2022 Land Rover Defender The 90 V8 model emphasizes the fact that most of the many high-performance SUVs on the market today are long-wheelbase 4-door types. The Jeep Wrangler Bicon 392 delivers 470 horsepower from a 6.4-liter V8 engine, but is only found in the frame rails of the long wheelbase Unlimited model. The same is true for the incoming Ford Bronco Raptor’s 3.0-liter EcoBoost V-6’s 400 or so output.And there are 4 doors Mercedes AMG G63Hide the twin-turbo 4.0-liter V8 under its military hood.
Land Rover The Defender’s V-8 processing, called the P525, revolves around a 5.0-liter V-8 with a nonsense supercharger that is perfectly fit for the program, and the 525 represents engine power at metric horsepower. I think this is a bit strange, but we deviate, as the UK has partnered with the US to use brake horsepower instead of PS. In our measurements, it’s equivalent to 518 horsepower, peaking at 6000 rpm, supported by 461 pound-force torque at 2500 revs. This is serious hardware that produces very strong noise. However, the part of the Bonker is that it is offered on the 2-door Defender 90 model with a 101.9 inch wheelbase. this is, 4-door 110 version And it’s just as stubborn as what you might pass as a competitor.
On the test track, the D90 V8 starts hard and its four 275 / 45R-22 ContinentalCrossContactRX all-season tires connect to a 4.4-second run at 60mph. It takes only 10.6 seconds to reach 100 mph, and has a history of 1/4 mph at 109 mph and 12.9 mph. The V-8’s abundant low-end torque, smooth-shifting 8-speed automatic transmission, and sharply tuned throttle pedal make it extremely easy to handle even in the city. Passing is easy, dashing from 30 mph to 50 mph drops flat in 3.0 seconds and takes 3.6 seconds from 50 mph to 70 mph. Go comfortably with the accelerator, and the EPA says the combination is suitable for a 16mpg combination (15 cities / 19 highways). The 90 V8 model averaged 15 mpg per week, but was exposed to low-distance off-road.
In keeping with the extraordinary power of the tap, the Defender 90 V8’s front and rear independent suspensions, not to mention the additional stability this tall short machine needs to deal with all angry ponies. It has been tampered with to provide a sportier driving experience. A fairly wide street-oriented tire is at the heart of this, but the air springs are also more robust and the Defender’s adaptive dampers have been readjusted. Some suspension link bushings have been modified to make the front and rear anti-roll bars more rigid. It also helps that the wide shoulder D90 is 79.1 inches wide and its 5334 pounds are evenly distributed across the front and rear axles.
The result is a smooth driving experience where you feel the point when the road winds. There is no excessive tilt to the body, the steering is accurate and heavy. It’s not a car that asks you to push down the canyon road, but it’s easy to deal with the hustle and bustle. Its limits aren’t too high, mainly for tires that can only hang around a skid pad with a 0.78 g grip, but it’s probably best on a 77.5 inch high off-road oriented rig. It’s also harder than you get with the AMG G63, Last tested Managed only 0.75g. The bigger problem is the long stop distance of 195 feet on the D90 V8 from 70 mph. From 100 mph, the number stretches considerably to 379 feet, and is accompanied by a short wheelbase squirting long enough to justify our full attention.
There is no undulating movement in the ride quality of the defender, and the suspension efficiently absorbs isolated impacts. However, the feeling on a poorly maintained road is more restless and a little stiffer than expected. But the transition to a rocky conduit and the D90 settle for that element, thanks to the flexibility provided by its completely independent suspension. Still, the D90V8 isn’t really at home. Yes, it’s simple and accepts itself well, and it has a low-range transfer case, an electronically locking differential, and a height-adjustable suspension for when the landscape gets more messy. .. But nevertheless, it is constrained by its gentle tread pattern and the short sidewalls of its standard 22-inch tires. All-terrain tires are an option for $ 350, but they are also 22 inches and are expected to further hinder the defender’s braking ability and grip. The free 20-inch wheels available only come with all-season rubber. So if you’re going to hit a trail, you’ll want to go shopping for tires.
In addition, the D90’s maximum wheel articulation isn’t as good as you would expect from a chunky off-road vehicle. Driving a Ramp Travel Index (RTI) ramp and earning a medium 511 points, this Land Rover lifts the wheel more often than a technician at a local tire store. Its RTI score corresponds to a wheel lift that is 2.3 inches less than the last 4-door Defender 110 we tested. This is evidence of the negative impact of the D90 V8’s stiffer suspension on off-road capabilities. For reference, the 2-door Bronco scored 648 points and the 2-door Wrangler Bicon is suitable for 847 points.
On the contrary, those who have spent time in the backseat of a two-door Wrangler will probably not raise their hand again. Climbing behind the two-door Bronco isn’t an order of magnitude better, but once positioned, it’s quite spacious. In contrast, the rear quarter of the two-door defender is actually spacious and comfortable. Getting on and off never looks graceful, but the D90’s fixed roof means there’s no roll bar to climb around, making it a wider three-accross accommodation with rear climate control and a USB-C port. .. Thankfully, our Carpathian Edition test car didn’t have a $ 200 signature graphic trim panel behind the B-pillar.
In advance, the Defender is relatively easy to control, and the configurable instrument panel is loaded with useful display options. In addition to the black-filled Carpathian trim and the various dashboard textures it brings, the steering wheel’s micro-suede wrap feels comfortable in the hand as long as it’s kept clean. Perhaps the easiest way is the $ 140 option to upgrade a standard 10.0-inch touchscreen to a 11.4-inch unit. This allows you to take full advantage of the crisp graphics and enhanced user experience of the Pivi Pro infotainment system.
The Defender 90 V8 opens for $ 106,260, the Carpathian Edition adds $ 6,290, the test car sounds for $ 113,500, and there are several options. If you want to make the 4-door version more convenient, budget an additional $ 3,200. However, the Defender equipped with a V8 engine will eventually come off as a mixed bag. It’s certainly fast, but its engine is nicely rustic and works well as a daily driver, but it also reveals a compromise when adjusting an essentially off-road oriented vehicle for a street-oriented performance mission. increase. Maybe it’s best not to read it too much and enjoy the two-door Defender 90 V8 about what it is — a very powerful and completely unique take of a modern SUV.
This content is created and maintained by third parties and imported into this page so that users can provide their email address. For more information on this and similar content, please visit piano.io.
https://www.caranddriver.com/reviews/a40109191/2022-land-rover-defender-90-v8-by-the-numbers/ The 2022 Land Rover Defender 90 V8 is a pointless fun