It’s hard to put a price on poise, on stateliness and presence. I can quantify cargo space and performance figures until I’m blue in the face, but some vehicles offer something a little bit more, something a lot less substantial though no less important.

The Range Rover is absolutely one of those vehicles. Though it has evolved incredibly over the generations, the position it has earned as a posh all-roader has remained strong over the last few generations. What you see here is the latest, fifth generation installment, the most refined and luxurious Range Rover yet and, under the skin at least, the most advanced.

Understated elegance

Take a passing glance and you might not even notice that anything has changed, but closer examination shows that this new Range Rover is quite radically evolved, controversially so. Everything here is smooth to an extreme, winged eyeliner on those now narrower headlights extending mid-way back over the front fenders while the rest of the nose details have been minimized.

The nose is smooth, as is much of the rest of the car, with very little detailing applied to break up the giant swaths of bodywork that cover this 17-foot-long, six-foot-tall SUV. Many have called it too understated, but to my eye at least it looks far from boring.

About the only highlight on that long, gentle journey from nose to tail is the vertical slat detailing on both front doors, a seeming reference to the fender vents on the third-generation L322 Range Rover. Beyond that, even the flares over the giant 23-inch rear wheels are slim.

Above the belt-line, the Range Rover is entirely blacked out, dark tint paired with black paint on roof and pillars creating a simple, clean look. In fact, much of the brightwork on this First Edition Range Rover is darkened, part of a $1,000 options package.

The SUV terminates with a set of taillights that are Lilliputian in comparison to the rest of the Range Rover’s proportions, curiously sized and positioned. It’s a bit odd, much like the new Defender’s tails seem mis-sized, but again like on the Defender somehow it all works. The whole package is stately and sophisticated, especially in the Champagne-like matte Sunset Gold Satin hue here. Even covered in winter road salt it looked good, and that’s not something you can say for most cars.

Interior appointments abound

I’m not convinced that the interior would look so good with similar amounts of muck and grime. The warm, white leather that extends from headliner to floor definitely defines this particular Range Rover as more of a limousine than a proper utility vehicle, but given the extent of the comfort appointments here, that’s appropriate.

This Rover has the Executive Class Comfort package, offering proper executive seating in the rear with massaging for both second-row passengers and even an extending footrest for the right-rear. Shame, though, that there just doesn’t seem to be quite enough legroom to really enjoy it in this short wheelbase model. With the seatback-mounted display units, which can stream media from HDMI, sitting in the back can feel just a little bit claustrophobic despite the generous headroom.

The seats pose another problem should you actually want to carry anything in your Range Rover: they don’t fold flat. Yes, they do fold, automatically even, going through a carefully choreographed sequence of motions and clicks as various latches engage and disengage, but at best they only fold to about a 30-degree angle. Worse, with those seatback displays protruding, they won’t fold without awkwardly pushing front seat occupants forward. Yet more evidence that this particular Range Rover configuration is designed for hauling people.

Up front, driver and passenger have similarly appointed thrones, with five separate massaging routines, each with customizable direction and intensity. Seat heaters are likewise intense and the heated armrests a nice touch on cold days. There are physical, tactile controls for seat heating and cooling, Lang Rover’s dual-purpose knobs that also control HVAC settings, but to fiddle with the massage settings or any of the other hundreds of options here you’ll need to dig into the 13.1-inch touchscreen that floats above the dashboard.

Tech and infotainment

Land Rover’s Pivi Pro infotainment system feels quite solid and responsive, offering plenty of configurability as well as quick access to things you’ll need quickly, like parking cameras — bolstered here by a neat feature that turns your car transparent to let you see what you’re driving over. Though I found the voice recognition infuriatingly obtuse, wireless Android Auto and Apple CarPlay obviate that to a good degree.

