Canada has an insatiable appetite for big and boxy off-roaders. Think Mercedes G-Wagon, the resurrection of the Toyota Land Cruiser and Ford Bronco, and the Jeep Grand Wagoneer. Locking differentials, transfer boxes with high and low ranges, robust four-wheel drive systems, and raisable air suspensions are keystone qualities, even if the majority of the owners do not understand or utilize those functions. Hill descent control and drive mode buttons tend to become dust bunnies, and Mercedes even slaps a bright yellow warning sticker on their locking differential controls so they aren’t pushed without purpose. But that doesn’t stop these rigs from selling. The daydream of muddy pursuits across black gravel and green topography with a go-anywhere mentality sells these cars better than the actual deed itself. The same ethos is behind the Land Rover Defender, which harbours a few new additions for 2024.

The first is the County Pack (not to be confused with the Country Package that Land Rover also offers), a visual upgrade package that focuses on sleek but minimalistic aesthetics. This $900 option adds Fuji White paint, a contrasting Tasman Blue roof and tail door, illuminated metal treadplates with County graphics, unique 20-inch wheels, and County graphic decals on the lower side panels.

Of note, there are no performance or chassis upgrades with this package – it simply focuses on the appearance. Tasman Blue comes off as a pastel-like shade and when matched with Fuji White, it can appear visually bare and naked. Think of it more like a blank canvas then, one that isn’t afraid of being caked in mud or dirt. And we think it looks mega with the spare tire, side-hinged trunk door, and quad exhaust tips. The County Pack can also be spec’d with Santorini Black and Tasman Blue body paint colours.

The second is a V8 option for the standard Defender models called P500. We reviewed the Defender P525 V8 model last year, which is a more performance-focused model with a loud exhaust, blacked-out exterior, and suede interior, but a new toned-down P500 engine spec is now optionable for customers who want better acceleration and more towing capacity without the shoutiness and visual aggression than came with the P525.

The P500 is still powered by a 5.0-litre supercharged V8, the same unit used in Jaguar F-Types and Range Rover SVRs. In this spec, it only produces 493 hp and 461 lb-ft of torque, which is 25 hp less than the P525. It runs that output through an 8-speed automatic transmission and will sprint from 0-100 km/h in 5.5 seconds, only one-tenth of a second slower than the P525.

In operation, the V8 sounds and responds like a classic engine stuffed into a modern machine. It’s loud, raw, unfiltered, and palpably powerful. It’s not as gutsy and vocal as the P525 spec, and you can’t hear as much of the supercharger whine inside the well-insulated cabin, but it doesn’t need to be. The power delivery is balanced and feels more in tune with the Defender. The P525 was downright excessive and like launching off the back of a Saturn V rocket, but the P500 feels just right. You’re more in control of the movements and the chassis feels like it can keep up with the engine.

There’s brawn, muscle, and power, and the only cost that comes with it is the price premium and the unquenchable thirst of the V8. We averaged 17.2 L/100km with a light mix of city and highway driving. Those concerned about efficiency will find solace with the P400 inline-six engine instead, which is well-suited to this rig and provides more than enough thrust and feedback to deem a pleasant road companion. Having a V8 is just the cherry on top, isn’t it? Besides, you won’t find another supercharged V8 outside of Land Rover and Jaguar these days. They are a dying breed, but a charmful and characterful one no less.

Adorning an eight-cylinder powerplant hasn’t distracted us from the other traits we love about the Defender, like its soft and compliant ride (even on Goodyear Wrangler all-terrain tires), light steering that does not require excessive rotational effort, and off-road capabilities, justifying its use as a daily driver. While it promises fun and endearing off-road endeavours, the 99% of owners who don’t prize a rural pursuit in the mud will be glad to know the Defender is just as competent on the street.

Safe to say, the Defender is no longer solely focused on off-road capabilities. It’s fallen prey and become a form of luxury transportation with off-roading on the second page of its resume. It rides well, goes like stink, and even has the cabin space to ferry around a large family with the amenities and creature comforts to keep them snug, warm, and entertained. It houses an appreciably broad bandwidth of capability yet for the street where it appears like an oxymoron and sticks out like a sore thumb, ironically, it feels right at home.

Specifications:

Model: 2024 Land Rover Defender 110 SE P500 with County Pack
Paint Type: Fuji White
Base Price: $116,050
Price as Tested: $116,050
Wheelbase(mm): 3,022
Length/Width/Height (mm): 5,018 / 2,008 / 1,967
Curb weight (kg): 2,601
Engine: 5.0-litre supercharged V8
Horsepower: 493 hp @ 6,000 – 6,500
Torque: 461 lb-ft @ 2,500 – 5,500
Transmission: 8-speed automatic
Engine & Drive Configuration: Front engine, 4WD
Observed Fuel Consumption (L/100km): 17.2
Tires: Goodyear Wrangler all-terrain tires (255/60R20)