Latest news with #EditionOne
NZ Autocar
24-05-2025
- Automotive
- NZ Autocar
2025 Mercedes-Benz G 580 Edition One Review
Modern electric vehicles usually share a few traits: sleek aerodynamics, a focus on weight-saving for efficiency and often a futuristic aesthetic to match their advanced drivetrains. But it seems Mercedes engineers thought, 'bugger all that' (or whatever the German equivalent is), and built the G 580 anyway. It's an all-electric take on the military-born Geländewagen. And we love them for it. The Mercedes-Benz G-Class has always been an automotive icon, first as a military-grade off-roader, and more recently as a luxury status symbol. Now it's entered a new era without losing its identity, the brand having kept all that is good about the vehicle – its cubic design, heavy-duty construction and off-road capability – while adding a huge battery and four, yes four, electric motors. We took this big white box for a spin; more about that later. Priced at a hefty $276,000 for the Edition One model (with a standard version coming soon at $231K), the G 580 is aimed squarely at well-heeled enthusiasts. Yet in the realm of six-figure luxury EVs, that ask isn't as outrageous as it sounds. It is a natural step up from the EQS 450, and around the same ballpark as the BMW iXM60 and i7. Yes, it is expensive, but they could have asked more. You'd be hard-pressed to tell the G 580 is electric at a glance. Mercedes hasn't meddled with the G's iconic silhouette. It's still a big, boxy brute with short overhangs, perched on a ladder-frame chassis. The form follows function for maximum approach angles and interior space. At just a bit over 4.5 metres long, it's not as gigantic as it looks; many modern three-row SUVs are much longer. The Edition One trim adds gloss black 20-inch AMG rims, black door handles, and subtle hints of blue (check the brake calipers and the rub strips along the flanks) to denote its electric heart. Our test unit was white – cue another fridge comment. There's no spare tyre hung on the rear door; instead you get a lockable 'G-Box' for charging cables. The overall effect is G-Class through and through;. It's chunky, retro and cool, with just enough EV-specific flair to set it apart for those in the know. Up front, the G 580 Edition One sticks with a traditional grille. Round LED headlights flank it, complete with LED rings and adaptive beams that can mask out oncoming traffic. Fender-mounted indicator lamps and exposed hinges give it that old-school charm and the doors still shut with a vault-like clunk. Being the first G-Class with keyless entry, you press a button and give the door a firm shove – it's like closing a safe. Slide into the G 580 and you're greeted with a blend of familiar G-Class ambience and new-age tech. The Edition One's cabin is draped in Nappa leather – a two-tone Silver Pearl/Black scheme with contrasting blue stitching and carbon-fibre accents. It mixes Mercedes' top-tier 'Superior' and 'Exclusive' design lines, making it feel every bit the flagship. The dash is thoroughly modern Mercedes, with dual 12.3-inch digital displays and MBUX interface but thankfully retains chunky vents and analogue toggles. There's even the classic grab handle for the passenger. For space, the G 580 is generous up front but a tad tight in the rear. That relatively short length means rear legroom is merely adequate. The cargo area offers just over 500 litres, expanding to nearly 2000 litres with the seats folded. Creature comforts are certainly not in short supply. The front seats are heated, ventilated and massaging, with memory settings and classic Mercedes door-mounted switches. Wireless charging, cooled or heated cupholders, a Burmester sound system, and ambient lighting round out the package. The MBUX infotainment system supports all the expected apps and features. Its 'Energising Coach' is a quirky touch for it plays music and massages you if it thinks you're drowsy. And then there's 'G-Roar', a synthetic V8-like sound that plays through the speakers. It's convincing enough to fool a passenger but can also be switched off for silent cruising. The surge is instant and relentless. In Sport mode, it feels agile for something so large – it really can dance for a big rig. Fire up the G 580 and