Two boxy four-wheel drives – both icons in their own right – fight it out at horrendously different price points. Which one is the pick?
Do you get the double-patty burger with the lot – along with a large chocolate thickshake and onion rings – or are you happy with a straight cheeseburger for a fraction of the price? More is better sometimes, but not all of the time. Simplicity, with the same core ingredients but no bacon or fancy chutney to be seen, can lead to effective satisfaction in its own way.
The same thing can be said for cars.
Box-shaped four-wheel drives – with proper off-road ability and legendary lineage – have never been more popular. Just as workboots and denim overalls find their way onto catwalks amongst the avant-garde of fashion design, utility-focussed four-wheel drives are highly desirable for their practical aesthetic and classic, timeless shape.
Here, we have two examples that are quite similar but also exceedingly different.
In one corner, perhaps the most time-honoured example of old-school four-wheel drive. The heritage of the Suzuki Jimny dates back to 1970, and first arrived in Australia in 1971. The recipe is impressively unchanged: short wheelbase, small overhangs, light weight and revvy petrol engine. There are still live axles with a steel ladder chassis and coil springs between.
It’s motoring at its uncomplicated best, especially in this low-priced Jimny Lite variant. Prices have bumped upwards recently, but the Jimny Lite can still be seen as something of a bargain, especially in this company.
Costing over 600 per cent more – before options and on-road costs – the Defender 90 V8 goes for luxury, power and technology in spades. It’s still a short wheelbase, but the Defender 90 is massive in comparison to the Jimny.
The Defender name carries its own heritage punch, the name back to 1990, but the vehicle it’s based on reached back to 1948. However, this new-generation model shares only a name with its simple, rudimentary, rough and rustic forebears. Underneath that new sheetmetal is a modern unibody chassis paired to independent, height-adjustable air suspension all round.
How much does the Suzuki Jimny Lite cost in Australia?
Technology is such an important factor in the modern-day car. New models are bristling with all manner of features and connectivity in an effort to overpower the competition. Maps, smartphone mirroring, apps, updates over the air, cameras… You name it.
And any new car that came out with a specs list that looked like a 1992 throwback would be akin to sales suicide. Any car, that is, except for the 2023 Suzuki Jimny Lite.
Similar to the savings you’ll get going for a light beer over heavy, the Suzuki Jimny Lite carries a small but significant saving in dollars. Whereas a ‘normal’ Suzuki Jimny carries a retail price of $28,490 with the five-speed manual gearbox, this new Lite variant goes for $26,990 before on-road costs.
The Jimny Lite is missing an infotainment display, instead carrying a basic radio head unit with Bluetooth connectivity. Cheaper steel wheels replace the alloys, but they suit the Jimny wonderfully. Manual air-conditioning replaces climate control, halogen projector headlights replace the LEDs, and the side mirrors have a more basic plastic finish. Quite a bit of gear removed, then, for your $1500 savings.
However, this Jimny still manages to come with full-strength satisfaction.
Why? Because the base Jimny still manages to shine through so impressively. We often talk about how the most basic variant of any car is the most challenging to get right, and I reckon the variant Lite shows the unique appeal of the Jimny’s new/old bones.
It’s still slow, still relatively unsafe, and cramped inside. And in this specification, it’s extremely basic. I’m half-surprised Suzuki didn’t go all-out with manual-winding windows.
However, the charm and appeal of the Jimny are still absolutely undeniable.
How much does the Land Rover Defender V8 cost in Australia?
Coming in at a hefty $215,480 before on-road costs – nearly 2.5 times the price of a base P300 model – the Defender 90 V8 is not for the faint of heart (or wallet). But although it’s extremely expensive, buyers have been keen to throw down wads of cash to procure one.
The definition of a ‘hot rod’ is something quite fluid. It’s all about modifying vehicles to drive fast, with crazy engine swaps and other performance modifications. Fitting big engines into small vehicles, in other words.
And when you look at it that way, Land Rover has built its own factory hot rod: squeezing a 5.0-litre supercharged V8 – an engine soon destined for retirement – into its high-riding, short-wheelbase Defender 90 is quite mad. And it’s also wonderful.
It’s even more challenging simply because the broader Defender range has a great selection of powertrains to choose from. Six-cylinder petrol and diesel powertrains are all joyous, and even the base 2.0-litre turbocharged four-pot motor has loads of performance and charm.
However, nothing is as charming as a classic blown V8, which has seen service in a variety of Land Rover and Jaguar vehicles for many years. The so-called Jaguar AJ-8 dates back to the late ’90s in lower capacities, but the big daddy 5.0-litre variant arrived in 2009 with a new block design and various other upgrades, along with a TVS supercharger and seeing use in a variety of high-end performance vehicles.
