Land Rover Defender 2026 review | A supremely capable SUV

What is the Land Rover Defender?

The original Series I Land Rover arrived in 1948. It gradually evolved into the Series II and III, then into the Defender in 1990, which was the model that remained on sale until 2016. It’s arguably one of the most recognisable vehicles ever made. Replacing it with an all-new version was therefore no easy feat, and there would inevitably be critics grumbling about how wrong Land Rover had got it, regardless of what the company came up with.

Whereas the familiar old Defender was a truly utilitarian machine beloved of the military, off-road enthusiasts and utility companies – but also families and the fashion-conscious – its replacement is a different sort of device altogether. It’s more closely aligned to the model the Land Rover Discovery used to be in its earlier years, before it moved upmarket and became closer in philosophy to the Range Rover. Like the early Discovery, the Defender is now a family car with peerless off-roading capability, but also the modern comforts that SUV buyers have come to expect.

Not that Land Rover would ever describe the Defender as an SUV. Over the years the company has steadily positioned itself as a luxury marque, whereas before it sold affordable and rugged four-wheel-drive vehicles to farmers and rural folk. Accordingly, and much to the frustration of some, new prices start north of £57,000 for the Defender 90, but you’ll pay considerably more for a Defender 110, Defender 130 or high-performance Defender Octa. That's why, these days, it's a rival to the Mercedes-Benz G-Class as well as the Toyota Land Cruiser and Jeep Wrangler.

How practical is it?

The Defender 90 is the short-wheelbase model and the Defender 110 the long-wheelbase version with more passenger space (the 90 and 110 designations used to refer to the old Defender’s wheelbase length in inches, but that’s no longer the case).

The 110 has seven seats, while the 90 offers five. Howevern you can also have a ‘jump seat’ fitted in either model, which is located between the two front chairs and bumps the seat-count up to six in the Defender 90 and eight in the Defender 110. Luggage capacity is just 297 litres in the Defender 90 – the sort of figure you’d expect in a city car – while the Defender 110 offers a highly impressive 786 litres with five seats in use.

Land Rover launched the Defender 130 (another residual numerical reference to the old model’s wheelbase) in May 2022, which is the most practical of the lot. It has up to eight seats across three rows and up to 2,516 litres of luggage space with all the seats folded down. In short, it’s massive, but you’ll pay for the space, because prices start from around £84,000 before options.

What's it like to drive?

It may have become a more luxurious and sophisticated car, but the Defender remains a true Land Rover and is still, therefore, a formidably capable 4x4. In fact, the company says this is its most competent model away from the tarmac. Air suspension allows you to vary the ride height (although lower-spec models have fixed coil springs) to ensure adequate ground clearance, and two locking differentials transfer torque to where it can be put to best use. Meanwhile, Terrain Response, which is a whole suite of off-road driving modes, means the Defender can deal with wading, rocky terrain, wet mud, sand and everything in between.

It's also really good to drive on the public highway. It’s comfortable on journeys long and short, and quiet on the motorway, while the light steering and standard eight-speed automatic gearbox make it entirely undemanding. When you up your pace on a flowing B-road, the handling and steering precision are both good enough that you can clip along at alarming speed.

Engine options vary widely across the Defender range. Most buyers choose one of the six-cylinder diesels, which offer strong low-down torque, relaxed motorway cruising and the full 3,500kg towing capacity. These suit the Defender’s character best, delivering effortless performance rather than outright speed.

Petrol options range from a four-cylinder plug-in hybrid (P300e) to a full-fat 5.0-litre supercharged V8 (P425), plus there are also a pair of 3.0-litre six-cylinder mild-hybrid diesel engines (D250 and D350). The performance flagship is the Octa, which is powered by 4.4-litre V8 mild-hybrid engine (P635), producing a massive 626bhp. The Octa delivers genuinely rapid straight-line performance, but is best thought of as a charismatic luxury off-roader, rather than a performance SUV.

The P300e plug-in hybrid option, available on the Defender 110, offers up to 32 miles of electric range and lower emissions, but sacrifices some towing capacity and practicality compared with the diesel models.

Technology, equipment & infotainment

The Defender range has been simplified over time, and trim availability now varies depending on body style. Rather than a single trim ladder applying across the board, different versions of the Defender are offered with distinct trim structures tailored to their size and positioning.

The Defender 90 range includes S, X-Dynamic SE, X-Dynamic HSE and X trims, alongside a dedicated V8 model. The Defender 110 is available in S, X-Dynamic SE, X-Dynamic HSE and X guises, with special editions such as the Trophy Edition offered at various points. The larger Defender 130 focuses on higher-spec models, including X-Dynamic SE, X-Dynamic HSE, X, V8 and the more utility-focused Outbound.

Sitting above the regular range is the Defender Octa, which is offered in ‘standard’ Octa and Octa Black forms, and uses bespoke hardware and trim to reflect its flagship status. The Defender Octa is a 'super-4x4' that goes head-to-head with the Mercedes-AMG G-Class (and has the price tag to match).

Across the range, equipment levels are generally strong, with all current versions boasting a 13.1-inch touchscreen infotainment system (early entry-level models had a 10-inch touchscreen, with a 12.4-inch screen fitted to higher-spec models). Buyers can also choose from an extensive list of option packs and accessories, allowing the Defender to be tailored for luxury use, serious off-roading or commercial applications. Hard Top versions of the Defender 90 and 110 are also available, aimed at buyers who need the Defender’s capability in a commercial vehicle format.

Land Rover Defender running costs

With an upmarket vehicle come upmarket running costs. The diesel models should return around 30mpg, while the more powerful petrols manage something in the low-20s. The plug-in hybrid will achieve far thriftier figures than those, but only over relatively short journeys and only if owners regularly charge the batteries. Insurance shouldn’t be too costly for a Defender 90 with a diesel engine, but you’ll pay significantly more for one with a V8 under the bonnet. The Defender Octa, for example, sits in insurance group 50, placing it alongside the world’s most expensive cars.

Servicing and maintenance can also be expensive, due to the cost of parts and the elaborate nature of the Defender’s electrics. Land Rover does offer service plans so owners can guarantee the cost of servicing at a fixed price and spread the cost over time.

Land Rover Defender reliability

Land Rover doesn’t have the best reputation for reliability, and it’s fair to say that the Defender hasn’t entirely escaped that. The 2025 What Car? Reliability Survey ranked Land Rover 26th out of 30 car manufacturers, with some models performing poorly in their respective classes due to a range of mechanical and electrical failures. On the plus side, the Defender was ranked sixth on the list of most reliable seven-seaters.

New Land Rovers are covered by three-year, unlimited mileage warranties and roadside assistance is included as standard, meaning that should any faults arise during that term, Land Rover itself will be obliged to put things right. Owners can choose to extend that cover beyond three years at extra cost.