Jeffrey AronsonLast October, I basked in the glow that JLR had provided me with the proverbial icing on my birthday cake — 10 days and 1,000 miles in a 2026 Defender OCTA. I couldn’t wait to bring it home.
However, I live on a Maine island, 12 miles long and 4.5 miles wide, with only the narrowest and bumpiest [barely] two-lane roads. This would not provide a good test bed for a twin turbo 4.4 L V-8, 626 hp, 553 lb.-ft of torque Defender. Cue the New England road trip!
I agreed to pick up the OCTA in Boston, so I took a bus there.
Of course one can’t possibly pick up a $158,300 MSRP vehicle in front of the South Station Bus Terminal. “Movin’ on up” several social classes required only a 10-minute walk to the posh Intercontinental Hotel. The vehicle delivery team from Automotion International looked unconvinced that I might have been a guest there, but they handed me the key fob and paperwork anyway and departed into the pouring rain.
The Petra Copper exterior and Burnt Sienna interior looked quite appropriate in front of the 5-star hotel, even if I did not. Given that my newest vehicle is a 28-year-old Discovery I, it took a few minutes to figure out how to adjust everything and summon up the courage to enter Boston’s notorious traffic. Journalists are expected to return test vehicles unscathed and I wanted to stay in JLR’s good graces.
My road trip itinerary included a 2.5 hour drive from Boston on the Mass Pike/I-90, then south along 100 miles of undulating, two-lane roads in Connecticut’s Litchfield Country and New York’s Dutchess County, back north for 300 miles through Massachusetts and Vermont to Rovers North, and then another 340 miles through New Hampshire to the Maine coast. Once home with the Defender, I spent a few days pretending that it really belonged in my driveway.
The Mass Pike’s speed limits of 55-65 mph sit far below the OCTA’s top speed of 155 mph. The appalling driving conditions of heavy rain and clogged traffic kept me in check. Nevertheless, I can confirm that the claimed 0–60 mph acceleration in 3.8 seconds felt quite accurate when pulling out of a rest area or passing other vehicles. (Thank you, Massachusetts Turnpike Authority, for not installing speed cameras.)
I exited the turnpike 135 miles later, entering twisty two-lane roads. I marveled at the 22-mpg fuel economy reading, despite my heavy right foot, frequent use of the paddle shifters and the unique OCTA paddle on the bottom of the steering wheel. A quick press of this paddle further sharpens up the drivetrain settings for high-speed, on-road driving. That setting seemingly negates body lean; on tight corners at high speeds, you can feel the centrifugal force on your body, but not on the Defender. The OCTA settings coordinate responses from the engine, transmission and the unique 6D Dynamics suspension system tied to the Defender air suspension. The 6D uses hydraulically connected, long travel coil-over Bilstein shocks with remote reservoirs that respond in milliseconds to stabilize the vehicle, further plant the wheels and adapt to surface traction demands. A longer press of the OCTA paddle sets up the OCTA for high-speed, off-road rally, loose-surface conditions. This allows for optimal wheel travel at speeds once thought impossible on a stock vehicle.
My drive south took me to Kent, CT, the home of enthusiasts Barry and Miri Enis, and their Series III and Range Rover Velar. Barry joined me on a green lane trail ride in Kent, a visit to Santana and Range Rover specialists MotorRiot, and most impressively, a drive to nearby Poughkeepsie, NY, to climb aboard the 1943 C-47, “Placid Lassie,” maintained by the Tunison Foundation, led by enthusiasts Eric Zipkin, Ben Smith, Dixon Kenner and Barry Enis. From Kent, I drove north to Salisbury, CT, where I met up with Range Rover enthusiast Rafe Churchill. In his younger days, he and his brother had designed and helped build a very early community ski jump. We followed a dirt road onto a soggy field to admire it.
The next day featured a 300-mile secondary road drive to Rovers North in Vermont, where I shared the OCTA with many of the staff members Founder Mark Letorney offered these thoughts. “When spending time at Solihull and Gaydon during my years working with Land Rover Global Sales, I always came away impressed with the engineering talent at Jaguar Land Rover. Tata’s investment in the brightest engineers allowed for a surge in creative talent that cover all aspects of vehicle manufacture and performance. I felt the Defender L316 replacement would be nothing short of amazing.”
