The interior space is ample since the 8-seater has been reconfigured into a 5-seater. The 2024 All-New Defender 130 P400 Outbound boasts a body length of 5,358 mm and a wheelbase of 3,022 mm.
Sitting in the rear seat, there’s enough room to fit more than three fists in front of your knees. When folding the rear seats down to lie flat, there’s enough space to stretch your arm overhead. This space exudes a sense of luxury that can be experienced at its finest in this vehicle. The cargo capacity starts at 1,329 liters and can be expanded to a maximum of 2,516 liters.
The central fascia monitor is 11.4 inches, featuring a slightly raised curved display in the center. Land Rover explains that the latest infotainment system, Pivi Pro, allows access to 90% of all functions with just two touches. A welcomed addition is the built-in Tmap navigation. You can also receive navigation guidance through the 12.3-inch high-definition interactive display. Software updates, including navigation, can be performed wirelessly.
The center console has refrigeration features. After traversing rough off-road terrain, it’s nice to pull out a cold can of beer here at the campsite. A canned coffee or Coca-Cola would do just as well on regular days.
The design features sharp lines; it’s unmistakably a Defender. Built for off-road driving, the Defender offers seven driving modes, five of which are tailored for off-road use and only two for on-road. A ladder mounted to the side allows access to the roof or roof carrier, and additional storage boxes have been added to the opposite side. Functional additions enhance the vehicle’s aesthetic appeal but come with a trade-off in aerodynamic efficiency. As speed increases, so does the wind noise, which may lead to regret if accessories are chosen solely based on looks. It’s advisable to carefully consider options before adding packages.
The digital rearview mirror offers two options for rear visibility: a traditional mirror or a monitor. Using the mirror provides a view of the rear seats but has a narrower angle, while selecting the monitor offers a wider and clearer screen but sacrifices visibility of the children sitting in the back.
The rear gate features an exposed spare tire, mounted using durable LT off-road tires. Surprisingly, the feel on paved roads is very good, devoid of the rough sensation typically associated with off-road tires.
The electronic air suspension, adaptive dynamics, and fully automatic terrain response system finely adjust the vehicle’s body movement. Importantly, the air suspension adjusts the ride height according to driving conditions; it can be raised to a maximum of 145 mm. When the vehicle’s height is maximized for off-roading, it can comfortably navigate through water depths of 900 mm. The adaptive dynamics linked with the electronic air suspension can predict reactions based on surface conditions, precisely controlling rolling and pitching.
The powertrain is somewhat complex. It features a lightweight aluminum structure, equipped with a twin-scroll turbocharger and a supercharger, combined with a 48V mild hybrid system, resulting in a new inline 6-cylinder 3.0-liter Ingenium gasoline engine. As indicated by the model name P400, it produces a maximum output of 400 horsepower and a maximum torque of 56.1 kg·m. The 8-speed automatic transmission regulates this power. At 100 km/h, the engine speed drops to about 1,500 rpm, which is an impressive figure considering it moves a weight of 2.6 tons.
With a size this large, a heavier weight is expected. The curb weight is 2,605 kg, so each horsepower has to manage 6.5 kg. The manufacturer states that the time for this vehicle to accelerate to 100 km/h is 6.6 seconds. It may be heavy, but it has plenty of power to achieve good speed. However, the fuel economy is far from being in the double digits, with an official combined rating of 7.2 km per liter.
On a trip from Seoul to Gangneung Okgye Beach, covering 240 km, the average fuel economy was 8.6 km/L. This included high-speed driving and traffic, so it wasn’t a dedicated fuel economy run. Conversely, returning from Gangneung to Seoul over 203.9 km was done in eco mode. Despite being driven economically, the final average fuel economy reached only about 8.7 km/L. Even careful driving didn’t yield substantial improvements, mainly due to the vehicle’s heavy weight.
While the vehicle is long, it has a very short front overhang, which results in an approach angle of 37.5 degrees. The departure angle is 28.5 degrees. When moving in four-wheel drive low mode, it pushes forward like a tank. Even without venturing off-road, you can appreciate its power, feel, and functionality. You can visually confirm the operation and release of the center and rear differentials on a real-time screen. The transparent bonnet feature allows you to see the underside of the bonnet in real-time video, aiding in avoiding obstacles.
There’s a dilemma associated with owning a Land Rover. While it comes equipped with many features that enable it to tackle rugged off-road terrains, one must also accept that using those capabilities can result in some wear and tear on the chassis. It’s common for the body to scrape and the tires to suffer punctures. If repair costs were low, one might venture off-road without hesitation. But with a price tag of 141.7 million won, the repairs can be quite expensive. Although it’s a car designed for off-roading, delving into off-road adventures can require a hefty wallet and a fair bit of courage. The lack thereof has kept me from taking it off the beaten path.
Direct thoughts from Oh Jong-hoon
The steering wheel’s tilt and telescopic adjustments are manual. You need to flip the lever under the steering wheel and adjust the position by hand. Considering the price of 141.7 million won, this is quite disappointing.
The rear gate design does not suit Korean road conditions. The gate opens from the left to the right, which extends the distance for loading and unloading cargo. This design originates from the UK, where Land Rover is manufactured, with right-hand drive and left-side traffic regulations. While they changed the steering position for Korea, the rear gate remained the same. I understand the reasoning but acknowledge that this presents an inconvenience worth mentioning.
Oh Jong-hoon yes@autodiary.kr