IS THE NEW DEFENDER 90 THE ULTIMATE OVERLANDER?
WE TAKE THIS NEW LAND ROVER OFF-ROAD TO FIND OUT.
In 2017, I had the opportunity to go off-roading with a new Range Rover at the Land Rover Experience Centre in Montebello, QC. I specifically recall its tires (they looked like summer performance tires) and thought, ‘there’s no way this vehicle will make it up a muddy hill.’ But if there’s one thing I learned behind the wheel of this ‘off-road limousine’ is that Land Rover’s traction management systems are incredibly effective and - soon after - up the muddy hill it went.
Mind you, we were off-roading on a track maintained by the manufacturer yet it was designed for all to see what a modern Land Rover can do in its stock form. “As slow as possible, as fast as necessary,” our instructor repeated a few times. It was a good tip to know in a very expensive overlander.
Fast-forward to 2021 and I recently went wheeling on a trail in Western Quebec with a 2021 Land Rover Defender 90. I wasn’t on a Land Rover-approved track this time, and there wasn’t an instructor sitting next to me. But I can still remember the previous instructor saying, “the faster you go, the more expensive it gets.” My test vehicle this time around was a Defender 90 P400 X-Dynamic S with an MSRP of $89,140 CDN so it’s expensive even before you start breaking components.
It would be hard not to compare the new Defender 90 with the previous generation, which ceased production in 2016. But here’s the thing. Other than its name and overall silhouette, it’s now a completely different beast designed for our modern times. I get that some owners of the previous generation were a bit disappointed as the new Defender is no longer the off-road ride to easily outfit or repair in the field. The new Defender is full of electronics, and it’s way fancier.
Love it or hate it. This entry has some interesting attributes if it’s looked at as an overland platform. After all, that’s what it is – an overlander. However, the long-wheelbase Defender 110 will be the model of choice with its maximum payload of up to 900 kg (1984 lb). My test vehicle only had a modest payload of 375 kg (825 lb) according to the specs inside the door. As for roof weight capacity, the advantage goes to the Defender 110 with its maximum dynamic rating (when moving) of 168 kg (370 lb) and a static rating of 300 kg (661 lb).
This is more than enough to handle an RTT and other gear. The Defender 90’s maximum dynamic roof rating is slightly less at 118 kg (260 lb). The Defender 110 provides more interior space as well, with .9 m (34 cu. ft) of cargo space behind the second row of seating (without the optional two extra rear seats) versus .4 m (15.6 cu. ft) for the Defender 90. The new Defender can also tow up to 3,720 kg (8,201 lb).
Land Rover did its best work with the interior cabin on the 90. It’s utilitarian, modern, and looks and feels awesome. An interesting feature is the shifter that’s installed on the dash to accommodate an optional centre jump seat. For the exterior, I’m not much of a fan of its front-end styling, but it looks nice overall, especially with the test vehicle’s optional paint (Gondwana Stone, $950 CAD).
THE RESULTS OF OUR TEST On the Road
As a short-wheelbase SUV, the Defender 90 was comfortable running a long stretch of road, and it was fun to drive around on the twisty mountain routes in my area. I just had to get used to the sensitive brakes. Getting in the back was a little challenging but once I was there, there’s plenty of room. When equipped with the mild-hybrid and turbocharged six-cylinder engine, which is paired to an 8-speed automatic transmission, power is not lacking with 395 hp and 406 lb-ft of torque. As for fuel consumption, I averaged 12.7 L/100 km (19 mpg), according to the display during my week of testing. It has a fuel capacity of 90 L (24 gal).
OUR TEST RESULTS Off-Road
With its short wheelbase, there’s a little more manoeuvrability on the trail. According to
Land Rover, ‘the new Defender 90 is the most capable Land Rover ever made.’ It’s 43 cm
(17 in) shorter than the Defender 110 and has a better break-over angle at 31 degrees versus 28 degrees. Yet, both share the same approach and departure angles at 38 and 40 degrees respectively when equipped with the optional air suspension. While the new Defender is now a unibody with a fully independent suspension, it was designed so it can still take a beating off-road. Land Rover says its unibody design is three times stiffer than a body-on-frame vehicle.
The Defender also comes equipped with a two-speed transfer case with a permanent four-wheel drive. As expected, I found the traction management system (Terrain Response 2) very responsive. When I off-road with my 2019 Jeep Cherokee Trailhawk, I just need to steer where I want to go and trust the traction management system will do its magic and keep me going.
But with the optional Terrain Response 2, simply select a specific terrain mode or the automatic setting and let the Defender’s system determine the best settings as it analyses the type of terrain. What’s more, Terrain Response 2 allows custom settings to create additional driving modes. The test vehicle came equipped with the optional rear locker, but depending on which off-road modes are used, the system decides when it will get engaged, which is fine as the system is very proactive.
When equipped with the optional air suspension, there’s a total of 29 cm (11.5 in) of ground clearance that can be selected manually. But according to the owner's manual, an extended mode, which cannot be selected manually, is available under a few circumstances - like when the vehicle gets grounded, lowered onto an obstacle, driving through deep water, or driving in narrow ruts. The extended mode would provide up to an additional 7 cm (2.8 in) of lift.
During water crossings, the Defender has a wading depth of 85 cm (33.5 in) with coil suspension or 90 cm (35.4 in) when equipped with the air suspension. Terrain Response 2 even includes a wading mode, which will raise the air suspension; soften the throttle response; lock the central and rear differentials (as needed); set the heating and ventilation to recirculate the air in the cabin; sensors installed underneath the exterior mirrors will advise you of your wading depth.
This is all very cool, but never attempt a water crossing before first assessing the
depth, so I didn’t find this feature to be all that helpful. But what was helpful was the 360-degree camera system since it can eliminate the need for a spotter on the trail.
I just wish that selecting 18” wheels was possible on the 6-cylinder model, but the vehicle is limited from 19” to 22” wheels due to the brake size. The test vehicle came with 20” wheels, so I decided not to air down and proceeded carefully on the trail as if I was once again on a Land Rover-designed track. But at least it came with the optional Goodyear Wrangler 32” 255/60R20 A/T tires. Overall, they performed great.
The new Defender does amazingly well off-road, but for rock crawling and recreational off-roading, the Jeep Wrangler or the new Ford Bronco are probably better choices. For overlanders (like me) the new Defender may be at the top of your wish list. Skid plates are standard, and a winch, roof rack, and a few other accessories are available from the manufacturer. Although aftermarket equipment is available, there aren’t as many choices as you'll find with brands like Toyota or Jeep.
While selecting an SUV for overland exploration is always about compromises, the new Defender is hard to beat on many points. According to Land Rover, it is the ultimate 4x4 for overland trips. That’s a bold statement. However, for the type of exploration that I do here in the great white north, I’d say that it checks most of the boxes, but I’d pick a Defender 110 over the Defender 90 for more interior space. Land Rover is in the luxury SUV segment, so it’s offered at a premium price, especially if you’re not careful with the many available options. WWW.LANDROVER.CA