Latest news with #LandRoverDefenderOcta
The Drive
a day ago
- Automotive
- The Drive
2025 Land Rover Defender Octa Review: The Ultimate Bug-Out SUV
The latest car news, reviews, and features. I hate the term 'bug-out.' I blame the lone episode of Doomsday Preppers I watched years ago, as every other word that came out of those people was bug-out this, bug-out that, and bug-out everything. Given that I only keep one or two cans of food in my pantry at a time, I'm far from a prepper, but even I can admit the 2025 Land Rover Defender Octa is the ultimate bug-out ride. This much became evident during a punishing, eight-hour off-road excursion along the Colorado-Utah border. This isn't a huge surprise, given the regular Defender's exceptional off-road and on-road manners, which already make it the ideal vehicle for folks trying to escape civilization—or zombies. The recipe isn't exactly complicated either; great ground clearance, great approach/departure angles, capable drivetrain, smart software, and a solid set of tires. Nick Dimbleby The new Octa, though… it escalates everything. It's so much more than just a range-topping trim with a few add-ons and a steeper price tag. From behind the wheel, it drives like a completely new SUV. It's cushy inside with just the right amount of macho outside. And its performance? Well, it makes a Bronco Raptor feel like a basic off-road go-kart from Tractor Supply. And hell, I had a lot of good things to say about the Ford. Pull up Land Rover's announcement and you'll see words like 'dynamically accomplished,' 'imposing,' and 'most powerful.' Y'know, the typical buzz words for a new flagship performance vehicle. Yes, the Defender Octa is the pinnacle of the Defender—not just in the lineup, but probably for good. Having been around since 2020, this is almost certainly the last version of this Defender we'll ever see. Let's start with the engine: the twin-turbo, mild-hybrid, 4.4-liter V8 now produces 626 horsepower and 590 lb-ft of torque, up considerably from the standard 518 hp and 462 torques. It's capable of doing zero to 60 mph in just 3.8 seconds, and while that's not the point of this thing, it feels and sounds great doing so. Jerry Perez A key differentiator is the new 6D suspension, which is what you'll find in the Range Rover Sport SV. (For what it's worth, I've tracked that car on an F1 circuit and was floored by its chops.) A system of hydraulically interlinked, continuously variable semi-active dampers ditches sway bars for this much more responsive and adaptable setup. Compared to the regular Defender, wheel articulation is considerably improved, as is stability on dirt and tarmac—so much so that the roll center remains the same despite riding 1.1 inches higher. Design-wise, the Octa is slightly more aggro. Up front, a redesigned grille with larger openings feeds the repositioned radiators, and a bronze-colored recovery hook sits above the skid plates, which run the full length of the underbody. Out back, a new bumper and lower fascia encase quad exhaust pipes, while 33-inch tires and a 2.6-inch wider track give the Octa a menacing look without going overboard. The 20-inch Edition One wheels are phenomenal, too, showing that great design isn't just for the fancier Rovers. Jerry Perez The interior is fancified in various ways, but it's not so much that the Octa loses its utilitarian nature. The performance seats look straight out of a supercar with their slightly more pronounced bolstering and exposed chopped carbon shells, but they're wrapped in 3D‑knit, high-performance fabrics so they can get wet and dirty while remaining easy to clean. The dash, doors, and other panels feature softer surfaces, whereas the regular Defender doesn't, making the cabin visually nicer and a bit more comfortable. First up was a Baja-style dirt track. When I hopped into the Octa with American racing badass Davy Jones behind the wheel, I didn't think I'd be in for an eye-opening ride. His skeletonized, blacked-out Tag Heuer Carrera Chronograph should've told me something about his tendencies, but I hadn't even processed that thought when we were four tires off the ground over the starting line. First corner, a left-hand kink that immediately led into a tight right-hander. Why treat that as two separate corners when you can just kick the rear out going into the kink and then swing it hard the other way to slide it through as one? That's what he did. The savagery didn't end there, as the Le Mans winner and Indy 500 runner-up kept powering through the bumpy course while telling me what I should and shouldn't do when we swapped seats. Okay . Nick Dimbleby I activated Octa driving mode and set off on my first lap, which felt like crawling compared to Jones' pace. My second lap gave me a taste of the Octa's balanced chassis and super-quick steering. I was blown away by its agility and sharp turn-in, even under awful grip conditions. The rear was playful and slidey, but I never had that oh-shit feeling where you feel like you're about to roll. Bumps I could see with my eyes could not be felt with my butt, and all I had to do was keep the momentum up to allow the suspension and traction control to work as intended. On my third lap, I put most of the pieces together and even recreated Jones' drift through the first two corners. I felt like a rallying hero. I've driven real rally cars before, and the Octa made it easy and fun to drive at a stupidly quick pace on dirt, whereas the rally car made me fear for my life. Still not fully grasping how Land Rover turned a Defender into a rally raid truck while keeping its