Land Rover Goes on the Offensive

2020 LAND ROVER DEFENDER 110

EPA ratings:17/22/19 0-60mph: 7.0sec (est)

Price as tested: $75,065

THE DEFENDER is an icon, in the same way as the Porsche 911 and the original Jeep. Unlike the 911 and Jeep though, it hasn’t undergone continuous development. Its design was basically frozen in amber in the late ’90s, and despite its popularity around the world, it wasn’t until this year that a fully contemporary update happened. Expectations were certainly high, and not everyone is likely to be satisfied with the results—just like Porschephiles aren’t by each change in their beloved sport car—but by and large, Land Rover has done a terrific job of imbuing the new Defender with the essence of its predecessors.

The new one comes in 2-and 4-door configurations, dubbed 90 and 110 after the wheelbases of the classic models. The design is thoughtful insofar as it melds many classic cues with the needs of 21st century crash legislation, aerodynamics and the overall Land Rover family. Cool details are notable everywhere: the faux step plates on the hood, the square LED taillights, the “alpine” roof windows—all help differentiate the Defender from most everything else on the road yet insure it is contemporary. The interior is even better, melding practical details with high-end design. A good example is the dash, with grab handles built into its ends, the use of a magnesium cross beam as a structural and design element, and an integral shelf for odds and ends. A fast response, 10-inch touch screen and slim but powerful HVAC vents integrate gracefully with vintage shout-outs like exposed hex headed bolts. The infotainment system is new; dubbed “Pivi Pro,” it is Apple and Android compliant and more powerful and intuitive than other Rovers. It also allows for over-the-air updating, helping ensure the Defender’s tech doesn’t age out. The controls, like the twin “focus rings,” are related to other Rovers, but modified for heavy duty usage.

There is a lovely simplicity and elegance to the detailing inside the Defender and it is also very practical. You can even get a “jump” seat in the front row for a third passenger in lieu of a tradition center console. The first two rows of seats are supportive and upright in that classic SUV way; the third row in the 110 is actually usable by humans of many statures as well. Folded flat, there is copious cargo room. And there is also the ability to fit all kinds of useful gadgets, like an electric compressor pump to raise tire pressures back up after they’ve been aired down for certain off-road conditions, like dune running.

The Defender 110 drives in a contemporary manner, with accurate, direct steering and decent body control. It rides smoothly and reminds one dynamically of the late, great Land Rover LR4. There are two available engines for now, both turbocharged: a 296hp 4-cylinder and a 395hp inline 6-cylinder with 48 volt mild hybrid boost. Both channel their output through the industry-standard ZF 8-speed automatic and all wheel drive. About the only weakness is their relative lack of refined running; mash the throttle pedal and they’re quite vocal and have a gritty delivery. While this isn’t enough to undermine the Defender’s case—and they are certainly better than about any engine that ever came in the old model—they could use a bit more time in finishing school. Otherwise the 110 is a quiet cruiser, imparting a much more luxurious vibe than a Jeep Wrangler, one of the only vehicles that can match it off pavement.