If anything, Osprey Custom Cars’ custom builds are some of the best money can buy.
Despite looking like a well-preserved classic Land Rover Defender 90, this one was built from the ground up. It sports a modern chassis with suspension and brake upgrades, skid plates, steel bumpers and Kahn 18-inch alloy wheels shod in chunky off-road rubber.
Finished in Santorini Black, it features LED headlights and DRLs in the front bumper, a full-size spare at the back, a canvas soft top and a satin black powder-coated roll bar. There’s also a new front grille and a Puma-spec bonnet.
This Defender is powered by a 5.3-liter LS V8 that produces 325 horsepower and 330 pound-feet (447 Nm) of torque, driving all four wheels through a six-speed automatic transmission with transfer case.
Inside, there’s black leather upholstery, heated front seats, four inward-facing jump seats in the load area, air conditioning, 7-inch infotainment system from Alpine with Bluetooth, Android Auto and Apple CarPlay, reversing camera, power windows, JL audio, LED ambient lighting, Momo steering wheel and a TDCI-spec dash with stock gauges.
Custom Defenders do not come cheap, though, and this Defender 90 will set you back almost $130,000. The new-gen model, on the other hand, starts from $46,100 in the U.S. – but we guess that’s comparing apples to oranges.
JOHANNESBURG – Land Rover’s Defender finally landed in South Africa this year after what feels like a decade of waiting. Teased and shown in prototype form for years, we’ve always expected the new Defender to move into a new generation in a big way, leaving behind its war-time heritage and utilitarian nature. Some say the Defender is no longer a Defender; they say it’s too modern, perhaps too 22nd century.
The reality is, the latest Land Rover Defender is an exquisite piece of engineering and although it is a far cry from its predecessor, it’s a much better vehicle now than ever before.
MAKES YOU FEEL LIKE NATHAN DRAKE
Let’s start with the way the Defender makes you feel when you look at it. There’s no doubt, you will smile when you see one. It’s not ostentatious, it’s not built for bling, it’s well chiselled and flat like the old one but curved in just the right spots to give it a futuristic look.
In fact, we recently played through the Uncharted video game series on PlayStation and it was in the third instalment of the game that we came across a vehicle in the game that looked like the new Defender. A proper beefy squared off, dirt-road monster that would take you up the steepest inclines and down the most vicious descents. When I look at the Defender I get those same “Nathan Drake” vibes, where I just want to pack up the 900-litre boot with gear and head off into the unknown.
So, from a looks perspective, in my eyes, the new Defender is one heck of good looking vehicle, with just the right proportions and stance. Our test unit was finished in a wonderful dark blue with dark 21-inch alloy wheels. It’s a tasty package, however, across the range, even if you opt for the “bare bones” models with steel wheels.
THE DRIVE
The Defender is available with a range of engines, most recently augmented by the addition of some new diesel and plug-in-hybrid models for 2021. Our test unit came with the “right” engine, though, the straight-six turbo 3.0-litre engine that you’d usually find in a Jaguar sports car. 294kW on tap and around 550Nm to play with from a relatively low 2000rpm makes it a formidable on-road GT type car as well as rock-crawler. The combination of this engine and the eight-speed automatic transmission with low-range and driving modes also made it one of the easiest vehicles to take on an off-road course.
We headed out to the Hartbeespoort area to tackle some courses there over a weekend and came away extremely impressed at how the Defender made light work of every obstacle thrown at it. Really, along the Hennops 4×4 course, for example, there’s this steep shale rockface incline that I really battle with in lesser 4x4s but not so in the Defender. Hit the thing into Rock mode, get comfortable behind the wheel and let the car climb. You give it a little bit of gas when you need to, but for the rest, you just watch the onboard cameras and steer in the direction you want to go and the Defender goes there.
Some of the off-road enthusiasts at the trail that day commented that the Defender “is lekker”, but it “does everything for you”. They’re right, it does most things for you, but you still need to know the basics of 4×4-ing, such as assessing obstacles or be willing to test water crossing depths (although the Defender has a built-in depth detection gauge when you make those sorts of crossings), and you genuinely need to know what you are doing.