Behind the steering wheel is a 13.7-inch, dynamic gauge cluster with three different views: a barebones Focused mode, the traditional Dials mode, and a full-screen nav view. That’s controlled by a touch-sensitive pad that rests beneath your left thumb, while a similar pad on the right handles cruise control. There is at least a physical roller for volume on the left and a rocker on the right for adjusting cruise-control speed, but in general these touch surfaces are hard to use without looking down, a big step backwards from previous tactile controls.

In fact the cabin is remarkably free of buttons and knobs. Yes, there’s still a tactile volume knob down in the center between seats, and a drive mode knob as well that pops up if you want it, but just about everything else has been consumed by the touchscreen and various other touch surfaces. Even the seat adjustment controls have capacitive touch pads for setting memory.

Other than the on-wheel controls it all works well enough, and it looks good, too. Again I fear the longevity of leather interiors of this color in an SUV, but then the people who buy these are rarely too concerned about long-term viability, and in the moment everything looks stark, clean, and sophisticated. It all feels good, too. Materials everywhere are top-notch, even the headliner and the insides of the pockets in the doors, doors which must be the heaviest portals known to man. Park on an incline and be prepared to throw your weight behind these things to get out.

Ride quality

On the move, everything is quiet and calm and composed. Part of the appeal of those giant rear seats is that they’re actually positioned ahead of a sort of rear bulkhead. That’s I’m sure partly why the rear legroom is a bit compromised, but it does help to cut out the excessive road noise that SUVs can offer. That makes for a fine soundstage for the 29-speaker Meridian sound system, which doesn’t shout for your attention like some premium audio systems, but it deserves respect just the same.

Ride quality is similarly relaxed, with just a hint of stiffness on bigger bumps to remind you that this is indeed a very capable off-roader. Locking differentials front, center, and rear help keep the power moving where it’s needed, while eight separate modes ensure you’ll have just the right amount of throttle response and suspension compliance for whatever you need. There’s even automatic wade sensing for those everyday fording opportunities, an off-road specific heads-up display mode, and the ability to make four different custom configurations. This is, as ever, the perfect companion for posh off-roading.

In its most aggressive on-road mode the Range Rover is certainly willing in this, the P530 engine configuration, the 523-horsepower, 4.4-liter twin-turbo V8 not offering much in the way of throttle response. But, give it a moment to build boost and this massive machine surges forward. This is the sort of car that will usher you up to speed quickly and just keep piling on velocity if you’re not careful. It’ll just keep drinking more and more fuel, too. The P530 is rated for 16 mpg city, 21 highway and 18 combined. I netted 20.5 mpg in my testing, most of which was spent on the highway.

Best to use the cruise control, then. It’s adaptive, of course, and works quite well at maintaining speed smoothly in traffic. Sadly, the active lane-keep system doesn’t work so well. It had a tendency to wander in the lane, sometimes jerking the wheel abruptly, which is unpleasant in a big SUV. It seemed to frequently confuse asphalt snakes for line markings, especially at dusk, which left me turning the system off unless visibility was pristine.

Other active safety systems include active blind spot monitoring, automatic emergency braking front and rear with pedestrian detection, and occupancy alerts to ensure nothing (and nobody) gets left behind.

Pricing and Options

This First Edition Range Rover was well optioned and priced appropriately, $158,200 to start but stickering at $169,900 with $7,450 for the Sunset Gold Satin paint (exorbitant but worth it), $1,000 for the blacked out detailing, another $1,000 for the blacked out roof, $900 for the 23-inch wheels, and another $1,350 for delivery.

For that money you could cross-shop this with something like a Mercedes-Benz GLS or even an Alpina XB7. That’s some luxe competition, in many ways even more posh and comforting.

But then they’re not Range Rovers, without the presence, off-road capability, and frankly the dimensions of this thing. There aren’t many SUVs out there with true pedigree, and above all else that’s what the Range Rover delivers in spades.

The post 2023 Land Rover Defender 130 Review first appeared on Yanko Design.

