Latest news with #G-Wagen
7NEWS
17-07-2025
- Automotive
- 7NEWS
2025 Land Rover Defender OCTA Review
In the world of luxury there are two known truths: you can't buy heritage, and you can't buy brand credibility. Both attributes come with time and consistency. It's much the same in the high-end of the automotive world, where it's as much about being part of that brand's story as the product itself. It's what the car says about you, rather than what it can do. Take the Mercedes-Benz G-Wagen, an icon of the times that has earnt its place in history, starting out as a desire from the Shah of Iran to the modern-day choice of those that wish to make a statement. It's virtually impossible for a new brand to create anything like the G-Class. It would need decades of heritage and history, and it would need an unshakeable reputation for its off-road credentials and toughness. So it could only really be a Defender. In fact, now that it has happened, it's crazy to think how long it took Land Rover to create a true G-Wagen competitor, but it is finally here. Of course, the folks at Land Rover say the new Defender OCTA is not a G-Wagen competitor (because – they claim – it's just so much more capable), but given it's pretty much priced bang on G63 money, comes with a twin-turbo V8, and can take your kids to school or climb a mountain, the product brief is near identical. But is it any good? We flew to England to test the new Land Rover Defender OCTA on some ridiculous off-road courses and spend time driving it in the British countryside. First things first. The Defender OCTA (a name inspired by the octahedral shape of a diamond) looks tough as hell. Sitting on 33-inch all-terrain tyres, the body gets a new grille design, a new rear bumper with quad exhaust outlets, underbody protection, and exposed Phosphor Bronze-finished front and rear recovery points. It doesn't quiet have the same imposing stance as a G63 and the fact there are significantly 'lesser' Defender variants in the range does bring into question whether the OCTA can stretch the brand that high (unlike the G63, which is an instant object of desire), but so far strong demand for the OCTA suggests it will find its audience. The OCTA sits 28mm higher and has a 68mm wider stance than the standard Defender, making it stand out compared to the base SUV. Off-road upgrades also include unique active dampers, the fastest steering ratio of any Defender to date, and OCTA Mode – a performance-focused off-road setting with specially-honed anti-lock braking and launch control calibration. Yes, a Land Rover Defender with launch control. The folks at Land Rover set out to make the Defender OCTA blend extreme off-road capability with genuine on-road performance. This is historically the domain of the G-Wagen but after a few hours with the car we feel the Defender OCTA is not only more capable off-road, but also on-road. How much does the Land Rover Defender cost? For the MY26 model year, the Defender P635 OCTA comes in at $304,500 before on-road costs or any options. 2025 Defender 90 2025 Defender 110 2025 Defender 130 This is a significant $177,400 more expensive than the cheapest new MY26 Defender P425 X (Dynamic SE $127,100), which now uses the 5.0-litre supercharged V8 that we all love. Essentially you can buy two Defenders with the 5.0-litre supercharged V8 instead of an OCTA and still have change left over. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool What is the Land Rover Defender like on the inside? As with all 2026 Defender models, the OCTA now has a larger 13.1-inch infotainment touchscreen, up from 11.4 inches, while the dash-mounted shifter has been repositioned. In addition, a revised centre console incorporates a sliding section that allows you to conceal small items in a closed cubby, while removable side pockets are available. You can have your OCTA's interior in leather or fabric, with Burnt Sienna leather fitted as standard. An Ebony leather interior is also available, as are Light Cloud and Lunar fabric options. It's a nice place to sit but the substantial price increase over the standard Defender variants is not felt on the inside as much as one might hope. We found the sound system and general cabin ergonomics to be ideal and using the screen in the car to navigate the different drive modes to be a breeze (even if we would prefer a physical button for some of the controls). The OCTA button on the steering wheel is a nice touch and is very much borrowed from the Range Rover Sport SV. Press it and things start to get serious. The media controls are simple to learn and navigate, which is helped by the crisp and responsive new touchscreen. Also worth noting is that Land Rover has no issue providing the pilot a whole plethora of information – including off-road cameras for underneath the car, whether the centre or rear differential is locked, how much load is on each airbag and shock absorber, and other stuff like vehicle dimensions. The usual stuff like wireless smartphone mirroring technology (Apple CarPlay and Android Auto) worked pretty well during our time with the car. There is no noticeable compromise in going for an OCTA over a standard Defender in terms of space and practicality. One thing that affects all Defender (and G-Wagen) models is the side-swinging tailgate, which is heavy to operate and frankly a little annoying at times. We know the British love their subtlety but it would be nice if there was some more uniqueness to the OCTA's interior, to give it that super premium feel the price tag demands. Nonetheless, it's just as nice a place to sit as a G-Wagen, with arguably more usable tech and a better infotainment system. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool What's under the bonnet? In order to truly compete with the G-Wagen and become the performance powerhouse in the Defender range, the OCTA could not make use of the company's ageing 5.0-litre supercharged V8, but has instead gone with a BMW-sourced 4.4-litre twin-turbo V8 with a 48V mild-hybrid assistance. Mated to an eight-speed automatic transmission with high- and low-range gearing, the BMW M5-sourced engine – which also powers the Range Rover Sport SV – produces 467kW of power and 750Nm of torque. This makes the OCTA the most powerful Defender ever, as well as the fastest-accelerating, completing the 0-100km/h sprint in just under 4.0 seconds (claimed). The fact that the British brand now offers the original supercharged V8 in the Defender makes this BMW engine seem overly excessive for the price differential, but it's certainly a far more modern and performance oriented powertrain than anything ever offered in the Defender range. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool How does the Land Rover Defender drive? The Land Rover Defender OCTA sits in a unique place where it's as quick as more modern dedicated sports cars, yet it can also get serious off-road. We got to experience the OCTA perform some incredibly challenging off-road courses, where it proved itself more capable than the standard Defender (although the extra width could get you stuck on narrower trails). Then we performed a high-speed jump over a ramp as part of a dedicated rally track, and if that wasn't impressive enough we also drove it on the road at full pace. In each and every one of those tasks the Land Rover Defender OCTA exceeded our expectations. Its off-road credentials don't need any validation – it's a Defender after all – but it was the on-road driving that truly impressed us. This is a much nicer car to drive at speed than a G63 AMG. It sits nicer on the road, doesn't feel as agricultural and certainly corners better. Having said all that, it has virtually no exhaust noise. Modern-day European emissions and noise regulations have made this high-performance engine rather silent. If you love your angry V8 sound – and you would have to in order to spend this much on a Defender – we suggest a trip to an aftermarket supplier to remove the petrol particulate filters and replace the exhaust with something that brings the car to life. Because it needs it. Behind the wheel and around the countryside near Goodwood, we found the Defender OCTA to be comfortable and relaxed in standard mode, before getting low and responsive to all inputs when OCTA mode was selected. Ultimately, it's not the sort of car you would enjoy driving at speed around twisty mountain roads if you didn't have to, but with the right tyres and in the right setting it can be a reasonably enjoyable experience and certainly more surefooted than its Mercedes-AMG competitor. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool What do you get? The Defender OCTA gains a comprehensive set of upgrades, inside and out. 2026 Land Rover Defender OCTA equipment highlights: 6D Dynamics air suspension Faster steering ratio Launch control 33-inch all-terrain tyres Unique rear bumper Quad exhaust outlets Underbody protection Burnt Sienna leather upholstery Front performance seats with 'immersive' audio To see how the Land Rover Defender lines up against its rivals, check out our comparison tool Is the Land Rover Defender safe? The Land Rover Defender 110 scored a five-star safety rating based on testing in 2020 by Euro NCAP, although that rating doesn't apply to V8 petrol variants, presumably including the new OCTA. Standard safety equipment includes: Autonomous emergency braking Blind-spot monitoring Lane-keep assist Rear cross-traffic alert Adaptive cruise control Driver attention monitoring Surround-view camera system Front, rear parking sensors Safe exit alert Traffic sign recognition There is a helpful system to lessen the sensitivity of the safety features quickly and easily – just push a button on the steering wheel and you can set the safety systems to have moderate or minimal intervention. Dual frontal, front side, and side curtain airbags for all three rows are standard too. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool How much does the Land Rover Defender cost to run? There's a five-year/unlimited-kilometre warranty, which you might find to be an important consideration for the Defender as the reliability record for this vehicle has been questionable. In fact, if you do intend to keep it longer, extended warranty options should absolutely be considered. There's also five years of roadside assistance as part of that warranty cover, which we hope you won't ever need to use. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool CarExpert's Take on the Land Rover Defender OCTA Chances are if you can afford a Defender OCTA and had wanted a Mercedes-Benz G-Wagen you would have already bought one by now. In fact, you might already own one and are thinking of something a little different, perhaps with less undesired social connotations. No matter how you try and look at it, this is the most capable Defender ever and it needs to be for the price. It's fast, it's capable and it can go virtually anywhere within reason. This is what you buy if you want the best Defender in the range but, as we said earlier, as good as it is it makes the supercharged V8 Defender P425 seem like an absolute bargain. Interested in buying a Land Rover Defender? Let CarExpert find you the best deal here Pros Menacing looks that are hard to miss Excellent on-road and off-road performance A true G-Wagen competitor without the social connotations Cons