you immediately sense this isn't an ordinary SUV. For one, there's nearly three tonnes of mass beneath you. Yet it proves remarkably easy to drive around town. Visibility is excellent, the turning circle manageable and a 360-degree camera makes parking a breeze. Ride comfort is plush with an underlying firmness. The G 580 glides over undulations but there remains a hint of that traditional G-Wagen jiggle. Body control is excellent and refinement solid. With four motors and a 116kWh battery, the G 580 puts out 432kW and 1164Nm of torque. Zero to 100km/h takes just 4.7 seconds. The surge is instant and relentless. In Sport mode, it feels agile for something so large – it really can dance for a big rig. Steering is numb but accurate, and the Edition One's performance tyres offer plenty of grip. Brakes (a mix of big discs and regen) inspire confidence. Motorway manners are also good. Adaptive cruise and lane assist are present but unobtrusive, and the ride is settled at speed. Wind noise is noticeable but not excessive given the shape. Of course, a G-Wagen must prove itself when the going gets rough. While we didn't head far off-grid, we have been off-road in the G 580 at a controlled test. Switching to Off-Road mode engages the full suite of traction aids. Each motor has a two-speed gearbox with a low-range ratio, and the G 580 has multiple drive modes and crawl control levels. With 250mm of ground clearance, short overhangs, and a 26mm thick carbon-fibre shield under the battery, it clambers over most things with ease. It can even wade through 850mm of water. The headline trick? A G-Turn. This allows the G to spin 360 degrees in place – one side's wheels rotate forward, the other side's back – activated with a paddle in a special drive mode. It's genuinely useful in tight trails and more than just a showroom gimmick. G-Steer also helps the big G pivot tighter by overdriving the outer wheels in a turn. It makes this 4×4 surprisingly nimble in tight off-road scenarios. With a De Dion rear axle and independent front, wheel articulation is excellent. Permanent AWD and power delivery to a single wheel help it conquer tricky terrain. The only limitation? Performance tyres and no tow rating – likely due to weight limits. With a big battery and brick aerodynamics, efficiency was never going to be a G 580 highlight. But Mercedes gave it enough juice to make it work. The 116kWh battery officially returns 23kWh/100km, for about 450–500km of range. Realistically, expect closer to 400km. Drive it hard or on the open road and usage can hit 30kWh/100km but most owners will charge overnight at home and use it around town. DC fast charging at up to 200kW gets you from 10 to 80 per cent in about 30 minutes. An 11kW AC wallbox at home will fully charge it overnight. The nav system can route via chargers, and the Mercedes me app handles charge monitoring and pre-conditioning. The Mercedes-Benz G 580 is, in a word, epic. This electric G-Wagen could have been a compromised tribute but it's not. It's the real deal. It combines classic G charm with cutting-edge tech. Performance is great, range is adequate, and the technology is awesome – all wrapped up in that unmistakable G-Wagen style. Where else can you find a vehicle that massages you on the motorway, then does a tank turn in the bush? Yes, most G 580s won't venture far off-road, but they could. Mercedes has electrified a legend without losing the plot. If you ever doubted an electric G-Wagen could be the real deal, this one sets the record straight. Mercedes-Benz G 580 Edition One$276,000 / 23kWh/100km / 0g/km 0-100 km/h 4.7s (claimed) Motor output 432kW Max torque 1164Nm Battery 116kWh Range 473km Drivetrain Single-speed auto / e-AWD Front suspension Wishbones / air springs Rear suspension Multilink / air springs Turning circle 11.3m (2.5 turns) Front brakes Ventilated discs Rear brakes Discs Stability systems ABS, ESP, TV Safety AEB, ACC, BSM, LDW, RCTA, ALK, AHB Tyre size 275/50R20 Wheelbase 2890mm L/W/H 4624 / 1931 / 1986mm Luggage capacity 555L Tow rating Not rated to tow Service intervals 12 months / 20,000km Scheduled servicing 3yrs / unlimited km Warranty 3yrs / unlimited km ANCAP rating Not yet rated Weight (claimed) 3085kg
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.
