Extreme adventure drive shows Land Rover’s new Defender Octa is off the charts
Tjo, this is a special specimen.
It’s called the Defender Octa and it’s completely bonkers.
It’s a Land Rover, of course, but as part of Jaguar Land Rover’s (JLR) strategy they have separated the different brands into Jaguar, Range Rover, Defender and Discovery. And according to Land Rover this is the most capable Defender ever built.
As it is, the Defender in standard guise is already extremely capable but the engineering and finishing on the Octa significantly raises the bar.
What sets the Octa apart
There are two things, well a lot more actually, but the biggest difference between the Octa and the normal Defender, is the power under the bonnet and the bespoke suspension.
That power is derived from a BMW-sourced twin turbo mild-hybrid V8 4.4-litre that has had the sump and other oily bits tweaked to deal with the rigorous off-road requirements, producing 465kW and 750Nm (800Nm with Dynamic Launch Mode selected). It’s sent to all four corners by an eight-speed automatic transmission with high and low range gears.
Standard the Octa is fitted with stunning 20-inch rims with specially designed Goodyear Duratrac all terrain tyres limited to 160km/h but with 22-inch rims and all-season tyres will blast to 100km/h in four seconds and reach a governed 250km/h.
The suspension is an engineering masterpiece that’s more voodoo and black magic than any sorcerer could conjure up.
It’s a hydraulically interlinked 6D Dynamic suspension technology with advanced and extensive hardware and geometry changes.
There’s an advanced network of hydraulically interlinked continuously variable semi-active dampers that almost eliminates pitch and body roll and provides more wheel articulation for extreme obstacles.
Thanks to this system the Defender Octa does away with anti-sway bars.
But that’s not all… It detects which surface is being driven on and optimises its settings unlocked via its driving modes. Apart from the default Comfort Mode, Dynamic Mode, activated on the button on the steering wheel, provides a performance-focussed on-road experience, adjusting steering throttle and suspension accordingly.
Braking on gravel
The offroad party begins after a long press of the same button to activate Octa Mode that provides a performance focus including Off-Road Launch Mode that when combined with the lowest traction control setting (TracDSC or DSC off) engages an off-road ABS calibration for superior braking on loose surfaces.
Often the manufacturers’ hype exceeds reality. Not in this case.
We drove the length and breadth of the Cederburg in the Western Cape that included gravel, beautiful smooth stretches of tar, dunes and some serious rocks.
On a deserted gravel road cruising at 140km/h, we stomped on the brakes and the Octa’s ABS with Brembo callipers and 400mm front disks and 365mm rear disks kicked in, stopping us in a remarkably short distance without so much as a slide or things getting out of control.
In Comfort Mode the Octa is a gentle suburban cruiser that glides along effortlessly and no doubt makes short work of those ubiquitous speed bumps.
Dynamic driving
Shifting it into Dynamic there’s an immediate tightening of the steering, suspension and accelerator combined with a grin-inducing throaty V8 rumble.
Sitting like a ship’s captain behind the wheel, its handling dynamics and throttle calibration are outstanding.
Considering it’s a 2.5-ton monolith, we were initially hesitant to play fast and loose in the twisties. Once we’d got the hang of it though a lot of fun was had using both the auto ‘box and the paddles. Steering is light and direct and with the electronics working overtime on getting to grips with the suspension as we braked and cornered hard, I haven’t driven an SUV that’s so confident in corners coupled with almost no body roll, pitch or yaw.
And that’s on off-road tyres.
Offroad driving
On gravel in Octa Mode it’s difficult to contain the tame Dakar Racer.
It’s sure footed and comfortable when you decide to do a bit of a drift around a bend, again belying its not insignificant weight handicap.
JLR is using the Defender Octa as the basis for their entry into the Stock Class in next year’s Dakar Rally and it will be extremely interesting to see how they perform.
At 140km/hour it glides along effortlessly over corrugations and wash-aways and after a few hundred kilometres in the saddle, we arrived at our destinations as if we’d just cruised to Durban on the N3.
In the dunes
In the dunes just outside Lamberts Bay it was the same.
In Sand Mode the Defender Octa is a pure play thing gliding over the tops and sides as if it were a beach buggy.
On one or two soft sections it felt as though it would bog down but clever electronics and gentle throttle inputs soon put paid to that idea.
Rock climbing
My own old Defender 90 has been built and modified with serious trails and rocks in mind so my preferred off-road driving is rock climbing.
I find it easier to choose my line, it’s a lot less hair-raising than dunes or fast gravel driving and testing your skills over boulders and rocks provides me with a satisfied grin.
There have been some harrowing escapes, dented body panels and broken mechanical bits so I was keen to see what the Octa could do.
Keeping in mind it’s 5,003mm long, 2,105mm wide and 1,995mm high the Octa is rather large.
Ground clearance is impressive at 323mm in offroad mode and with low range engaged while it has a wading depth of one metre.
As is so often the case with 4x4 launch routes, they struggle to pass a grade two difficulty rating as manufacturers prefer to keep their vehicles unscathed and wrapped in cotton wool.
But the JLR crew from England weren’t messing about when they selected the rock crawl garden we played in.
These were the kind of obstacles that competition vehicles would compete against.
There was also a 90 degree step and a very steep sideways decline.
The Octa’s approach angle is 40.2 degrees and departure angle 42.8 degrees.
A slow approach to the step saw it inch up and over without any scraping or wheel spinning. It’s thanks largely to the throttle calibration that allows you to increase the revs at 50rpm allowing for small increments as you progress.
The transparent bonnet via ClearSight Ground View is also a great aid when traversing these types of terrains.
The interior of the Octa isn’t too far off from the standard version but it does get upgraded sports seats with more lateral support and a more breathable fabric finish.
Limited production run
The initial Defender Octa production run of 2,000 units have all found owners, including the 50 that have been allocated to South Africa.
There will however be further production runs.
At an eye-watering R3,749,100 for the Defender 110 P635 Octa Edition One and R3,499,100 for the Defender 110 P635 Octa, it shows what can be done when engineering and design aren’t held back by financial constraints.
It’s also heartening to see that despite being part of the Jaguar stable they have left Defender to play with a snorting petrol V8.
Will owners use it to its full potential? I doubt it very much, but those that do will have a gargantuan time especially when they leave the black stuff.
If I had the means, this would have pride of place in my garage.
The Defender Octa comes with a five-year/100,000km warranty and a five-year/100,000km maintenance plan.
Willem’s star rating: 4.5 stars