Land Rover Defender vs Ram 1500

What's the difference?

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.

In performance terms, the new Hurricane twin-turbo six is more than a match for the Hemi V8 it replaces. So, for a tradie that fancies a powerful US pick-up with 4.5-tonne towing, lots of load tub space and ample room to cart up to five crew in loungeroom comfort, the Ram 1500 Laramie Sport has plenty to offer.

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.

This is a BIG pick-p which may present challenges for tradies trying to access worksites with confined access. Measuring almost 6.0 metres long (5916mm) and just under 2.5 metres wide (2474mm with mirrors), it has a vast 3672mm wheelbase which results in an expansive 14.4-metre turning circle.

Its length and front/rear overhangs limit hardcore off-road ability with relatively shallow 20.2 degrees approach, 18.7 degrees ramp breakover and 21.7 degrees departure angles, along with 220mm of ground clearance. Not that owners are likely to tackle Gunshot Creek, but it would cope fine with rugged worksites.

Built on a massive ladder-type chassis frame, it rides on twin A-arm coil spring front suspension and multi-link coil-spring live rear axle, with four-wheel disc brakes and electric-assisted power steering.

The MY25's styling is enhanced with a redesigned front fascia, new LED headlights and LED tail-lights. The interior design and its quality of finish are outstanding, particularly the locally installed RHD dash module which looks superb and seamlessly transitions a vast number of LHD features and functions to RHD.

The full-length sunroof adds to the spacious feel and there’s a sumptuous mix of real leather seat trim, synthetic woodgrain infills, satin chrome, Laramie insignias embroidered on the seat facings and lots of exposed stitching along flawless seams.

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.

With its hefty 2642kg kerb weight and 3505kg GVM, our test vehicle has an 863kg payload rating, which is modest when compared to numerous smaller utes with higher ratings.

It’s also rated to tow up to 3500kg on a 50mm tow-ball and up to 4500kg on a 70mm ball. And with its 7711kg GCM rating (or how much it can legally carry and tow at the same time) it can carry its maximum payload when towing 3500kg.

However, the payload must be reduced by almost 300kg to tow the maximum 4500kg, which would only leave about half a tonne of payload most of which could be used up by the weight of a full crew, so it’s important to be aware of these numbers if planning to tow that heavy.

The load tub is 1702mm long, 1270mm wide and 543mm deep, resulting in 1.5 cubic metres of total load volume and enough space between the sidewalls to carry either an Aussie or Euro pallet.

Lockable RamBox storage compartments on each side have a combined load volume of 420 litres and given both are equipped with rubber plug-sealed drain holes they are tailor-made for carting lots of ice and cold drinks.

A two-way powered tailgate saves a lot of physical effort and the load tub is protected by a spray-in liner. There are fixed load-anchorage points front and rear near floor level and slide-adjustable hooks near the top of the tub, so loads of all heights are catered for.

The tub also has internal lighting and its folding soft tonneau cover is easy to remove and refit. There’s also a spring-loaded step which swings down to ease rear load-tub access and when retracted is largely hidden behind the left rear wheel. Our test vehicle was also supplied with a sturdy and adjustable partition that can divide the load tub into two compartments.

Driver and front passenger enjoy spacious comfort, which is shared with rear passengers thanks to doors than swing wide open to access a plush bench seat that offers palatial head, knee and foot room even for tall people.

The cabin’s vast rear floor is also flat which ensures even a tall middle passenger can be comfortable on longer journeys without having to straddle a transmission tunnel.

There’s heaps of cabin storage available, starting with a big bin in the base of each front door plus a large glovebox on the passenger side.

The centre console, in addition to its twin wireless phone chargers, single HDMI and multiple USB ports, houses a huge storage box topped by a padded lid/elbow rest and an internal sliding tray equipped with two small-bottle/cup-holders.

Rear passengers also get storage bins in the doors plus pockets on each front seat backrest. The rear of the centre console, in addition to adjustable vents, seat heating controls and multiple USB ports has two small-bottle/cup holders for rear passenger use.

The 60/40-split bench seat’s base cushions can swing up and be stored vertically if you want more internal carrying space, or to access two storage compartments underneath. Plus there’s storage bins with removable liners underneath the floor on each side.

The centre seat’s backrest also folds forward to reveal a large centre console for two, which offers yet another pair of small-bottle/cup-holders. Its padded lid is wide enough to provide elbow rests for both sides and when raised reveals a storage tray ideal for storing phones or tablets.

Our Laramie Sport test vehicle, finished in sparkling Billet Silver, comes equipped with the Standard Output 313kW/635Nm version of the twin-turbo Hurricane six (the High Output 403kW/707Nm is exclusive to Limited) and eight-speed automatic transmission for a list price of $141,950. The Limited lists at $159,950.

For that kind of spend you’d expect plenty of standard equipment in return and the Laramie Sport delivers, starting with its newly designed 20-inch painted and polished alloy wheels with 275/55R20 tyres and a full-size alloy spare.

You also get a new Laramie Sport-specific grille, body-colour door handles, powered side-steps that automatically extend/retract when doors open/close, power-folding mirrors, two-way powered tailgate and dual RamBox cargo storage compartments. There’s also a heavy-duty towbar, trailer brake controller and 12-pin wiring harness.

Step inside the sumptuous cabin using the remote proximity keyless entry/start and you’re treated to eight-way power-adjustable and leather-trimmed driver and front passenger bucket seats with power-adjustable lumbar support and heating/cooling. The 60/40-split rear bench seat is also leather-trimmed and heated.