Perth Now
17-07-2025
- Automotive
- Perth Now
2025 Land Rover Defender OCTA Review
In the world of luxury there are two known truths: you can't buy heritage, and you can't buy brand credibility. 2025 Land Rover Defender OCTA Review Credit: CarExpert Both attributes come with time and consistency. It's much the same in the high-end of the automotive world, where it's as much about being part of that brand's story as the product itself. It's what the car says about you, rather than what it can do. Take the Mercedes-Benz G-Wagen, an icon of the times that has earnt its place in history, starting out as a desire from the Shah of Iran to the modern-day choice of those that wish to make a statement. It's virtually impossible for a new brand to create anything like the G-Class. It would need decades of heritage and history, and it would need an unshakeable reputation for its off-road credentials and toughness. So it could only really be a Defender. In fact, now that it has happened, it's crazy to think how long it took Land Rover to create a true G-Wagen competitor, but it is finally here. Of course, the folks at Land Rover say the new Defender OCTA is not a G-Wagen competitor (because – they claim – it's just so much more capable), but given it's pretty much priced bang on G63 money, comes with a twin-turbo V8, and can take your kids to school or climb a mountain, the product brief is near identical. But is it any good? We flew to England to test the new Land Rover Defender OCTA on some ridiculous off-road courses and spend time driving it in the British countryside. 2025 Land Rover Defender OCTA Review Credit: CarExpert First things first. The Defender OCTA (a name inspired by the octahedral shape of a diamond) looks tough as hell. Sitting on 33-inch all-terrain tyres, the body gets a new grille design, a new rear bumper with quad exhaust outlets, underbody protection, and exposed Phosphor Bronze-finished front and rear recovery points. It doesn't quiet have the same imposing stance as a G63 and the fact there are significantly 'lesser' Defender variants in the range does bring into question whether the OCTA can stretch the brand that high (unlike the G63, which is an instant object of desire), but so far strong demand for the OCTA suggests it will find its audience. The OCTA sits 28mm higher and has a 68mm wider stance than the standard Defender, making it stand out compared to the base SUV. Off-road upgrades also include unique active dampers, the fastest steering ratio of any Defender to date, and OCTA Mode – a performance-focused off-road setting with specially-honed anti-lock braking and launch control calibration. Yes, a Land Rover Defender with launch control. The folks at Land Rover set out to make the Defender OCTA blend extreme off-road capability with genuine on-road performance. This is historically the domain of the G-Wagen but after a few hours with the car we feel the Defender OCTA is not only more capable off-road, but also on-road. For the MY26 model year, the Defender P635 OCTA comes in at $304,500 before on-road costs or any options. 2025 Land Rover Defender OCTA Review Credit: CarExpert 2025 Defender 90 2025 Defender 110 2025 Defender 130 This is a significant $177,400 more expensive than the cheapest new MY26 Defender P425 X (Dynamic SE $127,100), which now uses the 5.0-litre supercharged V8 that we all love. Essentially you can buy two Defenders with the 5.0-litre supercharged V8 instead of an OCTA and still have change left over. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool As with all 2026 Defender models, the OCTA now has a larger 13.1-inch infotainment touchscreen, up from 11.4 inches, while the dash-mounted shifter has been repositioned. 2025 Land Rover Defender OCTA Review Credit: CarExpert In addition, a revised centre console incorporates a sliding section that allows you to conceal small items in a closed cubby, while removable side pockets are available. You can have your OCTA's interior in leather or fabric, with Burnt Sienna leather fitted as standard. An Ebony leather interior is also available, as are Light Cloud and Lunar fabric options. It's a nice place to sit but the substantial price increase over the standard Defender variants is not felt on the inside as much as one might hope. We found the sound system and general cabin ergonomics to be ideal and using the screen in the car to navigate the different drive modes to be a breeze (even if we would prefer a physical button for some of the controls). The OCTA button on the steering wheel is a nice touch and is very much borrowed from the Range Rover Sport SV. Press it and things start to get serious. The media controls are simple to learn and navigate, which is helped by the crisp and responsive new touchscreen. Also worth noting is that Land Rover has no issue providing the pilot a whole plethora of information – including off-road cameras for underneath the car, whether the centre or rear differential is locked, how much load is on each airbag and shock absorber, and other stuff like vehicle dimensions. 2025 Land Rover Defender OCTA Review Credit: CarExpert 2025 Land Rover Defender OCTA Review Credit: CarExpert 2025 Land Rover Defender OCTA Review Credit: CarExpert 2025 Land Rover Defender OCTA Review Credit: CarExpert The usual stuff like wireless smartphone mirroring technology (Apple CarPlay and Android Auto) worked pretty well during our time with the car. There is no noticeable compromise in going for an OCTA over a standard Defender in terms of space and practicality. One thing that affects all Defender (and G-Wagen) models is the side-swinging tailgate, which is heavy to operate and frankly a little annoying at times. We know the British love their subtlety but it would be nice if there was some more uniqueness to the OCTA's interior, to give it that super premium feel the price tag demands. Nonetheless, it's just as nice a place to sit as a G-Wagen, with arguably more usable tech and a better infotainment system. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool In order to truly compete with the G-Wagen and become the performance powerhouse in the Defender range, the OCTA could not make use of the company's ageing 5.0-litre supercharged V8, but has instead gone with a BMW-sourced 4.4-litre twin-turbo V8 with a 48V mild-hybrid assistance. 2025 Land Rover Defender OCTA Review Credit: CarExpert Mated to an eight-speed automatic transmission with high- and low-range gearing, the BMW M5-sourced engine – which also powers the Range Rover Sport SV – produces 467kW of power and 750Nm of torque. This makes the OCTA the most powerful Defender ever, as well as the fastest-accelerating, completing the 0-100km/h sprint in just under 4.0 seconds (claimed). The fact that the British brand now offers the original supercharged V8 in the Defender makes this BMW engine seem overly excessive for the price differential, but it's certainly a far more modern and performance oriented powertrain than anything ever offered in the Defender range. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool The Land Rover Defender OCTA sits in a unique place where it's as quick as more modern dedicated sports cars, yet it can also get serious off-road. 2025 Land Rover Defender OCTA Review Credit: CarExpert We got to experience the OCTA perform some incredibly challenging off-road courses, where it proved itself more capable than the standard Defender (although the extra width could get you stuck on narrower trails). Then we performed a high-speed jump over a ramp as part of a dedicated rally track, and if that wasn't impressive enough we also drove it on the road at full pace. In each and every one of those tasks the Land Rover Defender OCTA exceeded our expectations. Its off-road credentials don't need any validation – it's a Defender after all – but it was the on-road driving that truly impressed us. This is a much nicer car to drive at speed than a G63 AMG. It sits nicer on the road, doesn't feel as agricultural and certainly corners better. Having said all that, it has virtually no exhaust noise. Modern-day European emissions and noise regulations have made this high-performance engine rather silent. If you love your angry V8 sound – and you would have to in order to spend this much on a Defender – we suggest a trip to an aftermarket supplier to remove the petrol particulate filters and replace the exhaust with something that brings the car to life. Because it needs it. 2025 Land Rover Defender OCTA Review Credit: CarExpert Behind the wheel and around the countryside near Goodwood, we found the Defender OCTA to be comfortable and relaxed in standard mode, before getting low and responsive to all inputs when OCTA mode was selected. Ultimately, it's not the sort of car you would enjoy driving at speed around twisty mountain roads if you didn't have to, but with the right tyres and in the right setting it can be a reasonably enjoyable experience and certainly more surefooted than its Mercedes-AMG competitor. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool The Defender OCTA gains a comprehensive set of upgrades, inside and out. 2025 Land Rover Defender OCTA Review Credit: CarExpert 2025 Land Rover Defender OCTA Review Credit: CarExpert 2025 Land Rover Defender OCTA Review Credit: CarExpert 2025 Land Rover Defender OCTA Review Credit: CarExpert 2026 Land Rover Defender OCTA equipment highlights: 6D Dynamics air suspension Faster steering ratio Launch control 33-inch all-terrain tyres Unique rear bumper Quad exhaust outlets Underbody protection Burnt Sienna leather upholstery Front performance seats with 'immersive' audio To see how the Land Rover Defender lines up against its rivals, check out our comparison tool The Land Rover Defender 110 scored a five-star safety rating based on testing in 2020 by Euro NCAP, although that rating doesn't apply to V8 petrol variants, presumably including the new OCTA. 2025 Land Rover Defender OCTA Review Credit: CarExpert Standard safety equipment includes: Autonomous emergency braking Blind-spot monitoring Lane-keep assist Rear cross-traffic alert Adaptive cruise control Driver attention monitoring Surround-view camera system Front, rear parking sensors Safe exit alert Traffic sign recognition There is a helpful system to lessen the sensitivity of the safety features quickly and easily – just push a button on the steering wheel and you can set the safety systems to have moderate or minimal intervention. Dual frontal, front side, and side curtain airbags for all three rows are standard too. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool There's a five-year/unlimited-kilometre warranty, which you might find to be an important consideration for the Defender as the reliability record for this vehicle has been questionable. In fact, if you do intend to keep it longer, extended warranty options should absolutely be considered. 2025 Land Rover Defender OCTA Review Credit: CarExpert There's also five years of roadside assistance as part of that warranty cover, which we hope you won't ever need to use. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool Chances are if you can afford a Defender OCTA and had wanted a Mercedes-Benz G-Wagen you would have already bought one by now. In fact, you might already own one and are thinking of something a little different, perhaps with less undesired social connotations. 2025 Land Rover Defender OCTA Review Credit: CarExpert No matter how you try and look at it, this is the most capable Defender ever and it needs to be for the price. It's fast, it's capable and it can go virtually anywhere within reason. This is what you buy if you want the best Defender in the range but, as we said earlier, as good as it is it makes the supercharged V8 Defender P425 seem like an absolute bargain. Interested in buying a Land Rover Defender? Let CarExpert find you the best deal here MORE: Explore the Land Rover Defender showroom Menacing looks that are hard to miss Excellent on-road and off-road performance A true G-Wagen competitor without the social connotations Doesn't look as expensive as its Mercedes-Benz rival Interior not differentiated enough from standard Defenders Barely any exhaust note from the BMW engine
The Advertiser
17-07-2025
- Automotive
- The Advertiser
2025 Land Rover Defender OCTA Review
Land Rover Defender Pros Land Rover Defender Cons Land Rover Defender Pros Land Rover Defender Cons In the world of luxury there are two known truths: you can't buy heritage, and you can't buy brand credibility. Both attributes come with time and consistency. It's much the same in the high-end of the automotive world, where it's as much about being part of that brand's story as the product itself. It's what the car says about you, rather than what it can do. Take the Mercedes-Benz G-Wagen, an icon of the times that has earnt its place in history, starting out as a desire from the Shah of Iran to the modern-day choice of those that wish to make a statement. It's virtually impossible for a new brand to create anything like the G-Class. It would need decades of heritage and history, and it would need an unshakeable reputation for its off-road credentials and toughness. So it could only really be a Defender. In fact, now that it has happened, it's crazy to think how long it took Land Rover to create a true G-Wagen competitor, but it is finally here. Of course, the folks at Land Rover say the new Defender OCTA is not a G-Wagen competitor (because – they claim – it's just so much more capable), but given it's pretty much priced bang on G63 money, comes with a twin-turbo V8, and can take your kids to school or climb a mountain, the product brief is near identical. But is it any good? We flew to England to test the new Land Rover Defender OCTA on some ridiculous off-road courses and spend time driving it in the British countryside. First things first. The Defender OCTA (a name inspired by the octahedral shape of a diamond) looks tough as hell. Sitting on 33-inch all-terrain tyres, the body gets a new grille design, a new rear bumper with quad exhaust outlets, underbody protection, and exposed Phosphor Bronze-finished front and rear recovery points. It doesn't quiet have the same imposing stance as a G63 and the fact there are significantly 'lesser' Defender variants in the range does bring into question whether the OCTA can stretch the brand that high (unlike the G63, which is an instant object of desire), but so far strong demand for the OCTA suggests it will find its audience. The OCTA sits 28mm higher and has a 68mm wider stance than the standard Defender, making it stand out compared to the base SUV. Off-road upgrades also include unique active dampers, the fastest steering ratio of any Defender to date, and OCTA Mode – a performance-focused off-road setting with specially-honed anti-lock braking and launch control calibration. Yes, a Land Rover Defender with launch control. The folks at Land Rover set out to make the Defender OCTA blend extreme off-road capability with genuine on-road performance. This is historically the domain of the G-Wagen but after a few hours with the car we feel the Defender OCTA is not only more capable off-road, but also on-road. For the MY26 model year, the Defender P635 OCTA comes in at $304,500 before on-road costs or any options. 2025 Defender 90 2025 Defender 110 2025 Defender 130 This is a significant $177,400 more expensive than the cheapest new MY26 Defender P425 X (Dynamic SE $127,100), which now uses the 5.0-litre supercharged V8 that we all love. Essentially you can buy two Defenders with the 5.0-litre supercharged V8 instead of an OCTA and still have change left over. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool As with all 2026 Defender models, the OCTA now has a larger 13.1-inch infotainment touchscreen, up from 11.4 inches, while the dash-mounted shifter has been repositioned. In addition, a revised centre console incorporates a sliding section that allows you to conceal small items in a closed cubby, while removable side pockets are available. You can have your OCTA's interior in leather or fabric, with Burnt Sienna leather fitted as standard. An Ebony leather interior is also available, as are Light Cloud and Lunar fabric options. It's a nice place to sit but the substantial price increase over the standard Defender variants is not felt on the inside as much as one might hope. We found the sound system and general cabin ergonomics to be ideal and using the screen in the car to navigate the different drive modes to be a breeze (even if we would prefer a physical button for some of the controls). The OCTA button on the steering wheel is a nice touch and is very much borrowed from the Range Rover Sport SV. Press it and things start to get serious. The media controls are simple to learn and navigate, which is helped by the crisp and responsive new touchscreen. Also worth noting is that Land Rover has no issue providing the pilot a whole plethora of information – including off-road cameras for underneath the car, whether the centre or rear differential is locked, how much load is on each airbag and shock absorber, and other stuff like vehicle dimensions. The usual stuff like wireless smartphone mirroring technology (Apple CarPlay and Android Auto) worked pretty well during our time with the car. There is no noticeable compromise in going for an OCTA over a standard Defender in terms of space and practicality. One thing that affects all Defender (and G-Wagen) models is the side-swinging tailgate, which is heavy to operate and frankly a little annoying at times. We know the British love their subtlety but it would be nice if there was some more uniqueness to the OCTA's interior, to give it that super premium feel the price tag demands. Nonetheless, it's just as nice a place to sit as a G-Wagen, with arguably more usable tech and a better infotainment system. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool In order to truly compete with the G-Wagen and become the performance powerhouse in the Defender range, the OCTA could not make use of the company's ageing 5.0-litre supercharged V8, but has instead gone with a BMW-sourced 4.4-litre twin-turbo V8 with a 48V mild-hybrid assistance. Mated to an eight-speed automatic transmission with high- and low-range gearing, the BMW M5-sourced engine – which also powers the Range Rover Sport SV – produces 467kW of power and 750Nm of torque. This makes the OCTA the most powerful Defender ever, as well as the fastest-accelerating, completing the 0-100km/h sprint in just under 4.0 seconds (claimed). The fact that the British brand now offers the original supercharged V8 in the Defender makes this BMW engine seem overly excessive for the price differential, but it's certainly a far more modern and performance oriented powertrain than anything ever offered in the Defender range. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool The Land Rover Defender OCTA sits in a unique place where it's as quick as more modern dedicated sports cars, yet it can also get serious off-road. We got to experience the OCTA perform some incredibly challenging off-road courses, where it proved itself more capable than the standard Defender (although the extra width could get you stuck on narrower trails). Then we performed a high-speed jump over a ramp as part of a dedicated rally track, and if that wasn't impressive enough we also drove it on the road at full pace. In each and every one of those tasks the Land Rover Defender OCTA exceeded our expectations. Its off-road credentials don't need any validation – it's a Defender after all – but it was the on-road driving that truly impressed us. This is a much nicer car to drive at speed than a G63 AMG. It sits nicer on the road, doesn't feel as agricultural and certainly corners better. Having said all that, it has virtually no exhaust noise. Modern-day European emissions and noise regulations have made this high-performance engine rather silent. If you love your angry V8 sound – and you would have to in order to spend this much on a Defender – we suggest a trip to an aftermarket supplier to remove the petrol particulate filters and replace the exhaust with something that brings the car to life. Because it needs it. Behind the wheel and around the countryside near Goodwood, we found the Defender OCTA to be comfortable and relaxed in standard mode, before getting low and responsive to all inputs when OCTA mode was selected. Ultimately, it's not the sort of car you would enjoy driving at speed around twisty mountain roads if you didn't have to, but with the right tyres and in the right setting it can be a reasonably enjoyable experience and certainly more surefooted than its Mercedes-AMG competitor. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool The Defender OCTA gains a comprehensive set of upgrades, inside and out. 2026 Land Rover Defender OCTA equipment highlights: To see how the Land Rover Defender lines up against its rivals, check out our comparison tool The Land Rover Defender 110 scored a five-star safety rating based on testing in 2020 by Euro NCAP, although that rating doesn't apply to V8 petrol variants, presumably including the new OCTA. Standard safety equipment includes: There is a helpful system to lessen the sensitivity of the safety features quickly and easily – just push a button on the steering wheel and you can set the safety systems to have moderate or minimal intervention. Dual frontal, front side, and side curtain airbags for all three rows are standard too. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool There's a five-year/unlimited-kilometre warranty, which you might find to be an important consideration for the Defender as the reliability record for this vehicle has been questionable. In fact, if you do intend to keep it longer, extended warranty options should absolutely be considered. There's also five years of roadside assistance as part of that warranty cover, which we hope you won't ever need to use. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool Chances are if you can afford a Defender OCTA and had wanted a Mercedes-Benz G-Wagen you would have already bought one by now. In fact, you might already own one and are thinking of something a little different, perhaps with less undesired social connotations. No matter how you try and look at it, this is the most capable Defender ever and it needs to be for the price. It's fast, it's capable and it can go virtually anywhere within reason. This is what you buy if you want the best Defender in the range but, as we said earlier, as good as it is it makes the supercharged V8 Defender P425 seem like an absolute bargain. Interested in buying a Land Rover Defender? Let CarExpert find you the best deal hereMORE: Explore the Land Rover Defender showroom Content originally sourced from: Rover Defender Pros Land Rover Defender Cons Land Rover Defender Pros Land Rover Defender Cons In the world of luxury there are two known truths: you can't buy heritage, and you can't buy brand credibility. Both attributes come with time and consistency. It's much the same in the high-end of the automotive world, where it's as much about being part of that brand's story as the product itself. It's what the car says about you, rather than what it can do. Take the Mercedes-Benz G-Wagen, an icon of the times that has earnt its place in history, starting out as a desire from the Shah of Iran to the modern-day choice of those that wish to make a statement. It's virtually impossible for a new brand to create anything like the G-Class. It would need decades of heritage and history, and it would need an unshakeable reputation for its off-road credentials and toughness. So it could only really be a Defender. In fact, now that it has happened, it's crazy to think how long it took Land Rover to create a true G-Wagen competitor, but it is finally here. Of course, the folks at Land Rover say the new Defender OCTA is not a G-Wagen competitor (because – they claim – it's just so much more capable), but given it's pretty much priced bang on G63 money, comes with a twin-turbo V8, and can take your kids to school or climb a mountain, the product brief is near identical. But is it any good? We flew to England to test the new Land Rover Defender OCTA on some ridiculous off-road courses and spend time driving it in the British countryside. First things first. The Defender OCTA (a name inspired by the octahedral shape of a diamond) looks tough as hell. Sitting on 33-inch all-terrain tyres, the body gets a new grille design, a new rear bumper with quad exhaust outlets, underbody protection, and exposed Phosphor Bronze-finished front and rear recovery points. It doesn't quiet have the same imposing stance as a G63 and the fact there are significantly 'lesser' Defender variants in the range does bring into question whether the OCTA can stretch the brand that high (unlike the G63, which is an instant object of desire), but so far strong demand for the OCTA suggests it will find its audience. The OCTA sits 28mm higher and has a 68mm wider stance than the standard Defender, making it stand out compared to the base SUV. Off-road upgrades also include unique active dampers, the fastest steering ratio of any Defender to date, and OCTA Mode – a performance-focused off-road setting with specially-honed anti-lock braking and launch control calibration. Yes, a Land Rover Defender with launch control. The folks at Land Rover set out to make the Defender OCTA blend extreme off-road capability with genuine on-road performance. This is historically the domain of the G-Wagen but after a few hours with the car we feel the Defender OCTA is not only more capable off-road, but also on-road. For the MY26 model year, the Defender P635 OCTA comes in at $304,500 before on-road costs or any options. 2025 Defender 90 2025 Defender 110 2025 Defender 130 This is a significant $177,400 more expensive than the cheapest new MY26 Defender P425 X (Dynamic SE $127,100), which now uses the 5.0-litre supercharged V8 that we all love. Essentially you can buy two Defenders with the 5.0-litre supercharged V8 instead of an OCTA and still have change left over. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool As with all 2026 Defender models, the OCTA now has a larger 13.1-inch infotainment touchscreen, up from 11.4 inches, while the dash-mounted shifter has been repositioned. In addition, a revised centre console incorporates a sliding section that allows you to conceal small items in a closed cubby, while removable side pockets are available. You can have your OCTA's interior in leather or fabric, with Burnt Sienna leather fitted as standard. An Ebony leather interior is also available, as are Light Cloud and Lunar fabric options. It's a nice place to sit but the substantial price increase over the standard Defender variants is not felt on the inside as much as one might hope. We found the sound system and general cabin ergonomics to be ideal and using the screen in the car to navigate the different drive modes to be a breeze (even if we would prefer a physical button for some of the controls). The OCTA button on the steering wheel is a nice touch and is very much borrowed from the Range Rover Sport SV. Press it and things start to get serious. The media controls are simple to learn and navigate, which is helped by the crisp and responsive new touchscreen. Also worth noting is that Land Rover has no issue providing the pilot a whole plethora of information – including off-road cameras for underneath the car, whether the centre or rear differential is locked, how much load is on each airbag and shock absorber, and other stuff like vehicle dimensions. The usual stuff like wireless smartphone mirroring technology (Apple CarPlay and Android Auto) worked pretty well during our time with the car. There is no noticeable compromise in going for an OCTA over a standard Defender in terms of space and practicality. One thing that affects all Defender (and G-Wagen) models is the side-swinging tailgate, which is heavy to operate and frankly a little annoying at times. We know the British love their subtlety but it would be nice if there was some more uniqueness to the OCTA's interior, to give it that super premium feel the price tag demands. Nonetheless, it's just as nice a place to sit as a G-Wagen, with arguably more usable tech and a better infotainment system. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool In order to truly compete with the G-Wagen and become the performance powerhouse in the Defender range, the OCTA could not make use of the company's ageing 5.0-litre supercharged V8, but has instead gone with a BMW-sourced 4.4-litre twin-turbo V8 with a 48V mild-hybrid assistance. Mated to an eight-speed automatic transmission with high- and low-range gearing, the BMW M5-sourced engine – which also powers the Range Rover Sport SV – produces 467kW of power and 750Nm of torque. This makes the OCTA the most powerful Defender ever, as well as the fastest-accelerating, completing the 0-100km/h sprint in just under 4.0 seconds (claimed). The fact that the British brand now offers the original supercharged V8 in the Defender makes this BMW engine seem overly excessive for the price differential, but it's certainly a far more modern and performance oriented powertrain than anything ever offered in the Defender range. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool The Land Rover Defender OCTA sits in a unique place where it's as quick as more modern dedicated sports cars, yet it can also get serious off-road. We got to experience the OCTA perform some incredibly challenging off-road courses, where it proved itself more capable than the standard Defender (although the extra width could get you stuck on narrower trails). Then we performed a high-speed jump over a ramp as part of a dedicated rally track, and if that wasn't impressive enough we also drove it on the road at full pace. In each and every one of those tasks the Land Rover Defender OCTA exceeded our expectations. Its off-road credentials don't need any validation – it's a Defender after all – but it was the on-road driving that truly impressed us. This is a much nicer car to drive at speed than a G63 AMG. It sits nicer on the road, doesn't feel as agricultural and certainly corners better. Having said all that, it has virtually no exhaust noise. Modern-day European emissions and noise regulations have made this high-performance engine rather silent. If you love your angry V8 sound – and you would have to in order to spend this much on a Defender – we suggest a trip to an aftermarket supplier to remove the petrol particulate filters and replace the exhaust with something that brings the car to life. Because it needs it. Behind the wheel and around the countryside near Goodwood, we found the Defender OCTA to be comfortable and relaxed in standard mode, before getting low and responsive to all inputs when OCTA mode was selected. Ultimately, it's not the sort of car you would enjoy driving at speed around twisty mountain roads if you didn't have to, but with the right tyres and in the right setting it can be a reasonably enjoyable experience and certainly more surefooted than its Mercedes-AMG competitor. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool The Defender OCTA gains a comprehensive set of upgrades, inside and out. 2026 Land Rover Defender OCTA equipment highlights: To see how the Land Rover Defender lines up against its rivals, check out our comparison tool The Land Rover Defender 110 scored a five-star safety rating based on testing in 2020 by Euro NCAP, although that rating doesn't apply to V8 petrol variants, presumably including the new OCTA. Standard safety equipment includes: There is a helpful system to lessen the sensitivity of the safety features quickly and easily – just push a button on the steering wheel and you can set the safety systems to have moderate or minimal intervention. Dual frontal, front side, and side curtain airbags for all three rows are standard too. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool There's a five-year/unlimited-kilometre warranty, which you might find to be an important consideration for the Defender as the reliability record for this vehicle has been questionable. In fact, if you do intend to keep it longer, extended warranty options should absolutely be considered. There's also five years of roadside assistance as part of that warranty cover, which we hope you won't ever need to use. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool Chances are if you can afford a Defender OCTA and had wanted a Mercedes-Benz G-Wagen you would have already bought one by now. In fact, you might already own one and are thinking of something a little different, perhaps with less undesired social connotations. No matter how you try and look at it, this is the most capable Defender ever and it needs to be for the price. It's fast, it's capable and it can go virtually anywhere within reason. This is what you buy if you want the best Defender in the range but, as we said earlier, as good as it is it makes the supercharged V8 Defender P425 seem like an absolute bargain. Interested in buying a Land Rover Defender? Let CarExpert find you the best deal hereMORE: Explore the Land Rover Defender showroom Content originally sourced from: Rover Defender Pros Land Rover Defender Cons Land Rover Defender Pros Land Rover Defender Cons In the world of luxury there are two known truths: you can't buy heritage, and you can't buy brand credibility. Both attributes come with time and consistency. It's much the same in the high-end of the automotive world, where it's as much about being part of that brand's story as the product itself. It's what the car says about you, rather than what it can do. Take the Mercedes-Benz G-Wagen, an icon of the times that has earnt its place in history, starting out as a desire from the Shah of Iran to the modern-day choice of those that wish to make a statement. It's virtually impossible for a new brand to create anything like the G-Class. It would need decades of heritage and history, and it would need an unshakeable reputation for its off-road credentials and toughness. So it could only really be a Defender. In fact, now that it has happened, it's crazy to think how long it took Land Rover to create a true G-Wagen competitor, but it is finally here. Of course, the folks at Land Rover say the new Defender OCTA is not a G-Wagen competitor (because – they claim – it's just so much more capable), but given it's pretty much priced bang on G63 money, comes with a twin-turbo V8, and can take your kids to school or climb a mountain, the product brief is near identical. But is it any good? We flew to England to test the new Land Rover Defender OCTA on some ridiculous off-road courses and spend time driving it in the British countryside. First things first. The Defender OCTA (a name inspired by the octahedral shape of a diamond) looks tough as hell. Sitting on 33-inch all-terrain tyres, the body gets a new grille design, a new rear bumper with quad exhaust outlets, underbody protection, and exposed Phosphor Bronze-finished front and rear recovery points. It doesn't quiet have the same imposing stance as a G63 and the fact there are significantly 'lesser' Defender variants in the range does bring into question whether the OCTA can stretch the brand that high (unlike the G63, which is an instant object of desire), but so far strong demand for the OCTA suggests it will find its audience. The OCTA sits 28mm higher and has a 68mm wider stance than the standard Defender, making it stand out compared to the base SUV. Off-road upgrades also include unique active dampers, the fastest steering ratio of any Defender to date, and OCTA Mode – a performance-focused off-road setting with specially-honed anti-lock braking and launch control calibration. Yes, a Land Rover Defender with launch control. The folks at Land Rover set out to make the Defender OCTA blend extreme off-road capability with genuine on-road performance. This is historically the domain of the G-Wagen but after a few hours with the car we feel the Defender OCTA is not only more capable off-road, but also on-road. For the MY26 model year, the Defender P635 OCTA comes in at $304,500 before on-road costs or any options. 2025 Defender 90 2025 Defender 110 2025 Defender 130 This is a significant $177,400 more expensive than the cheapest new MY26 Defender P425 X (Dynamic SE $127,100), which now uses the 5.0-litre supercharged V8 that we all love. Essentially you can buy two Defenders with the 5.0-litre supercharged V8 instead of an OCTA and still have change left over. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool As with all 2026 Defender models, the OCTA now has a larger 13.1-inch infotainment touchscreen, up from 11.4 inches, while the dash-mounted shifter has been repositioned. In addition, a revised centre console incorporates a sliding section that allows you to conceal small items in a closed cubby, while removable side pockets are available. You can have your OCTA's interior in leather or fabric, with Burnt Sienna leather fitted as standard. An Ebony leather interior is also available, as are Light Cloud and Lunar fabric options. It's a nice place to sit but the substantial price increase over the standard Defender variants is not felt on the inside as much as one might hope. We found the sound system and general cabin ergonomics to be ideal and using the screen in the car to navigate the different drive modes to be a breeze (even if we would prefer a physical button for some of the controls). The OCTA button on the steering wheel is a nice touch and is very much borrowed from the Range Rover Sport SV. Press it and things start to get serious. The media controls are simple to learn and navigate, which is helped by the crisp and responsive new touchscreen. Also worth noting is that Land Rover has no issue providing the pilot a whole plethora of information – including off-road cameras for underneath the car, whether the centre or rear differential is locked, how much load is on each airbag and shock absorber, and other stuff like vehicle dimensions. The usual stuff like wireless smartphone mirroring technology (Apple CarPlay and Android Auto) worked pretty well during our time with the car. There is no noticeable compromise in going for an OCTA over a standard Defender in terms of space and practicality. One thing that affects all Defender (and G-Wagen) models is the side-swinging tailgate, which is heavy to operate and frankly a little annoying at times. We know the British love their subtlety but it would be nice if there was some more uniqueness to the OCTA's interior, to give it that super premium feel the price tag demands. Nonetheless, it's just as nice a place to sit as a G-Wagen, with arguably more usable tech and a better infotainment system. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool In order to truly compete with the G-Wagen and become the performance powerhouse in the Defender range, the OCTA could not make use of the company's ageing 5.0-litre supercharged V8, but has instead gone with a BMW-sourced 4.4-litre twin-turbo V8 with a 48V mild-hybrid assistance. Mated to an eight-speed automatic transmission with high- and low-range gearing, the BMW M5-sourced engine – which also powers the Range Rover Sport SV – produces 467kW of power and 750Nm of torque. This makes the OCTA the most powerful Defender ever, as well as the fastest-accelerating, completing the 0-100km/h sprint in just under 4.0 seconds (claimed). The fact that the British brand now offers the original supercharged V8 in the Defender makes this BMW engine seem overly excessive for the price differential, but it's certainly a far more modern and performance oriented powertrain than anything ever offered in the Defender range. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool The Land Rover Defender OCTA sits in a unique place where it's as quick as more modern dedicated sports cars, yet it can also get serious off-road. We got to experience the OCTA perform some incredibly challenging off-road courses, where it proved itself more capable than the standard Defender (although the extra width could get you stuck on narrower trails). Then we performed a high-speed jump over a ramp as part of a dedicated rally track, and if that wasn't impressive enough we also drove it on the road at full pace. In each and every one of those tasks the Land Rover Defender OCTA exceeded our expectations. Its off-road credentials don't need any validation – it's a Defender after all – but it was the on-road driving that truly impressed us. This is a much nicer car to drive at speed than a G63 AMG. It sits nicer on the road, doesn't feel as agricultural and certainly corners better. Having said all that, it has virtually no exhaust noise. Modern-day European emissions and noise regulations have made this high-performance engine rather silent. If you love your angry V8 sound – and you would have to in order to spend this much on a Defender – we suggest a trip to an aftermarket supplier to remove the petrol particulate filters and replace the exhaust with something that brings the car to life. Because it needs it. Behind the wheel and around the countryside near Goodwood, we found the Defender OCTA to be comfortable and relaxed in standard mode, before getting low and responsive to all inputs when OCTA mode was selected. Ultimately, it's not the sort of car you would enjoy driving at speed around twisty mountain roads if you didn't have to, but with the right tyres and in the right setting it can be a reasonably enjoyable experience and certainly more surefooted than its Mercedes-AMG competitor. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool The Defender OCTA gains a comprehensive set of upgrades, inside and out. 2026 Land Rover Defender OCTA equipment highlights: To see how the Land Rover Defender lines up against its rivals, check out our comparison tool The Land Rover Defender 110 scored a five-star safety rating based on testing in 2020 by Euro NCAP, although that rating doesn't apply to V8 petrol variants, presumably including the new OCTA. Standard safety equipment includes: There is a helpful system to lessen the sensitivity of the safety features quickly and easily – just push a button on the steering wheel and you can set the safety systems to have moderate or minimal intervention. Dual frontal, front side, and side curtain airbags for all three rows are standard too. