fully digital driver display and 10.0-inch centre touchscreen (or its 11.4-inch optional alternative) are anything but 1940s vintage. The Pivi Pro infotainment system delivers response, resolution and intuitiveness all better than before.
There are some obvious differences between the 90 and 110 on the road.
The shorter Defender, while still a hefty 2.3 tonnes, feels more agile both around town and on a country road, and a bit keener to turn into corners if still exhibiting plentiful bodyroll.
Our test car was fitted with optional adjustable air suspension over the standard coil springs, and as with the 110 it seems like a sensible choice for the advantages it brings in ride comfort and off-roading. (Air springs are standard on higher-spec Defenders.)
The 90 generally provides a comfortable ride if not quite as impressively compliant over bumpier roads as the 110, and there’s a more prominent forward/backward pitching motion that’s an inevitable consequence of its shorter wheelbase.
And a natural result of the Defender’s upright design is fairly intrusive wind noise, particularly on freeways, though our test car’s Goodyear Wrangler AllTerrain tyres were commendably quiet.
The D250 straight-six twin-turbo diesel makes a worthy alternative to the cracking P400 petrol equivalent. It’s not only surprisingly hushed for a diesel but provides an enjoyable combination of smoothness, response and grunt. Further differentiating it from your typical off-roader diesel, it sounds better the more you rev it.
With 183kW and 570Nm, there’s an extra 36kW/70Nm over the D200 entry diesel six and a near two-second gain in acceleration: 8.0sec versus 9.8sec for the 0-100km/h sprint. All without using any more fuel based on official figures: both 7.9L/100km.
Both engines share mild-hybrid technology based around a 48V battery that helps to boost the D250’s low-rev response as well as aiding the stop-start system. Lag isn’t eradicated, but it’s certainly minimised. The eight-speed auto is excellent at shuffling gears swiftly to keep the engine on its toes.
With no fuel economy difference and minimal difference in price, it leaves a simple choice between the 90 and 110 Defenders. Do you want the version with the superior ride comfort and significantly greater practicality, or do you want the ‘Shorty’ that’s nimbler around town and the strongest modernday interpretation of Land Rover’s icon?
Or maybe it’s not as simple as we make it out to be, as we’re torn.