Why it’s not called the Defender SV is beyond us, but the new Octa is a high-octane flagship, excuse the pun, of the brand’s best-selling vehicle this year. Like what Raptor is to Ford or Rubicon to Jeep, Octa adds innovative mechanical wizardry to the Defender’s repertoire, enhancing overall performance and its ability to conquer all types of terrain.

Octa is another appendix in the Defender portfolio that’s branching out faster than a Porsche 911. Variety is the spice of life after all, and there are now countless ways you can spec your rig, from the number of doors to the powertrain and wheelbase length. The Octa is one flavour only: 110 spec with four doors and a baroque V8 mated to a 48-volt mild-hybrid system. 

You can easily spot one on the road thanks to the visual tension on the bodywork, as if it’s masquerading as a homologation special with the flared wheel arches of a Pajero Evo and the quad exhaust tips of a motorsport AMG. Differentiating it from other Defender metamorphoses means spotting the amber lights embedded in the unique front grill, gold front and rear tow hooks, gold outline on the Defender hood script, and the Octa badge on the C-pillar square motif. The diamond logo is Land Rover’s way of saying that, like the mineral, the Octa is the toughest SUV around. 

Petra Copper is a suitable shade for Land Rover’s jewel, appearing in sunlight as a brighter, more vibrant Gondwana Stone. Ours was wrapped in a factory-installed matte protective film ($5,560), also available for the Octa’s other hues: Sargasso Blue, Borasco Grey, Charente Grey, and Patagonia White. The wrap is not as visually sharp as factory paint, and it does not extend to the edges of the bodywork or the door handles, but stone chips and scratches will certainly be easier and cheaper to fix. Unlike the familial Range Rover Sport SV, only chopped carbon, also known as forged carbon, is available for the exterior accents ($2,700) instead of the standard twill weaves. We’re not sure who would spec the optional carbon fibre twin-raised air intakes ($6,065), but with the global obsession with this lightweight material, we’re surprised the side steps and mud flaps aren’t also carbon, as carbon wheels in the SV certainly weren’t off the cards. 

Comparisons with the Range Rover Sport SV are unavoidable, as they breathe in the same rarified, six-figure air and share suspension technology, blood pumped by the same BMW-sourced heart, a 4.4-litre twin-turbocharged V8 that generates 626 hp and 553 lb-ft of torque through an 8-speed automatic gearbox. Despite weighing 60 kg more than the SV, the Octa is only two-tenths of a second slower from 0-100 km/h (4.0s), making it slower than the Audi RS Q8 (3.6s) and BMW X5 M Competition (3.9s), but quicker than the Mercedes-AMG G63 (4.5s). It also makes short work of the Lexus LX 700h and Ineos Grenadier.

Why didn’t Land Rover just use its in-house supercharged 5.0-litre V8, which is still offered on the standard Defenders? As characterful and acoustically raucous as it is, that unit has clearly aged and reached its development peak long ago, propelling the same-sized Defender 1.5 seconds slower from 0-100 km/h compared to the Octa. No longer able to extract more performance from its heart while keeping within emission targets, Land Rover turned to the BMW S63 engine as a high-powered substitute. While not known for its long-term reliability, this V8 is one of the most power-dense units available and has been successfully employed in the F90 M5 to the F96 X6 M Competition.

The eight-cylinder fires up with a quick, energetic spin of the starter, followed by a bark and crackle as the engine exhales through open exhaust valves. The resonance is grittier than the SV, but slightly quieter due to the driver’s greater proximity to the exhausts. At full song, the Octa sounds part rally car, backing up impressive acceleration with burbles and artillery fire bursts when you explore the upper reaches of the rev range. Torque surges in quickly, but the weight makes it feel more gradual than the spec sheet suggests, as it’s carrying an extra 371 kilos compared to an inline-six variant. Still, every drive ends with you glancing back at the mean, geometric silhouette, as the fiery V8 cools to a chorus of ticking hot metal. BMW owners know this ritual well.

The Octa not only targeted speed as a goal but also handling and road compliance with its new 6D Dynamic suspension system. Symbolizing the six axes of motion (x, y, z, pitch, roll, yaw) that vehicles can move, it replaces conventional anti-roll bars with hydraulically interlinked dampers that reduce unwanted motions for a better articulated ride. Essentially, all four corners of the vehicle are connected in an X pattern, and each uses fluid pressure to counteract the opposing loads and pendulous forces that a traditional anti-roll bar would handle. Mercedes and McLaren both employ similar setups.

