If you’re a car enthusiast, then you know about the Land Rover Defender 90, 110, and 130. These cars were produced from 1983 to 2016 and had a loyal following all over the world. They were known for their durability and off-road capabilities, and many people consider them to be some of the best off-road vehicles ever made.
The Land Rover Defender is a British four-wheel drive off-road vehicle developed in the 1980s from the original Land Rover Series.
The Land Rover Defender was originally conceived as a simple, rugged workhorse that could tackle any terrain. But over time, it has become much more than that. It has become an icon of British engineering and a beloved vehicle all over the world.
The Land Rover Defender is truly one of a kind, and its history is just as unique as the vehicle itself. These vehicles were known for their unrivaled off-road capability and soon became a staple of British culture. Land Rover Defenders can be seen in all corners of the world, from the African savannah to the streets of London.
Their ruggedness had earned them a reputation as being virtually indestructible, and they quickly became a favorite of farmers, explorers, and anyone who needed a reliable and tough vehicle.
The Defender Series
The Land Rover Defender 110 was the first model that was produced. It was a three-door SUV that had a wheelbase of 93 inches. The Defender 110 was the next model that was produced. It was a five-door SUV with a wheelbase of 110 inches The Defender 130 was the last model that was produced. It was a seven-door SUV with a wheelbase of 127 inches, thus originally named the Defender 127.
All three models have a four-wheel drive and a manual transmission. They were all powered by gasoline engines, but diesel engines were also available on some models.
Some noticeable upgrades distinguished the newer Defender 90 and Defender 110 models from the older Series III. The most important of them all is the coil springs upgrade which made it possible for the new models to tackle even rougher terrain. A four-wheel drive with a more powerful engine was also one of the necessary upgrades. The interior had also received a more modernized look.
These two models would form the basis of the Defender lineup for the next decade.
The 110
The Land Rover Defender 110 is a classic car that was manufactured by Land Rover from 1983 until 1997. It was a popular choice for off-road enthusiasts and farmers, and it became known for its durability and reliability.
The Land Rover Defender 110 is a classic car that is still sought after by collectors and drivers who appreciate its unique style and capabilities. If you’re lucky enough to find one for sale, be prepared to pay a premium!
The Defender 90
The Land Rover Defender 90 is a compact off-roader that was introduced in early 1984. It is based on Defender 110, which was first launched a year prior. The Defender 90 is one of the most popular models in the Land Rover range and has been produced in a number of different versions over the years.
The 1984 Defender 90 featured a 2.5-liter diesel engine that produced 68 HP.
The Defender 90 is available in a number of different body styles, including a three-door short-wheelbase version, a five-door long-wheelbase version, and a four-door station wagon. A number of special editions have been produced over the years, including the Heritage Edition, which was launched in 2012 to celebrate the 60th anniversary of the Land Rover Series.
Even though the Defender series was and still is beloved by the off-road crowd, it was originally marketed as a family vehicle. These older models are still sought after by collectors and drivers who appreciate their unique style and capabilities.
The Defender 130
In 1983 Land Rover introduced another wheelbase to their lineup: the 127-inch wheelbase. Land Rover unveiled the Defender 130, originally named the 110 cab-crew, a stretched version of the Defender 110 with an extra row of seats.
This model was meant to take over the work, which the 110 just couldn’t handle. It was meant to be used by utility companies and the military. The 130 at first suffered from a lack of power due to the smaller sized engines; however, since 1990, it is only available with the two highest power Land Rover engines, the 134 hp (100 kW) 3.5-litre V8 petrol and the 85 hp (63 kW) 2.5-liter turbo diesel.
Conclusion
Throughout the years, the Land Rover Defender has undergone many changes. But one thing has remained constant: its ability to tackle any terrain. The Land Rover Defender is as iconic as it is popular, with a long and rich history that has made it beloved by many.
Classic Land Rover Defenders are quite rare and have gained a cult following in the US.
The 2020 Land Rover Defender is the first new Defender to be sold here from the factory since 1997.
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Nearly a quarter of a century has passed since a new Land Rover Defender arrived on US shores.
