Land Rover's off-road legend, the Defender, returned to the US market in 2020 with a modernized chassis and engine. Initially Land Rover offered a 2-door 90 model and 4-door 110 model. In 2023, Land Rover added a stretched model called the 130 that increased passenger capacity to 8. For 2024, Land Rover added an Outbound and Country trim package and made the V8 available on every 110 and 130 trim. The Defender does battle with Jeep Wrangler, Ford Bronco, and Mercedes-Benz G-Wagon.
Size wise, the Defender 90 is 12 inches longer than a 2-door Wrangler and the Defender 110 is 10 inches longer than a Wrangler Unlimited. The new 130 rides the same wheelbase as the 110 but is 13 inches longer overall. The 90 seats five or six passengers, the 110 offers an available 3rd- row jump seat, allowing five, six or seven passenger capacity. The 130 seats up to 8 passengers. Unlike Wrangler and Bronco, Defender does not' have removable roof panels or doors.
Land Rover designates models by engine offering. Unfortunately, those designations vary depending on trim. Overall, there are 4 engine choices: a turbocharged 2.0-liter 4-cylinder that makes 296 horsepower and 295 lb-ft of torque; a turbocharged 3.0-liter inline 6-cylinder that makes either 296 or 395 horsepower and either 347 or 406 lb-ft of torque; and a supercharged 5.0-liter V8 that makes 518 horsepower and 461 ft-lb of torque. All Defenders come standard with an 8-speed automatic transmission, a two-speed transfer case and all-wheel drive. Six-cylinder models also get a mild hybrid system that is designed to improve city MPG. Maximum towing capacity is 8,200 pounds on all models.
All Defender trims come standard with forward-collision warning and mitigation, lane-keeping assist, blind-spot monitor and a 360-degree camera system. Also included are air suspension, LED headlights, 10-inch touchscreen infotainment system with Android Auto and Apple Car Play support. Pricing for the Defender 90 starts at $49,100, while Defender 110 pricing starts at $54,000 and climbs to more than $120,000.
The base 2.0-liter turbo should prove to be a suitable powertrain for the 5,000-lound Defender. Land Rover claims that it will propel the Defender 110 from 0 to 60 MPH in just under 8 seconds. Not impressive, but also acceptable. More than likely, most Defender models will drive off the showroom floor with the innovative and powerful 3.0-liter inline six.
In addition to turbocharging, this engine adds an electric supercharger and a 48-volt hybrid system. Altogether, the advanced powertrain makes up to 395 horsepower and, more importantly, 406 lb-ft of torque at a low 2000 RPM. The 3.0-liter engine is S-M-O-O-T-H and powerful. There are no peaks or valleys in power delivery, and it provides ample passing punch. Stomp on the gas, and a 3.0-liter equipped Defender will run from 0-60 MPH in a tic under 6 seconds.
Topping the range is the supercharged V8. Like the V8 in the Wrangler 392, this engine is overkill - some might call it gloriously excessive. But who is going to complain about more horsepower? Simply stomp on the gas and the engine makes wonderful noises as it propels the Defender from 0 to 60 MPH in about 5 seconds.
All engines mate well to the buttery smooth 8-speed automatic. In addition, Land Rover has equipped Defender with all the necessary hardware to make it extremely capable off road. There is a 2-speed transfer case, locking center differential, optional locking rear differential, Land Rover's wizardly Terrain Response system, and optional adjustable air suspension system. In addition, the Defender 90 has class leading approach and departure angles, 34.4-inch wading ability and 11.5 inches of ground clearance.
Thanks to all its high-tech engineering, the 3.0-liter six scores an EPA city rating of 17 MPG and a highway rating of 22 MPG. The 2.0-liter four nets similar ratings. The V8 scores 15/19 MPG ratings. All engines require premium-grade fuel. At least the Defender has a large 23.4-gallon fuel tank to help limit trips to the gas station. Indeed, real-world resting reveals the EPA numbers to be reasonably accurate, with high teens being the norm in routine suburban commuting.
