Get Hotcars Premium. Start your free trial today
The all-new Defender is luxurious, but it can also tackle rough off-road terrains.
Inspired by an army surplus Willys MB belonging to Rover’s Chief Engineer, the first Land Rover was a compact four-wheel-drive car with steep approach and departure angles and a two-speed transfer box for on- and off-road driving. The Series I made its debut in 1948, and unlike any civilian 4x4 that had come before, it had proper doors and a power-take-off for running farm machinery. Designed around a simple box section, steel ladder chassis with an aluminum body, the Land Rover and, later, Range Rover models were so successful that Rover spun off the marque as a stand-alone company in 1978.
By the mid-’80s, the now iconic 4x4 had received a new grille to accommodate a V8 option, upgraded coil over-spring suspension for improved handling, and a central locking differential, enhancing its all-terrain capability. Naming conventions followed their respective wheelbases measured in inches, the two-door 90 and four-door 110 models, and later, an extended crew-cab pick-up called the 130. To distinguish them from the new Discovery, released in 1989, Land Rover renamed the original design, with a nod to its role in the British Military, as the Defender. They were only sold in the US for four years and have become highly sought after.
Advances in automotive technology rapidly dated the sparse workhorse, and stringent European emissions and safety standards made the model financially unviable. After building over two million of the boxy off-roaders, Tata Group, Land Rover’s current owners, announced that the last Defender would roll off the production line in 2016. The LR4 (or Discovery 4 in European markets) also got a complete makeover that year, surprising many, noting the new design took the brand another step away from its utilitarian roots. Even though the 2017 Discovery was a capable off-roader in its own right, its rounded features aimed it squarely at the road-going SUV crowd. All traces of the flat panels characterizing the Series I were gone, leaving the old marque’s fans scratching their heads.
The tightrope Tata had to walk in designing the new Defender required balancing its hard-won credibility as a rugged, off-road capable truck with the comfortable, assured ride and electronics expected of a modern car, a prerequisite to achieving broad appeal and profitability. Not only that, but a legion of Land Rover fans eagerly awaited the new design's aesthetics like medieval villagers loaded with rotten fruit, ready to pelt the 'outsider.’ When the all-new Defender debuted at the Frankfurt Motor Show in September 2019, Gerry McGovern, LR’s Chief Design Officer, must have felt like Ringo Starr when he first walked on stage to replace Pete Best as drummer for the Beatles.
RELATED: This Is How Much A 2013 Land Rover Defender Costs Today
In retrospect, Tata had a plan from the outset. The latest Defender, released in 2020, silenced the critics and went on to win a string of accolades while confidently claiming the seat left by its predecessor. As many have noted, McGovern’s team did a commendable job of maintaining the core styling characteristics that made the original Defender so distinctive. The modern, ultra-stiff, aluminum unibody, and independent multi-link suspension, promised excellent on-road handling and a raft of electronic gadgetry and a choice of engines–including a new fantastically ridiculous 518 horsepower supercharged V8–boast broad appeal. Although the new Defender’s off-road credentials were never likely to match that of the old, they are unquestionably close enough to earn the famous moniker.
The Defender 90 First Edition model we tested came finished in Pangea Green with a white roof, a homage to the Series I. Parked next to my 2011 LR4, it's surprising how big the 90 looks. Despite inheriting the name, the new wheelbase measures 101.9-inches, with an overall length of 14-feet, but still slightly shorter than the two-door Bronco. The 90 is 77.5-inches tall and 78-inches wide (without mirrors), making it 3-inches wider and taller than the LR4. When coupled with the giant 20-inch wheels and semi off-road tires, the overall effect makes the ‘small’ Defender look like a giant Tonka toy, lending it an irresistible charm. Nevertheless, the 90's paltry 15.6 cubic-feet of trunk space will ensure that the more practical 110, with its fold-flat second-row seating, will be the version we see most often on the roads.
Our test car has Land Rover’s innovative Ingenium P400 engine. A mild-hybrid (MHEV) 3-liter, inline six-cylinder powerplant producing a claimed 395 horsepower and 406 foot-pounds of torque. The 48-volt MHEV system rapidly stores energy through regenerative braking, feeding back the extra power via a motor to provide smooth, rapid acceleration or some extra grunt in a sticky situation, but does nothing for fuel economy. The engine also receives assistance from an electric supercharger and a twin-scroll turbocharger, which work in conjunction with variable valve technology to maximize bang for your buck and help satisfy emissions standards.
RELATED: 2023 Land Rover Range Rover Sport: Costs, Facts, And Figures
Unsurprisingly, the manual transmission is gone (only a handful of us would ever buy one), and the ZF 8-Speed automatic transmission fitted to the new Defender range is all but ubiquitous for a reason–it’s damned good. Our test car has the optional air suspension, and its standard ground clearance, already a lofty 8.5-inches, can extend to 11.5, nearly an inch more than the Jeep Rubicon. The optional Adaptive Dynamics package actively monitors ride and traction, adjusting damping and power delivery to maximize comfort and grip. Various electronic systems, including traction and stability control, Cornering Brake Control, and Hill Descent Control (HDC), enhance safety.
Even with the semi-off-road tires fitted, the cabin is quiet and comfortable. The interior is tastefully subdued and exudes a sense of utilitarian luxury. The steering wheel spokes come finished in an oddly attractive coating, with the look and feel of white sandstone. The cockpit is roomy and comfortable, affording a commanding view of the road, although wide A-pillars can obscure hazards at junctions. Thankfully, the Defender has effective collision avoidance and parking assist systems. When loading the gear for our three-day desert test, it was frustrating to find that the rear seatbacks don’t readily fold flat, and because the rear bench seat sits directly over the rear diff, there isn’t the option to tilt it forward, like you can in the 110. The resulting compromise unnecessarily robs the 90 of practicality. It is a small car, and large families aren’t going to buy it. Land Rover should ditch the middle rear seat altogether, leaving one each side of the diff. As it was, I loaded what I could in the tiny trunk and threw the lighter kit on the back seats.