It’s not the first time a V8 has found its way into the engine bay of a Land Rover Defender, although we do need to cast our minds back to before they were called a ‘Defender’. In those simpler times, it was called a One-ten, and had the venerable old Buick-designed 3.5-litre petrol V8.
I spent much of my formative years bouncing around to that thong-slapping soundtrack (which you can get a glimpse of here) thanks to the 93kW V8, which drank copious amounts of fuel through those twin SU carburettors.
After that point, the Defender was a diesel-only affair with a variety of four- and five-cylinder engines used. It wasn’t until this newer and thoroughly more modern and sophisticated model arrived did petrol power return. However, this range-topping V8 took a couple more years to eventuate.
This engine will soon be phased out. The new Range Rover and Range Rover Sport have switched over to a BMW-sourced 4.4-litre petrol V8, which uses twin turbochargers and is a better bet against strict emissions and consumption limitations.
Throw in an increasingly electrified and hybridised future for all carmakers (including Land Rover), and this can be seen as a last hurrah for an engine like this.
Then, all of a sudden, that high asking price starts to make some sense. Or at least, some form of justification.
| Key details | 2023 Suzuki Jimny Lite | 2023 Land Rover Defender V8 |
| Price (MSRP) | $30,490 plus on-road costs | $215,480 plus on-road costs |
| Colour of test car | Superior White | Santorini Black |
| Options | None | Front undershield – $1037 Extended black exterior pack – $1543 Wi-Fi enabled with data plan – $600 22-inch gloss black alloy wheels – $520 |
| Price as tested | $30,490 plus on-road costs | $219,180 plus on-road costs |
| Drive-away price | $33,000 (estimated) | $242,685 (NSW) |
How much space does the Suzuki Jimny Lite have inside?
There’s not much to get through in this segment, because the Jimny Lite is both very small and very basic. The important fundamentals of your driving ergonomics are well catered for. I had no issues being comfortable behind the wheel for extended periods.
There’s a small slot above the glovebox for storing odds and ends, and an even smaller spot in front of the gearstick. The centre console is similarly sized (laughably small) to a 70 Series LandCruiser, but with a much nicer finish.
The area where an infotainment display used to be is still there, but only part of it is taken up by the simple radio. There are still some basic controls on the steering wheel, however, and you can fit two very small humans into the second row. Adults will fit, sure, but they will need a happy-go-lucky disposition. And maybe a crowbar.
The boot, only 85L in size, fits bugger-all inside. And it’s made smaller by a compartment bin that needs to be removed if you’re planning on fitting child seats into the back. Few will do this, I’m sure, but I managed to squeeze my two toddlers in quite happily. Actually, they loved the car. There’s something universal about a car that is fun and happy, and my kids seemed to fall in love with this little white box as quickly as I did.
How much space does the Land Rover Defender V8 have inside?
If you’re buying a short-wheelbase Defender as your primary family vehicle, perhaps you’ll need your head read. It’s not a large vehicle after all, with only 4.3m of length when you don’t include that spare wheel mounted on the back door.
In terms of size overall, I’d say that the boot is similar to what you’ll find in a small or medium-sized SUV, while the second row feels a bit bigger. You can fold the second row down flat when you need extra space, but there is an aluminium extrusion crossmember to contend with. So, you don’t get a flat load space.
Three doors means accessing the second row is via the front doors, with the front seats tilting (and sliding electrically) out of the way for access. It’s a bit of a way up to get in there, but it’s comfortable and spacious enough when you’re in there. You have no windows to open back here, but there are air vents, cupholders and USB power outlets.
Sitting up front in the Defender is a nice experience, with the blacked-out treatment continuing here with nary a colour to come across. It’s an all-inclusive set-up, with all of the options ticked. Seating material is a combination of black leather, suedecloth and something called ‘Robustec’. When you look closely, there are small grip dots that provide a nice tactile difference to the regular set-up of perforated leathers.
I’ve always been a fan of the Defender’s interior, which feels set apart from the norm of other SUVs and four-wheel drives. There’s a heritage-style inspiration across the dashboard, which also works well for practicality. There’s loads of room for storing your everyday bits and bobs, including the deep space below the dash-mounted gearshifter.
The centre console – properly refrigerated in this case – isn’t that big, but it does a very good job of keeping your drinks cold.
There are USB-A, USB-C and 12V power outlets lower down in the console, along with a USB-C point higher up and wireless charging mat.
