SUV Review: 2021 Land Rover Defender 90 P400 X-Dynamic

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The 1969 Land Rover Series IIA 88 I owned more than four decades ago had spent the better part of its then-10-year life as a farm vehicle, which explained its low odometer reading — just 17,000 miles — and the straw detritus I found in the oddest places throughout its cabin. In hindsight, I can understand its suitability for such work; it was sturdily constructed, tough and had all the amenities of a tractor, which is to say it had none. “Spartan” is the kindest word I can find to describe it. My girlfriend (now wife) had other, far less polite descriptions for the short-wheelbase beastie (one that rhymed with “spitbox”). With the realization that I required wheels actually capable of exceeding 100 km/h without the aid of a tailwind, the Landie was eventually replaced by a Ford Fiesta.

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The reason for the trip down memory lane is that the new 2021 Land Rover Defender 90 reminds me so much of my IIA while sharing literally nothing of its ancestor’s crudeness. As such, I can’t see it ever ending up as a lowly farm vehicle. Yes, it has the bones — the same short wheelbase, the boxy, upright aluminum body, the extreme off-road capability, the robust construction — of its predecessor.

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SUV Review: 2021 Land Rover Defender 90 P400 X-Dynamic Back to video

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Yet, under the hood of the P400 is no piddling 72-horsepower, 2.25L four-banger as in the IIA, one hooked up to a partially synchromesh four-speed manual, but a 395-hp, turbocharged inline-six-cylinder bolted to an eight-speed automatic (there’s also the turbo 2.0L four-cylinder P300 and, for 2022, a really big-bucks V8 model). Throw in all the amenities befitting a premium-brand SUV and you get an as-tested price that tops $87,000, not exactly chump change for a two-door, compact-sized rig.

After ceasing production in early 2016, this new version of the Defender — sharing next to no components or technology with its predecessor — was resurrected for the 2020 model year, available as the long-wheelbase 110 and shorter 90. Although there are retro styling cues, the new Defender, said Gerry McGovern, chief design officer at Land Rover, “is respectful of its past but is not harnessed by it.”

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Yet, respect for the past is brought into sharper focus for the 2021 model year, with the Defender X-Dynamic, a version that slots in between the Defender and the Defender X, replete with a tough, macho exterior look and unique interior fittings that set it apart from the rest of the lineup. Oh, it’s a subtle cosmetic change, gloss painted Narvik Black exterior door and wheel arch cladding with Silicon Satin skid pans for the outside, and what Land Rover calls Robustec, a durable material used inside on areas that are subject to increased wear.

Though loathe to use the word “iconic” to describe the old Defender and the Series Land Rovers that preceded the new model, they were undoubtedly landmark vehicles. It’s far too soon to say whether history will be as kind to the new 90, but, damn, it won’t be from any lack of effort. It is both literally and figuratively a solid machine — despite its unibody construction (though with steel subframes), and extensive aluminum body, the Defender still tips the scales at 2,190 kilograms. And while its off-road reputation and smooth and powerful inline-six engine are worthy of praise, it is the “short-ute’s” ride that impresses the most.

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The caveat is that the tester chucked the coil springs in favour of an optional ($1,620) air suspension. Considering the 90’s compact, 2,588-mm wheelbase (about 100 mm shorter than the current Toyota RAV4’s), the ride was exemplary, with enough resistance to let you know what the tires — P255/60R20 Goodyear Wranglers — were rolling on, but supple enough that passengers won’t complain about bruised kidneys or spinal compression. I even found a few gravel-covered dirt roads that had been rippled through usage. Still, the Defender was quiet and controlled, with just a hint of fore/aft pitching, a function of the short wheelbase. The air suspension package includes what Land Rover calls Adaptive Dynamics, which allows the driver to adjust ride characteristics. The system’s adaptive dampers monitor body movements up to 500 times per second and respond almost instantaneously to improve body control and comfort.

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While out for a jaunt with my daughter, she commented on the cabin’s quietness, and how she could barely hear the engine. Indeed, the 3.0L inline-six is inherently smooth, and handles the 90’s hefty avoirdupois with minimal effort, taking about six seconds to hit 100 km/h. Aiding the engine is Land Rover’s MHEV technology, which features both a conventional twin-scroll turbocharger and a 48-volt electric supercharger, with a belt-integrated starter motor in place of the alternator to assist the engine, and a 48-volt lithium-ion battery to store energy captured as the Defender slows down.

The engine drives through an eight-speed ZF automatic and two-speed transfer case that provides a set of low-range ratios necessary for towing (the 90 can haul 3,720 kg) or off-roading when more control is required. And, while NRCan has yet to rate the Defender 90’s fuel economy, the display on the tester indicated an average of 12.7 L/100 km, achieved in something approximating a 65/35 mix of highway driving and suburban and backroads commuting. Though far from horrible, the fuel usage highlights the primary disappointment with the 90 P400 — that the plug-in hybrid powertrain (designated P400e) available in the longer Defender 110 isn’t available, its combination of turbo 2.0L four-cylinder and 105-kW electric motor delivering superior power (398 net hp) and fuel efficiency.

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Peeking inside, the Defender 90’s cabin is a mix of functional, drab-coloured industrial chic and quirky touches, along with the compromises that come with the short, two-door body. There is nothing delicate about the controls and buttons with everything oversized and clearly marked. There’s also plenty of storage cubbies and places to grab and hold on to, obviously in anticipation of off-roading — though how many owners will subject their $87K sport-ute to major-league boonie bashing would just be a wild guess. And should you choose the $950 Comfort and Convenience package, not only do you get an excellent Meridian sound system, but also a refrigerator set inside the front centre console.

The centre stack touchscreen displays a comprehensive list of icons that cover functions ranging from climate control to the Defender’s Terrain Response 2 system, which now includes a Wade setting that automatically softens the throttle response, sets the HVAC to recirculate cabin air, locks the driveline and adjusts the ride height to its off-road setting while activating the Wade Sensing screen on the infotainment system. On the downside, the touchscreen does not always respond to a light touch, often times requiring a firm jab to engage the desired function, which can be somewhat slow to respond.

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Being a two-door, access to the rear seats can be a painful experience for all but the most short and flexible, even with the front seat in its most forward position. Once back there, though, there is reasonable headroom and legroom, at least for those of average dimensions. Actual foot room, however, is at a premium. As for the rear seats themselves, they do not fold completely flat when maximum cargo room (58.3 cu ft) is needed, limiting functionality.

The Defender 90 is a fun, sporty rig, with a surprising amount of agility and response, good visibility all around and an adventuresome spirit. Is it as useful as its larger 110 sibling? No. It’s like comparing a sport coupe with a family sedan. And, yes, the tester is a pricy piece — other than the air suspension, I’d go easy on the options list, or even consider the P300 powertrain, which lowers the SUV’s base price to $62,800 for the 2022 model. However it is configured, though, the Defender is an intriguing and unconventional ride.

The 90’s clearest competition will come from the Ford Bronco (probably the Wildcat trim) as well as the Jeep Wrangler Rubicon.