Land Rover Defender vs GWM Tank 300

What's the difference?

The Land Rover Defender Octa Black could well be the ultimate form of the Defender. There's also the combination of Land Rover style and utility, but with one of the best V8 powerplants gifted to it from BMW. The Black edition adds extra appeal and highlights how stealthily something this good can fly under the radar against rivals like the Mercedes-AMG G63.

There’s a lot to like here. The GWM Tank 300 in any of its forms is a competent vehicle from the helm and backs up its off-road claims with real ability. The ride quality, in particular, is a highlight, and it’s a good size for couples or young families. Its value for money is also quite brilliant.

Add this plug-in hybrid driveline to the mix and the performance is quite astounding, while the petrol engine and EV potential have arrived at a critical point in history where such things carry more weight than ever before. It remains to be seen what happens globally and what effect that has on fuel prices, specifically the price gap between petrol and diesel. There’s also the question of what happens electronically when you dunk the Tank into Nolan’s Brook on the track to Cape York. But for now, this is a car whose time appears to have come.

But while the overall concept deserves praise, there’s still some work required in terms of the way the car drives and in its attempts at keeping its occupants safe. The calibration of both the throttle response and some of the driver aids is, frankly, in need of some final polish. And though it sounds odd, the Tank 300 would be a better thing to live with if GWM ditched the contentious driver aids and took the points hit on its ANCAP rating. Even better would be to stick with the tech but refine it to the point where it works in the background and not as an irritant.

Oh gosh yes, there’s a lot that’s interesting about the design of the Defender Octa Black. 

Land Rover absolutely nailed the look of the new Defender when it launched in 2020 and it's barely aged in the years since. 

I love its modern take on the original Defender design with its boxy styling that looks both prestigious enough to be waiting in the driveway of a castle, but also purposeful and practical enough to be sitting in a paddock on a farm.

The Octa is based on the 110 Defender four-door body style with five seats, but its muscular enhancements make it longer, wider and taller than a regular 110 Defender. 

The Octa Black has exactly the same dimensions as the Octa at 5003mm long including the tailgate-mounted spare wheel, 2105mm wide with the mirrors out, and 1995mm tall on the low suspension setting (air suspension can raise the vehicle much higher).

The Octa Black adds about 30 gloss black or satin black elements to the Octa and I’ve listed many of them in the features section above.

For me the highlights of the Black include the 20-inch forged wheels which look stylish and army tough, there’s also the black coating on the quad exhaust tips, while the blacked-out badging and lettering also gives this variant a carefully modified, stealthy look.

Inside I love the exposed screws in the door trim, and black dashboard hand rail. When the vehicle is switched off all of the black buttons lose their glowing icons, turning the cabin into an inky, luxurious, minimalist space.

I could go on about the safari windows overhead in the boot area, the thick carpet, and how the optional chopped carbon fibre looks like solid marble, but we need to move on. 

Derivative is a strong word, but from most angles there’s a little bit of something else in the Tank 300’s exterior. We can easily see a bit of Suzuki Jimny in profile, and a dash of new Ford Bronco in the lights and grille. And if you squint there’s a blob of Jeep Wrangler in the wheel-arch extensions.

Which should mean it’s just a mash-up. Yet somehow, it isn’t, and the Tank has its own vibe.

Inside, that vibe suddenly becomes a bit overdone, and the plastic garnish above the glove box, in particular, looks like it will date pretty quickly (if it hasn't already). There's also a lot going on in here; this is a busy place and even the gear selector looks like a prop form the Star Wars franchise.

The Defender Octa Black is practical by its design and intention. This is a large off-road SUV with boxy proportions and utility is as much a priority as luxury.

A five seater with no third row, the Defender Octa Black has an enormous boot at 972 litres and outstanding cabin storage throughout from large door pockets to stowaway areas, trays and hidey holes. There’s also a small fridge under the centre armrest between the front seats.

Space for passengers is excellent with ample headroom and rear legroom. I’m tall at 188cm and can easily sit behind my driving position. Upfront and sitting in the driver’s seat I have acres of room in the footwell, plenty of space for my legs to clear the steering wheel and lots of elbow room.

There are power outlets throughout including a 230V powerpoint in the boot, USB-C ports in the second and front rows, plus wireless phone charging up front.

How great it is to see big chunky physical dials for climate control and volume as opposed to just a media screen, which is the case with so many new vehicles.

Possibly the only impracticality of the Defender Octa Black is the drop down out of the cabin. Even on the lowest air suspension setting the step up and out of the cabin will be too big for some older people and younger children. 