One point of difference in this Defender 90 V8 is the alcantara-wrapped steering wheel, which adds different textural feel to driving the car. Maybe wait until you arrive at home before getting stuck into your wicked wings, however, and you’ll need to be conscious of things like creams and sanitiser on your hands. Because you’d hate to stain it.
| 2023 Suzuki Jimny Lite | 2023 Land Rover Defender V8 | |
| Seats | Four | Five |
| Boot volume | 85L seats up 830L seats folded |
397L seats up 1563L seats folded |
| Length | 3480mm | 4583mm |
| Width | 1645mm | 2008mm |
| Height | 1720mm | 1969mm |
| Wheelbase | 2250mm | 2587mm |
Does the Suzuki Jimny Lite have Apple CarPlay?
Ready to read the shortest infotainment and connectivity section ever to grace Drive.com.au? Even with that preamble, there’s nothing to get through here for the Jimny. The radio head unit is straight out of last decade, but at least has Bluetooth connectivity for playing tunes and talking on the phone. My old 2003 Range Rover didn’t have Bluetooth, so that’s something? Right?
For those buying a Jimny Lite and keen to upgrade, it looks like it should be a fairly straightforward process to install something from the aftermarket. Although, doing so would likely eat into a big portion of your Lite savings.
Does the Land Rover Defender V8 have Apple CarPlay?
Infotainment comes via Land Rover’s upsized 11.4-inch Pivi Pro touchscreen.
To go with the screen real estate, the system packs in a wireless phone charger and wireless Apple CarPlay and Android Auto, digital radio, integrated navigation, and a range of vehicle and off-road settings screens.
Land Rover’s platform also sees the system equipped with a dedicated SIM, allowing over-the-air updates and a range of live functions including weather and parking information, plus access to steaming services and email – once connected.
Remote smartphone access is also possible, allowing remote vehicle lock/unlock, vehicle status checks, or ‘send to car’ navigation destinations.
Land Rover also crams in a 14-speaker sound system into the Defender 90 V8’s relatively compact interior, topped off with a subwoofer for ultimate audio impact.
Is the Suzuki Jimny Lite a safe car?
Unfortunately, the Suzuki Jimny is a little light on for safety equipment as well. It’s not all bad – stuff like autonomous emergency braking and lane-departure warning are included, along with six airbags inside.
However, it’s missing things like a reversing camera, parking sensors, blind-spot monitoring, rear cross-traffic alert, speed sign recognition and lane-keep assist.
The 2018 ANCAP crash score is less than impressive as well. Three stars out of five can’t really be seen as a pass mark, and it sets the Jimny behind the benchmark of most other new cars.
Is the Land Rover Defender V8 a safe car?
Perhaps the most stark difference between old and new Defender, this model scored a five-star ANCAP safety rating from 2020 testing. It scored particularly strong for adult occupant (85 per cent) and child occupant (88 per cent) protection, while vulnerable road users (pedestrians) get a 71 per cent score. Land Rover’s suite of active safety assistance technology got a 76 per cent rating.
It’s macabre, but if you want to see a Defender roll multiple times in a horrific-looking crash on a USA freeway, then head over to this news story. The occupants got out without a scratch, which is quite impressive.
| At a glance | 2023 Suzuki Jimny Lite | 2023 Land Rover Defender V8 |
| ANCAP rating & year tested | Three stars (tested 2018) | Five stars (tested 2020) |
| Safety report | ANCAP report | ANCAP report |
How much does the Suzuki Jimny Lite cost to run?
Servicing the little Jimny comes in every 12 months or 15,000km, and is covered by a five-year, capped-price servicing program. After five years or 75,000km, you’re looking at $1655. This also comes with Suzuki’s five-year, unlimited-kilometre factory warranty.
The 1.5-litre four-cylinder petrol engine, grown slightly in size and outputs from the first generation, is decent on fuel. We didn’t match the claim, but feel like 7-odd litres per hundred kilometres is acceptable for a little tissue box like this. It’s worth pointing out that the boxy shape and low gearing won’t yield much improvement on the highway run, like you get in most other vehicles. That little motor is revving quite loftily at highway speeds.
How much does the Land Rover Defender V8 cost to run?
A five-litre supercharged V8 isn’t at the top of the imaginary list of most efficient engines, and buyers likely won’t have frugal fuel economy in their top three criteria when looking at a Defender V8.
We saw 14.4 litres per hundred kilometres, which is undoubtedly high. You could do better, but you could also do worse if you wanted. Never say never, but I doubt reaching that claimed economy of 12.8 litres per hundred kilometres (on the combined cycle) is achievable.