utilitarian nature, I woke up the next morning ready for a full day on the trail. We'd start southwest of Grand Junction and dive deep into Glade Park, where we'd crawl up several thousand feet in elevation. On our way down, we'd drive along the very edge of Moab in Utah and do a water crossing before following the Colorado River back into camp. Land Rover didn't waste any time with the route, as the going got tough just minutes into the trail. Jerry Perez, Nick Dimbleby I had not been so happy about Land Rover's decision to send a trail guide with me in the car. This wasn't my first rodeo, you know? But an hour into our expedition, I was more than grateful for Matt's presence and expert guidance. This trail wasn't just for the incredible photos you see here—it was to punish the hardware and test my skills. You put a tire an inch off where it should be, and that might be the last thing you do. The Goodyear Wrangler Duratrac R/Ts clawed their way up the loose rocks caked with dirt, rarely skipping a beat thanks to the Terrain Management system. I was in 4Lo and with the suspension set to its highest setting, giving me 12.7 inches of ground clearance. I felt like we could've conquered that segment on 4Hi or Auto, but Matt explained that, given the many hours ahead of us and the 105-degree weather, we wanted to avoid unnecessary slippage that could overheat components. We'd also be driving the entire route on the recommended tire pressure for street driving (37 psi) to more or less prove that the Octa doesn't require any special prep to shine off-road. Jerry Perez, Nick Dimbleby It didn't take long for the steep hairpins to put all systems to the test. Full steering lock to one side or the other while asking the differentials to propel a 5,900-pound SUV without any wheelspin is tough. Decent-size boulders were no match for the air springs, which absorbed them with ease and allowed the tires to drive right over them without upsetting the balance. I'd also never been more reliant on front and side cameras like that day; it made the difference between continuing to climb or having to get out every two minutes to analyze the trail. For having 626 hp, feather-like applications of the throttle were easy, especially when crawling up or down big rocks; likewise, the brake pedal was calibrated just right to offer a powerful bite without being too grabby. Just like at the Baja track, the Octa-specific steering rack (13.7:1 ratio) made it quick and easy to navigate the tightest of trails without doing much wheelin' at all. Nick Dimbleby Coming down from the mountains proved that while the Octa's suspension could take a multi-hour beating from hell, it was a different story for my lower back. This was by far the most aggressive trail I had ever experienced in any vehicle, and it seemed like it kept going forever. Branches and other bits of nature left their artistic signatures on the body panels of six-figure Defenders, and I could hear the underbody protection doing its job over and over again. After lunch, it was six hours down and two to go. At last, some smooth, curvy tarmac to open up the V8 and hear it roar. Like in a James Bond movie, a convoy of 10 dark-colored Defenders snaked their way through country roads around Moab as if we were en route to a supervillain's lair. In Sport mode (Octa mode is virtually the same but for loose surfaces), the Landy had a downright nasty attitude; the V8 just wanted to push harder, the new Brembo brakes dig deeper into corners, and the quad exhaust makes all the noise coming out of 'em. Just like in the dirt, you momentarily forget that you're driving a 16-foot-long SUV because body roll is minimal even when cornering at 80+ mph. That's where my co-pilot kindly requested I draw the line. Even with the knobby Goodyear Duratracs, which are rated up to 99 mph (another set of all-terrains and all-seasons are rated for 130 mph and 155 mph), road noise was minimal, and it was easy to hold a conversation or listen to music while storming down a canyon. Nick Dimbleby At $170,200, the Faroe Green 2025 Defender 110 Octa Edition One I beat the living daylights out of is one very expensive toy. If the regular Defender was already the highbrow option for well-off suburban parents, the Octa is surely the money-no-object gift for trophy spouses. Regardless of whether these see any action off the pavement or not, what Land Rover has built here is nothing short of breathtaking, and—I almost can't believe I'm saying this—worth every dollar of its asking price. It's not enough to look at it, glance at its specs, or even read my words to understand how capable it is, or to know what a joy it is to drive. In an era where production vehicles have to make sense (especially SUVs), the Octa exists simply because it can. Hell, in 2026, it's even going racing in the Dakar and World Rally‑Raid Championship—that's how badass this thing is. Does it make any financial sense to buy one? Absolutely not. Would I buy one even if it were called the Bug-Out Edition? You betcha. 2025 Defender 110 Octa Base Price (As Tested) $153,625 ($170,200) Powertrain Mild-hybrid 4.4-liter turbocharged V8 | 8-speed automatic transmission| all-wheel drive Horsepower 626 @ 7,000 rpm Torque 590 @ 1,800 rpm Seating Capacity 5 Cargo Volume 34 cubic feet Curb Weight 5,900 pounds Max Towing 8,200 pounds EPA Fuel Economy 15 mpg city | 19 highway | 17 combined Score 9/10 Imagine a Raptor but not made by Ford. Email the author at jerry@
Yahoo
06-06-2025
- Automotive
- Yahoo
WATCH: Defender Octa v Ariel Nomad v Mustang Mach-E Rally - what's fastest off-road?