This notion of the “the car does everything for you” so it’s a bad car seems moot, considering we’re living in a world where instant gratification matters most. Look, I get the argument that the old Defender did lots of things right as an off-roader, but this new one is just as capable, if not more for the type of leisurely 4×4-ing most people will do with it. If you’re more of a Camel Plain type and would prefer to carve your own trail through a jungle with a machete, perhaps the old Defender is more your cup of tea.
THE TECH
Powering the Defender is a high-tech range of engines, shared with sister company Jaguar, which is an excellent thing as these power units punch with the best that Germany has to offer. I would prefer a diesel in my Defender, but the petrol unit worked well to deliver smooth performance and safe, brisk overtaking.
It’s packed with those driving modes I mentioned earlier, several for off-roading and a road-drive programme that keeps things smooth and comfortable. You can even spec it with air-suspension to give you additional ride height options depending on your needs.
I thoroughly enjoyed the infotainment technology, with smooth, responsive touchscreens and hard-wearing buttons and dials. It’s really nice that you still have access to key controls through knobs and switches as most premium manufactures are trying to shoehorn everything into the touchscreen interfaces these days.
Seat comfort in the new Defender is also praiseworthy as you never feel uncomfortable when bouncing over rocks. It’s also supremely comfortable for long highway journeys. Since my accident, my back tends to stiffen up if I sit in a car seat for more than an hour, but in some cars, such as the Defender, I didn’t cramp up. This is, no doubt, thanks to its shape and it’s infinite adjustment options on the test car.
WORTH THE MONEY?
Looking at the price list for the new Defender, it’s easy to let out a gasp. It’s not cheap, even at the entry-level, but then it’s not a cheap car. As mentioned, it’s extremely well-engineered, with solid metals and materials that give you this feeling that it will withstand a nuclear blast. There’s a refinedness to it that you won’t get in a G-Class, no matter how much you polish that vehicle, and there’s a wonderful feeling of serenity to it that you don’t get in your more mainstream SUVs.
In Land Rover’s own portfolio of off-roaders, the Defender stands out as the one you really want, or at least the one I really want. It has character, it has the quality and it has presence, but most of all it still has that ability to go anywhere, just with more convenience and luxury.
If you’re out tyre-kicking one for your daily commute or urban adventures, I’d suggest a petrol model, or perhaps waiting for the plug-in model that arrives soon. If you plan of putting one some real mileage off the beaten tracks of Mzansi, you might appreciate the frugality of the diesel more. Either way and regardless of the spec you choose, you’re getting the same basic driving package of solidity and refinement in a retro look that will keep you smiling for years to come.
It’s just that kind of vehicle, it’s so loveable, and yes it has some quirks, but the positives outweigh these so much that I really can’t fault this Defender. I want an all-electric one, please build one, Land Rover.
All Land Rover Defenders come with a 5-year/100 000km full-maintenance plan.
The generic British farmer is supposedly the prime target for the Land Rovers Defender, or at least that’s how it’s been with the off-roader’s previous generation. So, after hearing what automotive journalists and YouTube influencers think of the new model, how about listening to the opinion of those it was created for?
Well, to be fair, Harry is a bit of all three combined. He’s one of the people who founded the world-renowned British car magazine “evo” back in 1998, so he’s got the journalist part covered. He runs not one but two YouTube channels (maybe even more that we don’t know about) with a combined 500k subscribers, so he’s a decently sized YouTube figure. Finally, Harry owns a 2,000-acre (810-hectare) farm where he grows things like wheat and rapeseed, so he qualifies as a farmer too.
He also appears to be James May’s long-lost relative, sharing the same tone of voice, inflections, and accent as the more famous Grand Tour co-presenter. So, what that all means is he’s knowledgeable and pleasant to listen to, which is more than anyone could ever ask.
On to the 2021 Land Rover Defender (a pretty highly-specced P400 110, in this case, though not the HSE), you won’t be surprised to hear that Harry quite likes it. He owns a Series One Land Rover and a Range Rover, so, as you’d expect from a British farmer and car enthusiast, he’s no stranger to Land Rover products.