“The superior engineering talent is obvious in the Defender L663. My ’23 Defender 90 is an amazing vehicle to drive; the OCTA takes suspension performance and interior comfort to the next level, delivering a driving experience that puts a smile on your face every time.”
(“However, it is a fossil fuel dinosaur, an embarrassment to enthusiasts aware of the urgency to reduce the effects of climate change. Has Jaguar Land Rover forgotten the surge of interest in hybrids? I know they have the talent to offer greener powertrain technology.”)
“We deal with tens of thousands of enthusiasts who tell us they crave a robust utility Land Rover, one that is truly versatile, something they can actually use off-road without compromising efficient family transportation. Maybe the Defender family can grow a Gen Z-oriented sibling that is engineered for utility and durability in rugged environments, a vehicle that embodies the historic purpose to own a Land Rover?”
Staffers at Rovers North also praised the OCTA. Adam Barden said, “It was super nice, with surprisingly nimble handling, not expected at all. It was a very pleasurable drive.” Jehnsen Kerr called the acceleration “miraculous — it took off like a rocket. If you have a lead foot, you will get yourself in trouble.” Josh Shedaker noted, “The OCTA handles very well, better than I expected for a vehicle for its size. It belies the Defender tag — far better looking than a G-Wagen.”
Ethan Blades claimed, “It drives like a sports car. I’ve never experienced a vehicle like that. There was almost zero body roll, masking just how fast you’re going.” Ben Vaughn said, “It’s sport meets elegance. It has a beautiful interior that feels and looks like it’s worth every penny. This Defender matches its off-road capability with enhanced on-road talent, making it quite a contender in the SUV world.”
Leaving Rovers North, my drive to the Maine coast featured some of the Northeast’s most scenic and empty two-lane roads, which enabled the OCTA’s performance and handling to shine throughout the six-hour trip. Once in Maine, I asked correspondent Hallie Hawkes for her impressions.
“Since my husband Matt and I sold our Defender 90 last year, I’ve been without a drivable Land Rover for the first time in 30 years. (Fear not, two builds are underway.) I’ve longed for this moment to reunite with a Land Rover. I goosed it on our first straightaway. The horsepower and torque startled me and I erupted in a diabolical shriek. We took the scenic route out through coastal southern Maine, meeting up with enthusiast Jeff Porch at his waterfront restaurant, The Lobster Shack at Two Lights. We shared Defender stories and compared Jeff’s newly-purchased Defender 90 to the OCTA. I maintained socially acceptable hooligan levels, but I did take full advantage when I was encouraged to test the OCTA’s cornering.”
“Beyond the impressive power, the beautiful and thoughtful exterior and interior, and the striking appearance Land Rover has always delivered, something else sticks in my memory. For me, a Land Rover has always left me as having been through a thrill, an adventure, an experience. A visceral response is activated by the sound of the engine, the stance in the driver’s seat, the grip on the road, the surefooted nature of its rugged bones. The OCTA only magnified these emotions.”
“My daughters, Grace and Hannah, eagerly joined in our excursion as we picked them up from school. The encounter left them awestruck. Grace’s grin nearly matched that of a Christmas morning, and Hannah let out a pitiful cry when we reached our Honda Pilot and stepped back into our lesser vehicle. Getting into the driver’s seat of the OCTA was something I may never again experience, but that day was phenomenal. While I don’t need an OCTA, the opportunity allowed me the joyride of a lifetime!”
Jeff Porch said, “I had honestly considered one when I bought my 90, but I already have a RAM TRX with the Hellcat engine. There was just no point in having two vehicles with excessive power.”
As for me, I returned the OCTA with great reluctance. If I had a healthier bank balance, and a morning commute that required a few laps around Nurburgring or Lime Rock, the Defender OCTA would be my choice for a daily driver. Brutally rapid acceleration, insane top speed, confidence-building handling on-road or off-road, all-embracing interior seating with infinite driving positions, over 20 mpg — and still able to tow 8,200 pounds, wade waters 39.4 inches deep, with approach and departure angles about 39 degrees — would elevate my day above and beyond.
[For more information on the Tunison Foundation, visit www.tunisonfoundation.org –ed.]