2023 Land Rover Defender Reviews, Pricing & Specs

In Canada, the Defender outsells the Land Rover Discovery by somewhere on the order of eight to one. They’re the same size and price, but one looks like a Ford and the other looks like a Land Rover. Customers wanted the boxy design of the old LR4, as the previous-generation Discovery was called in North America, and ever since the Defender came out for 2020 they’ve ignored the Discovery.

Good industrial design uses a theme that stays consistent from corner to corner. On the Defender, it’s all about the corners. The square-jawed face, the rectangular hood and doors set parallel to the ground, and the abruptly chopped tail define a classic truck. The few body fittings that aren’t cut at 90 degrees are at very steep angles, like the windshield and the lower front bumper.

Tasteful accents are a friendly nod to the original 1980s Defender. These include the dome and the faux-metal step plates on the hood, the skylights along the sides of the roof, and the body-colour square separating the side glass. Every Defender has a full-size wheel and tire mounted to the hatch, with side hinges so it opens like a huge barn door.

Four accessory packages dress up the Defender with a combination of ladders, roof racks, a storage box mounted on the rear window, snorkel, mud flaps, and skid plates. The X trim has a two-tone hood and front fascia, along with larger wheels and tires. The V8 rides on 22s and is entirely blacked-out head to toe. The Defender is also available in three body styles: 90 (short two-door), 110 (medium-length four-door) and 130 (extended-length four-door). The 110 and 130 have the same wheelbase length, but the 130 is stretched in the rear. For sheer choice, there’s no other SUV like a Defender.

It’s the interior that strikes out. Despite the Defender’s lofty price, it sticks to a strict mission of function and durability. So even with the optional Windsor leather, most of the interior is coated in rubbers and plastics designed to wick moisture and resist stains. There’s a piece of 15-centimetre-wide metal spanning the entire dash. There are exposed screws and plain-looking air vents. The steering wheel could be off an old Toyota. Aside from the screens, it’s basic and barren inside. In some ways, that’s refreshing since the Defender’s hardcore character is intact and still feels unique against the plusher Range Rover models. Build quality and fit are also excellent.

Yet, with a few options, a Defender costs as much as a Range Rover without feeling half as opulent. We felt the roughly $140,000 MSRP of Defender 110 V8 Carpathian Edition we tested for this review was excessive. But Defender continues to sell well in Canada, so it seems not everyone feels this way.

When used off-road, the Defender is an absolute animal. We tested one in 2020 on a gnarly trail and can confirm its uncanny grip, incredible wheel articulation, and generous clearance. With the air suspension raised, a Defender will climb, clear, and get through almost any path. But this is not how most Defender owners will use their vehicles. They will not be using the Terrain Response 2 system that perfectly adapts the vehicle’s powertrain and chassis to the chosen surface. They will enjoy the permanent four-wheel drive (4WD) but hardly notice if a differential is locking. Unless there’s a coastal flood, the wading depth will be of no concern.

On the road, the Defender’s Old World charms turn cumbersome. There’s so much friction in the drivetrain and drag from the body that the Defender loses speed downhill. There’s excessive body roll, even in the V8 model’s Dynamic setting that stiffens the adaptive dampers. The steering is slow and imprecise. Wind noise is apparent. When braking, the Defender dives onto its front tires, an uneasy feeling made worse by a long pedal travel. These are serious sacrifices made for serious off-road performance. But since the larger Range Rover feels more athletic on pavement and nearly as capable on a trail, the Defender is disappointing. It’s more like a Toyota 4Runner than a polished luxury car.

What saves the Defender are its turbocharged inline-six and supercharged V8 engines. The V8 moves the Defender with alacrity and the eight-speed automatic transmission is flawless. It’s a mildly frightening setup in a vehicle that’s so soft and top-heavy. Imagine a commercial fishing trawler with a speedboat engine. Pointed straight, the Defender V8 can easily keep up with a V8 Jaguar F-Type. That’s what happens with power specs of 518 horsepower and 461 pound-feet of torque on board. We wish it also sounded like an F-Type, but that’s an easy aftermarket fix.

The six-cylinder engine is part of a 48-volt mild hybrid powertrain, so that the engine seamlessly turns off and restarts without any shuddering. It also uses an electric supercharger for quicker response at low speeds. There’s 395 hp and 406 lb-ft, which is plenty.

We would skip the turbocharged four-cylinder engine unless you’re using a Defender for local jaunts. At 296 hp and 295 lb-ft, you’ll grow tired of straining it to highway speeds. The same goes for the non-hybrid turbo-six in the Defender 130 S, which outputs the same horsepower but more torque (347 lb-ft).

