By Jim Prueter
MotorwayAmerica.com

(January 21, 2021) With the large, expensive SUVs back en vogue, Land Rover decided that now would be a great time — after a 22-year hiatus — to bring the Land Rover Defender, one of the world’s most iconic nameplates, back to the U.S. market. It’s all-new, funky fresh, still boxy, and an off-road triumph of capability that more than lives up to its go-anywhere English heritage. And there was, indeed, a lot to live up to.

The original Land Rover Series 1 debuted way back in 1948, intended for farmers. Of course, it’s been updated and refined over the years, including 1983 when the name changed to Defender. Fast forward to 2021 and the new Defender tested here has no comparison. It is, however, worth noting that the Defender is one of the most recognized names in automotive history with a huge following worldwide.

That 1983 Defender was a very simple, extremely off-road capable, four-wheel-drive vehicle that could handle anything thrown at it. Whether it was the African Serengeti, Australian outback, traversing the Rubicon Trail in Utah, or even for farm use, Defender was up to the task. But it quickly became dated and couldn’t keep up with changing automotive sophistication, and advanced safety and emission standards. It was discontinued for the U.S. market in 1998.

The new Defender, introduced for 2020, was completely reimagined, boasting substantial cabin amenities, durable materials, and numerous luxury niceties and appointments. For 2021, the Defender tested here is mostly a carryover vehicle from 2020, but has been updated to include four new metallic paint colors: Yulong White, Silicon Silver, Carpathian Grey, and Hakuba Silver. There’s also a new optional folding fabric roof, and new 20-inch wheel options.



The Defender is offered in two versions: the four-door model called the 110 tested here and a two-door version called the 90. Buyers will get a choice of two engines — the base turbocharged 2.0-liter inline four cylinder that delivers 296 horsepower and 295 lb.-ft. of torque or the 3.0-liter turbocharged in-line six-cylinder with 395-horsepower and 406 lb.-ft. of torque with 48-volt mild hybrid assistance, tested here. Both engines pair with an eight-speed automatic transmission. Regardless of engine choice, the Defender has an impressive 8,200-pound towing capacity.

Defender comes equipped with a two-speed transfer case, auto-locking center differential and active locking rear differential, and full-time all-wheel drive. The Terrain Response System allows you to select from three different throttle and gear box responses and one of four different profile settings including sand, rock crawl and wade. Our higher spec Defender trim included Terrain Response 2 with an intelligent auto mode that picks the transmission, suspension, and traction settings for you.  

We love the design and think it looks tremendous both inside and out. The retro-yet-modern blocky exterior includes some interesting design elements starting with the body-colored box on the back side windows. It doesn’t do anything, functionally, but we think it looks cool. Immediately above that box is what Land Rover calls Safari windows — ornamental little windows in the back portion, by the roof — a novelty that nods back to past Land Rovers. They do let some light into the cargo section but otherwise there isn’t much benefit to them other than a nostalgic touch that kids, especially in the third row of seats, will have fun looking through to see birds and animals in the treetops.

One of the more interesting and unique styling treatments is the rear taillights. There are two sets of rear-light squares, one set larger, one set smaller. Both light up when the brakes or the turn signals are applied. Land Rover says the lighting configuration is a nod to earlier Defenders that used two sizes of lights, but in a circle rather than square configuration.

One other quirky element of the Defender is the rear hatch. Where most SUVs have a liftgate, it is an anachronistic touch to have a rear swing gate with a curbside hinge. Oddly, it even swings open the wrong way with the door opening towards the curbside making it difficult to load gear or packages into the cargo hold. Further, there’s no power assist to open or close, meaning the large gate is heavy, with a full-sized mounted tire affixed. This configuration mostly rules out parallel parking when you need access to the cargo area.

Defender comes in a palette of toned-down greens, golds and grays. Our test model was finished in a color called Gondwana Stone, a $710 extra cost color that was closer to a gold-bronze, with a black roof, black mirror caps and black exterior trim pieces. It looks fantastic but my preference would be the retro color combination of Pangea green with an accenting white roof.

