The Land Rover Defender now comes with a socket. But we say that a 2.0-four with plug-in hybrid tech is still not the same as a 3.0-six
Singapore – When the current Land Rover Defender arrived, it showed heaps of promise. I remember the first example, being the 110, paired with their then new Ingenium inline-six 3.0. It was by far one of the most fabulous things I had driven back in 2020.
Of all the cars I have reviewed, the Defender bears the distinction of being the only car that actually looks great when muddy. Five years on, nothing much has changed. In fact, the Defender looks as fresh as it did on day one. To make matters even more interesting, it now even has a mini Chinese doppelganger in the form of the Jaecoo J6. Well they say that flattery is something-something copy-cating… or something like that.
While not strictly a facelift, there are minor tweaks to the front bumper insert. Elsewhere, it is business as usual.
Luxury but different
The interior looks the part – luxurious, but it is built differently. Padded grab bars and hard-wearing materials, all point to the Defender’s intended life of rough-and-tumble. As this is the higher-up HSE variant, aside from Matrix LEDs up-front, it also is equipped with a sliding panoramic sunroof and an electric adjustable steering column. The last-mentioned is great when you have different drivers behind the wheel.
There is a new curved 11.4-inch infotainment screen that elegantly “floats” over the dash. It is powered by the brand’s well-sorted Pivi Pro operating system. All heavily-used functions are at most, two clicks away, and I am glad that even with the mild product tweaks, Land Rover has kept the air-conditioning and Terrain Response controls as physical knobs and buttons. This is especially comforting, now that increasingly carmakers are choosing to move much of their functions onto the screen.
While most other things are the same, I learnt that Land Rover Singapore has omitted the option for the refrigerator, across the board. This is quite the disappointment as I was looking forward to chilling a few drinks during my drive. You can blame the COE prices for them checking-away this feature, as the need to keep pricing competitive has become even more important. As of this review, the Defender’s price tag has already crossed the $340k mark.
Dry boot space is down 696 litres from 786 litres, since the hybrid battery is stowed at the rear, and forms a hump. This also means that loading the boot has become slightly more difficult.
Will electrification take away the joy of driving?
Power is from the now-familiar Ingenium turbocharged 2.0 four-cylinder engine, paired with an electric motor between the engine and ZF 8HP family transmission. In all, the setup delivers a system output of 296hp and 625Nm.
On its own, the electric motor produces 74hp and 275Nm – which by default, starts the Defender off from a standstill. The engine fires up only after the SUV is brought out from its crawl, ensuring that fuel is drawn where it is more efficient to do so. Performance-wise, the Defender PHEV clocks 100kmh in 7.6 seconds, which can actually put some vehicles to shame. This is impressive especially that it weighs in at 2,538kg.
The Defender’s electric range is rated at 38km, therefore I find that you will need to plug the car in every 1.5 to two days. You may just be able to squeeze in another half-day of driving before you need to plug the car in, if there is a little less start-stop traffic. This is quite consistent with the current generation of PHEVs.
I was particularly impressed by the Defender’s road manners. An aluminium monocoque chassis, and an adaptive air suspension play a huge role in keeping the large SUV feeling nimble, even when roads get more demanding. That added weight of the PHEV battery pretty much disappears into the car. While the Defender is softer than German offerings like the BMW X5, the British SUV is built for more things.
Take it off the beaten path, and the SUV’s short overhangs help it gain the purchase it needs to climb steeper terrain. The air suspension’s other job is to raise the body for more clearance. Within the cabin, all the electronic whiz-bang means that all you need do is to dial-in how Terrain Response works best. This includes the electronic locking diffs and axles. The Defender’s 360-degree cameras come in handy, allowing for a better view of nearby obstacles.
Perhaps, if I do have any complaints, it would be that the transitioning of the PHEV system does jerk the car very slightly. Also, it feels less organic than the 3.0 inline-six MHEV that was their launch car here. The four-cyl is also less smooth.
The best of both worlds?
But if you were to overlook the issues I had mentioned earlier, the P300e has one major merit. It is going to be easy on your fuel cost. I managed 31km/l flat, which is close to its claimed 31.3km/l.
It does this, while being no less a competent off-roader than the previously available MHEV 2.0 variant.
Text & Photos: Clifford Chow
| Pros | Cons |
|---|---|
| Small fuel bill | Expensive |
| Pivi Pro infotainment system is very good | Drivetrain could be a little more refined |
| Off-roading prowess | We’d like to have that fridge back please |
Land Rover Land Rover Defender 110 P300e X-Dynamic HSE PHEV
| Drivetrain | Petrol-electric plug-in hybrid |
| Layout | 1,997cc, 4-cylinder |
| Power / torque | 296hp / 625Nm |
| Transmission | 8-Speed |
| Efficiency | 31.3km/l |
| Fuel Capacity | 90 Litres |
| 0-100km/h | 7.6 Seconds |
| Top Speed | 191km/h |
| VES Band | C2 |
| Dealer | Wearnes Automotive |
| Price | S$347,888 without COE, with VES |
| Verdict | Off-roading prowess, small fuel bill |
