Honda’s Overlanding-Spec Passport, As Tested By a First-Time Camper

Back in August, Gear Patrol consumer marketing manager Caitlyn Shaw needed both a way to drive to the Mid-Atlantic Overland Festival and a place to sleep for a couple nights when she arrived. Luckily, Honda obliged by serving up something along the lines of its own overlanding concept.

When my colleague heard I’d be taking the new Honda Passport to this year’s Mid-Atlantic Overland Festival, he wasn’t convinced it would do the job. The new Passport is Honda’s answer to the increase in consumer demand for vehicles fit for an active outdoor lifestyle — so much so that Honda outfitted the one they sent to us with a rooftop tent called a Roofnest — but it’s still a crossover, not a truck-based traditional SUV like the Land Rover Defender.

A weekend driving the Passport was more than enough proof to me, however, that Honda is serious about moving into the off-road and overlanding space — and combining the Passport with the Roofnest covers all the bases. The combo was ideal for a first-time camper (and solo traveler) like myself; it got me comfortably through Manhattan traffic just as well as it did through dimly-lit country roads to the festival grounds and the trails surrounding it.

In the city, the Passport felt smooth and luxurious. Making calls and listening to podcasts via Bluetooth was significantly easier than doing so in comparable vehicles I’ve ridden in. I was surprised by how much I enjoyed the driver-side armrests, which are a small feature that made being stuck in lower Manhattan traffic a bit more bearable.

On the flipside, I didn’t care for the lack of a proper shifter. The Passport uses a series of buttons instead of a lever; I felt that the button shifters forced me to take my eyes away from the road and my surroundings. While a seemingly small downside, it would be a dealbreaker if I were considering the Passport for everyday use.

Where the Passport shone, though, was where the pavement ended. The route to the festival required driving through rocky roads, up and down hills and through narrow passageways between camping rigs. The best indicator of how smoothly the Passport handled this is the fact that I didn’t think about it at all; I felt just as safe in the pitch-dark hills of western Pennsylvania as I did stuck in NYC traffic or cruising down the highway.

I might even argue that the Passport is better-suited to life off-road than it is for life in the city, where features like lane departure or brake warnings aren’t as helpful as they could be. Situations that are common in the city, like abrupt lane merges and bumper-to-bumper traffic, confuse the car’s sensors; they can make those safety features seem more like distractions than helpful additions. 

The Roofnest tent atop the Passport was perhaps the easiest part of the entire experience for this first-time camper. To assemble my rooftop home, all I had to do was pop open the collapsible ladder and latch the top end to the roof, climb up and open a few clips surrounding the tent case. The tent itself was super roomy, with a built-in memory foam mattress, and I slept soundly — even if I was a little cold.

Collapsing the tent was more difficult than putting it up — the company makes clear that it’s supposed to be a two-person job — but I got it done solo, and managed to head away from Overland Fest for a supply run, then come back and reassemble my camp without a hitch.

The marriage between Honda Passport and Roofnest tent may not be one you picture for either product, but it was damn fine for my first weekend of camping and off-roading. With the new Passport, Honda has managed to build a car that made camping for the first time and driving alone across three states feel safe, easy and approachable — and even a tad luxurious.

These Are the Best Cars for Fall Leaf Peeping

Fall is a magical time of year. Football ads invade your television. Every beverage and food becomes miraculously pumpkin-spiced. That fly wool cardigan you bought makes an appearance the exact second the temperature drops below 60 degrees. And, in northern climes, autumn is the time to head out into the countryside and watch the leaves turn from green to fiery shades of gold, red and orange.

Here, then, are the ideal cars in which to get your leaf peeping fix. It may seem like an odd mix at first glance, but trust us — we’ve chosen each of them for a very good reason.

Jeep Wrangler

The Jeep Wrangler will take you anywhere. Just as importantly, you can optimize it for maximum visibility. Pop off the roof and doors and you’ll see more fall foliage than in any other SUV. You can even lower the windshield for the full autumn breeze effect.

