Like a submarine sandwich, the Land Rover Defender comes in three lengths: 90, 110, and 130. The Defender 90 is a two-door model, the Defender 110 is a four-door model, and the Defender 130 is an extended-length four-door model with a standard third-row seat and extra cargo room. The Defender is to Land Rover what the Bronco is to Ford, the Wrangler is to Jeep, and the Land Cruiser is to Toyota, though it comes with a significant layer of luxury and refinement compared to those off-roaders.
Photo: Christian Wardlaw
For the 2024 Defender, Land Rover made a few changes:
JD Power previously published reviews of the 2021 Defender 90 and 2023 Defender 130. This review focuses on the 2024 Defender 110 and how its differences potentially impact consumer appeal. In 2024, the 110 comes in S, SE, X-Dynamic SE, X, V8, and Carpathian Edition trim levels, ranging from just over $60,000 to over $120,000.
For this 2024 Defender 110 review, Land Rover provided a test vehicle equipped with SE trim and the following significant options:
In addition, the test vehicle had numerous other options, ballooning its base price of $94,775 to a total of $108,263. Those prices include the $1,475 destination charge to ship the SUV to your local dealership from the Land Rover assembly plant in Nitra, Slovakia.
Photo: Christian Wardlaw
In the 2024 Defender lineup, the 110 is sized just right, carrying five people comfortably and plenty of cargo simultaneously. A third-row seat is available in some versions of the SUV, but it significantly reduces cargo space, leaving little room for luggage.
In addition, the 110 preserves the short rear overhang that contributes to a Defender’s impressive off-roading capability. The maximum departure angle for the 110 equipped with an air suspension is 40 degrees, while the maximum for the 130 is 28.5 degrees.
If you require the Defender 130’s added seating and cargo capacity, the Defender 110 isn’t a suitable substitute. But if you don’t, choosing the 130 over the 110 unnecessarily limits the terrain you can safely drive your SUV.
Meanwhile, the Defender 90 offers more bang for your buck and the best maneuverability thanks to its 17.1-inch shorter wheelbase, and it carries five people without any trouble. However, its back seat severely restricts cargo space. When in use, the 90 holds just 10.5 cubic feet of luggage.
Photo: Christian Wardlaw
Before the 2024 model year, the Defender lineup offered a supercharged 5.0-liter V8 engine carrying a P525 designation. That signals a power rating of 518 hp and 461 pound-feet of torque. However, getting a Defender 110 with that engine requires you to spend upwards of $110,000.
The new-for-2024 Defender 110 SE provides a more affordable path to supercharged V8 satisfaction. It costs $18,500 less than the 110 V8 but doesn’t deliver as much motive force at 493 hp. Torque remains the same at 461 pound-feet. Are you willing to give up 25 ponies to keep that money in your pocket? I think that’s a worthy trade-off.
You’ll need that cash to fuel the Defender’s V8. According to the Environmental Protection Agency (EPA), it’s rated to get 16 mpg in combined driving. However, in fairness, it’s not like the SUV’s mild-hybrid turbocharged 3.0-liter inline-six is thrifty at 18 mpg combined.
Photo: Christian Wardlaw
While the Defender’s silky P400 inline-six supplies plenty of power in the 110, accelerating the SUV to 60 mph in a claimed 5.8 seconds, the supercharged V8’s added thrust and sweet V8 burble at idle and roar under acceleration are almost irresistible. The symphonic engine and exhaust note alter the driver’s perception of the Defender’s character, giving the off-roader a subtle yet undeniable edge.
Acceleration to 60 mph takes 5.1 seconds, according to Land Rover. That’s fast, but in a modern era where family-sized electric vehicles like the Kia EV9 can easily outrun it, the Defender’s ability to gather speed doesn’t match its soundtrack. Still, you’ll leave most other vehicles behind, and those drivers will not doubt that a powerful V8 is the reason.
The Defender 110 SE’s on-pavement ride and handling are more impressive to me. Yes, it drives like an SUV, feeling heavy and rugged on the road. But its 22-inch wheels and adaptive air suspension ensure a smooth ride and commendable handling for a towering 5,735-pound SUV that can travel farther off-road than most vehicles.
Speaking of that, I did not take the Defender 110 SE into the wild. Locally in Southern California, fire danger was at high-risk levels during testing week. And dangerous heat blanketed the deserts, making any breakdown potentially risky. I have four-wheeled Defenders in the past, and they are as capable as you expect with outstanding sightlines and helpful ClearSight cameras.
Instead, the Defender served family duty in the Los Angeles suburbs, driving like German rivals such as the Audi Q7, BMW X5, and Mercedes-Benz GLE. It even smells like those alternatives inside, though a Defender is less luxurious and more rugged in appearance and purpose.
As for fuel economy, the P500-powered Defender returned 15.9 mpg on my evaluation loop, essentially matching the official EPA rating. That’s not bad for a brick-shaped SUV weighing nearly three tons, but I’d still skip this powertrain in favor of the P400 and trade a few ticks of acceleration time to 60 mph for better gas mileage and a fatter wallet.
Aside from the de-tuned V8 for the 110 SE, the base 110 S adds a new County Exterior Pack. Land Rover says it is a heritage-inspired cosmetic treatment with exclusive graphics, a contrast-colored roof, and a matching liftgate door.
The 2025 Defender lineup drops the 110 SE model, an apparent one-hit-wonder I tested for this review. However, it adds a high-priced, high-performance OCTA variant with a new twin-turbocharged 4.4-liter V8 engine, making 626 hp and 553 pound-feet of torque. It can accelerate to 60 mph in an astonishing 3.8 seconds and features new 6D Dynamics technology to eliminate body pitch and roll.
An OCTA driving mode tunes the SUV for high-speed off-roading, and this version of the Defender includes full underbody protection. Styling modifications improve clearances, and the OCTA can wade through 3.3 feet of standing water—more than any Defender in history. In addition, the 2025 Defender 110 OCTA offers new Body and Soul seat technology for improved comfort, new color schemes and interior materials, and other alterations.
Photo: Christian Wardlaw
The Land Rover Defender is a more civilized take on traditional SUVs, giving up little in on-road driving dynamics while retaining the off-roading capability for which it is known. The 110 offers the best blend of passenger room, cargo space, capability, and value within the Defender lineup. Plus, I think it has the most appealing look and proportions compared to the stubby 90 and ponderously long 130.
If the Defender isn’t what you seek, but you still want a boxy and capable SUV, consider the Lexus GX and Toyota Land Cruiser. For a more raw and rugged experience, the Ford Bronco and Jeep Wrangler are your alternatives.
Christian Wardlaw is a veteran automotive journalist with 30 years of experience in the field and has held automotive editorial leadership positions at Edmunds, JD Power, and The New York Daily News. Today, Chris owns a content agency called Speedy Daddy Media, and in addition to JDPower.com, his work appears on Capital One Auto Navigator, CarGurus, and Edmunds.
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