2024 Land Rover Defender

Inside, the Defender is more like a ritzy Lego set with its numerous small storage bins and contrasting panels. It’s easy to store—and maybe even lose—small items. Even the cupholders are great. 

Land Rover dresses the cabin in tough-feeling cloth at the bottom of the lineup, though dressy leather and wood can spruce things up. The available synthetic leather upholstery makes the most choice for drivers looking to go four-wheeling with regularity. 

You’ll have to spend up for an air suspension, a locking rear differential, the automaker’s off-road cruise control system, and additional traction control modes, however. 

How fast is the Land Rover Defender?

It’s a bit pokey with the 2.0-liter inline-4, but 6- and 8-cylinder versions are quick. The base turbo-4 is rated at just 296 hp, which gives it a 7.7-second run to 60 mph. Step up to the turbocharged inline-6  and you’ll find 395 hp and 406 lb-ft of torque, plus a mild-hybrid system that helps reduce turbo lag. These Defenders provide robust acceleration and a refined feel.

We’ve yet to drive one with the rare supercharged V-8, which cranks out 493 or 518 hp, depending on the configuration. That’s a healthy dose of power, so it’s safe to assume those models will be downright fast. 

All Defenders use a slick-shifting 8-speed automatic transmission with paddle shifters and a somewhat frustrating console-mounted gearshift that doesn’t move as intuitively as it should.

Underneath, the independent front and rear suspension does an admirable job absorbing bumps with the standard coil-spring setup. It’s even smoother with the optional air suspension, which can be raised for more ground clearance or lowered for improved access at the tap of a button. While the independent air suspension doesn’t have much wheel droop compared to a solid axle like in the Jeep Wrangler, Land Rover’s myriad traction control modes help maintain momentum.

The Defender can be equipped to tow up to 8,200 pounds, though most 6-cylinder versions are rated around 7,700 pounds.  

Rear-seat riders will find decent legroom in all versions, though row two can be tricky to access in the 90. The 110 offers a cramped third row; if you need to carry more passengers, grab the big Defender 130. It’s reasonably spacious back there for kids. 

Cargo space depends on the configuration, but none are as big as you might expect for a boxy SUV. The high load space accommodates just 15.6 cubic feet behind row two in the Defender 90, while the 110 checks in at 34.0 cubic feet. The Defender 130 has less than 14 cubic feet behind row three, which expands to a still tight 43.5 cubic feet when those seats are tucked away. Maximum cargo capacity figures range from 58.3 cubic feet in the Defender 90 to 79 in the 110 and 81 in the 130. 

All models have luxurious touches throughout—even the base cloth seats have a dressy feel. 

Outward vision is lousy, though. Big headrests and roof rails make over-the-shoulder vision difficult. The short windshield doesn’t help with the view forward, either. 

Entry into the Defender lineup means shelling out at least $58,000 for a three-door 90, or about $3,000 more for the cheapest 110 with two more doors. These base S models are well-equipped with 18-inch wheels, a 10.0-inch touchscreen, Android Auto and Apple CarPlay compatibility, crash-avoidance tech, power-adjustable front seats, and cloth upholstery.

Which Land Rover Defender should I buy?

That’s a tough question, actually. There are about a dozen and a half basic configurations, after all.

We’d put our money into a 6-cylinder 110. The base S trim level is good enough for about $70,000. Add metallic paint, a contrasting roof, off-road and towing packages, and a few other bits and you’ll be looking at a bill for $80,000 or so. 

How much is a fully loaded Land Rover Defender?

The Defender can easily top $120,000 when outfitted with supercharged V-8 power. Land Rover traditionally offers a few limited-edition models throughout the year that can ratchet that price up even more, too.