Porsche 718 Boxster

Porsche makes performance cars that are comfortable to drive every day. The 718 Boxster and Cayman may be the best all-around Porsches on sale, but only the Boxster lets you drop the top to check out some leaves. (Porsche will even give you a flat-six in it again.)

Ford F-150

Full-size pickups are built for dealing with nature. The F-150 combines large windows, a commanding ride height and the option for an expansive dual-panel moonroof to better see the trees.

Subaru Outback

The new Subaru Outback can conquer almost any terrain you’d reasonably throw at it. Subaru builds it for optimal visibility with its ride height, big windows and narrow pillars. And you’ll blend in nicely with the locals while leaf-peeping on those New England backroads.

Mercedes-AMG E53 Convertible

The Mercedes-AMG E53 has one of the smoothest engines on the market. It can carve the heck out of mountain roads, making the air sing with its raucous exhaust note. It can also pipe down and behave when fellow leaf peepers clog those same mountain roads.

Mazda MX-5 Miata

The Mazda MX-5 Miata RF offers maximum autumn versatility thanks to its folding top. It also looks spectacular, which is as important in autumn as any other season.

Lincoln Aviator

With a panoramic roof and massaging seats, the Lincoln Aviator may be the most comfortable vehicle for any adventure, whether that’s a foliage tour or traversing an unclear metaphor with Matthew McConaughey.

Tesla Model S

The Model S can be outfitted with a glass roof, accelerate with ludicrous speed and leaves no pollutants in its wake to trouble the trees. Just make sure there’s a Supercharger along the route before you head out.

Note: Purchasing products through our links may earn us a portion of the sale, which supports our editorial team’s mission. Learn more here.

Toyota Supra Too Pricey for You? Buy a Subaru BRZ Instead

The Fast and the Furious-era Toyota Supra was perhaps the ultimate sleeper car. You could buy it for cheap, then build it into an absolute rocket. The bulletproof 2JZ inline-siz engine and stock components could handle, to use the technical term, a [expletive deleted]-ton of power. It was a car that could embarrass the owner of a European sports car who paid a much steeper price.

Toyota’s new 2020 Supra has its virtues, but no one would call it a sleeper. The new Supra not only commands European sports car owners’ attention — it is a European sports car. BMW designed its engine, and Magna Steyr is manufacturing it.

The new Supra also comes with a corresponding European-sports-car price tag. The base model Supra costs north of $50,000, and that’s if you can find a dealer who will honor the manufacturer’s suggested retail price. That’s expensive in its own right, and especially expensive if it’s the start of your build.

So if you admire the Supra but can’t afford one, consider its humble Toyobaru cousin, the Subaru BRZ (or its twin, the Toyota 86).

Buying a BRZ requires far less money than a Supra. The base model starts at $25,745. You can splurge for the comforts of the Limited trim and still come in under $30,000.

Like the Supra, the BRZ is a pure driver’s car. It’s a delightful-handling, rear-wheel-drive drift machine that wants you to push it to the rev limiter. (Sure, the BRZ has an underwhelming naturally aspirated 2.0-liter boxer engine putting out just 205 horsepower, but that just gives you more chances to push it to the limit.)

The BRZ is not the original Supra. You can’t add infinite power to the car without substantial upgrades. But you can add some with an ECU tune, new air intake and exhaust systems and the turbocharger its Japanese co-parents never gave it. Those additions would cost far less than than the $20,000 difference between it and the Supra.

Plus, adding a little power goes a long way with the BRZ. While the same rough size as the Supra, the BRZ is around 600 pounds lighter. It can’t match the Supra’s raw power, but it can deliver some everyday driving thrills.