That means he can appreciate a good one when he sees it, and he seems to think the new Defender qualifies as such. Like so many people before him, though, Harry too is baffled by the price tag. Granted, you can have the Defender in a lower trim level and with a simpler, two-liter gasoline turbocharged engine (this one has a straight-six turbo with mild hybrid technology), which would lower the price, but as it stands, the SUV can easily go over the $100,000 milestone.
As Harry puts it, that’s more than a Discovery and damn near close to a Range Rover Sport. And all from what was once the brand’s workhorse. Well, we should get used to the fact it’s now become Land Rover’s workunicorn and just get over it. Harry seems to have. He’s planning on getting one to replace his Range Rover, but he’s waiting for the D300 diesel hybrid.
The new Defender was always going to garner tough critics, most of whom have quite down in recent months.
Long before the 2020 Defender tackled any real-world ascents, it faced the uphill battle of filling the beloved shoes of the previous generation model and meeting the impossible-to-please standards of die-hard enthusiasts. The outgoing Defender was in production for decades and during that time it solidified itself as a poster child for the off-roading and overlanding scenes with rugged looks and off road capabilities to match.
The 2020 Defender 110 debuted with mixed feelings from the public, but once it had a chance to prove itself, winning Motortrend SUV of The Yearwas all but guaranteed. That accolade wasn’t a fluke, by any means. The Defender, as polarizing as the design has been, is the complete package. It accomplishes everyday tasks and off-roading activities exceptionally well and comes with a reasonable price tag. However, what truly elevates the Defender above the rest is that it perfectly encapsulates the essence of the booming modern outdoor industry.
The styling of the new Defender is hit or miss, but it retains enough core DNA to not be mistaken
Most critics of the new Defender (and fanatics of the classic Defender) fail to acknowledge the ever-growing industry of aftermarket modifiers and coach builder outfits focused solely on the classic Defender. Not just its presence, but its reason for existence. Most SUV customers in 2020, even off road and overlanding enthusiasts, demand some level of comfort and a vintage Defender is only a few rungs above a mid-century farm tractor in terms of fit and finish.
Throughout 2020, the outdoors and adventure industries saw massive growth, attracting hundreds of thousands of newcomers unprepared and unlikely to dive headfirst into the hardcore side of overlanding and off-roading culture. Finicky and nuanced vintage SUVs can be intimidating and modernized custom builds tend to run in the six-figure range. The 2020 Defender lands somewhere in the middle of those two options.
The interior is one of the biggest wins for the Defender.
Land Rover has a well-known reputation for building cars capable of going off-road, regardless of whether or not the majority of its customers actually do so. The Range Rover Sport, as big and luxurious as it is, can still tackle moderate off road obstacles when forced and will do so with confidence. The problem is, you’d never want to in fear of scratching the bodywork or getting dirt and mud all over the supple leather seats and plush carpets.
While the new Defender is very much a luxury product, whether you’re talking in terms of outdoor gear or SUVs, it doesn’t feel nearly as fragile and precious as its Range Rover counterparts. And that is an incredibly crucial detail.
The material selection for the upholstery is like a “best of the best” from around the outdoors industry.
Almost every SUV on the market can claim to be “off-road capable” with complex traction control systems and lifted suspension setups. However, genuine off-roading SUVs like the Jeep Wrangler, Toyota 4Runner, and the upcoming Ford Bronco have all of the above and tough, durable, easy to clean interiors that make the inevitable dirtiness inherent in off-roading that much easier to deal with at the end of the day.
It’s the same route Land Rover took with the Defender. Except, where Jeep, Toyota and Ford seemingly went scrounging for discounts in the camping aisle at Wal-Mart, Land Rover went on a shopping spree on Backcountry.com.
The Defender still feels like a luxury vehicle but not one you worry about tracking dirt and sand into.
Sitting in the driver’s seat and scanning the interior with my eyes and fingertips, all the materials look and feel wonderfully familiar. The dashboard, center console and seat are all upholstered in a neoprene-like material and waxed canvas as if Land Rover outsourced those parts to Arc’teryx and Fjallraven. The doorsill armrest and hardware look like a resulting collaboration with Gerber Gear. The Defender was meant to get dirty, inside and out.