Adventures are better with friends. The grandest of scenery looks finer when you have someone to share it with, the most grueling of hikes feels that much more rewarding at the summit. It stands to reason, then, that a bigger Defender capable of hauling even more people in even more comfort would offer an even greater experience than a smaller one.

And it does, for the most part. The Land Rover Defender 130 is literally grander, 13.4-inches longer than the 110 or a whole 30.6 more than the 90, making room for a third row of seats and potentially seating eight adventure-seeking adults. 

But are the compromises and extra cost worth it?

Exterior design

The current design of the Land Rover Defender is three years old now but it still looks fresh, riddled with styling cues that are curiously modern for a machine making such a strong heritage play, drawing on 70-odd years of legacy and containing just enough throwback touches to look familiar. It’s impossible to look at this and not feel ready to head out into the wilderness.

It’s an SUV that draws the eyes and holds it, starting with the headlights that shine out from what looks to be a disapproving brow. The generous aluminum guard up front will keep the worst of the brush off the paint and plastic while the high rear bumper and exhaust advertise this thing’s 28.5-degree departure angle. That’s down from 40 degrees on the Defender 90 and 37.5 on the 110, though the approach angle of 37.5 is the same on all three and the ramp angle is only 0.3 degrees off from the Defender 110. In other words, you’re really not giving up that much off-road performance for the extra length.

You do give up some design purity. The side profile of the 130 is generous, looking every bit the sixteen-foot-long SUV that it is, especially parked next to a Defender 110. It looks like all the extra length comes aft of the rear axle because it does, both sharing the same 119-inch wheelbase. 

But, some sacrifices must be made in the name of practicality, and in the case of the 130, that practicality comes in the form of internal volume.

Interior design

Third-row seating is the 130’s hallmark. Getting back there is a bit awkward, as the second row only slides forward a few inches, leaving a narrow gap to duck through. That, plus the height of the Defender, means those headed to the way-back may need a boost. But, once you get there it is surprisingly comfortable. I’m six-feet tall and I had plenty of headroom and shoulder room.

There’s even good visibility from the third row, thanks to generous side windows and even a separate sunroof overhead. Surprise, being relegated to the third row here isn’t quite the torture you might have expected.

Things get better as you travel forward. The second row seats are just that bit more spacious, sliding and reclining or, if you need the maximum 76.1 cubic feet of cargo space, folding flat along with the third row. Leave all the seats up, though, and there’s just a token bit of storage behind the rear seats, enough for a run to the grocery store and not much else. 

On this SE trim Defender 130, second-row occupants have their own climate controls, but no heated seats and not even a token USB port for charging. They do, however, get some sun from the second, panoramic sunroof. 

Up front is the best place to be, power captains chairs with memory offering good support and plenty enough adjustability that you can drop them down low when motoring on the highway or hike them up when hitting the trails for a little better perspective over the hood. 

The overall interior design is purposefully chunky and mechanical, with plenty of exposed Torx screws, grab rails everywhere, and so many little storage compartments that you’re sure to collect at least a few of your friends’ smartphones with every journey. Up front there’s a pair of USB ports, one A and one C, along with a separate Qi wireless charging port, taking advantage of the wireless Android Auto and Apple CarPlay here.

Those are displayed on a 11.4-inch, widescreen infotainment display that is a perfect size, running Land Rover’s latest Pivi Pro infotainment experience. It has a clean, dark aesthetic and offers plenty of functionality, perhaps most important being an endless series of displays showing everything from angle of inclination to wading depth. 

The gauge cluster is also fully virtual, situated behind a steering wheel with a leather wrapped rim and what feels like a metal center, powder coated white. The color contrast and the stout feel of the material are a great match for what this machine can do.

On the road

The Defender 130 is a big, tall, off-road focused SUV and so you’d be readily forgiven for thinking it’d have all the handling prowess of a freighter, but you’d be wrong. To be fair, it is not a machine that likes to be rushed. Turn the steering wheel to enter a turn and you’ll find yourself reaching for more rotation before the Defender reluctantly comes to your desired line. But, relaxed handling does not mean bad.

