Latest news with #D350
IOL News
04-08-2025
- Automotive
- IOL News
Land Rover Defender 130 D350 review: where off-road muscle meets modern luxury
The Defender recently received an engine transplant with the introduction of the D350 3.0-litre six-cylinder twin turbo diesel plant. Image: Supplied For those of us old enough to remember, the original Land Rover Defender 130 was an extra-long wheelbase double cab bakkie, much loved by outdoor enthusiasts and was considered by many as one of the best overlanding vehicles ever made. Built on a 130-inch ladder chassis (hence the name 130), it was the ideal vehicle to set up and kit for extended expeditions, with the large load bay providing the ideal platform to make a home away from home. 130 nomenclature The original 130 bakkie has been shelved in the annals of history with the introduction of the 'new' Defender, but the 130 nomenclature remains with a monocoque chassis in a luxury-wrapped package. Make no mistake, it's still extremely capable with its modern comforts and high-end technology, as I experienced over a couple of days last year with Kingsley and Ross Holgate in Botswana and Namibia. Upgraded engine The legendary explorers use them through some of the harshest territory in Africa and have managed to bring them back every time without any major catastrophes or breakdowns. It recently received an engine transplant with the introduction of the D350 3.0-litre six-cylinder twin turbo diesel plant with 257kW (36kW more than the D300 it replaced) and 700Nm (50Nm more). It still uses the same eight-speed automatic transmission, driving all four wheels. Video Player is loading. Play Video Play Unmute Current Time 0:00 / Duration -:- Loaded : 0% Stream Type LIVE Seek to live, currently behind live LIVE Remaining Time - 0:00 This is a modal window. Beginning of dialog window. Escape will cancel and close the window. Text Color White Black Red Green Blue Yellow Magenta Cyan Transparency Opaque Semi-Transparent Background Color Black White Red Green Blue Yellow Magenta Cyan Transparency Opaque Semi-Transparent Transparent Window Color Black White Red Green Blue Yellow Magenta Cyan Transparency Transparent Semi-Transparent Opaque Font Size 50% 75% 100% 125% 150% 175% 200% 300% 400% Text Edge Style None Raised Depressed Uniform Dropshadow Font Family Proportional Sans-Serif Monospace Sans-Serif Proportional Serif Monospace Serif Casual Script Small Caps Reset restore all settings to the default values Done Close Modal Dialog End of dialog window. Advertisement Video Player is loading. Play Video Play Unmute Current Time 0:00 / Duration -:- Loaded : 0% Stream Type LIVE Seek to live, currently behind live LIVE Remaining Time - 0:00 This is a modal window. Beginning of dialog window. Escape will cancel and close the window. Text Color White Black Red Green Blue Yellow Magenta Cyan Transparency Opaque Semi-Transparent Background Color Black White Red Green Blue Yellow Magenta Cyan Transparency Opaque Semi-Transparent Transparent Window Color Black White Red Green Blue Yellow Magenta Cyan Transparency Transparent Semi-Transparent Opaque Font Size 50% 75% 100% 125% 150% 175% 200% 300% 400% Text Edge Style None Raised Depressed Uniform Dropshadow Font Family Proportional Sans-Serif Monospace Sans-Serif Proportional Serif Monospace Serif Casual Script Small Caps Reset restore all settings to the default values Done Close Modal Dialog End of dialog window. Next Stay Close ✕ The 130 Defender has the option of a second row of Captain Chairs with armrests. Image: Supplied Exterior and interior Like its predecessor, the 'new' Defender is unmistakable in its shape, and it's impressive to see how many are on our roads, while it's also Jaguar Land Rover's biggest seller globally. I still maintain that the Defender's interior is very close to being one of the best and most comfortable layouts in the segment, while still paying homage to the original Defender with the dashboard rack and hex socket cap bolts in the doors. As with its 110 and 90 siblings, the 130 is completely digital with a customisable 12.3-inch digital cluster and an 11.4-inch Pivi Pro touchscreen. Depending on which mode you're operating in, the crisp graphics change accordingly. It's easy to use and intuitive without having to go into various menus and submenus. The 130 Defender we had on test was fitted with the optional second row of Captain Chairs with armrests, dispensing with the standard three-seater bench seats while making access to the three-seater third row a lot easier. They are equipped with heating and cooling technology, making them as comfortable as the front seats. The range update also includes a Signature