Even on top of the cost difference, the BRZ has a few advantages over the Supra. There’s no speculating whether Toyota will ever offer a manual or handing your expensive car off to a third party to alter dramatically. The BRZ can have a manual transmission. The BRZ has a more restrained style than the sculpted Supra — a polite way to say that the BRZ is a better-looking car, even if it will get fewer people looking at it.

Another point for the BRZ, not entirely trivial to Japanese sports car enthusiasts: the BRZ is an actual Japanese sports car, designed and built in Japan.

The new 2020 Toyota Supra may be, as Formula 1 legend Fernando Alonso affirmed at its launch, “totally lit.” But the Subaru BRZ can offer ample fun at a far more affordable price — especially if you dip into the slightly-used market.

2019 Chevrolet Colorado ZR2 Bison Review: The Jeep Gladiator’s Most Dangerous Foe

When it made its splashy debut at the 2017 Los Angeles Auto Show, the Chevrolet Colorado ZR2 proved General Motors wasn’t planning on ceding the tough-guy off-road pickup space to Ford’s F-150 Raptor, Toyota’s TRD-tuned Tundra and Tacoma TRD Pro or the (then) forthcoming Jeep Gladiator. Equipped with a high-end suspension that added height and compliance, locking differentials fore and aft and flared fenders, it gave Chevy a chance to grab some of the growing overlanding market — and the huge potential for sales found there.

Most hardcore off-roaders don’t leave their trucks stock, though; they kit them out with all sorts of replacement parts and add-ons, functional and cosmetic alike. Rather than let the aftermarket have all the fun, GM adopted an “if you can’t beat ’em, join ’em” approach; the carmaker reached out to American Expedition Vehicles — which, up until that point, primarily specialized in parts for Fiat Chrysler trucks and SUVs — and offered them a chance to upfit the ZR2 and sell the completed product through Chevy dealers.

AEV, not surprisingly, said yes. The resulting product was dubbed “Bison,” in homage to the horned North American mammal on the company’s logo — and the Colorado found its place amongst the great off-roaders on sale locked down even tighter.

The Good: The ZR2 Bison adds even more off-road capability to the already-mighty ZR2. AEV adds on no fewer than five hot-stamped Boron steel skidplates to protect from underbelly attack, stamped steel bumpers front and rear, a winch mounting spot up front, a recovery point in the rear. unique wheel flares and rims wrapped in 31-inch Goodyear Wrangler DuraTrac tires, a pair of fog lights and a new grille that trades the brand logo for its name in all caps, just like a certain other off-road truck.

All that also adds a hefty dose of handsomeness. The basic ZR2 is capable, but a little bland from some angles and awkward from others; the cut fenders up front look oddly incomplete, while the stern view looks a little too similar to a Home Depot work truck rental for the money. AEV’s updates give the ZR2 the sort of aggro appearance it deserved from the get-go.

Of course, all the inherent goodness of the Colorado ZR2 is still here: the Multimatic DSSV dampers that perform miracles when it comes to balancing ride and handling (fun fact: Multimatic DSSVs are also used on the likes of the Aston Martin One-77 and Ford GT), full-time four-wheel-drive, the choice of a gasoline-powered V6 or a turbodiesel inline-four, the option for either an extended cab or crew cab layout, a simple, thoughtfully laid out interior and the ability to tow up to 5,000 pounds.

Who It’s For: Off-roading enthusiasts who dig AEV’s vibe; overlanders looking for a brand-new truck with diesel power; Bowtie fans who want a badass rig of their own to keep up with their Mopar- and FoMoCo-fanboy neighbors.

Watch Out For: Merging from a stop into high-speed traffic can be a bit more nerve-racking than in most modern vehicles. The ZR2 isn’t slow by rock-crawler standards, but its hefty weight means the V6 has to work a little harder than you might be used to, both from a stop and when trying to accelerate at highway speeds. (Expect to get to know the sound of that engine at high revs quite well.)

