LDV D90 vs Land Rover Defender

What's the difference?

Looking for a cheap, powerful diesel SUV with huge cabin space and a humane third row for adults? The D90 is a really sound offering, especially considering the price of entry for this top-spec diesel which should resonate with Aussies a bit better than the petrol version.

It has plenty of issues that could be ironed out, but they’re all so small and not sale-breaking it’s almost annoying how much better the D90 could be with just a little work. Rivals should be looking over their shoulder for what comes next.

The Land Rover Defender 130 P500 V8 is big, roomy and great to drive. It’s supremely plush without sacrificing practicality and if you’re in the market for a spacious, comfortable and refined package and aren’t afraid to open your wallet, then this long Landie is well worth your consideration.

Do you need the V8? Of course you don’t – and the diesel variants make a lot more sense anyway in terms of day-to-day fuel efficiency – but, geez, it's a lot of fun to drive.

Some colleagues I’ve spoken to like the way the D90 looks. To me, it looks like someone gene-spliced a Hyundai Tucson with a SsangYong Rexton in a lab, then grew it in a stew of peptides and this was the result.

What can’t really be communicated in images is how truly massive the D90 is. At over five metres long, two metres wide and almost two metres tall, the D90 is certifiably huge. Given that’s the case then, it’s admittedly almost admirable that only the side profile makes this thing look a little goofy.

I think LDV has done a pretty good job on the front, and the rear is simple but well resolved for a vehicle that rides on a ladder chassis (just take a look at the Pajero Sport for how ladder-chassis rear designs can get… controversial…).

The wheels, garnishes, and LED headlights are all tastefully applied. It’s not ugly… just confronting… size-wise.

Inside shares some familiar characteristics with sister-brand MG. Look from a distance and it’s all quite nice, get in too close and you’ll see where the corners have been cut.

The first thing I don’t like about the interior is the materials. Apart from the wheel they are all pretty cheap and nasty. It’s a sea of hollow plastics and mixed trims. The faux-wood pattern, which is clearly just a print on a plastic resin is particularly gnarly. Reminds me of some Japanese cars from 20 years ago. It might work for the Chinese audience, but that’s not where the market is in Australia.

On the other hand, you could say “well, what do you expect at this price?” and that is true. Everything is here and works, just don’t expect the D90 to be playing alongside the established players when it comes to fit, finish, or material quality.

The huge screen works to finish the dash, but that darned software is so ugly you’ll wish it didn’t. At least all the major touch-points are ergonomically accessible.

The Defender 130 measures 1970mm high, 5358mm long (including rear-mounted spare wheel; 5099mm without), and 2105mm wide (with the wing mirrors out). It has a 3022mm wheelbase and a listed kerb weight of 2745kg (unladen).

It is big, but really it’s no more intimidating to drive than a Toyota LandCruiser 300 Series or Nissan Patrol.

Upper large SUVs have a Federal Chamber of Automotive Industries-defined footprint bigger than 9801mm – think 300 Series LandCruiser (close to 5.0m long), Hyundai Palisade (almost 5.0m long) and Nissan Patrol (almost 5.2m long).

In terms of styling, the 130 strikes an effective balance between the distinctive shape and spirit of the old-school Defender with the new-generation’s pomp and presence – and the striking Carpathian Grey paint on this variant complements that blend.

The current-generation Defender is no city-soft shadow of its former adventure-tackling self that Landie lovers everywhere feared it might be. But it’s modern and sleek enough to put the minds of urban dwellers/weekend warriors at ease.

The D90 is as massive on the inside as it is on the outside. I’m talking better space than a minivan, and nothing says that more than the humane third row. At 182cm tall, I not only fit in the rearmost two seats, but I can do so in as much comfort as any other row. It’s staggering. There’s actual airspace for my knees and head back there.

The second row is massive and on rails too, so you can extend the amount of room available to third-rowers – and there’s so much room in the second row, you’ll have space even with the seats moved forward.

My only criticism here is that the giant rear door is far enough forward to make clambering into the third row a little tricky. Once you’re there though there are really no complaints.