The mild-hybrid inline-six, for all its extra performance over the base engines, doesn’t penalize you at the fuel pump. In the 110, the four-cylinder is rated at 14.2 litres per 100 kilometres in city driving, 11.7 on the highway, and 13.0 combined, while the six is 12.9/10.4/11.8. The V8 returns very bad 16.4/12.7/14.7 fuel economy ratings. But, regardless, we love the V8.

In addition to exemplary off-road performance, the Defender is exceptional as an everyday SUV. The seating configurations are unmatched. What other SUV with two doors can seat six? That’s the Defender 90 with the jump seat, which allows three across in the front just like an old pickup. It’s optional on the 90 and the larger 110, the latter of which has an optional third row with two extra seats. The 130 has a standard (and wider) third row for a total of up to eight seats. The people in the back get a separate moonroof, air vents with a separate climate zone, cupholders, USB ports, armrests, and in the Defender 130, available third-row heated seat cushions. No other vehicle offers this flexibility to seat five, six, seven, or eight passengers.

Large glass, including the “alpine lights” that function like a home’s skylight windows, allow plenty of outward visibility. The 130 comes with a panoramic moonroof and the rear moonroof, while the 90 and 110 also offer a folding power fabric roof that covers the first and second rows of seats. A closed roof is standard.

With the third row and second row folded, the Defender 130 has 2,180 litres of cargo space (but only 396 litres with all rows upright). On the 90, cargo space is 453 litres and 1,642 with the rear seats folded. On the four-door 110, it's 962 litres behind the second row and 2,237 with them folded. Three-row 110 models have 1,953 litres of cargo space with all rows folded, 991 litres behind the second row, and 311 litres behind the third row.

Buyers can equip their Defenders with off-road or all-season tires on any trim. The 130’s metal roof rack can support up to 160 kilograms (360 pounds) when moving or 300 kilograms (661 pounds) when stationary—perfect for a camping tent. There is a console refrigerator, a heated windshield, a pressurized water rinse system, power-deployable side steps, a brush bar for the grille, and a winch. They’re all available. If you ask, the Defender has it.

The Defender offers two touchscreen infotainment systems running Pivi Pro, Land Rover’s newest software that has yet to crash and break. So far, so good. The standard 10-inch screen is a wide format and nicely integrated in the dashboard’s metal bar. The optional 11.4-inch touchscreen is an oversize square that rests over the central dash. Either screen is quick and simple to operate, though the larger, taller screen has greater legibility. Wireless Apple CarPlay and Android Auto connectivity, a voice assistant, and connected apps come standard. So do heated front seats, keyless entry, and heated power-folding mirrors.

On the base Defender 110 S, you’ll find heated 12-way power seats with leather and a Meridian sound system. Fog lights, cute half-circle daytime running lights, surround sound, an auto-dimming exterior driver’s side mirror, auto high beams, and cooled front seats grace the SE trims. The X-Dynamic SE adds silver exterior accents, black rear tow hooks, and a few interior changes such as the woven fabric that lines the outer edges of the seats (it’s called Robustec).

The X comes with air suspension, a locking rear differential, an upgraded Terrain Response 2 system, head-up display, the larger touchscreen, and a rearview mirror with a camera display. A cabin air purifier, and configurable ambient lighting that splits the colours into three zones, are available.

The Defender has not been rated by a U.S. government agency or insurance organization. In Euro NCAP crash testing, the Defender scored five of five stars and was praised for its solid structure. Land Rover equips the Defender with six airbags, which strikes us as too low (there are no front knee airbags or rear side thorax airbags).

There’s no excuse to get lost or scuff a rim. An optional digital instrument panel can show full-screen maps, there’s a head-up display, and a 360-degree camera system can present a “clear” view under the front wheels and show a virtual rendering while parking. Lane-keeping assist, blind-spot monitoring, and automatic emergency braking are standard. Automatic steering when reversing a trailer is also available. A self-steering highway assist, however, is not offered.

The 2023 Land Rover Defender starts at a manufacturer’s suggested retail price of $69,000 for the base two-door 90, and $69,950 for an entry-level Defender 110, and $93,000 for a start at the extended 130. While relatively affordable next to other luxury SUVs, Defender pricing climbs higher without much trying. Our Defender 110 V8 Carpathian Edition starts at $140,400 in Canada before destination, luxury tax, and other fees (which total more than $12,000), and represents the peak of the 110 lineup.

Priced in the $70,000 range, a Defender feels worth the money given the off-roader capability and the decent list of standard equipment. Climb much above that, and the Defender feels outclassed by other luxury SUVs, which are more decadent inside and feel more agile on the road. But for many Land Rover buyers, the Defender’s iconic style and comfortable straight-line cruising will likely be enough.

Note: Images show a US model.