While GWM is by no means the worst offender, we still reckon the Tank’s interior would be better without such a degree of reliance of touchscreens and menu-driven functionality. While it’s obvious that there’s a lot going on in the cabin, it still seems odd that important functions such as shifting from conventional hybrid mode to EV mode would require a dive through the on-screen menus when a simple switch would be faster, easier and simpler.

And even when GWM has provided switches, the end result is muddy. Take the volume controls for an example. There’s no central volume knob accessible by both front seat occupants, so you rely on the steering wheel mounted up and down buttons to change the volume. Except they’re not marked as volume controls in any specific way. Okay, if you know, you know. But if you don’t know, you’ve just missed the news headlines.

Overall, it's disappointing. And I resent the fact that GWM (or anybody else) thinks it’s okay for me to have to learn to operate a car all over again. The dashboard is also full of tiny symbols and lettering making things difficult to decipher if you normally wear glasses to read, but not to drive.

We’ll take issue with the indicator stalk, too, which has an indistinct feel when trying to discern whether you turned the indicators on for an intersection, or just tipped them on for three flashes for a lane change. And if you have accidentally gone too far and they’re still flashing away merrily after the lane change, turning them off manually is a lottery that might see you succeed, or mistakenly turn on the other side flashers.

The rest is better with proper buttons for the various off-road drive modes, diff locks and hill holder. There’s even an analogue clock for some real nostalgia. You’ll also find a single USB-A and USB-C charge port in the dash, and a pair of cupholders buried deep in the centre console which also has a lid and sliding drawer.

It’s obvious that this is a smaller vehicle than some, and the four-door layout dictates shorter doors. But that doesn’t alter the fact that the driver’s seat slides back a few centimetres every time you shut the car down. The trouble with that if you’re tall, is that the seat is now tucked back in behind the B-pillar, meaning you have to climb out and around it to exit the car. Perhaps you can switch off this slide-back function, but I didn’t have the spare hour to troll through the menus to do so. Oh, and there should be a driver’s grab handle on the A-pillar, too. There isn’t.

The rear seat is better with an adjustable backrest that provides proper comfort, and leg and knee room that hides the 300’s smaller dimensions well. There’s lots of glass and light and a pair of USB charge points. You also get a pair of rear reading lights and central vents, but no climate controls.

Even the cargo area is a decent size with the five seats in place (360 litres, up to 1520L with 60/40 rear seats lowered) but the under-floor storage space has been consumed by the hybrid battery, meaning the jack and tools and charging cable live in the cargo area and the spare tyre is bolted to the tailgate.

The single-piece tailgate is hinged at the side, and needs a fair bit of real estate to be swung open fully.

The Tank features vehicle-to-load capability, too, which means you can operate your power tools using the vehicle as the power source, and there’s a 220-volt socket in the luggage area to do just that. But when camping, too, this feature can also power induction cookers, microwaves, and all the other stuff you probably should have left at home. And if the hybrid battery runs out of charge, the Tank can run its petrol engine to act as a generator (your camping neighbours are going to love that).

The real gadget freaks out there can also download the Tank app which allows you to operate functions such as power windows, climate control, seat heaters, central locking and check your charging status all from the comfort of your smartphone. You can also use this functionality to flash the hazard lights to help spot your Tank from everybody else’s in the carpark.

The Tank 300 PHEV is available in two trim levels, starting with the Lux at $55,990 drive-away. That gets you 18-inch alloy wheels, roof rails and side steps and, perhaps a little surprisingly, a sunroof.

There’s also power folding mirrors, keyless entry and start, paddle shifters, adaptive cruise-control and a rear differential lock.

Inside, there are leather accents for the seats, a pair of 12.3-inch multimedia, ambient lighting, digital radio, wireless connectivity, wireless phone charging, wireless Apple CarPlay and Android Auto, automatic headlights, full LED lighting, and dual-zone climate control. That’s quite a bit of gear for the money.

But throw another four grand on the sales rep's desk, and you into the Ultra grade which adds heated, cooled and massaging front seats, eight-way power adjustment for the driver’s chair, Nappa leather inserts, underbody protection, a front differential lock and no less than 64 colour choices for the expanded ambient lighting package.

Fundamentally, then, your extra $4000 is buying the clever front seats and front diff lock, but that’s easily worth the money anyhow. That said, the entry-level variant is one of the better equipped at that price-point, so either way, you won’t be slumming it.

One of the Defender Octa’s biggest drawcards is its engine, a 4.4-litre twin-turbo V8 courtesy of BMW.

Yes this is a BMW-sourced V8 making 467kW and 750Nm. The same engine is found in BMW’s M5 super saloon and X5 M and it suits the Defender Octa Black so well you’d swear it was purpose built for the big SUV.