The boot is even usable with the third row deployed, with a claimed 343L of space. That should be hatchback-sized, but the measurement is a little deceptive as the space is tall but shallow, meaning it will only allow you to place smaller bags (a few, if you can stack them) with the remaining space.

The boot is otherwise cavernous with a wild 1350L available with the third row stowed flat, or 2382L with the second row stowed. In this configuration, with the front passenger seat slid forward to its furthest position, I was even able to get a 2.4-metre-long benchtop in the back. Truly impressive.

Without buying an actual commercial van then, this could be the cheapest way into such room, especially in a 4x4 bi-turbo diesel SUV. No arguing with that.

Second-row occupants get their own climate control module, USB ports and even a full-sized household power outlet, with more legroom than you could possibly need. My only complaint was that the seat trim seemed a little flat and cheap.

Front occupants get large cupholders in the centre console, a deep armrest box (with no connectivity in it, just a randomly placed DPF cycle switch), pockets in the doors, and an awkward binnacle under the climate controls that houses the single available USB port. My phone didn’t fit in there.

No complaints about leg and headroom in the front either, though, with plenty of adjustability to boot. The driver’s seat offers a commanding view of the road, although it can be a little unsettling to be so far off the ground in corners… more on that in the driving section.

The Defender 130 is well-suited to people-carrying duties thanks to its three-row seating.

And don’t forget this test vehicle has (optional) Captain Chairs in the second row. 

The cabin has a distinctive premium look and feel about it, without sacrificing anything in terms of just how practical it all is. It’s a pleasant mix of durable materials – carpet mats and soft-touch surfaces – and stylish touches, such as a metal Defender-stamped section in front of the front passenger. 

Layout is user-friendly and this is an easy cabin in which to swiftly become comfortable as all controls easy to locate and operate even when busy negotiating with your teenagers who gets what song next.

Storage spaces include a deep centre console, glove box, twin cupholders between driver and passenger, sunglass storage, door pockets and shallow spaces positioned about the cabin for your everyday carry gear.

Charge points include USB-Cs up front and a wireless device charging tray.

The driver and front passenger get ample room and plenty of amenities and those behind them also fare well with adequate room for everyone – even those in the third row. 

All seats are comfortable and the front seats are 14-way power-adjustable with heating, cooling and memory.

The second row – two outboard Captain Chairs in this test vehicle – have a headrest and armrests for both passengers.

The third-row seats are heated and configured in a 40/20/40 pattern.

The rear cargo area is small in this seven-seater, although it offers a listed 389 litres with all three rows up and in use. That area has a sliding cover (which conceals your valuables from the prying eyes of nefarious types), cargo-restraint points, power sockets and a shallow underfloor storage space.

With the third row folded down, there is a listed 1232 litres of space. The maximum loadspace volume behind the front row is a listed 2231 litres.

There is a lot more to admire inside this Defender’s cabin for those who love the interiors of plush SUVs, but rather than spending my time stroking leather accents, going ‘ohhhh-ahhhh’ over a sunroof or reflecting on the butt-warming benefits of a heated seat, I like to actually drive. 

So I did. A lot.

The 2025 Land Rover Defender 130 P500 V8 has a manufacturer’s suggested retail price of $216,197 (excluding on-road costs). But because our test vehicle has a raft of options onboard – matte protective film ($6840), 'Carpathian' exterior pack ($2400), second row heated and cooled a pair of Captain Chairs with winged headrests as the second row ($1930), Carpathian grey premium metallic paint ($1040), and a rubber load space mat ($320) – it has a price as tested of $228,727 (excluding on-road costs).

The Land Rover Defender 130 P500 V8's standard features include an 11.4-inch multimedia touchscreen (with Apple CarPlay and Android Auto), wireless device charging, a head-up display, interactive driver display, as well as 22-inch satin dark grey wheels, quad outboard-mounted exhaust pipes, 'Terrain Response 2' with 'Dynamic Program', privacy glass, a heated steering wheel and an electrically-adjustable steering column.