Perhaps to compensate for that, Chevrolet gave the truck particularly aggressive throttle response once you clear the first inch of pedal travel —  which, in turn, can make the delicate inputs needed for careful off-roading a tad difficult at times. Don’t be afraid to resort to left-foot braking to moderate your progress.

Alternatives: Jeep Gladiator Rubicon ($43,545+); Toyota Tacoma TRD Pro ($46,665+); Ford F-150 Raptor ($52,885+)

Verdict: $50,000 may seem like a lot for a midsize pickup truck. This Chevy, however, is far more than just the sort of simple rig that defined the class back in the 60s;  it’s equally adept shuffling kids to school and hauling mulch from Home Depot, just as happy crawling over rocks as it is cruising across a state. Considering the broad spread of capabilities that come with the ZR2 Bison at that price — or, by contrast, how far north of it a Gladiator Rubicon can shoot if you go wild with the options list — its price tag makes it seem like something of a bargain. Especially if you were already planning on slapping off-road accessories on your new truck.

2019 Chevrolet Colorado ZR2 Bison: Key Specs

Powertrain: 3.6-liter V6 or 2.8-liter turbodiesel inline-four; eight-speed automatic; four-wheel-drive
Horsepower: 308 (gas); 186 (diesel)
Torque: 275 pound-feet (gas); 369 pound-feet (diesel)
Ground Clearance: 8.9 inches
Curb Weight: 4671–5012 pounds (depending on extended cab vs. crew cab, and gasoline vs. diesel — the latter engine is heavier)

Chevrolet provided this product for review.

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The Complete Full-Size Pickup Truck Buying Guide: Every Model, Explained

Full-size trucks are the quintessential American vehicles. Americans build them; they buy them far more than any other type of car; and perhaps most importantly of all, they have the landscape to make use of them. Profits from full-size trucks provide the American automotive industry’s lifeblood. The Big Three may call themselves mobility companies committed to a zero-emissions future, but it’s selling full-size trucks that will pay to develop that future.

Much like country music, the full-size truck has redefined itself, broadened its appeal and defied entrenched stereotypes over the past couple of decades. Vital competition in this segment has made full-size trucks some of the most sophisticated, capable, practical and luxurious vehicles on the market. The Big Three can’t afford for their full-size trucks to be anything less.

Pickup Truck Terminology

AFM: Active fuel management. A technology that allows the engine to reduce the number of cylinders being used under light loads.
Crew Cab: Term used by most manufacturers for a double cab with four full-size doors.
DFM: Dynamic fuel management. A General Motors technology that allows the engine to choose from between 17 different cylinder firing combinations as needed, for greater efficiency.
Eco: Prefix that indicates some effort has been made to make this engine more efficient…or that the manufacturer wishes to market it as such.
eTorque: Mild hybrid system for Fiat Chrysler engines that adds low-end torque.
Half-ton: Another name for the full-size segment. It used to correlate to payload capacity. It no longer does.
Hemi: Chrysler engine with a hemispherical induction chamber. These are large-displacement, high-output engines used on trucks and muscle cars.
Light-Duty: Another name for the full-size truck segment. Distinguishes these trucks from the “heavy-duty” vehicles optimized for hauling and towing, such as the F-Series Super Duty and Ram 2500.
Long Bed: A truck bed with a length of around eight feet. This length appears most commonly on work trucks. Most buyers opt for a shorter bed for easier handling.
Payload: The amount of weight a vehicle can carry, including passengers and cargo.
Towing Capacity: The amount of weight a vehicle can tow.

Buying Guide

Ford F-150

Thanks to sheer volume, the Ford F-150 defines the full-size truck market. The F-Series has been America’s best-selling vehicle for more than 30 years running; in 2018, Ford sold more than 900,000 of them in the U.S. No other vehicle eclipsed 600,000.

The current (13th) generation appeared for the 2015 model year. Whether you require a basic work truck, a road-going yacht or a badass offroad rig to attempt the Baja 1000 (hi there, F-150 Raptor), Ford has you covered.