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool There's a five-year/unlimited-kilometre warranty, which you might find to be an important consideration for the Defender as the reliability record for this vehicle has been questionable. In fact, if you do intend to keep it longer, extended warranty options should absolutely be considered. There's also five years of roadside assistance as part of that warranty cover, which we hope you won't ever need to use. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool Chances are if you can afford a Defender OCTA and had wanted a Mercedes-Benz G-Wagen you would have already bought one by now. In fact, you might already own one and are thinking of something a little different, perhaps with less undesired social connotations. No matter how you try and look at it, this is the most capable Defender ever and it needs to be for the price. It's fast, it's capable and it can go virtually anywhere within reason. This is what you buy if you want the best Defender in the range but, as we said earlier, as good as it is it makes the supercharged V8 Defender P425 seem like an absolute bargain. Interested in buying a Land Rover Defender? Let CarExpert find you the best deal hereMORE: Explore the Land Rover Defender showroom Content originally sourced from: Rover Defender Pros Land Rover Defender Cons Land Rover Defender Pros Land Rover Defender Cons In the world of luxury there are two known truths: you can't buy heritage, and you can't buy brand credibility. Both attributes come with time and consistency. It's much the same in the high-end of the automotive world, where it's as much about being part of that brand's story as the product itself. It's what the car says about you, rather than what it can do. Take the Mercedes-Benz G-Wagen, an icon of the times that has earnt its place in history, starting out as a desire from the Shah of Iran to the modern-day choice of those that wish to make a statement. It's virtually impossible for a new brand to create anything like the G-Class. It would need decades of heritage and history, and it would need an unshakeable reputation for its off-road credentials and toughness. So it could only really be a Defender. In fact, now that it has happened, it's crazy to think how long it took Land Rover to create a true G-Wagen competitor, but it is finally here. Of course, the folks at Land Rover say the new Defender OCTA is not a G-Wagen competitor (because – they claim – it's just so much more capable), but given it's pretty much priced bang on G63 money, comes with a twin-turbo V8, and can take your kids to school or climb a mountain, the product brief is near identical. But is it any good? We flew to England to test the new Land Rover Defender OCTA on some ridiculous off-road courses and spend time driving it in the British countryside. First things first. The Defender OCTA (a name inspired by the octahedral shape of a diamond) looks tough as hell. Sitting on 33-inch all-terrain tyres, the body gets a new grille design, a new rear bumper with quad exhaust outlets, underbody protection, and exposed Phosphor Bronze-finished front and rear recovery points. It doesn't quiet have the same imposing stance as a G63 and the fact there are significantly 'lesser' Defender variants in the range does bring into question whether the OCTA can stretch the brand that high (unlike the G63, which is an instant object of desire), but so far strong demand for the OCTA suggests it will find its audience. The OCTA sits 28mm higher and has a 68mm wider stance than the standard Defender, making it stand out compared to the base SUV. Off-road upgrades also include unique active dampers, the fastest steering ratio of any Defender to date, and OCTA Mode – a performance-focused off-road setting with specially-honed anti-lock braking and launch control calibration. Yes, a Land Rover Defender with launch control. The folks at Land Rover set out to make the Defender OCTA blend extreme off-road capability with genuine on-road performance. This is historically the domain of the G-Wagen but after a few hours with the car we feel the Defender OCTA is not only more capable off-road, but also on-road. For the MY26 model year, the Defender P635 OCTA comes in at $304,500 before on-road costs or any options. 2025 Defender 90 2025 Defender 110 2025 Defender 130 This is a significant $177,400 more expensive than the cheapest new MY26 Defender P425 X (Dynamic SE $127,100), which now uses the 5.0-litre supercharged V8 that we all love. Essentially you can buy two Defenders with the 5.0-litre supercharged V8 instead of an OCTA and still have change left over. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool As with all 2026 Defender models, the OCTA now has a larger 13.1-inch infotainment touchscreen, up from 11.4 inches, while the dash-mounted shifter has been repositioned. In addition, a revised centre console incorporates a sliding section that allows you to conceal small items in a closed cubby, while removable side pockets are available. You can have your OCTA's interior in leather or fabric, with Burnt Sienna leather fitted as standard. An Ebony leather interior is also available, as are Light Cloud and Lunar fabric options. It's a nice place to sit but the substantial price increase over the standard Defender variants is not felt on the inside as much as one might hope. We found the sound system and general cabin ergonomics to be ideal and using the screen in the car to navigate the different drive modes to be a breeze (even if we would prefer a physical button for some of the controls). The OCTA button on the steering wheel is a nice touch and is very much borrowed from the Range Rover Sport SV. Press it and things start to get serious. The media controls are simple to learn and navigate, which is helped by the crisp and responsive new touchscreen. Also worth noting is that Land Rover has no issue providing the pilot a whole plethora of information – including off-road cameras for underneath the car, whether the centre or rear differential is locked, how much load is on each airbag and shock absorber, and other stuff like vehicle dimensions. The usual stuff like wireless smartphone mirroring technology (Apple CarPlay and Android Auto) worked pretty well during our time with the car. There is no noticeable compromise in going for an OCTA over a standard Defender in terms of space and practicality. One thing that affects all Defender (and G-Wagen) models is the side-swinging tailgate, which is heavy to operate and frankly a little annoying at times. We know the British love their subtlety but it would be nice if there was some more uniqueness to the OCTA's interior, to give it that super premium feel the price tag demands. Nonetheless, it's just as nice a place to sit as a G-Wagen, with arguably more usable tech and a better infotainment system. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool In order to truly compete with the G-Wagen and become the performance powerhouse in the Defender range, the OCTA could not make use of the company's ageing 5.0-litre supercharged V8, but has instead gone with a BMW-sourced 4.4-litre twin-turbo V8 with a 48V mild-hybrid assistance. Mated to an eight-speed automatic transmission with high- and low-range gearing, the BMW M5-sourced engine – which also powers the Range Rover Sport SV – produces 467kW of power and 750Nm of torque. This makes the OCTA the most powerful Defender ever, as well as the fastest-accelerating, completing the 0-100km/h sprint in just under 4.0 seconds (claimed). The fact that the British brand now offers the original supercharged V8 in the Defender makes this BMW engine seem overly excessive for the price differential, but it's certainly a far more modern and performance oriented powertrain than anything ever offered in the Defender range. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool The Land Rover Defender OCTA sits in a unique place where it's as quick as more modern dedicated sports cars, yet it can also get serious off-road. We got to experience the OCTA perform some incredibly challenging off-road courses, where it proved itself more capable than the standard Defender (although the extra width could get you stuck on narrower trails). Then we performed a high-speed jump over a ramp as part of a dedicated rally track, and if that wasn't impressive enough we also drove it on the road at full pace. In each and every one of those tasks the Land Rover Defender OCTA exceeded our expectations. Its off-road credentials don't need any validation – it's a Defender after all – but it was the on-road driving that truly impressed us. This is a much nicer car to drive at speed than a G63 AMG. It sits nicer on the road, doesn't feel as agricultural and certainly corners better. Having said all that, it has virtually no exhaust noise. Modern-day European emissions and noise regulations have made this high-performance engine rather silent. If you love your angry V8 sound – and you would have to in order to spend this much on a Defender – we suggest a trip to an aftermarket supplier to remove the petrol particulate filters and replace the exhaust with something that brings the car to life. Because it needs it. Behind the wheel and around the countryside near Goodwood, we found the Defender OCTA to be comfortable and relaxed in standard mode, before getting low and responsive to all inputs when OCTA mode was selected. Ultimately, it's not the sort of car you would enjoy driving at speed around twisty mountain roads if you didn't have to, but with the right tyres and in the right setting it can be a reasonably enjoyable experience and certainly more surefooted than its Mercedes-AMG competitor. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool The Defender OCTA gains a comprehensive set of upgrades, inside and out. 2026 Land Rover Defender OCTA equipment highlights: To see how the Land Rover Defender lines up against its rivals, check out our comparison tool The Land Rover Defender 110 scored a five-star safety rating based on testing in 2020 by Euro NCAP, although that rating doesn't apply to V8 petrol variants, presumably including the new OCTA. Standard safety equipment includes: There is a helpful system to lessen the sensitivity of the safety features quickly and easily – just push a button on the steering wheel and you can set the safety systems to have moderate or minimal intervention. Dual frontal, front side, and side curtain airbags for all three rows are standard too. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool There's a five-year/unlimited-kilometre warranty, which you might find to be an important consideration for the Defender as the reliability record for this vehicle has been questionable. In fact, if you do intend to keep it longer, extended warranty options should absolutely be considered. There's also five years of roadside assistance as part of that warranty cover, which we hope you won't ever need to use. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool Chances are if you can afford a Defender OCTA and had wanted a Mercedes-Benz G-Wagen you would have already bought one by now. In fact, you might already own one and are thinking of something a little different, perhaps with less undesired social connotations. No matter how you try and look at it, this is the most capable Defender ever and it needs to be for the price. It's fast, it's capable and it can go virtually anywhere within reason. This is what you buy if you want the best Defender in the range but, as we said earlier, as good as it is it makes the supercharged V8 Defender P425 seem like an absolute bargain. Interested in buying a Land Rover Defender? Let CarExpert find you the best deal hereMORE: Explore the Land Rover Defender showroom Content originally sourced from:
