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2020 Land Rover Defender 110 first drive review: off-wheel chops meet modern technology

"The Land Rover Defender 2020 combines old-school ruggedness with modern sophistication."

• Impressive off-road capability

• Drives like a car, not an SUV

• Well designed interior

• Useful technology

• Vague steering

• Picky touchscreen

The modern Land Rover is defined by SUVs that combine luxury with off-road capability. Vehicles that, despite their ability to clog mud, are typically compared to those from Mercedes-Benz. That was not always so.

When Land Rover first came out in 1948, simple, sturdy vehicles were being made that were aimed more at farmers, explorers, and soldiers than the wealthy suburbanites. These early Land Rovers were Britain's answer to Jeep, not Mercedes. As Land Rover moved further into luxury, the Defender became the final reminder of the brand's origins. Until it went out of production in 2016, that is (sales in the US stopped in 1997).

Fans loved the original Defender because it existed in a leap in time and kept old-school simplicity as cars got more complicated. That makes the mission of the revised Land Rover Defender 2021 even more difficult: The SUV has to stay true to its roots and at the same time rely on technology to appeal to a wider range of buyers.

Today's Defender tries to divide the difference between its predecessor and other Land Rover models, as well as the competitors they target. Starting at $ 49,900, the 2020 Land Rover Defender 110 is more expensive and luxurious than a Jeep Wrangler, but cheaper and simpler than a Mercedes-Benz G-Class. Is that actually a good off-roader? Let's get on our way and find out.

Design and interior

The 2021 Land Rover Defender is what the J.J. Abrams-directed Star Trek films are taken from the 1960s Star Trek television show: A remix of memorable elements from the original aimed at a mainstream audience.

The latest Defender retains the boxy proportions of the original, but with subtle changes to improve aerodynamics. The sides of the body are tapered inward and the corners of the body are rounded so the defender can cut through the air with less effort. In times of stricter global emissions standards, off-road symbols must also meet the efficiency targets.

Under the skin, the new Defender swaps the body construction of the old model for a modern unibody to achieve better street manners. As before, the Defender is available in four-door 110 and (for model year 2021) two-door 90 configurations, but the numbers don't mean much. On the old Defender they were the length of the wheelbase, but today's Defender 90 has a wheelbase of 101.9 inches while the 110 has a wheelbase of 119 inches.

The latest Defender retains the boxy proportions of the original, but with subtle changes to improve aerodynamics.

Like the exterior, the interior aims to balance the sturdiness of the original defender with modern considerations. It's worse than other Land Rover models, but designers didn't want luxury here. Rather than covering things up with additional trim pieces, the structure of the doors and dashboard is exposed for a no-nonsense look. Rubberized floors and cushions made from Decitex fibers and recycled polyester are a sensible choice for a vehicle that is designed for off-road use (more traditional leather cushions are available in the Defender X trim level).

The four-door Defender 110 is longer and taller than a Jeep Wrangler Unlimited and a Mercedes-Benz G550 and also wider than the Jeep. That doesn't mean the passenger compartment is much larger, but the Defender has more seating options. The standard configuration consists of two rows and five seats, but a three-row version with seven seats is also available. Land Rover also offers a front center jump seat on two-row models that can seat six people in an emergency. The Defender 110 also has more cargo space than the Wrangler Unlimited (Mercedes does not publish cargo capacity figures for the G-Class).

Technology, infotainment and driver assistance

The standard infotainment setup includes a 10-inch touchscreen with Apple CarPlay / Android Auto compatibility. A digital 12.3-inch instrument cluster is available in all equipment variants except for the basic model. In the first and second row there are two USB ports and two 12-volt sockets as well as a wireless charging pad in advance. In models equipped in this way, the third row has a single USB port and a 12-volt socket.

The infotainment system is Land Rover's latest Pivi Pro setup with Qualcomm Snapdragon processors and the Blackberry QNX operating system. This allows for quicker responses, according to Land Rover, even shortly after the car started, and that appeared to be the case. The menu setup was also easy to learn, as it took just a few taps of your finger to perform most of the basic functions. However, the screen had to be bumped firmly before it could react.

Like other Land Rover models, the Defender also features the automaker's Terrain Response 2 system, with driving modes for different surfaces such as snow, mud or rocks, as well as an automatic setting that makes adjustments on the fly. The Defender is also the first Land Rover to have a calf sensing feature that changes the vehicle's parameters for water supply (the maximum fording depth is 35.4 inches, in case you're wondering) the water depth on the central screen and even appear pulling the brakes to clean them up once you're out of the wet stuff.

The screen had to be bumped hard before it could react.

The Defender also has a number of cameras that can be used to detect obstacles in the terrain. You can train cameras on the front tires to check the distance around rocks or use ClearSight Ground View to “see” through the hood and get a glimpse of what is ahead. The Defender also gets a video rearview mirror. Other car manufacturers already offer this function, which shows the advance of a rear-mounted camera in the mirror. However, it is very useful here, as the Defender's spare wheel would otherwise block the view to the rear.

All Terrain Progress Control acts as an off-road cruise control at low speed and takes over braking and acceleration while the drive is steering. On the Land Rover Experience Off-Road course in Manchester, Vermont, the Defender was able to drive up a steep hill. Like many other off-roaders, the Defender is given hill descent control that automatically maintains a set speed while driving downhill.