We especially liked the interior of the new Defender. It felt premium and special with modern styling and tastefully executed accoutrements. One of the first things you notice about the interior is that Land Rover didn’t set out to make the Defender look beautiful inside. It’s apparent that the mission was to deliver a tacit feeling of durable capability.



You won’t find perfume emitting sensors or massaging seats inside this rugged athlete, rather materials and style that suggest outdoorsy durability, with molded rubber mats, and leather seats trimmed with strong canvas-denim like fabric, door panels upholstered in an almost rubber feeling material. Ditto for the top of the dashboard and below the center touchscreen. Rubber is used on basically all flat surfaces of the interior, and it looks perfect. We even liked the looks of the exposed rivets on the door trim panels.

Regardless of trim, there are plenty of cubbies, storage nooks, and rubber-lined trays ideal for holding phones, headphones, GoPro cameras, and more.

The front seats are a high point for the Defender. They are very comfortable with a wide, flat base and supportive torso bolsters. On some models, buyers can order three-across bench seating similar to that found in some full-size pickup trucks. There’s also an available third row of seats, but they’re the smallest and tightest third row of seats we’ve ever seen and are only suitable for the kids. Adults just won’t fit.

Driving the urban highways and byways of paved roads, it’s immediately evident that the Defender isn’t as rustic as a Jeep Wrangler Rubicon and in fact is quite Land Roverish on the highway — smooth, quiet, comfortable. However, whatever doubts I may have had about the Defender’s authentic off-road chops were immediately dispelled when I spent a morning at the rugged Butcher Jones State Park off-road course in rural Arizona.

Since Land Rover quotes a maximum climbing angle of 45 degrees I set out on a mission to find one. The best I could find was roughly 42 degrees, a deeply rutted, loose gravel and boulder-strewn 50-yard or so uphill climb. With the inline six-cylinder growling, the suspension articulating while digging in, spitting stones, gravel and desert sand, the Defender reached the summit with a tight turn at the top like it was nothing.

With only the hood and sky in my line of sight, the climb was much easier than expected thanks to the 360-degree camera that aided my effort to see where I was going, plus the multiple computerized off-road assists built into the Defender’s optional four-wheel drive system, and advanced off-road capability pack with power to the rugged off-road tires. Thanks, also, to the standard adaptive dynamics of the air suspension system that raises the vehicle to an 11.45-inch road clearance height.

My only disappointment was the inability to ford a stream. The Defender has the capability to cross up to 35.4-inches of water, when in Wade water crossing and vehicle dynamic setting. However, we did have a blast powering through dry sandy riverbeds at some impressive speeds.

There are six trim levels, four “accessory packs” and numerous experience-enhancing options including a pet cargo space protection and transportation pack, a portable rinse system, integrated air compressor, and a center armrest cooler/warmer.

Overall, it’s nearly impossible to not be swayed by the new Defender’s flirty charms. It feels far more special than other SUVs, built to take on the wilds, cross streams, or a march up Lion’s Back in Moab, Utah. But know that while we think it has a bargain price, there is a cost, given it carries the Land Rover badge. But one must consider the incredible standard equipment necessary to fulfill its go-anywhere, do-anything capability that makes it feel like a reasonable price to pay for what you get.

Vital Stats
Base Price: $62,700
Price, as Tested: $73,230
Powertrain: 3.0-liter 395-horsepower turbocharged in-line mild hybrid six-cylinder engine paired with an eight-speed automatic transmission
EPA Fuel Economy: 17/22/19- mpg, City/Highway/Combined
Seating: Up to eight

Where Built: Nitra, Slovakia

Competes With:
Ford Bronco
Jeep Grand Cherokee
Jeep Wrangler Rubicon

Crash Test Results: The Land Rover Defender has not been crash tested by either the National Highway Transportation Safety Administration or the Insurance Institute for Highway Safety as of this writing

Fab Features
Extreme off-road capability
“Wade” mode setting
Cool retro/mod looks