But for the first time since 1997, we finally get a fully federalized, fully road-legal Defender straight from Land Rover itself. You no longer have to wait for the 25-year import rule to expire or hit up a customization shop to get your hands on a Defender, and that in itself is a relief.
The 2020 Defender still retains the original’s boxy shape, but much of what made a Defender a Defender has been smoothed and ironed out to befit a brand that no longer uses military surplus to build cars. You’ll notice a sleeker face and larger dimensions. Electronic seats. A heated steering wheel. Fancy air suspension mon Dieu.
From the driver’s seat, the only way you’d be able to tell you were driving a Defender is by reading the name stamped across the steering wheel. But I’ll let you in on a little secret: The original Defender is bad! I’ve driven it.
The new one? It’s good.
The 2020 Defender 110: Out with the old
The Defender legacy began in 1983 with the Defender 90 and Defender 110, their numbers a reference to the size of their wheelbases – or the length of the space between the centers of a vehicle’s front and rear wheels.
1995 Land Rover Defender 90.Land Rover
Defenders didn’t come to the US until 1993 and left just as abruptly in 1997 because they couldn’t meet our safety standards. (Specifically, they lacked airbags and side-impact door protection.) As a result, the trucks were little-known and rare, becoming a kind of a hidden gem for fans and enthusiasts.
Regardless of US regulations, though, Defender production kept right up until 2016. Following that came the current Defender for the 2020 model year, finally available to buyers in the US.
Details and safety ratings: A straight-six smooth as silk
The 2020 Defender starts at $46,100 and comes with two engine options. My loaner, a Defender 110 SE, started at $62,250 and landed at $72,780 with options and fees.
The first engine option is a turbocharged, 2.0-liter four-cylinder, good for a claimed 296 horsepower and 295 pound-feet of torque. The second, which is what my loaner came with, is a mild-hybrid, turbocharged and supercharged 3.0-liter straight-six, good for a claimed 395 horsepower and 406 pound- feet of torque.
Both engines are hooked up to a slick eight-speed ZF automatic transmission. There’s also permanent four-wheel drive and locking differentials, making the Defender as legit as any serious off-roader
And while the new 110 won’t offer rear bench seats like the old one famously did, you can option it with a three-person bench seat in the front, which is quite rad. Excitingly, the two-door 2020 Defender 90 will also be available here for the 2021 model year.
What stands out: Driving on stilts
Surpassing the original Defender – a rough, utilitarian thing – is a low bar, but it’s a bar nonetheless. To the surprise of no one, the new Defender passes it with flying colors, although it’s a bit like saying Usain Bolt runs faster than I do.
Immediately, you’ll notice a crispness to the way the 110 drives, one that seems at odds with its 5,000-pound curb weight. The throttle response is immediate, agile, and light. There’s good low-end power, lending to the truck’s smooth power delivery. This is certainly due to the help of that mild hybrid system.
As an added bonus, acceleration is accompanied by a throaty straight-six exhaust rasp, a delightful reminder of the old BMW straight-six engines. Steering feel is also vastly improved over the original truck’s. It feels responsive and modern.
Because of the Defender’s tall stance, you, in turn, sit tall as well. I felt like I was a half- to a whole head taller than everyone else on the road. People driving Honda Pilots only came up to my chest. I was practically sitting on the roofs of Toyota Camrys.
It was a great vantage point from which to observe the road, because hardly anything blocked my view – though, of course, I did become a big obstacle for everyone else to see around. You win some and you lose some, folks.
But driving the Defender over low traction surfaces – in this case ice and snow – is where it really shines. There, you get a sense of absolute tankiness, a sense of powerful unstoppability. It was ice and snow I’d eye nervously if I was in my C-Class sedan, but the Defender marched right over it like it was a minor puddle after a spring shower.
For me personally, these feelings were validated when I happened upon my friend who’d gotten his Porsche Boxster stuck in a snowdrift because it didn’t have enough ground clearance. (He dug it out eventually, don’t worry.)