Also included are bright metal pedals, configurable cabin lighting, a load space cover, satin chrome gearshift paddles, illuminated metal tread plates (with V8 branding), four-zone climate control, 'Ebony Windsor' leather and Kvadrat (wool blend textile) seats, Meridian audio, 'Online Pack' (with data plan), a head-up display, a 12V power socket in the boot and the 'Pivi Pro' multimedia system.

Paint choices on the Land Rover Defender 130 P500 V8 include 'Fuji White' (solid) or 'Santorini Black' (metallic with body-coloured roof) – or you can opt for 'Carpathian Grey' (premium metallic with black contrast roof), which is a $1040 option (price correct time of writing).

This Defender is available with the 'Extended Black Exterior Pack' ($1707) or the 'Carpathian Exterior Pack' ($2396).

The D90 was initially offered in Australia with a 2.0-litre turbo petrol four-cylinder, but this 2.0-litre bi-turbo diesel makes much more sense, both for towing and long-distance touring.

It’s a four-cylinder offering a healthy 160kW/480Nm. You’ll note that’s pretty close to Ford’s similar 2.0-litre bi-turbo diesel, which is currently offered in the Everest…

The diesel also gets its own transmission, an eight-speed torque converter automatic with computer-controlled ‘Terrain Selection 4WD’.

This gives the D90 diesel a max towing capacity of 3100kg braked (or 750kg unbraked) with a max payload of 730kg.

The Land Rover Defender 130 P500 V8 has a 5.0-litre supercharged V8 petrol engine (producing 368kW at 6000-6500rpm and 610Nm at 2500-5000rpm), an eight-speed automatic transmission and all-wheel drive system.

This is a very effective and fun combination of gutsy V8 and clever auto.

The Defender has permanent all-wheel drive and a dual-range transfer case with high- and low-range 4WD.

It also has Terrain Response 2, an off-road-focussed driver-assist system, which will make any off-roading newbie look and, more importantly, feel like a dirt-track driving champion.

The system includes switchable modes - 'Grass/Gravel/Snow', 'Sand', 'Mud and Ruts' and 'Rock Crawl'. 

This tech optimises throttle response, engine outputs, transmission shifts and diff control to best suit the terrain. It also has centre and rear diff locks.

The D90 diesel is said to consume 9.1L/100km of diesel on the combined cycle, but ours didn’t score near that with a figure of 12.9L/100km after a week of what I’d consider “combined” testing.

The D90 a big unit, so that number doesn’t seem outrageous, it’s just nowhere near the claim… All D90s have 75-litre fuel tanks.

Fuel consumption is listed as 12.7L/100km and that's on a combined (urban/extra-urban) cycle. On this test I recorded 14.9L/100km.

The Land Rover Defender 130 P500 V8 has an 90-litre fuel tank so, going by my on-test fuel figure, you could reasonably expect a driving range of about 604km from a full tank. 

Fuel requirement is 95 RON premium unleaded. 

The D90 is easier to drive than it looks… to a degree…

It lacks some polish of its more established rivals, which results in a drive experience that isn’t bad, but occasionally frustrating.

The ride somehow manages to be soft and harsh at the same time. It undulates over larger bumps, while transmitting the worst parts of smaller, sharper ones to the cabin. It speaks to a lack of calibration between the suspension and dampers.

That having been said, the D90 masks its ladder chassis underpinnings well, with little of that typical body-on-frame jiggle that some rivals still struggle with.

The drivetrain is good, but a little unruly. As you’d imagine from the figures, there’s more than enough power on tap, but the transmission tends to have a mind of its own.

It will occasionally lurch between gears, pick the wrong gear, and off-the-line will sometimes be delayed before shunting the D90’s bulk forward with a sudden mountain of torque. It doesn’t sound particularly good either, with the diesel surging through the rev range with industrial crudeness.

By the time the D90 has reached cruising speed though, there’s really not much to complain about, with the D90 milling along with plenty of power in reserve for overtaking. The view of the road is commanding, but you really feel the D90’s high centre of gravity in the corners and under heavy braking. The physics of such a large object are undeniable.