Oftentimes a vehicle that is extremely capable off-road struggles with civility when driven around town or on the highway. The Defender's secret is that it sports a ride that is amazingly comfortable and controlled and can even be hustled a bit through the twisty bits. Making all this possible is the sophisticated air suspension that allows a soft and complaint ride off road and a firm and controlled ride on. Of course, the Defender is not as sporty or athletic as a BMW X5 or Audi A7 -- the sluggish steering and obscene ground clearance make sure of that. And while the brakes provide ample stopping power the pedal is more an on-off switch than a dimmer. Thankfully, there's little body motion in extreme maneuvers.
Just as it works off-road to give the Defender plenty of wheel travel off road, the air suspension allows enough compliance to maintain a smooth ride over even the roughest pavement. In addition, the tall-sidewall tires soak up minor pavement imperfections with aplomb. All told, the Defender defies the odds and truly proves to be a Jack-of-all-trades when it comes to drivability.
Unlike some off-road competitors, the Defender is extremely quiet inside. Not rivaling true luxury crossovers, but close, with the biggest culprit being wind noise on the highway.
Land Rover designers tried to capture a bit of the "charm" of the original Defender when sculpting the interior of the reborn model. Thankfully, they only mildly succeeded as the original was positively dreadful both aesthetically and ergonomically. While maintaining the original's Spartan appeal, modern conveniences, logical design, and thoughtful touches abound this time around. Materials are both sturdy and upscale. Land Rover even has a handle on fit-and-finish gremlins that eluded the British automaker for decades.
Drivers face an elegant, if confusing, all digital instrument cluster. Thankfully, it is programmable and can be dumbed down to provide the basics without much trouble.
The infotainment system is controlled by a 11.4-inch touchscreen that is arranged horizontally and divided into dedicated tiles. There is a learning curve, and some functions never come easy. Still, the screen is large, and most functions can be handled without a trip through the owner's manual. Controls for the HVAC and Terrain Response System are jumbled together in a pod below. Though the design is elegant and simple, operation can be confusing and takes time to master even simple things like changing the fan speed. Android Auto and Apple Car Play are integrated, but since the screen controls so much, there is a fair bit of swapping in and out of systems, and that grows tiresome.
Beyond the muddled controls, the rest of Defender's interior is simply brilliant. The front and second-row seats are thickly padded and offer great support and long-haul comfort. There is ample head and leg room as well. Even the available third-row seat in the 110 is nicely appointed, though it is best suited for children. The new 130 model solves the room problem in the third row, but the seats are still on the uncomfortable side. The tall and airy greenhouse provides ample view of the road and surroundings, and the adjustable ride height help soften the high step-in height.
Seating configurations are worth noting. Both the 90 and 110 offer either front buckets or a three-place bench seat. All models get a 3-person second-row bench seat. Standard on the 130 and available on the Defender 110 is a 2-place third-row seat. However, it cannot be combined with the front bench seat.
Cargo capacity is good but not class leading. On Defender 90 there is 15.6 cu. ft. behind the rear seats and 58.3 cu. ft. overall. Similarly, Defender 110 models measure out at 27.1/66.2 cubic feet. Defender 130 models offer 15.7/47.2/81.6 cubic feet. In addition, because of the rear-mounted spare, Defender has a swing-open tailgate. This is a feature shared with the Jeep Wrangler and Ford Bronco. While not as convenient as a pop-up tailgate, it should not be a deal breaker for most. It does mean that there is a bit extra carrying when loading from the curb. On the flip side, interior storage is great with lots of open and covered bins throughout.
Bottom Line -- Defender shines for how it remains an off-road champion without diminishing any on-road prowess. Despite the high price tag, you would be hard pressed to find a vehicle that is so balanced in its virtues. The V8 is superfluous, but a wonderful addition to an already polished luxury off-roader. Best bet is the smooth and powerful inline six.
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