Instead of using a rigid service schedule, the Defender monitors kilometres and driving conditions (as well as observing any faults) and will inform the driver of when they are due for a visit to the dealership.
Land Rover offers a five-year service plan (with a 130,000km limit) for the price of $3750, which is a bit more expensive than the P400 powertrain at $2250. However, I think we’ve already established that this isn’t the car for you if low running costs are important.
Insuring a Defender 90 V8 doesn’t seem to be a cheap exercise, either. Our enquiries saw an annual premium of $4394.07 based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.
| At a glance | 2023 Suzuki Jimny Lite | 2023 Land Rover Defender V8 |
| Warranty | Five years, unlimited km | Five years, unlimited km |
| Service intervals | 12 months or 15,000km | Condition-based |
| Servicing costs | $1087 (3 years) $1655 (5 years) |
$3750 (5 years) |
| Fuel cons. (claimed) | 6.4L/100km | 12.8L/100km |
| Fuel cons. (on test) | 7.4L/100km | 14.4L/100km |
| Fuel type | 91-octane regular unleaded | 95-octane premium unleaded |
| Fuel tank size | 40L | 90L |
What is the Suzuki Jimny Lite like to drive?
What’s the Suzuki Jimny Lite like to drive? Bloody fun. It’s a special kind of fun as well, and different to other enjoyable specimens like an MX-5 or Picanto GT. You don’t need to be going fast, but you still enjoy it thoroughly. If any new car could coerce me into giving up owning and driving crappy old cars for fun, it would be the Jimny.
One caveat here is that we’d recommend the five-speed manual gearbox over the four-speed automatic, and not only just for the additional engagement you get. The extra ratio makes a difference, and it seems to get the most out of that 1.5-litre four-cylinder petrol donk.
The Jimny’s tiny footprint also yields great town suitability. No reversing camera sucks, but a twist of the neck shows you plenty about your surroundings, and the small boxy shape leaves little to your imagination. The turning circle is tiny at 9.6m, allowing it to slip into small parking spots and tight U-turns without a sweat.
Its 75kW and 130Nm aren’t much, sure, but it’s only pushing 1095kg and the gearing is quite short. So while it’s no doubt slow, it doesn’t feel like it.
Another caveat here is highway driving. Like most other old-school four-wheel drives with less aerodynamics than a house brick and low gearing, the Jimny can feel like hard work as it hums away at high revs. Partly it’s enjoyable, but you’ll likely get a bit tired of it.
Off-road, it couldn’t be more different of a story. Line up against any manner of rough, technical and sloppy terrain off-road, and you’ll probably come away mightily impressed with the little Zook. The low weight has a lot to do with it, and surprisingly good clearance with wheels pushed to each corner.
The ‘AllGrip’ four-wheel-drive system is a traditional part-time set-up, with rear-driven wheels turning into four with a shift of that stubby lever. Yank it again and you’ll find low-range. It doesn’t feel like a big reduction in low, mostly because the engine is so rev-happy.
But with a little bit of wheel spin, the off-road traction control beavering away in the background through a steady right foot, you can drive some hard challenges in this Jimny with just the right amount of fanfare. It’s fun. It’s engaging. It’s happy. It wants to do it again and again. Adding better tyres and some improvements to the suspension would no doubt help, but I’d implore you to find the limits of the Jimny in its standard form first before modifying because it’s quite the off-road pocket rocket.
What is the Land Rover Defender V8 like to drive?
Slamming a supercharged V8 into a short-wheelbase Defender doesn’t necessarily make any sense, but it also makes perfect sense.
The soundtrack is a classic V8 rumble. It’s certainly not overbearing, with the massive crackles and thundering decibels. There’s a satisfying bellow when it starts working under longer loads of acceleration, augmented by a bit of supercharger whinny at the same time. It’s a more gentlemanly experience than a C63 AMG, for example, which barks with much more volume.
Part of this would be to do with the petrol particulate filters fitted to the (otherwise short) exhaust system of this Defender 90 V8. This is something required to keep this powertrain on the right side of the law in more strict markets around the globe.
It also explains why it’s not as fearsomely loud as you get in an older Range Rover Sport SVR, for example.
The Defender 90 is a tall vehicle, with loads of ground clearance and the same independent all-round air suspension that allows it to perform so well off-road. Land Rover has tweaked the suspension by making it feel a little more firm, direct and connected than other variants of the Defender.
This nature is helped along further by the inclusion of a ‘Dynamic’ driving mode, which is sure to make the Defender purists quake with fury. It doesn’t over-egg the pudding, which I think is important. It’s still daily drivable in any mode, and doesn’t fall into the mess of trying to be too dynamic.