You might not know that there is also a mild hybrid system on board too, but it doesn’t drive the wheels and isn't really there to save fuel. Its function is to add even more grunt to the engine. 

Unlike Mercedes-AMG's G63’s V8, the Defender Octa’s V8 won’t traumatise the neighbourhood on start up or idle or even just cruising along. But push it hard and it changes its attitude from a powerful limousine growl to a wild NASCAR roar.

There are drive modes including a dynamic setting but it’s ‘Octa’ mode that makes the car special. It's is a high-performance off-road setting that does exactly what you’d think.

Of course the Defender is one capable off-road vehicle with low- and high-range four-wheel drive.

An eight-speed automatic transmission sends the drive to all four wheels smoothly and the paddle shifters allow quick changes up and down.

The Tank’s plug-in driveline, starts with a petrol engine measuring 2.0-litres and contributing 180kW to the overall picture. But then there’s a single electric motor, sandwiched between the petrol engine and the nine-speed transmission. That means the Tank is still a mechanical four-wheel-drive platform, and when both powerplants are singing together, there’s an eye-opening 300kW and 750Nm of torque on tap.

The four-wheel-drive system operates as a rear-wheel drive on dry bitumen, and there’s the usual 4WD high range and 4WD low range. What there isn’t, is a 4WD-auto setting that allows you to use four-wheel drive in the dry on a paved road. That sounds minor, but for towing in particular, having all four wheels doing the driving is a major safety bonus.

All Tank 300s get a rear differential lock, but this version, the Ultra, also gets a locking front diff as well. Typically, the Tank also features a range of driving modes (no less than nine of them!) for the four-wheel-drive function, tailoring throttle, transmission and differential response according to the type of terrain being covered.

The Tank 300 is built the old fashioned way with a ladder-chassis upon which the body is bolted, and it still uses a live rear axle, too. But the front suspension is independent and the GWM uses coil springs rather than old-school leaf springs for much better ride quality.

Nobody buys a large off-road SUV powered by a petrol V8 thinking it’s going to be super fuel efficient, right? Just checking, because the 4.4-litre petrol V8 in the Defender Octa Black needs feeding constantly, like some kind of huge, hungry animal.

My average fuel economy of 18.5L/100km (according to the trip computer) over nearly 500km of driving actually wasn't as high as I expected considering all the countryside I ran through combined with the urban warfare of heavy traffic. Still that’s much higher than the 13.1L/100km Land Rover says the Octa should do in combined driving conditions. 

Fortunately the Octa has a 90L fuel tank so you won’t have to fill up at every petrol station you see.

The headline number here is GWM’s official fuel consumption number of just 1.9 litres per 100km. Or it would be if it had anything to do with the real world. As it is, nobody is going to achieve that, and our mix of urban running netted an average of about 11.0 litres per 100km, with that dropping to 8.5 litres per 100km in country conditions.

The truth is, your consumption in this vehicle can go from zero to, say, 12 litres per 100km depending on how and where you drive and how much battery charge you have available.

Speaking of charging, the Tank 300 can use a commercial fast charger to absorb voltage at a rate of 50kW. At that rate, it can go from 30 to 80 per cent charged in about 24 minutes. A wall box (GWM offers one as a factory option) can take the 37.1kWh battery from 15 per cent to fully charged in 6.5 hours. And, of course, you can also charge the Tank from a domestic wall socket in a claimed 14.4 hours. We managed to add about 6km worth of charge per hour on such an outlet during our time with the car.

As far as range goes, GWM reckons there’s 115km (NEDC) of EV-only range, while starting a journey with a fully charged battery and a full 70-litre fuel tank should see you covering somewhere between 900 and 950km between top ups.

The Defender Octa Black is big but it only takes a week of driving before it feels like an extension of your body and becomes an easy and obedient thing to pilot.

The acceleration is strong with 0-100km/h coming in four seconds but it's how it handles that's really impressive.

Smart so-called '6D suspension' uses adaptive tech to keep the vehicle level, damping its desire to pitch forward under braking and preventing body roll in the corners. I tested this on my remote winding, bumpy test road and was amazed by this big monster’s ability to keep itself composed and flat despite the sudden changes in direction.

There was no off-road test for the Octa Black this time but we've been impressed with the capability of Defenders in our tough terrain tests in the past. The Octa Black’s air suspension can rise high enough to offer a maximum 323mm of ground clearance. Angle of approach is 40.2 degrees and departure is 42.8 degrees, while the ramp over angle is 29 degrees. Wading depth is 1000mm.