Ford made some forward-thinking changes with the last generation. They shifted the body from steel to a lighter aluminum-heavy construction (a move ridiculed by competitors at first, then imitated). Ford also favors turbocharged V6 engines over traditional V8s. These offer a higher output on paper, but many truck buyers still prefer a V8. (Ford may finally give them one on the Raptor.)

Ram and Chevy’s latest truck generations may have caught up. But Ford should move the bar forward again with its next-generation model launching next year, which may include game-changing hybrid and electric F-150s.

Body Styles:

• Regular
• Supercab
• Supercrew

Box Length:

• 5.5 feet
• 6.5 feet
• 8 feet

Trims:

• XL
• XLT
• Lariat
• King Ranch
• Platinum
• Raptor
• Limited

Engines:

• 3.3-liter V6 (290 hp, 265 lb-ft)
• Twin-turbocharged 2.7-liter V6 (325 hp, 400 lb-ft)
• 5.0-liter V8 (395 hp, 400 lb-ft)
• Turbocharged 3.0-liter diesel (255 hp, 440 lb-ft)
• Twin-turbocharged 3.5-liter EcoBoost V6 (375 hp, 470 lb-ft; 450 hp, 510 lb-ft)

Max Payload: 3,230 lbs (3.5-liter EcoBoost)

Max Towing Capacity: 13,320 lbs (3.5-liter EcoBoost)

Base MSRP: $28,495

Chevrolet Silverado 1500

The fourth-generation Silverado was redesigned for the 2019 model year. Chevy’s strategy for competing with Ford has been to offer plentiful customization: If a customer has a particular taste, Chevy will provide an option to meet it. The Silverado has eight different trim levels, each with a corresponding grille design. Buyers can choose from three cab sizes, three box lengths and five different engines. Then you hit a near-endless array of accessories and details.

The Silverado has largely stuck with V8 engines. Tempting outside-the-box buyers with the “2.7-liter engine” which is a (gasp!) four-cylinder has not gone well. The fuel-efficient inline-six diesel engine may do better.

Where the Silverado has struggled is distinguishing itself from competitors. GM’s higher-end luxury options and more innovative technologies largely went to the now-higher-end Sierra. Which is great — for the Sierra.

Body Style:

• Regular Cab
• Double Cab
• Crew Cab

Box Length:

• Short (5 feet 10 inches)
• Standard (6 feet 7 inches)
• Long (8 feet 2 inches)

Models:

• WT
• Custom
• Custom Trail Boss (4WD only)
• LT
• LT Trail Boss (4WD only)
• RST
• LTZ
• High Country

Engines:

• 4.3-liter V6 (285 hp, 305 lb-ft)
• Turbocharged 2.7-liter inline-four (310 hp, 348 lb-ft)
• Turbocharged 3.0-liter inline-six diesel (277 hp, 460 lb-ft)
• 5.3-liter V8 (355 hp, 383 lb-ft)
• 6.2-liter V8 (420 hp, 460 lb-ft)

Max Payload: 2,250 lbs (4.3-liter V6)

Max Towing Capacity: 13,400 lbs (6.2-liter V8)

Base MSRP: $28,300

GMC Sierra 1500

The GMC Sierra has had trouble differentiating itself from the Silverado over the years, mostly because it has been mechanically identical. GM has sought to change this with the new generation, redefining the Sierra as the higher-end rig and giving it the features to back that up.

If the Silverado and Sierra are still corporate twins, the Sierra is the better-looking, more interesting one. It gets the super-lux “Denali” trim and the premium off-road Raptor-rival AT4 trim. The Sierra also gets the first crack at innovative features like the MultiPro six-function tailgate and the CarbonPro carbon fiber bed.