We wanted to do a simple test – of all the most extreme off-roading vehicles you can buy, the new Land Rover Defender Octa, the Ariel Nomad and Mustang Mach-E Rally really are the cars to beat. But of these, which is the fastest of them all? All are very different vehicles. The Defender Octa is the top-of-the-range off-road biased version of a traditional luxury SUV. The Nomad is a totally different kettle of fish – it's a totally uncompromising off-road dragster. And the Mustang Rally? Well, it's electric for one thing… In our video (above), we gathered all three at some of Autocar's favourite off-road locations to find out which is the King of the Hill – enjoy. ]]>
Telegraph
07-04-2025
- Automotive
- Telegraph
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. Destined to race 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. Climb in 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). On the road 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. Off the road 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. The Telegraph verdict 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. The facts 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 Warranty: Three years/unlimited mileage The rivals Lamborghini Urus SE, from £208,000 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? Mercedes-Benz G63, from £184,595 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.
Yahoo
07-04-2025
- Automotive
- Yahoo
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. Broaden your horizons with award-winning British journalism. Try The Telegraph free for 1 month with unlimited access to our award-winning website, exclusive app, money-saving offers and more.
ArabGT
18-02-2025
- Automotive
- ArabGT
2025 Land Rover Defender Octa Review
The 2025 Land Rover Defender Octa stands as the most capable, luxurious, and performance-focused iteration of the iconic off-road SUV. Developed by Jaguar Land Rover, this model elevates the Defender 110 to unprecedented levels, surpassing even the Defender V8 in capability and speed. Introduced as the first version to incorporate carbon fiber accents and an Edition One designation, the Defender Octa is designed to push the limits of off-road performance while delivering premium comfort and exclusivity. In this review, we focus on the exclusive Edition One variant, which features unique design elements and specialized touches that set it apart from the standard Octa. Exterior Design The 2025 Land Rover Defender Octa boasts a significantly wider stance than the standard Defender, complemented by redesigned front and rear bumpers that enhance its approach and departure angles. A signature octagonal grille and distinctive Defender Octa badging reinforce its identity, while the available color options—Petra Copper, Carpathian Grey, and Charente Grey with Phosphor Bronze accents—add to its commanding presence. The Edition One variant stands out with its exclusive Faroe Green finish. Every Octa model features a contrast roof and tailgate in Narvik Black, along with the option of dual raised air intakes for extreme off-road environments. The SUV sits higher off the ground, improving its approach, breakover, and departure angles. It comes standard with 22-inch wheels, while the Edition One is equipped with 20-inch wheels wrapped in all-terrain tires, ensuring maximum off-road capability. Dimensions of the 2025 Defender Octa: Length: 5,018 mm Width: 2,008 mm Height: 1,970 mm 2025 Land Rover Defender Octa Interior Inside, the 2025 Land Rover Defender Octa merges ruggedness with high-end materials. The cabin is distinguished by carbon fiber trims, a full panoramic roof, and an Octa-mode activation button integrated into the steering wheel. Paddle shifters allow for manual gear changes, while a head-up display and a large central touchscreen enhance the driving experience. The seats are designed for both comfort and performance, with new Body and Soul front seats that provide increased support. The rear bench seat also features additional bolstering compared to the standard Defender. Upholstery options include Burnt Sienna semi-aniline leather, Kvadrat textile trim in Ebony, and Ultrafabrics PU in Light Cloud and Lunar. A notable addition is the 'signature logo' button on the steering wheel, which offers quick access to different driving modes—a short press engages dynamic mode for high-speed on-road performance, while a long press activates Octa mode for extreme off-road conditions. Mechanical Specifications At the heart of the 2025 Land Rover Defender Octa lies a 4.4-liter twin-turbo V8 engine, borrowed from the 2025 BMW M5 and enhanced with a mild-hybrid system. This powertrain delivers 626 hp (635 PS) and 750 Nm of torque, which can temporarily increase to 800 Nm when Octa mode is activated. The engine is paired with an 8-speed automatic transmission and an advanced all-wheel-drive system. Performance figures place the Defender Octa at the top of its class: 0-96 km/h (0-60 mph): 3.8 seconds Top speed: 250 km/h Beyond raw power, the Octa version benefits from a revamped suspension system that automatically adjusts to terrain conditions, ensuring optimal performance across any surface. The vehicle is also engineered for extreme water fording, capable of traversing depths of 1,000 mm (100 cm) with ease. 2025 Land Rover Defender Octa Price As the most powerful Defender in history, the 2025 Land Rover Defender Octa starts at $204,220, or approximately 765,830 Saudi riyals. This price reflects its unique blend of off-road dominance, cutting-edge technology, and luxury refinements.
