Leave it to Land Rover to keep the supercharged V8 alive. Where else would you find a fiery off-roading SUV with the calm and collected road manners of a Mercedes? Pair the Defender with an air suspension, two-speed transfer case, locking differentials, and a spare tire mounted on the rear, and you’ve got a Landie that stands head and shoulders above the Ford Bronco and Jeep Wrangler. Furthermore, our Defender 130 test vehicle, featuring mud flaps, black accents, and heavy-duty running boards, could be the ultimate spec for urban driving. 

The Defender is not as ostentatious as a G-Wagon but not as aged or agricultural as an Ineos Grenadier. There’s geometric muscle in its visual form, much like the resurrected Toyota Land Cruiser, but its soft shoulders and bodylines make it appear like a caricature of its former self. Carpathian Grey compliments the elevated silhouette and is a standout paint on its own, but ours was wrapped in a factory-installed matte protective film that costs $5,220, cheaper than the actual matte paints that Land Rover typically charges. The wrap is not as visually sharp and it does not extend to the edges of the bodywork, but stone chips and scratches will be easier to fix.

Paired with the driver-side air scoop and a contrasting, non-matte, Narvik Black hood, there’s sinister curb appeal here. It’s a shame that only three rather dull paint colours are offered on this V8 model: Fuji White, Carpathian Grey or Santorini Black. Then again, a bright yellow Defender doesn’t sound all that appealing and darker colours cheekily hide the extra 340mm of body length the 130 is packing in the rear.

In terms of price, the Defender is slowly creeping up into previous-generation Range Rover territory. The Defender 130 V8 starts at $143,900 and increases to over $150,000 with options, which are numerous. But it’s also one of the few remaining JLR products that still utilize the P500 powertrain, and it’s worth celebrating.

This unit pairs a 5.0-litre supercharged V8 with an 8-speed automatic transmission, and it has been previously applied to everything from the Jaguar F-Type R to the last-generation Range Rover Sport SVR. In the Defender, it produces 493 hp and 461 lb-ft of torque and will sprint from 0-100 km/h in 5.7 seconds. The other horses in the Land Rover stable, like the Range Rover and Defender Octa, utilize the BMW-sourced 4.4L twin-turbo V8 instead.

The V8 makes short work of this heavy Defender, allowing it to feel agile and light on its feet the moment you feather the gas pedal. You would expect it to feel sluggish and breathless off the line, but that supercharger provides near instant power delivery and the thrust is as addictive as it is loud. In operation, the V8 rips and roars like a classic engine stuffed into a modern machine. You can’t hear much of the supercharger whine from the well-insulated cabin but you can once you roll the windows down.

We found ourselves utilizing the paddle shifters not only to keep the revs high and the exhaust barking, but also for the sake of feeling the metallic clicks they provide. The shifters engage and move with purpose, feel expensive, and make you feel like you’re in a sports car, as these feel more premium than the plastic examples in the BMW M5 and Audi R8. The only shifters that outshine these are from Alfa Romeo and Maserati.

The V8 offers brawn and muscle but at the cost of thirst. We averaged a poor 16.9 L/100 km with a mix of city and highway driving, which is expected. Those concerned about efficiency will find solace with the P400 inline-six engine, which is well-suited to this rig and provides more than enough thrust and feedback to make it 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 in the face of tightening emission regulations.

Equipped with a standard four-wheel drive system, a two-speed transfer case, locking differentials, and an adaptive air suspension, the 130 is not only off-road capable but rides very nicely on suburban roads. It articulates with agility at low speeds, wafts with a similar level of ride comfort to a Range Rover Sport, and neutralizes road oscillations better than any pickup truck on the market, thanks to its independent suspension and unibody construction. Body roll is effectively kept in check and while there is obvious leaning and unwieldiness when you enter a corner at speed, the quick steering rack makes it easy to control and navigate through tight spaces. We did not find it any more difficult to drive than the 110, though. For an SUV of this size, we wouldn’t mind some rear-wheel steering to shrink its maneuverable footprint.

The interior adopts a new center console layout for 2025. Gone is the pass-through under the center console, replaced by door pockets that allow for the storage of paper materials or small items. There’s now a sliding cover that exposes the under-storage cubby, creating a tidier and neater layout that keeps your belongings from cluttering the interior. The wireless charging pad is slanted now too for easier access. It appears Land Rover took customer feedback seriously.

We greatly appreciate the rubber-padded storage spaces, like the areas beside the driver’s display, behind the touchscreen, and the entire passenger-side dash. The fridge compartment in the center console is handy for keeping drinks chilled in the summer too, but it’s not great at chilling them from a warm or hot state. The winged headrests create a cozy driving position, and the heated seats are the hottest (literally) on the market, retaining and continuing to heat for hours on end, without reducing the heat after a certain period, unlike in BMWs or Mercs. The steering wheel buttons are not haptic touch sensors, so they emit a positive click and feel more positive and ergonomic to use.

Ingress into the third row of seats isn’t difficult. With the pull of a lever, the second row of seats slides forward to create a sizable entry portal, complete with steps on the floor to prevent slipping. Once situated inside, there is more than enough leg and headroom for my six-foot figure, though seat width for three adults is a tight squeeze. Children or small adults shouldn’t have a problem, and they will even enjoy their own armrests, cupholders, and USB charging ports.

The only issue we have is that when all three rows of seats are up and occupied, there is very little trunk space available. Swing open the side-hinged tailgate and you will find a limited compartment – just enough to stow two upright carry-on suitcases. This can be remedied by folding the third row down, however they won’t be flush and flat with the floor. Land Rover no longer offers an optional three-seater front-row bench for any of the Defender models.

The Defender is a modern remake of an off-roading icon with dirt, sand, and gravel baked into every line of code. Checking all the boxes for a comfortable, functional, and glitzy road warrior, you would have to spend a lot more money to surpass this level of comfort. Its off-roading capabilities are listed on the second page of the resume but its charming V8, supple ride, and inimitable charm are front-page news worthy of a subscription.

Specifications:

Model: 2025 Land Rover Defender 130 V8
Paint Type: Carpathian Grey (with factory matte protection film)
Base Price: $143,900
Price as Tested: $152,800
Wheelbase(mm): 3,022
Length/Width/Height (mm): 5,099 (w/out spare wheel) / 2,008 / 1,970
Curb weight (kg): 2,658
Engine: 5.0-litre supercharged V8 (P500)
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): 16.9
Tires: Continental CrossContact RX; 275/45R22