Interior Pack, available across all body designs and standard on Defender X and V8 specifications. It provides material upgrades throughout the cabin, 14-way electronically adjustable front seats with heating and cooling functions, winged headrests and heating functions for the third row of seats. The Defender 130 interior is neat and well laid out. Image: Supplied Driving While it's the largest Defender of the family, it's remarkably easy to pilot. The comfortable and commanding seating position, combined with feather-light steering, makes rush hour driving and even mall parking lots easy to negotiate. In fact, after driving it, my partner commented that it was almost easier than a hatchback I recently had on test. The engine and gearbox combination is sublime, as is the exhaust note. It's no racing SUV by any means, they have the Defender Octa for that, but the extra power the engine provides makes it brisk when asked, and you never have to concern yourself with slower traffic. For the record, Defender claims a 0-100km/h time of 6.8 seconds, which is not too shabby considering it weighs just over a smidgen of 2.5 tons. The ride the air suspension provides is equally impressive; it wafts as if it's floating, making short and uninterrupted work of corrugated gravel roads, badly maintained and pot-holed tar and those ubiquitous speedbumps popping up everywhere. Consumption Fuel consumption evened out at 13.7l/100km with a combination of highway and suburban driving, which is more than acceptable considering I wasn't focusing on getting the best consumption figures and that it's a big, heavy piece of machinery. The Defender 130 D350 X very much fills a niche market in its portfolio, and at R2,410,800 before options, it's reserved for the well-heeled. It's fantastically comfortable to drive with exceptional road manners given its size, and whenever I see one on the road, I understand fully why it was their choice.
The Citizen
18-05-2025
- Automotive
- The Citizen
Mid-range Range Rover Sport HSE shows why it is the one to have
Despite the "not a true Range Rover" label continuing to be placed on it by purists, the Sport's ongoing popularity suggests otherwise. Despite the availability of the Evoque and Velar, the Sport is still viewed, by some, as the true junior Range Rover. Image: Hanro Venter The current third generation, or internally named L461, Range Rover Sport has been on-sale locally since 2023, a year after its world reveal, but in that time, has received more revisions than ordinarily found four years into a vehicle's lifespan. Wait? Did we miss something? From an improved infotainment system two years ago to a new Ingenium turbodiesel engine the year after, the Sport's most recent update came in March this year with the arrival of the SV Edition Two that now uses the BMW-sourced 4.4-litre twin-turbo V8. A year prior to the SV, the first special edition version, the Stelath, made local landfall as mainly an appearance package modelled on the Dynamic SE that opens the Sport range up. ALSO READ: Original 'junior' Range Rover shows luxury can still be Sport(y) Given how most JLR products take their time to reach media fleets, the arrival of a Charente Grey Sport for the weeklong stay had The Citizen Motoring team perplexed. For one, the range favourite D350 had already been sampled twice, first by editor Jaco van der Merwe soon after its market arrival and then last year by yours truly as part of the infotainment upgrade. Rear-end styling remains the most polarising aspect of the third generation Sport. Image: Hanro Venter Jaco's Santorini Black example used the Dynamic HSE as a base, while the Eiger Grey version I ended up with was the flagship Autobiography. Hello again, D350 On first glance, and given the bevy of plug-in hybrid Defenders and Range Rover Evoques that arrived before and after the Sport, it was assumed that the new P460e, which premiered at the same time as the new infotainment system, had been given for testing. As it turned out, this wasn't the case, and neither was the dropped-off model the Stealth or even the SV. Instead, a quick look underneath the windscreen wiper where JLR places its trim level designations came with a sense of déjà vu. While the engine was indeed the 3.0-litre Ingenium straight-six turbodiesel that produces 350 pferdestarke (PS), hence the D350 moniker, which equates to 257kW/700Nm, the trim grade – again – read Dynamic HSE. The step down from the Autobiography, the HSE presented somewhat of a challenge as, apart from having already been sampled, taking it to Gerotek wouldn't have been worth it as the former had already fulfilled that role. Renewed look at HSE For the fear of 