By Ross Ballot
Mix together one part Land Rover Defender 110, one part Ford Raptor, and one part BMW M5. What do you get? A hell of a good time with a broad spectrum of talents, that’s what. The 2025 Land Rover Defender 110 OCTA is the kind of vehicle that just works, its many strengths far overshadowing its few weaknesses, its capabilities on paper coming nowhere close to how good it is in the real world. Needless to say, our week testing one left us lusting after the new top-dog Defender.
What makes OCTA?
The OCTA’s specs are, as expected, very good. It has a 4.4-liter turbocharged V8 that pumps out 626 horsepower and 553 pound-feet of torque, the latter of which gets cranked up 590 lb-ft when using Launch Control. Even despite the Octa’s near-3 ton curb weight, it’s good for a quoted 3.8-second run from a standstill to 60 MPH, a number we don’t doubt is even a bit conservative. But acceleration only tells a fraction of the OCTA story.
It’s not perfect…
There isn’t much bad to say about the OCTA so let’s get it out of the way first. Some model-specific styling additions like the black-and-gray camouflage accents and the Ford Raptor-esque marker lights in the grille come off as more try-hard than purposeful. Inside, the PIVI Pro infotainment system is better than ever, but we still wish for physical buttons as opposed to everything being controlled through the screen.
Then there’s the “Body & Soul” seats, which vibrate in sync with the bass line of the music you’re listening to. These, too, come off as more of a showcase of cool tech rather than particularly useful or even rewarding to use. If anything, we wish the exhaust was louder; as-is, there just isn’t enough volume to match the powerplant’s output and intentions.
Fuel efficiency is also unsurprisingly horrendous. Land Rover rates the Octa at 15/19/17 MPG city/highway/combined, but we saw nowhere near those numbers; figure sub-15 combined in mixed day-to-day use and closer to 10 when driving the Octa the way it’s meant to be driven.
…but it’s damn near close
And man oh man, is this thing meant to be driven. The engine is a seriously heavy-hitter; Plant your foot at any speed and the snap of power and torque rocket the OCTA down the road. Although muted, the surging turbos really make it a more interactive experience than a supercharger would. It’s a big vehicle to move this fast, and the OCTA feels like it could even handle more thrust.
As good as the engine is, the OCTA’s shining star is the suspension. This “6D Dynamics” setup is about as good as it gets: There’s body roll but it keeps its composure; it feels planted but it floats over bumps and potholes; and, unpaved roads might as well be their nicer, more presentable alternative. On the dirt roads that traverse the wooded, wealthy corridors of Westchester County, the OCTA is beautifully in its element and simply perfect.
On these surfaces, the OCTA can be piloted as if the roads are paved while you actually get to enjoy the corners. In most vehicles that do this well on dirt, that isn’t the case. Some thanks goes to the hydraulically cross-linked dampers that use pressure in place of actual sway bars– think Toyota/Lexus’ KDSS but for the shocks themselves– and some to the active rear differential. Whatever the wizardry is, it works.
More than just extra power
Land Rover really did go above and beyond to make the OCTA drive better than any Defender and, frankly, probably any Land Rover before it. In addition to the suspension, there’s also a 2.7-inch wider track width, a quicker 13.7:1 steering ratio, and model-specific dirt-ready tires that limit the otherwise 155 MPH top speed to 100 MPH. The ground clearance is also 1.1 inches more than non-OCTAs, bringing the total to a healthy 12.7 and the wading depth to 39.4 inches. Braking is courtesy of Brembo six-piston front calipers with 15.7-inch rotors and single-piston units out back with 14.4-inch rotors. Them’s some big ‘ol stoppers, and they work great.
All of Land Rover’s hard work paid off. The OCTA isn’t just a bunch of parts that the company slapped together, instead going through the effort to build a cohesive and comprehensive package that’s good to look at and far better to drive. From braking to cornering to accelerating, the Octa is utterly fantastic. You can crush miles in it, the V8 keeping momentum high as the corners are handled with poise a so-called off-roader has likely never seen before. It dances between luxurious fire-breathing rally rig and comfortable daily driver seamlessly.
You pay for it, but it’s worth it (we assume)
The catch is that you pay dearly for the outcome: The Octa’s base price is $167,800 and with destination and delivery our test unit’s MSRP ticked in at $170,200. You have to pay to play. Competitors in the space, price-wise? Mercedes-AMG G 63, Porsche Cayenne, and there isn’t much else, at least none with such a wide bandwidth.
All of this is to say, though the OCTA isn’t cheap, it’s a riotous good time especially for a 4×4. The D90 V8 might induce more giggles thanks to its supercharger and short wheelbase, but the Octa’s breadth of talents are unmatched and unparalleled in the space. So if you have a healthy bank account and a pining for one of the most enjoyable vehicles out there for traversing unpaved roads or even for daily use, the OCTA is it.
Yay
- Suspension from the gods themselves
- Willing and able powerplant
- Corners with grace
- Real off-road hardware
- Looks menacing
- Settles down nicely and is always comfortable
Nay
- Touchscreen-only interior controls
- Pricey
- Gas mileage is poor to say the least
The Takeaway
Like a BMW M5 with genuine off-road cred, the 2025 Land Rover Defender 110 OCTA is a unique proposition in today’s market. The steering and handling are impressive and the suspension itself is remarkable. Pair that with a great engine and the Defender’s inherent charm and the OCTA is a package that’s comprehensive, competent, and lustworthy. We love it.
Jeff Glucker