What falls short: Busy screen
I didn’t love the feel of the plastics in the Defender. They just didn’t respond to my touch with the solidity that I’d expect from a truck that starts at more than $60,000 in the 110 SE trim I was testing, although I will say that the door handles and parts of the dash were wrapped in a cool wetsuit-like polyurethane material that seems like it would be very easy to clean if it got dirty.
My first impression of the infotainment system was one of being overwhelmed. There were so many menu items, all presented on one menu. The navigation, phone connection, and music were conveniently located off to the side, but the system also presented seat and climate options alongside its valet mode, eco data, wade sensing, and vehicle dimensions. These, I felt, could have been tucked into some other menu folder to reduce clutter.
I also got the distinct sense that I was not the correctly shaped person Land Rover had in mind when designing the new Defender. If you’ve ever sat in an original Defender, you’d know that the cabin is actually quite cramped and narrow. For me, it was nearly perfectly scaled.
With this new Defender, I felt like Goldilocks sitting in Papa Bear’s chair: the seat was too long and kept hitting me in the back of my calves so that my legs were never comfortable in the footwell. (And before you ask, no, there is no adjustment for this part of the seat. I checked.)
Even the visibility worked against me. Rear visibility is already quite bad, but even with the seat raised up as high as it would go, I still found the wing mirrors positioned directly in my line of sight, blocking pedestrians crossing intersections.
At least there are a myriad of cameras all over the truck. They make the otherwise impossible task of parking possible.
How the new Defender compares to its competitors: Mid-tier pricing
The Defender shone during high speed cruising. It held to highway speeds just fine. The ride quality at 120 kph was no different than if we were going 40 kph. And because the Defender’s cameras provided such a comprehensive 360-degree view of its surroundings, I wasn’t terrified of navigating it through tight parking lots.
I could easily see myself using it as an everyday SUV. The low-traction stability was just an added bonus.
Through that lens, the $62,000 price tag makes sense. Though the inside of the Defender’s trunk was lined in a rubbery plastic – easy to clean if you put something muddy back there, like a dog – this is still a truck for a luxury buyer. One who might want to get it dirty only sometimes. I also suspect that for those who won’t ever take it overlanding, the mere knowledge that it won’t get stuck off-road is enough.
People liked the original Defender because it was ratty and bad. No creature comforts to speak of. There was an honesty to that. This new Defender is upscale, comfortable, and doesn’t punish you for committing the crime of being tall.
Not that Land Rover didn’t try and capture some of the old truck’s ruggedness, of course. There are fake diamond-plate inserts on the hood and exposed bolts all over the interior that may or may not be functional. The trunk is still accessible via a side-hinged swinging door. With “Defender” stamped all over the place, it sort of felt like the new truck was playing dress-up as the old truck.
But a name is just a name. There’s no rule saying that the thing the name represents cannot change and take on a new definition. Well, maybe there’s a rule if you’re a purist. Nevertheless, it seems like Land Rover took a stab at broader appeal here.
Land Rover makes luxury SUVs now. It can’t get away with selling people rickety bits of farming equipment anymore. But in a portfolio of only luxury SUVs, how is it supposed to differentiate yet another luxury SUVs to the public?
Easy. Lean on the storied Defender name, which carries a cult following mired in nostalgia. The most powerful kind of cult following.
I personally couldn’t care less what Land Rover calls the new truck. You shouldn’t either. It’s objectively nice. But for luxury buyers stuck on the idea and heritage of a Defender – and who also can’t square with a lack of amenities – the new Defender is perfect.
My introduction to Land Rover was as a kid when Matchbox created a sharp dark green boxy version with brown plastic luggage atop its roof. Then there was Daktari, the TV show about a wild animal veterinarian running the African savanna in a Rover.
I still think of Land Rovers as those boxy utilitarian beasts that mostly British folks used to roam Africa’s plains in search of wild game. One hopes now it was mostly for photography purposes instead of butchery.
Indeed, off-road prowess is Land Rover’s claim to fame, much like Jeep’s reputation was built on its ruggedness and ability to go anywhere, crushing rocks, sloshing through mud and swamp, swooshing around sand dunes and fording rivers. Then came luxury!