And if you’re towing, braked towing capacity is 3500kg.

We tested the Octa Black for its handling of both engaging roads but also its handling of suburban duties where it proved easy to pilot, towering over the traffic but still able to slip up tight streets and in and out of car parks (check the maximum headroom and keep the suspension low), along with the school run each day.

Built for off roading means visibility is excellent, from being able to see clearly where the vehicle begins and ends to the huge windows that means there’s hardly a blind spot.

That made parking easy as long as there’s a space large enough and trust me, even if you take your time to park, nobody will honk at you in this military-grade looking rig.

All the while the air suspension kept the ride comfortable and serene.

GWM claims a 0-100km/h acceleration time of just 6.3 seconds for the Tank 300 PHEV, and that’s impressive. There are two caveats here. The first is that you need at least 40 per cent battery charge on board to extract maximum thrust. And, secondly, even in those circumstances, the Tank never feels that brisk. It’s more effortless than genuinely rapid, although the torque up hills is genuinely impressive.

There’s no getting around the refinement inherent in using volts for some of the time. And when the petrol engine does chime in, it’s all but imperceptible. You’ll eventually hear the engine if you wring it right out, but even then, vibrations are minimal.

All in all, the Tank’s relatively compact dimensions work in its favour in an urban setting, and the range of camera views (including an off-road one showing you the obstacles you’re about to encounter) make parking a lot easier than it might have been. Only a high degree of distortion in the birds-eye-view camera mode takes a bit of getting used to.

On the move the ride quality is quite exceptional, and those coil springs really do make a difference. Even the usual council speed bumps don’t bother the Tank and the short wheelbase pitching we’ve seen in some similar vehicles just never emerges. Well chosen damper rates help, too, and there has been some Australian input into the way the Tank handles. It shows.

Steering, too, feels light and natural, although the almost constant fidgeting at the helm by the lane-keeping assistance program is annoying. And switching it off is not only a multi-button job, it needs to be done every time you start the vehicle.

Far and away the biggest hurdle in living with the Tank, however, is a throttle calibration that is way off the mark. Pressing the accelerator pedal initially doesn’t seem to do much at all, and then suddenly, the power comes in and you discover you’ve input too much throttle as the Tank surges away down the road, threatening to actually spin its tyres if there’s any gravel about. But not until that initial hesitation has caused the driver behind you to wonder aloud (I can lip-read) if you’re ever going to move at all. This needs to be fixed as a running change.

The all-important off-road driving experience is pretty sharp and the Tank 300 is a genuine competitor in this discipline. It’s extremely stable and capable on unsealed roads and tracks and the front and rear diff locks make it a proper adventurer’s rig.

It’s relatively demure dimensions also mean that it fits down the tracks and trails that have been created by decades of vehicles of a similar size, unlike some of the bigger new off-roaders we’re seeing that simply don’t fit in to the terrain so neatly.

Ultimately, the Tank’s stock tyres will be the limiting factor, but there are plenty of alternatives out there for a bit more off-road bite.

The Tank has a strong safety story to tell, especially on paper.

Regardless of what specification you buy, you’ll get seven airbags including full-length side-curtain bags and a centre airbag to reduce head injuries in a side-impact crash.

There are rear parking sensors, a range of camera angles including an overhead view, tyre-pressure monitoring, Isofix child-restraint mounts, and the usual driver aids including autonomous emergency braking, rear cross-traffic alert and braking, blind-spot monitoring, traffic-sign recognition and rear collision warning.

But away from the brochure, features such as the lane-keeping assistance and the driver-fatigue monitor need work on their calibration. GWM is by no means on its own here, but it’s a fact that some other makers do a better job of making this tech transparent and vastly less intrusive.

The original Tank 300 launched in Australia in 2022 scored five safety stars in ANCAP testing, and that rating has been carried over to this car.

Land Rover covers the Octa Black with a five-year, unlimited-kilometre warranty which is short compared to most mainstream brands but fairly common among the high-end makes.

Roadside assistance is included for five years, too.

A service plan is available with five years costing $4800. Again, quite common for prestige brands but expensive compared to the more mainstream makers.

GWM offers a seven year/unlimited kilometre warranty on the Tank 300, as well as eight years of cover for the hybrid battery (also with no kilometre limit). There’s also seven years of roadside assistance thrown in, too.

Capped-price servicing is available for the first seven years, with the first service due at 12 months or 10,000km and subsequent services every 12 months of 15,000km after that. Prices for each service (in order) are: $320, $460, $460, $685, $685, $1075, and $370.

GWM has a network of 123 new-car dealerships able to handle servicing, and the company tells us that regional centres have not been forgotten.