2025 Land Rover Defender Octa Review: The Supreme Bug-Out SUV

      Nick Dimbleby

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      I despise the term “bug-out.” My distaste can be traced back to a lone episode of Doomsday Preppers I caught years ago, where the phrase was ubiquitous among the participants. Since I typically have only one or two cans of food in my pantry, I'm far from a prepper, but I can't deny that the 2025 Land Rover Defender Octa is the quintessential bug-out vehicle. This fact became clear during an exhausting, eight-hour off-road journey along the Colorado-Utah border.

      This isn't particularly surprising, considering the regular Defender's remarkable on- and off-road performance already makes it the ideal choice for those wishing to escape modern life—or zombies. The formula is straightforward: impressive ground clearance, excellent approach and departure angles, a capable drivetrain, intelligent software, and robust tires.

      The new Octa, however, takes everything to the next level. It’s much more than just a higher-tier model with a few enhancements and a higher price. From the driver's seat, it feels like an entirely different SUV. It boasts a plush interior and a rugged exterior. And in terms of performance? It makes a Bronco Raptor feel like a basic off-road vehicle from a farm supply store. And believe me, I had many good things to say about the Ford.

      The Basics

      If you check out Land Rover’s announcement, you’ll find phrases like “dynamically accomplished,” “imposing,” and “most powerful.” You know, the typical buzzwords for a new flagship performance vehicle. Indeed, the Defender Octa is the peak of the Defender line—not just within the lineup, but likely for good. Having been introduced in 2020, this is almost certainly the final iteration of this Defender we’ll encounter.

      Let’s begin with the engine: the twin-turbo, mild-hybrid 4.4-liter V8 now delivers 626 horsepower and 590 lb-ft of torque, significantly increased from the standard 518 hp and 462 lb-ft. It can accelerate from zero to 60 mph in just 3.8 seconds, and while that isn’t its main purpose, it feels and sounds exhilarating while doing it.

      A key distinction is the new 6D suspension, similar to what you’ll find in the Range Rover Sport SV. (For perspective, I've tracked that car on an F1 circuit and was astonished by its performance.) A system of hydraulically interlinked, continuously variable semi-active dampers replaces sway bars for a much more responsive and adaptable arrangement. Compared to the standard Defender, wheel articulation is noticeably enhanced, as is stability on both dirt and pavement—so much so that the roll center remains unchanged despite it riding 1.1 inches higher.

      In terms of design, the Octa has a slightly more aggressive appearance. Up front, a redesigned grille with larger openings cools relocated radiators, and there’s a bronze-colored recovery hook positioned above the skid plates that run the entire length of the underbody. At the rear, a new bumper and lower fascia house quad exhaust pipes, and 33-inch tires combined with a 2.6-inch wider track give the Octa a fierce look without being excessive. The 20-inch Edition One wheels are outstanding as well, proving that excellent design isn’t exclusive to the more luxurious Rovers.

      The interior is upgraded in several ways, though it retains its utilitarian quality. The performance seats appear to come directly from a supercar with their slightly more pronounced bolstering and visible chopped carbon shells, but they’re covered in 3D-knit, high-performance fabrics, making them water and dirt resistant while remaining easy to clean. The dashboard, doors, and other surfaces have softer finishes compared to the regular Defender, enhancing the cabin's aesthetic and comfort.

      Driving the Defender Octa

      First, we tackled a Baja-style dirt track. When I climbed into the Octa with American racing legend Davy Jones behind the wheel, I didn’t expect such an exhilarating experience. His skeletonized, blacked-out Tag Heuer Carrera Chronograph should have been a hint, but I hadn’t fully grasped that before we were airborne over the starting line. The first corner was a left-hand bend leading directly into a tight right turn. Why treat it as two separate turns when you can kick the rear out into the bend and swing it around? That’s exactly what he did. The excitement didn’t stop there, as the Le Mans winner and Indy 500 runner-up continued to navigate the bumpy track while instructing me on what to do when we switched seats. Alright.

      I switched to Octa driving mode and began my first lap, which felt like a crawl compared to Jones’ speed. My second lap offered a taste of the Octa’s balanced chassis and lightning-fast steering. I was amazed by its agility and quick turn-in, even