'copying-and-pasting' Jaco's findings, the weeklong stay with what has now become a Range Rover Sport familiarity still impressed in the environment where it will spend the majority of its life, the urban jungle. Compared to the Autobiography, the tested HSE keeps the option of the gloss Narvik Black roof, but swaps the optional 23-inch gloss black alloys for the silver 22-inch wheels. Dynamic HSE came fitted with the standard 22-inch alloy wheels. Image: Hanro Venter Also missing was the optional black styling package and, in place of the black brake calipers, the Brembo-supplied stoppers finished in a more appealing red. While more discreet and not as over-the-top as the Autobiography that had, admittedly, been specified with nearly every optional extra available, the HSE lacks for little in presence despite the stigma of it still not being the 'proper' full-size Range Rover that has followed the Sport ever since the original's world unveiling in 2005. As mentioned, the rear-end styling won't find favour among everyone considering the 'cleaner' and more simplified look of the previous generations. Right, that interior Tugging the pop-out door handles came with the biggest and most contentious surprise, the colour of the Ebony Windsor leather upholstery. Called Caraway/Ebony, the saddle tan hue looks out of place and while different from the traditional black, grey, white or even red, won't be to everyone's preference and will likely require lots of attention to keep clean over time. The same applies to the piano key black inlays around the toggle switch gear lever and starter button on a centre console, which remains a point of contention, as the latter could have been relocated aft of the steering wheel or on the dashboard to better optimise storage space. Interior cocoons and feels typically luxurious, although the Caraway/Ebony colour option won't be favoured by everyone. Image: Hanro Venter That being said, hiding spaces aren't found lacking as, apart from the cubby in front of the gear lever that also houses the wireless smartphone charging pad, sliding back the lid of the cupholders reveals a deeper storage area underneath. Capping it off, the HSE gets a pair of individual armrests for each of the front seats, plus a refrigerated centre console glovebox. Ergonomically, the interior adheres to the minimalistic design approach in which the majority of the functions are located within the infotainment system. Electric front seats feature heating, ventilation and massaging functions. Image: Hanro Venter In the case of the HSE, this means the upgraded 13.3-inch Pivi Pro system. Although still easy to fathom despite appearing the complete opposite, certain buyers will still bemoan the lack of physical buttons or even dials for the quad-zone climate control. The workings of the system, besides this, are intuitive, while the touch-sensitive buttons on the steering wheel, as mentioned on the Autobiography, didn't annoy as much as on other products. Still tech packed and practical Compared to the HSE is anything but spartan on the equipment front with the inclusion of the customisable 13.7-inch instrument cluster, a heated steering wheel with electric adjustment, a panoramic sunroof and Adaptive Cruise Control. Further items consist of heated, ventilated and massaging front electric seats, a surround-view camera system, Head-Up Display and, admittedly from the options list, the ear-pleasing 29-speaker, 1 430-watt Meridian sound system. Boot can take 647-litres with the rear seats in use. Image: Hanro Venter Only blemished, no pun intended, by the choice of colour and piano black inserts, fit-and-finish remains difficult to fault – especially the Kvadrat textile material on the doors – as does practicality. Despite the 60/40 split folding electric rear seat being a touch on the slow side when folding compared to doing the process manually, total boot space increases from 647-litres to 1 491-litres. Dropping the rear seats increases packing space to 1 491-litres. Image: Hanro Venter As a result of the test unit being fitted with the adaptive air suspension system, the rear apron can be lowered using the toggle switches integrated into the side of the boot walls to aid loading heavy items. In addition, the cabin, up front and at the rear, isn't found lacking in space, with the mentioned glass roof making no ingress on headroom for rear-seat occupants. On the road As has become the norm with JLR's D350 badged models, the Ingenium straight-six, which lacks the electrified 48-volt mild-hybrid system offered in Europe, pulls smoothly from low-down, but when provoked, easily lifts the Sport's nose with a surge of muscled grunt. All