Since 1997 when Land Rover last sold a Defender in the U.S. market, Rover has become a luxury sport-utility nameplate with its Range Rover lineup. That’s all well and good, but some of the monied off-roading crowd also longed for a more rugged Defender type vehicle to take mudding, etc.
Well, the Defender 110 is back, and it’s an off-roader, loaded with technology AND luxury, although not the leather-slathered luxo of Range Rovers.
First, Defender looks more boxy and Land Roveresque than Range Rovers. Its designers have successfully managed a modern retro look that some may think looks like Defender was built of Legos. I like it!
But looks don’t ford rivers or mount rocks and Rover backs up Defender’s rugged looks with a strong 3.0-liter I6 that’s turbocharged and supercharged to create 395 horsepower. That’s certainly more than enough to sling the AWD vehicle to 60 mph in less than six seconds. A quick run-up on a highway entry ramp is a strong 93 mph.
Add light, easy handling and a compliant ride and this off-roader feels perfectly adept on city streets and Wisconsin’s rustic rural roads. I only went off-road briefly, but the air suspension here easily sucked up major bumps. Credit goes to that suspension and the fact this Defender features a unibody build, with independent suspension, unlike the older body-on-frame truck of the past with its solid rear axle.
Those air shocks also allow the Defender to be raised and lowered (by button) a couple inches for easier ingress and egress or to allow more convenient cargo loading. For convenience there also are a couple buttons inside the rear-opening door (not something I favor) to lower the tail.
But for any serious off-roader it’s the Terrain Response system that is Rover’s biggest selling point, although engaging it is a tad confusing. While most off-roading utes now allow you to turn a dial to engage off-roading choices, the Land Rover insists you use its less than intuitive infotainment screen, and other dash buttons.
Watch Mark’s review video:
At the home screen you are presented 12 choices, which DO make sense. There’s Climate, Seats, Towing & Trailers, Camera, Eco Data and more.
One is 4×4, the correct choice for off-road settings. That leads to another screen where you press Configurable TR, then another screen where you press OK to accept some legalistic mumbo jumbo. Now it sort of indicates you should press a button on the center stack between the two large climate control knobs. Do that and you are presented nine choices, of which Automatic is what you’ll want for daily driving, especially if streets are snowy.
Other modes are Eco, Comfort (also a good daily driver), Grass/Gravel, Sand, Rock Crawl, Wade, and Configurable. Be aware that if you don’t keep punching the button to move quickly from one setting to the next the screen zeros out and you need to start over.
Note too that if you choose Wade, the Defender will use sensors to tell you if you’re about to wade too deep into a puddle, stream or lake. Defender will wade in water up to 35.4 inches and features a big black snorkel on the driver’s side A-pillar to help it breathe in deep water.
For the record that snorkel and a giant roof rack that appears strong enough to carry several large dead beasts atop the roof, are part of a safari-inspired $4,800 option package. That also includes a snazzy matte black hood decal, mud flaps, spare wheel cover, wheel arch protection and a nifty, but odd, side-mount gear carrier that hangs off the passenger’s side rear window.
Quick note on that exterior gear carrier. You must slam it shut to get it to latch, just turning the key back to its starting position won’t do it. Found that out as it was flapping in the breeze when I took to the highway.
From a driving standpoint (which is the main point), the Defender is pleasant and powerful. It accelerates quickly, the 8-speed automatic transmission shifts efficiently and without fanfare, steering is light and precise and ride is comfortable. Grip is good because you have AWD, tested in moderate snow during my drive.
Inside, the silver test truck featured black cloth seats with perforated leather inserts and looked rather sparse for trim in that the doors and console feature panels with bolt heads to give it a Wild Kingdom ambiance. Yet the dash was all modern and high-tech with a 10-inch infotainment screen and digital gauges. While the dash itself was black with a soft almost foamy suede-like material on its top that is designed with a rounded edge for easy gripping as you slosh through the outback.
Seats are moderately supportive and feature three memory settings while the steering wheel is a power tilt/telescope number. Most useful is an open front console with plenty of storage room for maps, sunglasses, binoculars and the like. A wireless charger is in the console section with enclosed storage box and cup holders.