When driving on the road, the standard functions of the driver assistant include monitoring of the blind spot, automatic emergency braking and lane departure warning. The adaptive cruise control is standard with HSE and higher equipment variants or as part of an optional driver assistance package. Land Rover and other luxury brands are still reluctant to make adaptive cruise control the standard, though it does on cheaper vehicles from mainstream brands.

Experience at the wheel

Land Rover offers two powertrain options in the Defender. The base P300 option is a 2.0-liter, four-cylinder, turbocharged engine that produces 296 horsepower and 295 pound-feet of torque. The P400 models receive a 3.0-liter six-cylinder with a turbocharger and an electric charger. Land Rover calls the P400 a "mild hybrid" because it has a small battery that is charged by regenerative braking. Electricity powers engine accessories and provides a small boost in performance, but the Defender doesn't run entirely on electricity. The total system output of the P400 is 395 horsepower and 406 lb-ft of torque.

The P300 and P400 have more power than the turbo four and V6 engines available in the Jeep Wrangler, and the P400 also offers more torque than the Jeep V6. However, Jeep is also offering a diesel engine with 442 lb-ft of torque, and a plug-in hybrid is on the way. The more expensive Mercedes-Benz G550 has a 4.0-liter twin-turbo V8 that produces 416 horsepower and 450 lb-ft. Even so, the Defender's 8,201 pound maximum towing power surpasses the more torque-bearing diesel Jeeps and Mercedes, not to mention most midsize pickups.

Both drives use an eight-speed automatic transmission with all-wheel drive as standard. This is an all-terrain system with a two-speed transfer case and center and rear locking differentials that ensure maximum traction on slippery surfaces.

What really sets the new Defender apart from its predecessor – and the competition – is its road behavior.

The Defender lived up to its reputation and proved to be completely drama-free as it drove off-road through the Vermont forests, negotiating steep hills, rocks, mud, and dirt without breaking a sweat. Just as current supercars use electronics to make it easy to drive at high speeds regardless of skill level, modern Land Rovers are making the terrain accessible to beginners. All you have to do is stay away from trees and let the defender's driver aids do their thing.

However, off-road ability was a prerequisite. What really sets the new Defender apart from its predecessor – and the competition – is its road behavior. With its comfortable ride (thanks to adaptive air suspension) and precise handling, the Defender felt more like a normal car than a muddy SUV.

The P400 powertrain delivered more than enough power to drive on the freeway, and the vehicle itself felt rock hard at higher speeds – which isn't always the case with large, box-shaped SUVs. The interior is also quite quiet and the driving position is much more comfortable than the cramped, upright posture that the old Defender forced on its drivers. The only flaw was a somewhat vague steering.

Fuel economy and safety

Defender 110 P400 models like our test car are rated at 19 mpg (17 mpg city, 22 mpg highway) while P300 models are rated at 18 mpg (17 mpg city, 20 mpg highway). The P400's mild hybrid system means buyers willing to pay the extra cash will get more power and lower fuel consumption, but the numbers are still not great. Land Rover offers plug-in hybrid versions of the Range Rover and Range Rover Sport. Since Jeep is preparing a Wrangler plug-in hybrid, this seems like a good idea for the Defender as well.

Safety assessments from the Road Safety Institute (IIHS) and the National Highway Traffic Safety Administration (NHTSA) are not yet available. This is often the case with new models like the Defender.

Land Rover's four year 50,000 mile warranty is comparable to other luxury brands. The Defender's novelty makes it difficult to predict future reliability, but Land Rover doesn't have a good reputation in this area.

How DT would configure this car

We'd start with a five-seat model in the mid-SE trim level that includes the streaming video rearview mirror and other convenience features, but with the more durable interior of the base instead of the leather of the higher trim levels. The SE is also available with the P400 powertrain, a box that we would check out.

To that base, we'd add Adaptive Cruise Control ($ 1,200) and the Towing Package ($ 3,050), which includes All-Terrain Progress Control and Terrain Response 2 all-terrain vehicle aids. We'd also add the Explorer Pack, which includes a roof rack and lockable outer case for extra storage space, as well as a snorkel to make it easier for the engine to breathe while calling for water or dusty conditions.

These options bring the total price to $ 71,900. While it's a big step up from the Defender's base price of $ 49,900, it builds a well-equipped vehicle with lots of tech and few frills.

Our opinion

The original Land Rover Defender helped define the modern SUV, but the brand and its customers have gone further. Land Rover is a luxury brand today, and SUV buyers are used to a higher level of sophistication and technology than the old-school Defender. The new Defender is more than just a redesign. It combines decades of technological progress in one fell swoop.

The 2020 Defender is the automotive equivalent of a Patagonia jacket. It is an expensive premium item, but offers a higher level of quality for this price. The Defender is far from Spartan, but it doesn't delve into the decadence that makes most other luxury brand SUVs suitable for shopping mall parking lots as off-road routes.

That makes the Defender a unique offer. It's a bit more upscale than a Jeep Wrangler (or the upcoming Ford Bronco), but not a full-fledged luxury vehicle like the Mercedes-Benz G-Class. The Defender can keep up with these vehicles off-road, but with street manners that make the journey to the starting point more comfortable.

The defender has a little too little character. It lacks the Wrangler's convertible roof and detachable doors, as well as the G-Class's V8 boasting, and the design is a little less pronounced than these SUVs. What it lacks in Flash, the Defender makes up for in competence.

Should you get one

Yes. The Defender has the off-road capability you want and the everyday functionality you need.

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