Dinky Defender still a strong performer
We already know the new Defender is a supreme piece of kit if you’re looking for a do-it-all vehicle. The 110 version has been on the market for a year and a bit now, but the smaller 90 was hammered by Covid and factory pauses, and has taken a bit longer to get here. So, with a bit of a breather between testers, let’s see how the 90 fares with fresher eyes.
OUTSIDE
The D90 uses the same styling cues as the 110, with the same square headlight clusters, grille split by lines and mesh, a vertically oriented rear end with full-size spare wheel mounted on the tailgate, and a strong, purposeful stance. Oh, and two doors instead of four, which makes it automatically look cooler.
This particular model is (correctly) specified with the 18-inch white steel wheel, which look absolutely brilliant with the other silvery bits, like the roof.
Being the 90, it is a lot shorter, with the 435mm difference all coming in the shorter wheelbase. That means the overhangs are tiny, allowing 38 degrees of approach and 40 degrees of departure, and a 25-degree breakover angle. You also get 291mm of ground clearance, 500mm of articulation and a wade depth of 900mm.
INSIDE
Your standard Defender interior applies here. The surfaces are either hard-wearing plastic or rubber, covered in easily wipeable wetsuit-like material, cloth, or leather. It’s very functional but still looks great.
The optional centre seat in the front technically makes the 90 a six-seater, but you do need to be OK with close contact with the other passengers.
You will also have to consider how you’d use the Defender 90. The shortened wheelbase didn’t eat into passenger room – rear occupants actually have heaps of space – but it did drastically cut down the boot space compared to the 110. If it’s just one or two of you using the 90, you can get away with dropping the rear seats for more storage, but any more regular occupants, and you’d probably be better off with the 110.
UNDER THE BONNET
The D200-spec Defender 90 gets a 2.0-litre diesel engine with two turbos attached, making 147kW/ 430Nm. For off-the-line poke it’s pretty good, and it doesn’t rattle much either. JLR pairs it with an eight-speed auto, same as the rest of the range, and it’s about as smooth as they come.
Weirdly, this one isn’t listed on the local website any more, the range starts with the SE-spec D240 (same engine but making 177kW/ 430Nm).
You still get the same 4x4 setup as the 110, running on the same D7x platform, the auto centre differential (opening and locking depending on the situation) and the Terrain Response drive mode system. One thing you don’t get, at least not in this model, is the air suspension from the 110. The 90 here makes do with coil springs.
ON THE ROAD
Unsurprisingly, the Defender 90 drives much like you’d expect a diesel-powered Defender on coil springs to drive.
By that I mean it’s got a bunch of low-down torque – fantastic for off-roading and quick getaways – and it’s incredibly comfortable. The shorter wheelbase of the 90 means it’s a bit better through the bends too, helped by light but accurate steering ... well, as good as a 2-tonne SUV with 300mm of ground clearance could really be.
The Terrain Response mode is as effective as ever, the Grass mode coming in handy driving up a slightly damp hill for photos, while the rest of the 4x4 system is brilliant as well.
VERDICT
If you’ve settled on a Defender but aren’t sure if you want the cooler look of the two-door 90 or the greater practicality of the 110, the only thing you really need to consider is how you’ll use it. The 90 has very little boot space, so if you like to pack heavy and often carry more than two people, look to the 110. Or wait for the even larger 130, due to be revealed sometime this year.
But, if it’s just one or two of you, the option to drop the rear seats for more storage could push you towards the smaller 90.