Land Rover Defender Octa review: This V8-engined off-road racer has to be experienced to be believed
I wasn't looking forward to driving the Land Rover Defender Octa for many of the reasons you're probably thinking of right now. Add bellowing torque to a clumpy 4x4, throw in wide tyres and figure-hugging seats then watch as the filthy rich form a disorderly queue.
What might be the point of this £160,800, 626bhp, 155mph, 2.5-tonne car? Yet all of the Edition One models have been sold, so you'll have to slum it with the £145,300 standard Octa, or choose rivals such as the Ferrari Purosangue, Lamborghini Urus or Mercedes-Benz G63. There's also any number of scarily rapid (and reassuringly expensive) Range Rover conversions to separate you from your cash.
But having just climbed out slightly reeling and with my back joints creaking a little more than usual, I'm wondering if I haven't just witnessed water turned into wine. Such is the transformation from standard mud-plugging Defender into outrageously competent and yes, terrifically fun, sports 4x4 Octa.
This monster is destined to race in next year's new 'production' category of the Saudi Arabian version of the infamous Dakar Rally, which used to traverse the Sahara Desert. In such events, speed, skill and bravery must be matched with off-road ability and brute power to take on the precipitous sand dunes. As rally specialist Prodrive prepares the racers, there's some road-going tin to shift.
Of the 379,130 Defenders sold since the current version's launch in 2020, about 30 per cent have been the short-wheelbase 90 and 70 per cent the longer 110. Of those sales, 80 per cent have been powered by diesel, 12 per cent by petrol and 8 per cent plug-in hybrid. Being based on the 110, the Octa is in Defender heartland, but with a petrol engine it's in a minority.
The specification consists of much more than merely fitting of a set of swollen arches to cover the 20-inch wheels and a choice of three increasingly professional off-road tyres. On the most extreme off-road rubber, the top speed is limited to just over 100mph, on more road-biased tyres it's 155mph.
Air suspension and variable damping have been joined by an interlinked hydraulic system used on the fine-riding Citroën 2CV, but also on the firm's famed DS, as well as by McLaren. The system has the effect of maintaining body control and restricting roll, but without the loss of traction and restricted wheel movement associated with stiff anti-roll bars.
The suspension geometry is also heavily revised from the standard car with longer front wishbones, a new lower knuckle for the front strut and longer hubs at the rear, which provide a useful increase in the track of 68mm. The car rides 28mm taller than a standard 110 Defender. The steering rack is more responsive, too.
Under the bonnet sits a BMW-sourced 4.4-litre V8 engine, which is used by the German manufacturer's M-Sport performance division in various models. It gives peak power of 626bhp and 553lb ft of torque, with a 48-volt mild hybrid system. The brakes are uprated to a set-up from Italian specialist Brembo, with weeks and weeks of calibration to get the whole to work as one.
Inside, you'll be pleased (or disappointed) to know there's not a huge amount of difference between the standard and Octa versions. You can specify black leather on standard models and that's what you get here, although I'd prefer the military-green woven nylon panels used on base Defenders as they are one of the most pleasing and appropriate finishes for a car such as this, as well as giving a nod to the original 1949 Land Rover.
There's a fair bit going on in the fascia although most switches have a couple of functions. A new steering wheel with multiple switches improves things a little, but there are simply too many functions and you find yourself staring down at the switches and instrument binnacle trying to get the information you require, rather than looking ahead.
The seats are comfortable and supportive even over long distances. Yet the rear seat leg room is relatively limited; while five adults can be carried, everyone ends up quite cosy with each other. The load space of the Defender 110 is only just about adequate (small wonder that you see examples on the road bulging with roof boxes, racks and even towing a trailer).
The M-sport engine fires with a lot less drama than the previous JLR supercharged V8, which now exists only in the V8 90 model. The gearbox engages smoothly and such is the torque level that quite brisk road speeds can be accomplished with few revs. In fact, cavorting round the roads of the Cheviots in lowland Scotland, I achieved a fuel consumption of 17mpg against a 21mpg WLTP figure.