The driver gets a leather-wrapped and heated steering wheel plus power-adjustable pedal height, but the steering column misses out on power adjustment which you might expect at this level.

There’s also a panoramic dual-pane sunroof, powered sliding rear window, LED ambient interior lighting, dual-zone climate control and dual wireless phone charging.

In addition to a superb 19-speaker Harmon Kardon sound system, the MY25 upgrade includes what Ram claims is a ‘class-leading’ 14.4-inch multimedia touchscreen, which serves as central command for numerous media and vehicle functions. Thankfully, it retains physical dials for volume and tuning controls.

Keeping the big screen company is a smaller 10.25-inch infotainment touchscreen (with HDMI port) for the front seat passenger, which is covered with privacy film so the display cannot be seen by the driver to avoid distraction.

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 ‘Hurricane’ 3.0-litre twin-turbocharged straight six is a modern and robust design featuring aluminium alloy cylinder block and heads, dual overhead camshafts, four valves per cylinder and forged steel crankshaft and connecting rods.

In the Laramie Sport’s 'SO' specification its 313kW of power at 5200rpm and 635Nm of torque at 3500rpm represents 7.6 per cent more power and 14.2 per cent more torque than the previous Hemi V8.

This is paired with a smooth-shifting Torqueflite eight-speed torque converter automatic which offers a new suite of switchable drive modes comprising Auto (default), Sport, Tow/Haul, Snow and Off-Road which optimises vehicle performance in each setting.

In addition to the Tow/Haul mode, there’s Electronic Range Select (ERS) controlled by steering wheel buttons which allows selection of a lower gear. This is particularly handy if a ‘downshift’ is required to employ engine-braking on steep descents when towing and/or hauling heavy loads.

The transfer case also offers several drive modes including 2WD, 4WD Auto (only sends drive to the front axle when loss of traction is detected), 4WD High and 4WD Low. For off-road use only, the centre differential can also be locked to distribute drive in an even 50:50 split between front and rear axles.

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. 

Ram claims official combined consumption of 10.7L/100km but the dash display was showing a much higher 14.7 figure at the completion of our 290km test, which included our usual mix of suburban, city and highway driving of which about one third of that distance was hauling a heavy payload.

Our own figure, crunched from fuel bowser and tripmeter readings, came in slightly lower at 14.1 which is just outside the usual 2-3L/100km discrepancy between official and real-world figures but typical of the mid-teens consumption we usually achieve in US pick-ups on local roads.

Therefore, based on our numbers, you could expect a realistic driving range of around 700km from its big 98-litre tank.

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 powered side-step extends automatically when you open the door, which combined with the large assist handles on the A (and B) pillars makes it easy to climb aboard.

The driving position is extremely comfortable, with the big door mirrors backed by blind-spot monitoring providing reassurance when driving. However, traffic sign recognition (the latter standard in Limited) should also be included here.

Ram’s switch from a Hemi V8 to a straight six will no doubt be regretted by those hooked on the unique soundtrack and character that only a deep-chested V8 can deliver.

However, the Hurricane engine brings a new character to Ram 1500 ownership, with the twin-outlet exhaust emitting a satisfying burble at idle and a snarling, raspy roar under hard acceleration that’s delivered with a smoothness that showcases its refinement.

There’s not a hint of turbo lag in its delivery either, with a big fat serving of torque starting from well below its 3500rpm peak. On several occasions, when accelerating out of corners in 2WD mode, the unloaded inside rear tyre momentarily beat the traction control with a loud chirp. Rest assured, the new Hurricane engine’s performance will not disappoint.

The ride quality, handling, steering and braking feel are commendable for a vehicle of this size and weight, which could easily feel ponderous without local engineering inputs that tailor these chassis dynamics to suit Australian roads and driver preferences. They’re a key reason why these full-size US pick-ups feel like they’re getting smaller each time we drive one.

To test its GVM rating, we loaded 650kg into the load tub, which with driver was a total payload of 750kg that was only about 100kg under its legal limit.

The rear coil-springs compressed about 60mm but that still left enough static bump-stop clearance to ensure no hard thuds from bottoming-out on a test route. The ride was slightly firmer as you’d expect, but still supple enough to soak up the bumps.

The twin-turbo six scoffed at our 13 per cent gradient, 2.0km-long set climb when hauling this payload, with its ample torque and ability to accelerate at any point making it feel like the load tub was empty. The ERS feature, which allows manual shifting to a lower gear, contributes to similarly strong engine-braking on descents.

It’s also an effortless highway cruiser requiring less than 2000rpm to maintain 110km/h, with effective noise suppression ensuring a pleasantly quiet cabin environment. Having the choice of adaptive or non-adaptive cruise control at the push of a button is another plus for long hauls.

There are currently no ANCAP ratings for US pick-ups. Even so, it comes equipped with six airbags including side-curtains for both rows of seating, forward collision warning and auto emergency braking (AEB) with pedestrian and cyclist detection, blind-spot monitoring, rear cross-traffic alert, trailer sway control, tyre pressure monitoring and lots more. The rear seat has three top-tether and three ISOFIX child-seat anchorages.

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.

It comes with a three-year/100,000km warranty, which looks underdone compared to five-year/unlimited km deals for local rivals like the Ford F-150 and Toyota Tundra. However, it does include roadside assistance. Scheduled service intervals of 12 months/12,000km whichever occurs first. No capped-price servicing is offered.