Because don’t forget, this Defender still carries all of the off-road chops of its lesser siblings. Okay, those 22-inch wheels and road-biased tyres might not last long on a slippery Billy Goat’s Bluff, but elements like raised air suspension, loads of ground clearance, one of the (if not the) best traction-control systems getting around, locking differentials and good tyre diameter mean this Defender will go hard off-road. Likely, a lot harder than any owner is going to attempt.
This sets the Defender 90 apart from something like a Jeep Grand Cherokee Trackhawk, which (while faster) has traded in its off-road chops. Is the Defender 90 V8 better than a Mercedes G63 AMG? Although the only way to do it would be a pie-in-the-sky head-to-head comparison, I would say maybe, probably?
However, the flip side is that this Defender 90 V8 is not as dynamically capable on-road in comparison to other big-priced performance SUVs. It’s not bad to drive, it’s actually quite hilarious. The short wheelbase, jockeying ride and overall height mean it rolls and rollicks around corners, tyres doing their darndest to grip as the body inevitably rolls through the corners. Engine performance is never left wanting, especially when Dynamic mode tightens up the throttle response and transmission.
Straight-line performance is hilarious as well – squatting down angrily as it reaches 100km/h in just a shade over five seconds. It’s that hot-rod nature that adds charm to the overall experience. It’s playful and fun, but not serious and overbearing. And it’s all the better for it.
| Key details | 2023 Suzuki Jimny Lite | 2023 Land Rover Defender V8 |
| Engine | 1.5-litre four-cylinder turbo petrol | 5.0-litre supercharged V8 petrol |
| Power | 75kW @ 6000rpm | 385kW @ 6500rpm |
| Torque | 130Nm @ 4000rpm | 625Nm @ 2500–5500rpm |
| Drive type | Part-time four-wheel drive, low-range transfer case | Permanent four-wheel drive, low-range transfer case, locking centre and rear differentials |
| Transmission | Five-speed manual | Eight-speed torque converter automatic |
| Power to weight ratio | 68.5kW/t | 159kW/t |
| Weight | 1095kg | 2470kg |
| Spare tyre type | Full-size | Full-size |
| Tow rating | 1300kg braked 350kg unbraked |
3500kg braked 750kg unbraked |
| Turning circle | 9.6m | 11.3m |
Should I buy a Suzuki Jimny Lite or a Land Rover Defender V8?
I wouldn’t try to talk anyone out of buying a Suzuki Jimny. Cars are a sobering, important business most of the time, and the more pragmatic among us could easily find good reasons to look at something else. After all, the Jimny is small, cramped, impractical, buzzy on the highways, and not as safe as other options out there.
But cars can also be fun – a positive force for emotional mirth. The Jimny reminds me of this, perhaps more than any other car on the market today. Suzuki’s catchphrase ‘For Fun’s Sake’ is a little pithy, but it’s on the money.
And from these two choices, the Jimny clearly offers better bang-for-buck.
The Defender V8 is amazing and a fitting swansong for the old-school blown V8 before broad-scale electrification kills the bellows and barks. However, it has to be said that the V8 is competing against a range of impressive powertrains for the Defender range, even down to the base-specification P300 variant.
Along with having multitudes of technology at hand, the size of the Defender makes it a little more practical for day-to-day use. It can seat five, has a bigger boot, and is a much safer proposition in comparison to the Jimny.
And while the soundtrack might be slightly sedated, the Defender 90 V8 cannot help but stand out. The Defender 90 itself is characterful and charming, interesting and exciting, regardless of what’s under the bonnet. But this V8 – although old and on the way out in some respects – adds to the experience wonderfully. You’re paying over the odds to get into one, no doubt. But if you do, I’ll hazard a guess that you’ll love it.
Is it six times better than a Jimny? The Defender is safer, faster, more comfortable, bigger, and a thousand times more luxurious. And while it does give a driver a big ol’ grin, the same can be said for the Jimny.
And with that in mind, and I’d admittedly be stoked to have either in my own driveway, I’m giving the win to the Jimny for the better rate of smiles per gallon.
But let’s be honest: this comparison isn’t going to convince a Defender shopper to save their money and buy a Jimny. And it’s certainly not going to encourage a Jimny shopper to put themselves in hock up to the eyeballs to ride in a Defender. It’s more of a look at two exciting and interesting – and incredibly capable – machines that come at the same solution from two different angles. And it highlights the diversity of the new car market, and that alone is reason to be thankful.
After all, nobody wants a world without Jimnys or Defenders.
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