Body Style:

• Regular Cab
• Double Cab
• Crew Cab

Box Length:

• Short (5 feet 10 inches)
• Standard (6 feet 7 inches)
• Long (8 feet 2 inches)

Models:

• Sierra (base)
• SLE
• Elevation
• SLT
• AT4
• Denali

Engines:

• 4.3-liter V6 (285 hp, 305 lb-ft)
• Turbocharged 2.7-liter inline-four (310 hp, 348 lb-ft)
• 5.3-liter V8 (355 hp, 383 lb-ft)
• 6.2-liter V8 (420 hp, 460 lb-ft)

Max Payload: 2,240 lbs (Regular Cab)

Max Towing Capacity: 12,500 lbs (6.2-liter V8)

Base MSRP: $38,395

Ram 1500

Ram became an independent brand apart from Dodge for the 2010 model year, following the Fiat-Chrysler merger. Ram debuted the fifth-generation 1500 pickup for the 2019 model year. Ram focused on offering a premium experience, whether that is ride quality, interior styling and materials, or technology such as a massive 12-inch touchscreen. That focus has earned the Ram 1500 rave reviews, and the pickup won multiple “truck of the year” awards.

The Ram 1500 has a simplified engine lineup compared to competitors. Ram dispensed with both the two-door cab and the long box, leaving those variants to the “Ram Classic.” If you’re into multifunction tailgates, the Ram 1500 has one that splits 60-40.

Body Styles:

• Quad Cab
• Crew Cab

Box Length:

• 5 feet 7 inches
• 6 feet 4 inches

Models:

• Tradesman
• Tradesman HFE
• Big Horn/Lone Star
• Laramie
• Rebel
• Laramie Longhorn
• Limited

Engines:

• 3.6-liter V6 w/eTorque (305 hp, 269 lb-ft)
• 5.7-liter HEMI V8 (395 hp, 410 lb-ft)
• 5.7-liter HEMI V8 w/eTorque (395 hp, 410 lb-ft)

Max Payload: 2,100lbs (3.6-liter V6)

Max Towing Capacity: 12,750 lbs (5.7-liter V8)

Base MSRP: $33,440

Ram 1500 Classic

Ram kept the fourth-generation 1500 in production after the fifth-generation debuted. The older truck is now a budget model with a pared-down trim lineup. With the base-level Tradesman starting at $27,645, it undercuts the rest of the full-size pickup market. The strategy has been so successful, Ram passed the Silverado for number-two best-seller overall. Ram plans to keep the previous model in production, and even update it.

Body Styles:

• Regular Cab
• Quad Cab
• Crew Cab

Box Length:

5 feet 7 inches
• 6 feet 4 inches
• 8 feet

Models:

• Tradesman
• Express
• Warlock
• Big Horn

Engines:

• 3.0-liter EcoDiesel V6 (240 hp, 420 lb-ft)
• 3.6-liter V6 (305 hp, 269 lb-ft)
• 5.7-liter V8 (395 hp, 410 lb-ft)

Max Payload: 1,880 lbs (3.6-liter V6)

Max Towing Capacity: 10,470 lbs (5.7-liter V8)

Base MSRP: $27,645

Toyota Tundra

Toyota launched the first Tundra for the 2000 model year. It was the first Japanese full-size pickup for the American market. It’s more akin to the rest of Toyota’s SUV/truck lineup than its American segment competitors. Updates are rare: The second generation debuted way back in 2007, and was last facelifted in 2014.

The Tundra is the full-sized truck for Toyota fans. It offers the brand’s notable strengths: impressive build quality, formidable off-road chops and unbelievable resale value. Attempts have been made to add luxury (i.e. the 1794 Edition) and off-road cred (the TRD Pro). But the Tundra is a generation behind its American competitors, particularly when it comes to fuel economy; it earns just 15 mpg combined.