The standard Defender rides with enough pliancy and composure to embarrass a Wrangler or Bronco on suburban streets, but the Octa is stiffer by design to handle heavier loads in extreme conditions. Unsurprisingly, then, it rides busier than even the G63 AMG, with more rumbles and vertical oscillations seeping through to the seats. You’re more aware of the bumps, but consistent damping adds a layer of polish that will feel familiar to Defender drivers. Where the 6D system has the greatest impact is on body control and pitch reduction. Hard braking doesn’t throw occupants forward, and hard launches do not pitch the nose skywards like in an Escalade or Navigator, both of which are impressive for such a high-riding SUV. Roll is still present at greater speeds, but the Octa is more balletic through every stage of a corner. Excess movements are oppressed, the pendulous slack has been tightened, and the Octa no longer wastes energy on unnecessary gestures for ride comfort. 

The front end is much sharper and more responsive, too, rotating with less steering input and shifting the Defender’s handling character. The Octa still needs to be treated more nautically than the SV, and more like the G63, as it doesn’t enjoy sustained cornering loads as much as you would expect, but the vibrations and morphing in weight help telegraph the changing grip of the 22-inch Michelin Primacy all-season tires below. Though off-road articulation and desert dune maneuvers remain to be seen as our drive was exclusive to the beaten path, Land Rover does offer 20-inch wheels wearing BFGoodrich or Goodyear all-terrain rubber instead.

If road comfort and compliance are your top priorities in an SUV, then the Octa’s dynamic additions will feel wholly unnecessary. The standard model, ironically, feels more focused and singular in its mission. Its movements are less busy and reactive, and the ride is plusher and more isolating. The Octa is an exercise in what’s possible, and its minor yet considered tweaks do deliver an upswing in engagement and driver entertainment. Unlike the other Defenders, the Octa better captures the essence of speed, and provides staggered layers of involvement, and the challenges of getting it to boogie on a winding road. But dialling it back reveals an acceptable layer of security and compliance, letting you take your hands off the wheel and enjoy the Octa’s lavish cabin.

From the interior alone, the Octa immediately feels more expensive than its standard variants. Most surfaces are lined with plush, soft leather, from the dashboard bar to the gear shifter. Even the switchgear has been upgraded, with dark chrome dial surrounds replacing the generic plastic gloss. The headliner is lined in suede, and the semi-aniline leather seats are smoother than a pebble at the bottom of the ocean. With seamless bolsters but no massage, these are very different seats from the Range Rover Sport SV. We find them more laterally supportive and better cushioned, but they also feature the new Body and Soul Seats (BASS) function, which uses integrated transducers to deliver acoustic vibration tailored to the audio system. 

The cabin layout is smarter and houses more functional storage spaces than both the SV and G-Wagon. Physical buttons and dials reign supreme here, and while the touchscreen remains the primary method of interaction, there’s less of a software focus with a panel below it dedicated to ventilation, seat climate, and driver modes. The same ethos has been applied to the large-diameter steering wheel, replete with clicking buttons and physical toggles. The Octa adds a thicker leather rim to complement the leather airbag cover, with ceramic textures on the spokes, and illuminated paddle shifter tips that glow red when that Octa button below is activated – think of it like putting the Defender into Defcon 1, with all systems on military readiness. 

The Defender Octa will be cross-shopped with other off-road SUVs that also offer tolerable on-road compliance, such as the Mercedes-Benz G550 and G63, Lexus LX 700h, and Range Rover Sport SV. All require similarly deep pockets, but the Octa stands out by effectively matching desirability with a suitable dynamic repertoire: fervent V8, trick suspension, and honeyed exhaust. To no one’s surprise, the most well-equipped and most expensive Defender is also the most entertaining, but the standard models do a better job of the more menial day-to-day tasks, especially if the rugged looks and comfort are all you’re after.

Specifications:

Model: 2025 Land Rover Defender P635 OCTA
Paint Type: Petra Copper (with factory matte protection film)
Base Price: $177,100
Price as Tested: $183,060
Wheelbase(mm): 3,023
Length/Width/Height (mm): 5,003 (w/ spare wheel) / 2,064 (mirrors folded) / 1,995
Curb weight (kg): 2,695
Engine: 4.4-litre twin-turbocharged V8, 48-volt mild hybrid
Horsepower: 626 hp @ 5,855 – 7,000 rpm
Torque: 553 lb-ft @ 1,800 – 5,855 rpm
Transmission: 8-speed automatic
Engine & Drive Configuration: Front engine, 4WD
Observed Fuel Consumption (L/100km): 15.6
Tires: Michelin Primacy All-Season; 275/50R22