Comparing the old and new Defender on the road isn’t even fair. In the '70s, my father and his friend once drove a Land Rover 110 from Birmingham, England down to Benidorm on the Spanish coast, when Benidorm was still just a fishing village. His recurring joke was that the dentist had to replace the fillings that had rattled out from the harsh ride. Land Rover claims the P400 powertrain will propel the Defender 90 to 60 mph in 5.7 seconds, and even when you use that power, driving through the corners, the handling is confident and assured. Body roll, although evident, is much reduced. The steering is precise and especially quick in the short-wheel-based 90. Perhaps partly due to the Adaptive Dynamics package on our tester, but the ride is equal to the pillowy LR4, despite being firmer. The Defender is a car to do miles in.
The tire-sucking sand and boulder-strewn desert of Southern California is an ideal testing ground for the Defender’s many off-road systems. With low-range and off-road height selected, we headed into the canyons, but not before releasing some air from the Wrangler A/T Adventure Tires. Our D90 had 20-inch rims, but a 19-inch is also available. Safety regulations require that a vehicle's bodywork is higher in relation to the seats than it used to be, limiting vision when driving off-road. The Defender's extensive headroom enabled me to set the second seat memory to a higher position, affording a better view of the ground ahead. A 360-degree camera system also helps with obstacle avoidance, live-streaming exterior images to the central, Pivi Pro 10-inch touchscreen display according to the current driving scenario–road, off-road, or towing. The system proved useful for avoiding tire and wheel damage in technical rocky terrain.
Extremely short, front and rear overhangs allow for genuine all-terrain approach and departure angles, 38 and 40 degrees, respectively, and a breakover angle of 31 degrees (28 for the 110 models). Supplementing the permanent four-wheel-drive and locking differential, Land Rover’s All-Terrain Response system provides a selection of pre-programmed settings to suit specific terrain types, including snow, sand, mud, and rock crawl settings. Newly added are user configurable options and a wading function to track water fording up to an impressive 35 inches deep. Something we can’t readily test in the desert. With Sand mode selected from the special programs, the system gives the wheels more time to build momentum before changing up a gear, and with differentials locked, we easily powered through the deeper sections.
RELATED: 10 Coolest Features Of The 2023 Land Rover Defender
The midday temperatures hovered around 110ºF, which presented no issues to the Inline-6, which churned its way through the desert without breaking a sweat. With the full-length fabric roof retracted and the sun low on the horizon, we got some stunning views of the sandstone mesas towering around us and the full benefit of the rapidly cooling air. Land Rover’s proven HDC system flawlessly negotiated a precariously cambered steep descent littered with loose patches of broken rock and sand, leaving me to focus on steering the best possible line. Losing the live axle inevitably limits traction when the suspension is subject to extreme articulation, and the stiff D90 will regularly lift a wheel. So what? Even the most adventurous owners are unlikely to be taking their shiny new Defenders on treacherous rock crawls. And no one is going to complain about the independent suspension when traversing washboard trails, which turn a solid axle into a pogo stick.
In addition to the Inline-6 and crazy V8, a thoroughly sensible 2.0-liter twin-turbo inline-4 producing 296 horses is also available for the Defender 90 and 110. The P400 unit makes the most sense, especially for the 110 and trailer haulers. The new Defender can tow 8,200-pounds, over four-tons, which is more than double the Ford Bronco and Jeep Wrangler and a testament to the new Rover’s strength and the powerful P400 engine. The six- and four-cylinder versions are available in 11 color schemes and numerous interior finishes, while the V8 is available in Santorini Black, Yulong White, or Carpathian Gray. Unsurprisingly, there is also a vast array of options and accessories. Base prices start at $54,000 for the 90 and $53,400 for the 110. Our 2021 test model’s retail price is $65,125. Land Rover recently announced a new 130 model is in the works, and if they plan to follow the original brief, it will be a crew-cab pick-up to take on the Jeep Gladiator.
If tackling serious off-road terrain is your primary goal, you aren’t really in the market for a new Land Rover (or a "new" anything). Alternatively, if you want a daily driver that can comfortably take you into the wilderness and bring you back (fillings intact), the Defender is a solid choice. The new generation is an exceptional all-rounder offering superior capability on road or trail. Only a small proportion of owners are ever likely to test it to its limits, but those that do are unlikely to come away unhappy. If you don't need the extra cargo space, get the cheeky Defender 90. It was great fun to drive, and raised a smile everywhere we went.
Guy started riding motorcycles aged 21 and bought a Kawasaki ZX-6R the day after passing his road test. He was a sportbike enthusiast for many years until, in 2010, the Long Way Round television series inspired him to organize an adventure moto-tour. Since then, he has traveled thousands of miles across the US, Chile, Argentina, Canada, and the UK on various adventure bikes. He attended adventure bike school with the BMW Performance Academy, completed enduro training with Off-Road Skills in the UK, and recently brushed up his sportbike skills at the renowned California Superbike School. He spent a year in amateur endurance car racing and has attended Skip Barber and Dirtfish driving schools. Guy has previously been the Road Test Editor at Rider Magazine, and his stories were also published in Adventure Bike Rider, ADVMoto, and DRIVETRIBE. In 2020, Guy was one of three winners of Moto Guzzi's "Spirit of the Eagle Rideaway" competition.