Land Rover Defender Works V8 70th Edition review: Quick drive

It's arguably the ultimate iteration of Land Rover's most iconic model. After production of Land Rover's original Defender wound up in 2016, and wasn't directly replaced by the thoroughly modernised model that wore the Defenderin 2019, the desire and respect for Land Rover's most important model has skyrocketed.

So much so that Land Rover itself began to run out a series of limited-edition models with big engines and big price tags. Along with the 70th Anniversary edition, like we have here, there is also the V8 Islay Edition and the Camel Trophy-inspired Works V8 Trophy.

And while this particular model was never offered for sale directly through Land Rover channels in Australia, a private operation in Queensland has brought this Roma Red example into Australia. It's available for purchase, and we've got the opportunity to take it for a drive.

So while this is a new-model Defender that has undergone the process of importing, model reporting and compliance, it's not based on brand-new bones. The program includes Land Rover's in-house classic team sourcing a donor vehicle of appropriate condition and mileage, and then rebiulding it into the special, limited-edition model that we have here.

The cost starts at around £190,000 ($AU369,000) in the United Kingdom, and buyers today can run through a highly customisable and bespoke process to get what they want.

But if you want this example in Australia, which has been through the process of importing and compliance for Australia, Queensland-based business Red Wharf Bay Classic is looking for $550,000 for this Roma Red example.

There's a grey 70th Anniversary in Australia that is available as well, and we understand that pricing is negotiable for the right buyer.

It's a high price, no doubt. But don't forget that there are only 150 of these 70th Anniversary models in the world. Plus, there are currently only two in Australia.

I'll concede that I might be biased in this regard, based on my own automotive proclivities, but the shape of a short wheelbase Defender has to be up there as one of the most recognisable, pleasing and appealing getting around. The squared-off rear end, simple rounded hip line and iconic silhouette are right at the pointy end for me.

The combination of metallic and lustrous red paint, offset with shiny black on the wheel arches and roof, makes this particular Defender pop more than the average.

Beyond that, there isn't much indication of the vehicle's extra-special nature from the outside. There's some special badging on the side and rear, and I noticed a bit of additional venting below the driver's side headlight. But otherwise, it's typical Land Rover fare with 18-inch Sawtooth alloy wheels wrapped in BFGoodrich all-terrain tyres and modernised LED headlights.

On the inside, it's a bit of a different story. You'll probably notice the eight-speed automatic gearbox shifter, in lieu of the long six-speed stick that was originally poking out from the transmission tunnel.

The dashboard, which is wrapped in leather, looks quite different to the regular black plastic, but seeing cream leather on the roof of the Defender is quite a staggering change.

The seats, flash Recaro units, are a big highlight for me. Leather wrapped, these seats are comfortable and supportive, but also still allow for access to the under-seat battery and storage areas.

For what it's worth, the original seats in late-model Defenders are actually quite good, but these are a terrific upgrade.

But of course, a big part of the appeal of this Land Rover comes from what lies under the bonnet. Instead of the plucky 2.2-litre turbo diesel four-cylinder engine, we have something a little more substantial.

A 5.0-litre naturally aspirated petrol V8, which is the same as you'd find in many Jaguars and Land Rovers from years gone by. The Discovery 4 had the same unit fitted in some models, and is a car that has retained a huge chunk of its original value in recent years.

However, we get the same motor in a higher state of tune in this case. Its 298kW is a solid number for this size of engine, matching the outputs of Nissan's larger 5.6-litre V8 for power. Torque is stout at 515Nm, but coming on tap at 5000rpm tells you about the high-revving nature of this motor.

It's the utter antithesis to the diesel: smooth, muscular and a bit menacing. Especially so, because you know this engine, which makes threefold the power of what it replaced, transforms the Defender into something else.

It's impressive what difference the addition of an automatic transmission makes to the everyday approachability of the Defender, especially in comparison to the late six-speed manual Defender. It was particularly low geared, and driving one in traffic saw you constantly rowing through ratios.

But being able to lift off the brake and dab the accelerator pedal – and it only needs a dab, let me tell you – in order to get you moving is a breath of fresh air.

Now I'll admit that I didn't really explore the full dynamic potential of this Defender, for a few reasons. One: it's worth more than half a million dollars. Two: I was driving in the tight-knit suburbs. And three: the driving experience isn't one that necessarily spurns you on to push things.

For a vehicle with such power and response, the steering feels hilariously slow and wooden. And I do mean responsive, because that low gearing of the Defender – which is centred around utility and off-road ability – means there is plenty of potency available through the skinny pedal.

This car can seriously boogie, with a claimed acceleration from a standstill to 60 miles per hour (96.6km/h) in just 5.6 seconds.

The character of the V8 is timeless, and is itself one of the great V8s of recent times. Originally a Jaguar design, the 'AJ-V8' was built by Jaguar Land Rover (JLR) and Ford in the United Kingdom, and was used in a wide range of vehicles (from Ford Explorers to Aston Martins) and capacities (3.2 to 5.0 litres), along with getting a supercharger in some instances.

Jaguar loved the engine so much, it even ran this engine as a V6 with two cylinders blanked off.

It's more than enough engine for this application, and is well managed by the steadfast ZF eight-speed automatic gearbox.

While not much can be done about the Defender's antiquated steering system and live axles front and rear, the suspension has been given a birthday in order to help keep pace with the underbonnet contents. Bilstein dampers are matched to stiffer coil springs, while uprated anti-roll bars reduce the amount of mid-corner sway you might be accustomed to.

This helps the Defender keep some composure through corners, and slows down the progression into a mid-corner shambles. It's the definition of hammering a square peg into a pinhole, however, and the old-school Defender is never going to feel like an adept corner carver.

Instead, it's a muscular cruiser with a driveline that is less workhorse in the mud and more thoroughbred at dressage.

The trade-off here is that the ride quality does take a backward step in this Defender. The original offering always had a utilitarian focus and big payload, and the ride could be choppy over rough surfaces.

In this case, though, it's noticeably terse and stiff, reacting to more imperfections on the road.

The Defender Works V8 70th Edition doesn't feel the need to apologise for its shortcomings. It's the king of cool, after all.

The handbrake might be in the footwell, and there's no room for your elbows in the cabin, but driving this Defender still feels right. It's not just the angry V8 and smooth automatic transmission, either. It's the intrinsic charm and nature of the Defender, which was never trying to be the cool kid, but just was.

The price is a tough one to get past, but that's the nature of rarity and exclusivity. For those who have the means, this could be the most eye-catching addition to even the most considered and exotic automotive collection.

Sam Purcell has been writing about cars, four-wheel driving and camping since 2013, and obsessed with anything that goes brum-brum longer than he can remember. Sam joined the team at CarAdvice/Drive as the off-road Editor in 2018, after cutting his teeth at Unsealed 4X4 and Pat Callinan’s 4X4 Adventures.

Read more about Sam Purcell