Progress is smooth, yet also refined and uncannily stable. The engine produces enough pulling power that you seldom need to use more than a fraction of the accelerator pedal's travel. The suspension is remarkably accommodating of the broken-edged roads that seem to be the norm these days.
Body roll is well controlled and there's a distinct lack of side-to-side wobbling, which is often a trait of high-performance SUVs. The long wheelbase and front-biased weight balance means that you need to curate the front end into a corner, applying the power nearing the apex. Swift and velvety progress is a bit of an art, but quite possible, while the supremely powerful brakes are also progressive.
Like its bellowing rivals, the Octa is far too easy to overdrive, flapping away at the gearchange paddles, stabbing at the accelerator and upsetting the balance. But drive smoothly and with anticipation and it's remarkable what average speeds can be achieved without frightening either the horses or passengers.
The main hindrance to that mellifluous progress is the kickdown performance of the ZF gearbox, which is slow to react and then abrupt when it catches up. Selecting the Dynamic driving mode prompts it to change down earlier, but then it always seems to hold a gear below what you want when cruising, which is vexatious.
Having clambered gently up to the top of the Cheviots, I lined up the nose to travel the same roads a great deal faster. Pressing the Octa button raises the damping rate for better body control, but allows more roll to augment the traction. The anti-lock braking system changes to allow the wheels to lock and slow against the mud they build up in front, while 80 per cent of the torque is directed to the rear axle. There's even an airborne sensor, so the damping is firmed prior to landing.
With the traction control switched off, floor it and the Octa spears along the tracks, controllable (although you need to be quick with the steering) – and at simply unbelievable speeds. The body control is astonishing, as is the ability to smooth out all but the worst gullies and ditches. Again, you must get the nose into the bend before fully activating the bellowing V8, but the stability and speed are simply stupendous.
I've never travelled as fast on tracks as rough as this without a sense of fear and jeopardy. That the Octa can do it is extraordinary and hats off to the engineers who make it possible. I didn't think there was anywhere we travelled that a standard diesel Defender wouldn't reach, it just wouldn't be as fast or as comfortable.
Which brings us to the point, which is, well, what is the point? Clearly victory in the Dakar would be nice for Land Rover, but for the moment all I can think of is a misquote of Samuel Johnson's observation about a dog walking on its hind legs; it is done well, but I'm surprised to find it done at all.
On test: Land Rover Defender Octa
Body style: Five-door high-performance 4x4
On sale: Now
How much? From £160,800 for First Edition (£145,300 for standard Octa)
How fast? Top speed 155mph (restricted to 100mph on extreme off-road tyres), 0-62mph in 4.0sec
How economical: 21-21.7mpg (WLTP Combined), 17mpg on test
Engine and gearbox: 4,395cc V8 twin-turbocharged petrol engine, eight-speed automatic gearbox, four-wheel drive
Maximum power/torque: 626bhp @ 6,000rpm/553lb ft @ 1,800rpm
CO2 emissions: 294-304g/km
VED: £5,490 first year, £620 next five years, then £195
Warranty: Three years/unlimited mileage
More road-going monster than off-road king of the hill, the Urus has twin-turbo V8 power augmented with a plug-in hybrid (PHEV) system to give 789bhp and 701lb ft, a top speed of 194mph, 0-62mph in 3.4sec and 135.8mpg (although take that figure with a massive pinch of salt). Fast, stylish, noisy – and did I mention fast?
With 424bhp and 627lb ft of torque from the bellowing 4.0-litre twin-turbo V8, there's a top speed of 137mph, 0-62mph in 4.4sec and 18mpg if you take it easy. Of course it's a Premier League footballer's SUV, but it's nicely executed even if you have to park it a long way down the drive to avoid waking everyone in the morning.
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