Air suspension lifts the Defender 130 up to 11.5 inches of ground clearance when off-road. For on-road duty, it also provides great compliance. The 130 doesn’t skitter and jump across rough surfaces at speed like older Defenders, at least partly thanks to the modern, unibody construction and the independent suspension. It’s a genuinely pleasant commuter.

At higher speeds there’s a fair bit of wind noise, which should come as no surprise given the general shape of this thing. It’s also quite susceptible to cross-winds, also predictable given its prodigious cross-section. The 700 watt, 14-speaker Meridian sound system is more than capable of handling the wind noise, though the lane-keep-assist is a little less able when it comes to addressing the wandering. I found it unreliable on anything but wide, well-marked highways. 

But it’s a fine highway cruiser, so much so that you might forget even this up-sized 130 is happiest while wading through the muck and the mire. With permanent all-wheel-drive bolstered by locking center and rear differentials plus a two-speed transfer case, the Defender is a legit performer in even the worst of conditions.

That’s all driven by Land Rover’s 3.0-liter inline-six engine, in either P300 trim with 296 horsepower and 295 pound-feet of torque, or P400, which steps things up to 395 hp and 406 lb-ft thanks to a mild hybrid system. Those are good numbers, but with this thing tipping the scales at over 5,500 pounds, there’s a lot of mass to move.

The Defender 130 with the P400 accelerates capably, even at highway speeds. The eight-speed auto shifts smoothly and, while it isn’t the most aggressive at downshifting for acceleration, does a good job of grabbing the right cog without giving anyone in the car whiplash. I saw 19.5 mpg in my testing, right on par with the 17 city, 21 highway, and 19 combined EPA estimates.

Drive modes are accessed through the left knob in the center console, which does triple-duty as the HVAC temperature knob and, with a push, also cycles seat heating and ventilation settings. Nudge the drive mode toggle and this wheel also lets you scroll (slowly) through seven different drive modes, starting with the typical Eco and Comfort then ranging into wilder stuff like Sand and Wade. Not good enough? Four separate custom Terrain Response modes await your tinkering, specifying how strong you want the engine to be, how firm you like your steering, and precisely how much wheelspin you want. 

It’s perhaps a bit much, but then that’s what this thing is all about.

Pricing and options

If you’re looking to buy a Defender you have a lot of decisions to make. First of course is which length, with the shortest, the Defender 90, starting at $55,100. The bigger Defender 110 actually starts at a lower price $53,500, while this guy, the Defender 130, starts at $68,000 for the S model.

But, if you want the more powerful P400 engine, you’ll need to step up to the SE, which starts at $78,300, adding on some other niceties like 20-inch wheels and LED headlights. From there you have your choice of nine exterior colors, four upholstery options, and an endless configuration of interior trims and tweaks. Tick all the boxes, add on all the advanced off-road and towing features, and you’ll be into the six-figure territory.

All Defenders have a comprehensive active safety package including automatic emergency braking, blind-spot monitoring, lane-keep assist, and a rear cross-traffic alert. Sadly, adding adaptive cruise costs a whopping $1,200. 

This Defender SE had the $750 Advance Off-Road Capability Pack, giving those configurable drive modes, plus $1,700 in interior upgrades including those 18-way adjustable seats. $700 for the Cold Climate Pack, and another few styling options plus a $700 tow hitch receiver and $1,475 destination charge meant an $88,025 final price.

Opting for the 130 does mean making some sacrifices when it comes to on-road manners and ultimate off-road performance, but Land Rover’s biggest SUV doesn’t come up short in either department, powering through terrain that would leave many lesser SUVs stuck while carrying a full family plus dogs and cargo. It’s a mighty package, and not just because it’s so big.

The post 2023 Land Rover Defender 130 Review first appeared on Yanko Design.