Body Style:

• Double Cab
• Crewmax

Box Length:

• Short (5 feet 7 inches)
• Standard (6 feet 7 inches)
• Long (8 feet 2 inches)

Models:

• SR
• SR5
• Limited
• Platinum
• 1794 Edition
• TRD Pro

Engines:

• 5.7-liter V8

Max Payload: 1,730 lbs

Max Towing Capacity: 10,200 lbs

Base MSRP: $33,425

Nissan Titan

Nissan launched the Titan full-size pickup in 2004. The second generation debuted in 2016. It offers a simple lineup, with one engine option (a 5.6-liter V8) and no ability to mix and match cargo boxes. While the Titan is newer than the Tundra, it does not match up with the Big Three competitors in capability, particularly in towing.

What the Titan can offer, compared to competitors, is a value proposition. A buyer who wants a single-cab, long-box work truck and a V8 with reasonable options (power doors and windows, carpet) can it there at a lower price point with the Titan than itscompetitors.

Body Style:

• Single Cab (8-foot box)
• King Cab (6.5-foot box)
• Crew Cab (5.5-ffot box)

Models:

• S
• SV
• SV Midnight Edition
• PRO-4X
• SL
• SL Midnight Edition
• Platinum Reserve

Engines:

• 5.6-liter V8 (390 hp, 394 lb-ft)

Max Payload: 1,930 lbs (Single Cab 4×4)

Max Towing Capacity: 9,660 (Single Cab 4×2)

Base MSRP:$30,690

Note: Purchasing products through our links may earn us a portion of the sale, which supports our editorial team’s mission. Learn more here.

This Company Will Make Your Custom Land Rover Defender Dreams Come True

Time to start thinking about cashing out that 401(k) early. Virginia-based classic car import firm Commonwealth Classics is collaborating with Portuguese restorers Unique Masterpieces on “The Commonwealth Line,” a run of restored, heritage-inspired Land Rover Defenders. Unique Masterpieces will build the trucks, while Commonwealth Classics will import and sell them to U.S. customers.

The Commonwealth Line offers a sumptuous, upscale take on the Defender. Unique Masterpieces sources the importable vehicles from around Europe. They stick with stock engines, but give them a full rebuild. All restoration work but for the custom-dyed canvas tops and leather wrapping is performed in-house by Unique Masterpieces.

Primarily, Commonwealth and Unique Masterpieces will use Defenders produced from 1991 to 1995 using 200 Tdi and 300 Tdi inline-four turbodiesel engines, though they also offer a 3.5-liter V8. They can source Defender 90, 110, and 130 models (including pickups) for a total of 30 different body and top configurations, as well as more than 40 different leather color options.

Related Video: The New 2020 Defender

Commonwealth offers two different Defender finishes: the standard, more traditional “Heritage Finish,” and a more performance-oriented, design-forward “Signature Finish.” After the finish, customers can add on five different packages. “Performance” adds about 30 percent more power to the engine; “Trail” adds a winch, a hitch, heavy-duty front springs, and locking rear differentials; there’s also “Sound,” “Comfort” and “Tailgate.” (Don’t forget the 16-inch custom-painted Wolf steel wheels.)

Buying a Defender this exquisite is likely a lifestyle decision more than one made because you need a solid off-roader; as such, you likely have some fancier hobbies to go along with it. Commonwealth Classics has you covered. Potential add-ons for the Defender include a bespoke matching two-horse trailer and a cubby containing a cedar-lined humidor. If you want to make this Defender a real gentleman’s club on wheels, you can add some wood flooring.

As one would imagine, you’ll pay for quality. Optioning out a Commonwealth Line Defender won’t come cheap. Defender 90 builds start at $125,000, and Defender 110 builds start at $135,000. That price — more than twice the base cost of a new 2020 Defender — includes a 12-month warranty and 12 months of standard maintenance.

Commonwealth Classics is currently accepting two new Defender builds per month. The production process takes four months. Customers can monitor their build’s progress with a password-protected site, photos, and text updates. You can configure your build here.