The Advertiser
06-06-2025
- Automotive
- The Advertiser
Mercedes-Benz admits its G-Class EV is a "complete flop"
The first all-electric version of one of Mercedes-Benz's most iconic models reportedly isn't selling well. Launched last week in Australia, the Mercedes-Benz G580 with EQ Technology, as the G-Class electric vehicle (EV) is called, was revealed in 2024 as the production version of the 2021 EQG concept. While the G-Class (often referred to as the G-Wagen or Geländewagen) has long been a favourite of celebrities, for many years it's also been inextricably linked with the V8 engine under the bonnet of the brawny Mercedes-AMG G63, which costs a cool $365,900 before on-road costs. The move to electric power in the lengthily named G580 with EQ Technology has reportedly not only been met with a collective yawn from consumers, despite its significantly lower starting price ($249,000 in Australia), but could also impact the German automaker's future product plans. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. "The car is sitting like lead at dealers; it's a complete flop," an unnamed Mercedes-Benz executive told German business newspaper Handelsblatt. "People want a real G-Class – with six or eight cylinders," reads another quote from an anonymous source. Another insider had a more glass-half-full explanation, telling the media outlet: "It's a niche model; production numbers are very low." According to the German publication, Mercedes-Benz is now considering launching the upcoming 'little G' – a smaller SUV with similarly boxy styling – with a petrol engine instead of offering it exclusively with electric power. This model is due for launch in 2027. This bad publicity over weak demand for the G-Class EV follows the response to the plug-in hybrid Mercedes-AMG C63 S E Performance, which has been dogged by reports of weak demand and heavy discounting in markets like Germany, as well as repeated rumours of a return to V8 power (or at least the adoption of a turbocharged inline six) for AMG's arch-rival to the BMW M3. Unlike the C63, in which a four-cylinder plug-in hybrid powertrain completely replaced a twin-turbo V8, Mercedes-Benz's electric G-Wagen didn't come at the expense of much-loved combustion-powered variants of the legendary off-road wagon. To that end, Mercedes-Benz can adjust its production mix to match buyer demand. "Mercedes-Benz is prepared for all market scenarios. Into the 2030s, we can flexibly offer vehicles with both a fully electric drivetrain or an electrified high-tech combustion engine," a Mercedes-Benz spokesperson told Motor1. "Our customers decide what suits them best. This applies also for the G-Class." This year to the end of May, Mercedes-Benz has delivered 23 examples of the newly-released G-Class EV in Australia, compared to 133 combustion-powered variants in the same period. According to Handelsblatt, Mercedes-Benz had sold 1450 G-Class EVs worldwide to the end of April, against around 9700 petrol and diesel G-Class vehicles. Despite this, a spokesperson told the publication "[we are] on target with our sales figures". And despite its high-tech powertrain, the electric G-Class is cheaper than both the combustion-powered G450d and G500 in Germany, though it also lacks a towbar option and has a maximum payload of only 415kg. But Mercedes-Benz hasn't offered a non-AMG, non-electric G-Class in Australia since it dropped the G400d in 2022, hence the $115,000-plus price gap between the G580 and G63 here. Powering the G580 are four electric motors capable of producing up to 432kW and 1164Nm, propelling the circa-3000kg SUV from 0-100km/h in 4.7 seconds, and allowing it to perform 'tank turns' on the spot. A huge 116kWh battery supplies power to the blocky EV, which has a claimed driving range of 473km on the WLTP test cycle. The twin-turbo V8-powered G63 AMG, in contrast, produces 430kW and 850Nm. It's good for a 0-100km/h time of 4.4 seconds, thanks in large part to weighing around 400kg less than the electric model. MORE: Everything Mercedes-Benz G-Class Content originally sourced from: The first all-electric version of one of Mercedes-Benz's most iconic models reportedly isn't selling well. Launched last week in Australia, the Mercedes-Benz G580 with EQ Technology, as the G-Class electric vehicle (EV) is called, was revealed in 2024 as the production version of the 2021 EQG concept. While the G-Class (often referred to as the G-Wagen or Geländewagen) has long been a favourite of celebrities, for many years it's also been inextricably linked with the V8 engine under the bonnet of the brawny Mercedes-AMG G63, which costs a cool $365,900 before on-road costs. The move to electric power in the lengthily named G580 with EQ Technology has reportedly not only been met with a collective yawn from consumers, despite its significantly lower starting price ($249,000 in Australia), but could also impact the German automaker's future product plans. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. "The car is sitting like lead at dealers; it's a complete flop," an unnamed Mercedes-Benz executive told German business newspaper Handelsblatt. "People want a real G-Class – with six or eight cylinders," reads another quote from an anonymous source. Another insider had a more glass-half-full explanation, telling the media outlet: "It's a niche model; production numbers are very low." According to the German publication, Mercedes-Benz is now considering launching the upcoming 'little G' – a smaller SUV with similarly boxy styling – with a petrol engine instead of offering it exclusively with electric power. This model is due for launch in 2027. This bad publicity over weak demand for the G-Class EV follows the response to the plug-in hybrid Mercedes-AMG C63 S E Performance, which has been dogged by reports of weak demand and heavy discounting in markets like Germany, as well as repeated rumours of a return to V8 power (or at least the adoption of a turbocharged inline six) for AMG's arch-rival to the BMW M3. Unlike the C63, in which a four-cylinder plug-in hybrid powertrain completely replaced a twin-turbo V8, Mercedes-Benz's electric G-Wagen didn't come at the expense of much-loved combustion-powered variants of the legendary off-road wagon. To that end, Mercedes-Benz can adjust its production mix to match buyer demand. "Mercedes-Benz is prepared for all market scenarios. Into the 2030s, we can flexibly offer vehicles with both a fully electric drivetrain or an electrified high-tech combustion engine," a Mercedes-Benz spokesperson told Motor1. "Our customers decide what suits them best. This applies also for the G-Class." This year to the end of May, Mercedes-Benz has delivered 23 examples of the newly-released G-Class EV in Australia, compared to 133 combustion-powered variants in the same period. According to Handelsblatt, Mercedes-Benz had sold 1450 G-Class EVs worldwide to the end of April, against around 9700 petrol and diesel G-Class vehicles. Despite this, a spokesperson told the publication "[we are] on target with our sales figures". And despite its high-tech powertrain, the electric G-Class is cheaper than both the combustion-powered G450d and G500 in Germany, though it also lacks a towbar option and has a maximum payload of only 415kg. But Mercedes-Benz hasn't offered a non-AMG, non-electric G-Class in Australia since it dropped the G400d in 2022, hence the $115,000-plus price gap between the G580 and G63 here. Powering the G580 are four electric motors capable of producing up to 432kW and 1164Nm, propelling the circa-3000kg SUV from 0-100km/h in 4.7 seconds, and allowing it to perform 'tank turns' on the spot. A huge 116kWh battery supplies power to the blocky EV, which has a claimed driving range of 473km on the WLTP test cycle. The twin-turbo V8-powered G63 AMG, in contrast, produces 430kW and 850Nm. It's good for a 0-100km/h time of 4.4 seconds, thanks in large part to weighing around 400kg less than the electric model. MORE: Everything Mercedes-Benz G-Class Content originally sourced from: The first all-electric version of one of Mercedes-Benz's most iconic models reportedly isn't selling well. Launched last week in Australia, the Mercedes-Benz G580 with EQ Technology, as the G-Class electric vehicle (EV) is called, was revealed in 2024 as the production version of the 2021 EQG concept. While the G-Class (often referred to as the G-Wagen or Geländewagen) has long been a favourite of celebrities, for many years it's also been inextricably linked with the V8 engine under the bonnet of the brawny Mercedes-AMG G63, which costs a cool $365,900 before on-road costs. The move to electric power in the lengthily named G580 with EQ Technology has reportedly not only been met with a collective yawn from consumers, despite its significantly lower starting price ($249,000 in Australia), but could also impact the German automaker's future product plans. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. "The car is sitting like lead at dealers; it's a complete flop," an unnamed Mercedes-Benz executive told German business newspaper Handelsblatt. "People want a real G-Class – with six or eight cylinders," reads another quote from an anonymous source. Another insider had a more glass-half-full explanation, telling the media outlet: "It's a niche model; production numbers are very low." According to the German publication, Mercedes-Benz is now considering launching the upcoming 'little G' – a smaller SUV with similarly boxy styling – with a petrol engine instead of offering it exclusively with electric power. This model is due for launch in 2027. This bad publicity over weak demand for the G-Class EV follows the response to the plug-in hybrid Mercedes-AMG C63 S E Performance, which has been dogged by reports of weak demand and heavy discounting in markets like Germany, as well as repeated rumours of a return to V8 power (or at least the adoption of a turbocharged inline six) for AMG's arch-rival to the BMW M3. Unlike the C63, in which a four-cylinder plug-in hybrid powertrain completely replaced a twin-turbo V8, Mercedes-Benz's electric G-Wagen didn't come at the expense of much-loved combustion-powered variants of the legendary off-road wagon. To that end, Mercedes-Benz can adjust its production mix to match buyer demand. "Mercedes-Benz is prepared for all market scenarios. Into the 2030s, we can flexibly offer vehicles with both a fully electric drivetrain or an electrified high-tech combustion engine," a Mercedes-Benz spokesperson told Motor1. "Our customers decide what suits them best. This applies also for the G-Class." This year to the end of May, Mercedes-Benz has delivered 23 examples of the newly-released G-Class EV in Australia, compared to 133 combustion-powered variants in the same period. According to Handelsblatt, Mercedes-Benz had sold 1450 G-Class EVs worldwide to the end of April, against around 9700 petrol and diesel G-Class vehicles. Despite this, a spokesperson told the publication "[we are] on target with our sales figures". And despite its high-tech powertrain, the electric G-Class is cheaper than both the combustion-powered G450d and G500 in Germany, though it also lacks a towbar option and has a maximum payload of only 415kg. But Mercedes-Benz hasn't offered a non-AMG, non-electric G-Class in Australia since it dropped the G400d in 2022, hence the $115,000-plus price gap between the G580 and G63 here. Powering the G580 are four electric motors capable of producing up to 432kW and 1164Nm, propelling the circa-3000kg SUV from 0-100km/h in 4.7 seconds, and allowing it to perform 'tank turns' on the spot. A huge 116kWh battery supplies power to the blocky EV, which has a claimed driving range of 473km on the WLTP test cycle. The twin-turbo V8-powered G63 AMG, in contrast, produces 430kW and 850Nm. It's good for a 0-100km/h time of 4.4 seconds, thanks in large part to weighing around 400kg less than the electric model. MORE: Everything Mercedes-Benz G-Class Content originally sourced from: The first all-electric version of one of Mercedes-Benz's most iconic models reportedly isn't selling well. Launched last week in Australia, the Mercedes-Benz G580 with EQ Technology, as the G-Class electric vehicle (EV) is called, was revealed in 2024 as the production version of the 2021 EQG concept. While the G-Class (often referred to as the G-Wagen or Geländewagen) has long been a favourite of celebrities, for many years it's also been inextricably linked with the V8 engine under the bonnet of the brawny Mercedes-AMG G63, which costs a cool $365,900 before on-road costs. The move to electric power in the lengthily named G580 with EQ Technology has reportedly not only been met with a collective yawn from consumers, despite its significantly lower starting price ($249,000 in Australia), but could also impact the German automaker's future product plans. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. "The car is sitting like lead at dealers; it's a complete flop," an unnamed Mercedes-Benz executive told German business newspaper Handelsblatt. "People want a real G-Class – with six or eight cylinders," reads another quote from an anonymous source. Another insider had a more glass-half-full explanation, telling the media outlet: "It's a niche model; production numbers are very low." According to the German publication, Mercedes-Benz is now considering launching the upcoming 'little G' – a smaller SUV with similarly boxy styling – with a petrol engine instead of offering it exclusively with electric power. This model is due for launch in 2027. This bad publicity over weak demand for the G-Class EV follows the response to the plug-in hybrid Mercedes-AMG C63 S E Performance, which has been dogged by reports of weak demand and heavy discounting in markets like Germany, as well as repeated rumours of a return to V8 power (or at least the adoption of a turbocharged inline six) for AMG's arch-rival to the BMW M3. Unlike the C63, in which a four-cylinder plug-in hybrid powertrain completely replaced a twin-turbo V8, Mercedes-Benz's electric G-Wagen didn't come at the expense of much-loved combustion-powered variants of the legendary off-road wagon. To that end, Mercedes-Benz can adjust its production mix to match buyer demand. "Mercedes-Benz is prepared for all market scenarios. Into the 2030s, we can flexibly offer vehicles with both a fully electric drivetrain or an electrified high-tech combustion engine," a Mercedes-Benz spokesperson told Motor1. "Our customers decide what suits them best. This applies also for the G-Class." This year to the end of May, Mercedes-Benz has delivered 23 examples of the newly-released G-Class EV in Australia, compared to 133 combustion-powered variants in the same period. According to Handelsblatt, Mercedes-Benz had sold 1450 G-Class EVs worldwide to the end of April, against around 9700 petrol and diesel G-Class vehicles. Despite this, a spokesperson told the publication "[we are] on target with our sales figures". And despite its high-tech powertrain, the electric G-Class is cheaper than both the combustion-powered G450d and G500 in Germany, though it also lacks a towbar option and has a maximum payload of only 415kg. But Mercedes-Benz hasn't offered a non-AMG, non-electric G-Class in Australia since it dropped the G400d in 2022, hence the $115,000-plus price gap between the G580 and G63 here. Powering the G580 are four electric motors capable of producing up to 432kW and 1164Nm, propelling the circa-3000kg SUV from 0-100km/h in 4.7 seconds, and allowing it to perform 'tank turns' on the spot. A huge 116kWh battery supplies power to the blocky EV, which has a claimed driving range of 473km on the WLTP test cycle. The twin-turbo V8-powered G63 AMG, in contrast, produces 430kW and 850Nm. It's good for a 0-100km/h time of 4.4 seconds, thanks in large part to weighing around 400kg less than the electric model. MORE: Everything Mercedes-Benz G-Class Content originally sourced from:
Perth Now
05-06-2025
- Automotive
- Perth Now
Mercedes-Benz admits its G-Class EV is a "complete flop"
The first all-electric version of one of Mercedes-Benz's most iconic models reportedly isn't selling well. Launched last week in Australia, the Mercedes-Benz G580 with EQ Technology, as the G-Class electric vehicle (EV) is called, was revealed in 2024 as the production version of the 2021 EQG concept. While the G-Class (often referred to as the G-Wagen or Geländewagen) has long been a favourite of celebrities, for many years it's also been inextricably linked with the V8 engine under the bonnet of the brawny Mercedes-AMG G63, which costs a cool $365,900 before on-road costs. The move to electric power in the lengthily named G580 with EQ Technology has reportedly not only been met with a collective yawn from consumers, despite its significantly lower starting price ($249,000 in Australia), but could also impact the German automaker's future product plans. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Supplied Credit: CarExpert 'The car is sitting like lead at dealers; it's a complete flop,' an unnamed Mercedes-Benz executive told German business newspaper Handelsblatt. 'People want a real G-Class – with six or eight cylinders,' reads another quote from an anonymous source. Another insider had a more glass-half-full explanation, telling the media outlet: 'It's a niche model; production numbers are very low.' According to the German publication, Mercedes-Benz is now considering launching the upcoming 'little G' – a smaller SUV with similarly boxy styling – with a petrol engine instead of offering it exclusively with electric power. This model is due for launch in 2027. Supplied Credit: CarExpert This bad publicity over weak demand for the G-Class EV follows the response to the plug-in hybrid Mercedes-AMG C63 S E Performance, which has been dogged by reports of weak demand and heavy discounting in markets like Germany, as well as repeated rumours of a return to V8 power (or at least the adoption of a turbocharged inline six) for AMG's arch-rival to the BMW M3. Unlike the C63, in which a four-cylinder plug-in hybrid powertrain completely replaced a twin-turbo V8, Mercedes-Benz's electric G-Wagen didn't come at the expense of much-loved combustion-powered variants of the legendary off-road wagon. To that end, Mercedes-Benz can adjust its production mix to match buyer demand. 'Mercedes-Benz is prepared for all market scenarios. Into the 2030s, we can flexibly offer vehicles with both a fully electric drivetrain or an electrified high-tech combustion engine,' a Mercedes-Benz spokesperson told Motor1. Supplied Credit: CarExpert 'Our customers decide what suits them best. This applies also for the G-Class.' This year to the end of May, Mercedes-Benz has delivered 23 examples of the newly-released G-Class EV in Australia, compared to 133 combustion-powered variants in the same period. According to Handelsblatt, Mercedes-Benz had sold 1450 G-Class EVs worldwide to the end of April, against around 9700 petrol and diesel G-Class vehicles. Despite this, a spokesperson told the publication '[we are] on target with our sales figures'. And despite its high-tech powertrain, the electric G-Class is cheaper than both the combustion-powered G450d and G500 in Germany, though it also lacks a towbar option and has a maximum payload of only 415kg. Supplied Credit: CarExpert But Mercedes-Benz hasn't offered a non-AMG, non-electric G-Class in Australia since it dropped the G400d in 2022, hence the $115,000-plus price gap between the G580 and G63 here. Powering the G580 are four electric motors capable of producing up to 432kW and 1164Nm, propelling the circa-3000kg SUV from 0-100km/h in 4.7 seconds, and allowing it to perform 'tank turns' on the spot. A huge 116kWh battery supplies power to the blocky EV, which has a claimed driving range of 473km on the WLTP test cycle. The twin-turbo V8-powered G63 AMG, in contrast, produces 430kW and 850Nm. It's good for a 0-100km/h time of 4.4 seconds, thanks in large part to weighing around 400kg less than the electric model. MORE: Everything Mercedes-Benz G-Class
