Huge Defender a 4x4 for the whole family
It’s never fun to be late to the party, although in the case of the car world it can at least be intriguing. The arrival of the new supersized Land Rover Defender 130 represented not only my first time experiencing the most elongated and practical Defender in the line-up, but also my first time driving the all-new Defender, period.
Few cars have scored such unanimous praise from the world’s motoring scribblers over the last few years as the Defender has. And, yes, I’m pleased to report that much of the euphoria is warranted.
OUTSIDE
Cynicism around whether the new Defender is a credible follow up to the agricultural and simplistic Defender of old seems to have subsided.
The Defender is available in three body formats; the 90, 110, and this new 130. Once a reference to the amount of inches between each pair of wheels, the numbers now act as a basic size guide.
While the three-door 90 is 435mm shorter in its wheelbase, the 110 and 130 are identical. This means that all of the 130’s added 340mm occurs behind its rear wheels; manifesting in a huge rear overhang.
Beyond its back end, the 130’s exterior is a perfect balance of modern day minimalism and countless call-backs to its lineage.
INSIDE
It’s worth remembering that the 130 isn’t the only way to get a Defender with three rows of seats. You can get the mid-size 110 with an extra row if you so please. Just don’t expect to cram adults into the back row.
With the eight-seater 130, it’s a different story entirely. The added length makes for one of the most capable third rows on the market in terms of legroom and headroom.
The boot is also incredibly cavernous, offering a commendable 389L of volume with all the seats up, and an outrageous 1232L with five seats up.
Up front, the 130 gets the updated curved 11.4-inch touchscreen with Jaguar Land Rover’s latest Pivi Pro interface.
The dashboard walks the same rugged-but-stylish tightrope as the exterior, with similar levels of success. It’s a fantastic place to be.
UNDER THE BONNET
The 130 can be had in either D300 twin-turbo diesel or P400 V6 mildhybrid petrol guises. We tested the former. It comes paired to a ZF-sourced eight-speed auto and
Land Rover’s darn good intelligent all-wheel drive system.
Underpinning all of this is a monocoque platform, with Land Rover having long ditched the Defender’s ladder-chassis roots.
ON THE ROAD
Having not hopped in the saddle of the 90 or 110, it’s difficult to tell whether the 130’s added dimensions have an impact on how it drives. I’m assured, however, that it’s eerily similar to drive barring a slightly stiffer air suspension calibration.
Not that suspension stiffness was front of mind. The air system is supple on and off road, lifting the Defender’s ride quality from the bottom of the pack to near enough the top. The steering is a heavier than what you get in a Range Rover Sport, and its diesel powertrain requires a decent amount of motivation from the driver’s right foot to get it going. With a gross weight of more than three tonnes, that makes sense.
Once you’re up to speed, though, the 3.0-litre feels like a perfect fit.
VERDICT
The longest Defender adds yet another string to what’s surely one of the most versatile nameplates on the market. Name a car that would look just as at home parked in front of a flash estate as it would coated in mud on an off-road trail (yes, Mercedes-AMG G63, I know).
One of the few things that gives me pause is the 130’s price. At $163,900 starting price for the diesel and $165,900 for the petrol, they’re not particularly cheap from the outset. Regardless, the Defender 130’s versatility, practicality, and capability are tough to beat.