I have to say, LDV has done a fantastic job of the D90’s steering, with a quick, light feel that betrays the SUV’s size. It manages to stray on the right side of lightness though, not being so disconnected that you lose a feeling of where the wheels are pointing. No mean feat in something this shape.

Overall then, the D90 isn’t bad to drive and has some genuinely great characteristics, it just also has a litany of small issues that get in the way of it being truly competitive with segment leaders.

What's it like to drive? It’s bloody great.

This is a big vehicle – have I mentioned that already? – but powered by this V8 the Defender 130 punches along with nary a care in the world. 

Throttle response is crisp, and the 5.0-litre supercharged petrol’s 368kW and 610Nm are always readily available for a snap-punch standing-start, or to smoothly and safely overtake other vehicles on the open road.

This Defender has an official 0-100km/h sprint time of 5.7 seconds and a listed maximum speed of 240km/h!

By the way, it doesn’t hurt that the V8’s growl is piped through quad outboard mounted exhausts.

The eight-speed automatic transmission is supremely clever but the shifter’s stubby size and awkward location (under the multimedia system’s touchscreen) is annoying.

Otherwise, this V8 130 is smooth and refined, with tremendous road-holding abilities despite a Landie legacy of past-generation Defenders being about as composed as dodgy tractors.

What’s more, comfort levels are exceptional in a vehicle model once considered a form of punishment in which to travel.

Steering has a well-weighted driver-friendly feel to it and this upper large SUV never feels too cumbersome to navigate through even busy city streets, even though it has a turning circle of 12.8m.

Some body roll creeps in every now and again – especially when you become energetic throwing this giant around corners, etc – but otherwise this big bulky vehicle is well controlled and comfortable.

The air suspension negates the majority of thumps and bumps you might be expecting to get from a vehicle riding on 22-inch wheels and low-profile tyres over irregular road surfaces.

Our test vehicle was on 22-inch rims and 275/45 R22 Continental CrossContact RX “SUV performance” tyres, which are fine for driving on sealed surfaces, but if you’re looking to do any off-roading in this Defender get a set of more appropriate all-terrains.

I wasn’t driving the 130 to test its 4WDing prowess this time, but it’s still worth noting the Defender’s off-road measurements include 293mm of ground clearance (with air suspension), a wading depth of 900mm, and approach, departure and ramp-over angles of 37.5, 25.8 and 27.9 degrees, respectively.

This Defender 130 has a gross vehicle mass (GVM) of 3380kg and a gross combined mass (GCM) of 6380kg.

It has an unbraked towing capacity of 750kg, and braked towing capacity of 3000kg (with maximum 300kg on the towball), which is somewhat of a disappointment and sub-par for the upper large SUV segment.

The Defender 130 does not have an ANCAP safety rating but it does have plenty of safety gear as standard including a plethora of airbags (driver, front passenger, and first, second and third row (head) and side for first row passengers).

Driver-assist tech includes AEB, adaptive cruise control, driver condition monitor, blind-spot assist, lane keep assist, a 3D surround camera, 360-degree parking aid, traffic sign recognition and adaptive speed limiter and more.

It has other tech, such as ‘transparent’ bonnet view, wade sensing, a tyre pressure monitoring system and tow hitch assist, which comes in handy for on- and off-road tourers.

It also has child-seat top tether anchorage points on the backs of both second-row seats and all three third-row seats. And there are ISOFIX anchors on the second and third row outer seat positions.

LDV covers the D90 with a five-year/130,000km warranty, which is not bad… but falls behind sister brand MG, which offers seven years/unlimited kilometres. At the very least it would be nice to have the unlimited kilometre promise.

Roadside assist is included for the duration of that warranty, but there’s no capped price servicing offered through LDV. The brand gave us indicative pricing of $513.74, $667.15, and $652.64 for the first three annual services. An initial six-monthly 5000km checkup is free.

All D90s need to be serviced once every 12 months or 15,000km, whichever occurs first.

The Defender has a five year/unlimited km warranty with five years of roadside assistance included.

The vehicle will let you know when it needs to be serviced – isn’t it bloody clever? – and prepaid service plans are set for five years/130,000km (maximum km) at a total cost of $3750.