The diamond plated panel might be superficial on the 2020 Defender but is a nice reference to the classic model.
The classic Defender was, by even modern standards, a capable workhorse and adept off-road machine. However, even the most decked out and modified examples can’t escape the inevitable cliche the only obstacles that they face are the speed bumps going in and out of mall parking lots. And, try as hard as it may, the new won’t shed that reputation either. For better or for worse, that’s the beauty of the active lifestyle industry going into 2021.
Just because a product is capable and dependable out in the wild, doesn’t mean it can’t be just as capable and at home in the city. The majority of 2020 Defenders won’t ever get pushed to their limits, but neither does 90% of the outdoor gear designed to keep you alive in the wilderness.
Despite the pre-launch criticisms, the 2020 Defender is very much worthy of the name.
Most of the EDC knives you see on social media live as glorified letter openers and box cutters, not the shelter-building, log-splitting multi-tools they’re billed as. But, when you need to split that log or cut twine to tie a makeshift shack together, they’re more than ready.
That’s the 2020 Land Rover Defender. It’s a multitool with a premium fit and finish that will navigate the suburbs just as well as the backcountry and look at home doing both. It’s the perfect SUV for a new kind of enthusiast.
The first thing I did with the 2020 Land Rover Defender 110 was get over my guilt that I didn’t have some grand, off-roading adventure planned. Well, to be fair that was the second thing: first was pausing to appreciate just how handsome the SUV this storied nameplate is attached to is, as it makes its long-awaited return to North American shores.
It’s been 23 years since Land Rover officially offered the Defender in the US and Canada, the SUV a double victim of safety regulations that were increasingly expensive to satisfy, and the automaker’s own decision to prioritize the more lucrative Discovery and Range Rover. In the 2+ decades since then, of course, utility vehicles have gone on to dominate the market. When it came to redesigning the Defender, Land Rover couldn’t afford to ignore this side of the Atlantic.
As with other rebooted icons, however, figuring out how to drag the Defender into the 21st Century proved a challenge. Those same alluring sales figures for SUVs come with a far broader audience to satisfy. It’s one which quite frankly doesn’t need the off-roading talents that were once essential to SUV buyers, and moreover won’t compromise on driving dynamics because of those abilities.
The result is, like most of the best reinventions, controversial and memorable. The 2020 Defender has softened in its edges but has no less presence for it. Distinctive cues like the circular headlamps, Alpine windows in the roof, and the side-opening tailgate with its spare wheel are a nod to the past, sitting alongside more sculpted arches, crisp LED taillights, and plenty of curb presence.
I think it looks tremendous, and while Land Rover’s palette of toned-down greens, browns, grey, and silvers aren’t exactly bold, they let the distinctive two-tone finish speak for itself. For the moment the five-door Defender 110 is the only model in the US, but 2021 will bring the Defender 90 with two doors and an even more rakish look. The Eiger Grey of my review car turned heads, repeatedly, drawing attention from pickup and SUV owners alike.
Land Rover offers two engines, starting with a 2.0-liter P300 twin-turbocharged inline-four with 296 horsepower and 295 lb-ft of torque. That does 0-60 mph in 7.7 seconds. The upgrade is the 3.0-liter P400 inline-six mild-hybrid, with 395 horsepower and 406 lb-ft of torque. It trims the 0-60 run to in 5.8 seconds, but despite being bigger actually gets better fuel economy numbers. The EPA says the P400 should do 17 mpg in the city, 22 mpg on the highway, and 19 mpg combined: not amazing by any stretch, but achievable in practice.
My top-spec Defender X – optioned out to a hefty $86k – came with the P400 as standard, and it’s well suited to the SUV’s manners. It doesn’t feel exactly over-powered on the road, but it’s responsive and has plenty of low-end torque that arrives in a pleasing and reliable surge. The 48V mild-hybrid system helps smooth out the stop/start system, too.