I tested the First Edition version of the 4-door Defender 110 and that adds a few other goodies of note. Most obvious is a large panoramic sunroof offering a great view of that monster roof rack. Other doodads include a refrigerated storage box between the front seats, a fine Meridian sound system and 12-way powered heated front seats and a heated steering wheel.
Standard too is a 360-degree camera, traffic sign recognition system, clear-exit monitor, blind-spot assist, lane keep assist, and emergency braking with alarm. It works!
Add-ons included a third-row seat that folds down into the cargo floor in back. It adds $1,200 and is basically useless for passengers as there’s no legroom. Save the dough! While you’re at it you can save the $1.075 for three-row climate controls.
Oddly off-road tires add $350 and a tow hitch receiver is $650. I’d think them standard on a $70,000 Rover aimed at off-roading and towing since Defender will haul 8,201 lbs. Don’t try 8,202?
Other options were minimal in cost and need, but added up to $79,190 for a grand total.
If you want the ultimate Defender that would be the X model at $80,900 and adds an electronic differential and All Terrain Progress Control System that when engaged acts similarly to a cruise control, but on low traction surfaces. That, to me, is defeating the purpose of a driver going off-road for fun and adventure, but it’s a clever feature.
Less monied buyers may opt too for the Standard Defender at $49,990, plus $1,025 delivery charge. It uses a less exuberant 2.0-liter turbocharged 4-cylinder engine that makes a still substantial 296 horsepower. Rover says it’ll do 0-60 mph in 7.7 seconds or about two seconds slower than the I6-equipped models.
Land Rover also offers S, SE and HSE trims on its ladder up to the First Edition and X. The HSE is aimed more at luxury with leather and wool seats.
Downsides here include the upper end pricing and poor gas mileage. I got just 16.1 mpg while the EPA rates Defender at 17 mpg city and 22 highway. I also don’t care for the rear-opening door in place of a hatch, but that’s necessitated by putting the heavy spare tire on the door.
This one also had no running boards, which is good for off-roading, but terrible for comfort on a daily basis as the step-up is enormous. That roof rack also creates major wind noise, the outside storage box blocks a big portion of passenger-side rear views via the mirror and the test vehicle’s AWD system groaned considerably when the ute was coasting.
At nearly $80,000 I’d expect more refinement, although I fully realize Defender is aimed more at avid off-roaders with money to burn. Defender is a mix of retro rough and tough and modern amenities.
Folks aiming more for off-roading basics will find a Jeep Wrangler Unlimited more affordable, or a basic Wrangler is a bargain for about $28,000 and both will climb rocks and slosh mud. Off-roaders with money, and an even larger ego, may want to consider Mercedes-Benz G-Wagen at $130,000 and change.
Overview: 2020 Land Rover Defender 110 First Edition
Hits: Modern retro looks, great power and off-roading ability, light easy handling, compliant ride. Panoramic sunroof, heated seats/steering wheel, wireless charger, 360-degree camera, vehicle’s air shocks raise/lower ute, will wade in 35 inches of water.
Misses: Big price, poor gas mileage, rear-opening door not hatch, less than intuitive info screen, no running boards, AWD groans when ute is coasting, roof rack creates major wind noise, odd outside storage box blocks rear view in side mirror.
Made In: Nitra, Slovakia
Engine: 3.0-liter supercharged, turbocharged I6, 395 hp
Transmission: 8-speed automatic
Weight: 5,773 lbs.
Wheelbase: 119 in.
Length: 197.6 in.
Cargo: 11/35/69 cu.ft.
Tow: 8,201 lbs.
MPG: 17/22, 16.1 (tested)
Base Price: $70,000 (includes delivery)
Invoice: $65,881
Major Options: Third row seats, $1,200
Three-row climate controls, $1,075
Tow hitch receiver, $650
Off-road tires, $350
60/40 load-through rear seat, $100
Cabin air ionizer, $100
Air quality sensor, $75
Rear seat convenience pack, $140
Premium interior protection/storage pack, $700
Explorer pack (mud flaps, matte black hood decal, spare wheel cover, wheel arch protection, raised air intake, expedition roof rack, exterior side-mount gear carrier), $4,800
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.