the while accompanied by an aurally pleasing straight-six soundtrack and nearly faultless eight-speed automatic gearbox, the unit shows its hand, unsurprisingly, the most in Dynamic mode, however, the quickfire punch soon stops the higher the tachometer goes. In either Auto or Comfort modes – the supposed efficiency-focused Eco not being selected at all – the Sport becomes comfortable and, thanks to the lower profile tyres, with a slightly better ride quality than the Autobiography. That being said, and while equipped with the Terrain Response 2 system incorporating low range, locking differential and seven off-road modes – Auto, Comfort, Grass/Gravel, Mud Ruts, Sand, Rock Crawl and Wade – taking the Sport off-road never crossed minds for fear of scratching the wheels or even worse. One of the highlight options is the 29-speaker Meridian sound system. IMage: Hanro Venter A decision the majority of owners will likely adhere to as well, the HSE's on-road demeanour ultimately counts. In this regard, and besides the adept ride, engine and road noise is found lacking thanks to what JLR calls Active Noise Cancellation technology, while the steering is quick and with relatively good feedback for a vehicle of this type. On the consumption front, the HSE recorded an indicated best figure of 10.3 L/100 km over its seven-day and 496 km spell, 1.8 L/100 km heavier than the Autobiography, but still commendable for a package weighing 2 315 kg. Conclusion The phrase 'all the car you will ever' is a more than well used description when summarising a vehicle that often sits on top of its respective model range. In the case of the Range Rover Sport D350 Dynamic HSE, the saying is anything but as the mid-range D350, arguably, makes the biggest case for being the most complete offering above Autobiography, the fire-breathing P530 petrol, the SV and the contentious P460e. Sport continues to do its name justice. Image: Hanro Venter At R2 526 600 before options, the HSE is still anything but a bargain and unlikely to shake off the adage of not being a 'real Range Rover' by brand purists. However, it simply is the Sport to have and, to quote the earlier statement, 'all the model you will ever need'. NOW READ: Easy to see why the Range Rover Sport is a Mzansi favourite
Auto Express
15-05-2025
- Automotive
- Auto Express
Land Rover Discovery refresh brings new Gemini and Tempest special editions
Land Rover has revealed a selection of subtle updates to its Discovery for the 2026 model year, with small tweaks to the colour and wheel options, plus a pair of distinctive new special editions. Priced from £64,810, the MY26 range is available now solely with a D350 mild-hybrid diesel powertrain across all models. Advertisement - Article continues below The new special editions, called Gemini and Tempest, add unique styling and trim enhancements to the mid and top points of the range. First is a £72,505 Gemini, which includes new 21-inch wheels and the option of Sedona Red paintwork that's only available on this model. Inside, a range of additional features such as a refrigerated centre console storage bin, clip-in tablet holders in the second row and a tri-zone climate control system are all included. At the top-end of the range is Tempest, which kicks off at £83,720 making it the most expensive Discovery available right now. This model bases its specification on the existing Metropolitan, but adds a Petra Copper contrasting roof and skid plates, plus duo-tone wheels of the same hue. If this finish is a little much, the wheels can also be specified in gloss black for a lower contrast with the main exterior body, which is covered in a matte protective film over one of three colour options. Inside the Tempest, no box is left unticked with high-grade finishes like one of three Windsor leather options available for the seats, doors and dash, plus a leather-wrapped steering wheel boss to up the premium levels yet further. Across the rest of the range, Land Rover has added a few new wheel designs in various size options between 20 and 22-inches, plus some new accessory packs available across all specifications. As mentioned above, all Discovery models now exclusively feature the D350 mild-hybrid diesel engine option, which powers a capable all-wheel drive system through an eight-speed automatic transmission. Peak power is rated at 345bhp, with a stern 700Nm of torque capable of a 3,500kg towing capacity. The main Discovery range will otherwise continue with S, SE, HSE and Metropolitan trims, in addition to these two special editions and the commercial variants. All are available to order now. Click here for our list of the best 7-seater cars to buy ...