All-wheel drive is, unsurprisingly, standard, and Land Rover adds locking differentials as well. Underneath, the big change – and among the most controversial – is a switch from body-on-frame to a unibody platform. Purists may scoff and wave their arms in fury, but it just plain makes more sense for an SUV expected to handle asphalt as well as it does rougher terrain.
Gone, too, are the sold axles, replaced with fully independent suspension. That uses air suspension with adjustable ride height, too. It’ll lift to up to 11.5-inches of ground clearance, and wade through up to 35.4-inches of water.
Were I one of those purists, here’s where I’d talk about how I led the Defender on an uncompromising overlanding adventure packed with perilous cliffs and inclines fit only for mountain goats. Let’s face it, though, the majority of Defender buyers will be sticking to regular roads most of the time, and likely only setting the SUV’s Terrain Response drive mode to its sand or rock crawl settings by accident. Higher-spec Defender trims get Terrain Response 2 with an intelligent Auto mode, which promises to pick the transmission, suspension, and traction settings for you.
I may not have challenged myself with the Midwest’s equivalent of Mount Kilimanjaro, but the Defender did get to show its merit on some snow and ice, conquer unpaved and deeply rutted roads with aplomb, and tackle the arduous twists and turns of the grocery store parking lot. The latter demonstrated the worth of the standard 3D Surround Camera feature, which goes one step better than most bird’s eye view systems by magically showing you what’s actually underneath the SUV.
Blind spot assistance, cruse control, lane-keeping assistance, rear traffic monitor, traffic sign recognition, and the clear exit monitor come standard, too, even on the $50,500 (plus $1,350 destination) base Defender. The Defender X-Dynamic adds a camera-based rear view mirror, too, while the Defender X trim throws in a head-up display too, among other things.
There’s a sense of burly sophistication when you settle in at the wheel, and happily the Defender lives up to that first-impression. You can cruise along comfortably and fool yourself into thinking you’re in a Range Rover, but it’s equally confident at making you feel invincible in bad weather, on ice, or when the state of the road surface really ought to be shaking out your teeth. While it has plenty of presence, too, it’s actually shorter than a Ford Explorer, and the slab-sided aesthetic means it’s not too tricky to figure where the edges are in tighter spots.
As for the cabin, that blend of practical and plush continues. Land Rover’s fully digital instrumentation is standard on the Defender X-Dynamic and up; the base car gets analog gauges flanking a center display. A 10-inch touchscreen for the Pivi Pro infotainment system is standard, along with Android Auto, Apple CarPlay, SiriusXM, and wireless phone charging. The Defender X-Dynamic adds a Meridian sound system, too, along with tablet mounts and USB charging ports for the rear passengers.
Were I actually planning on off-road pursuits, I’d probably stick with the base SUV’s fabric trim too; X-Dynamic trim adds leather, and the Defender X gets even nicer hide with an extended package. Regardless of trim, there are plenty of cubbies, storage nooks, and rubber-lined trays ideal for holding phones, headphones, stray GoPro cameras, and more..
Exposed rivet heads and chunky switchgear both look and feel the part, while there’s a decent amount of headroom and legroom in both the first and second rows. The optional third row, however, is best left for the smallest of kids, or better still as cargo space. Drop the second row and you’re looking at a decent 78.8 cu-ft. If you need more, it’s rated to tow 8,200 pounds.
Land Rover Defender 110 Verdict
Hailing from the UK myself, I’ll confess there’s a little “home team advantage” that the new Defender 110 benefits from. That, of course, is countered by my natural British inclination toward pessimism: though nothing went wrong during my time with the new Land Rover, it’d be remiss of me not to mention the somewhat patchy reputation the automaker’s electronics suffer. A four-year, 50,000 mile warranty is standard.
In total, though, it’s tough not to be swayed by the new Defender’s charms. It feels more special than other SUVs: built for the wild, yes, but hose off the mud and I reckon it could go toe to toe with a Range Rover when it comes to living fancy. The badge and standard equipment do carry a price premium, but I think the overall presence and the general cohesiveness of its on- and off-road abilities make that feel a reasonable price to pay. After 23 years of absence it’s not quite the Defender we expected: it’s better than that.
