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CHRYSLER JEEP 2020 Land Rover Defender | Review & Road Test
For the latest Land Rover Defender pricing and information:
https://www.kbb.com/land-rover/defender/
Land Rover’s completely redesigned Defender comes on the heels of virtually 70 years of untouched design. They absolutely nailed it.
Like the Defender of yore, the new version comes in two optional sizes, the short wheelbase 90 and the longer 110. The shorty doesn’t appear until next spring, so I’m driving 110 and I’m going to start this review with my favorite part of it, the interior.
Land Rover got absolutely everything right in here. There’s a ton of space, especially headroom thanks to its boxy shape. It maintains the right amount of rugged appeal with touches like exposed hardware and structural elements and a minimal appearance, but still manages to check off the luxury box.
The materials they used feel unique and special.
Seats are a combination of durable woven fabrics and leathers that feel like they could withstand a lot. Luxtech, that’s synthetic hybrid leather, covers handles on the door and the places you’ll do the most grabbing. And the spots where you’d normally find plastic, you get a durable feeling rubberized material.
Design is minimal, so there’s tons of room for storage. And the options to configure your interior are super cool.
You can get a drink fridge in the center console or have a jump seat put in the console’s place to seat six.
There’s optional third-row seating, which seems like it might be for kids only.
The 10-inch monitor looks great, the graphics are lovely and clear. While it’s greatly improved, I still find Land Rover’s interface to be complicated. Yes, sophisticated software can download updates while you still listen to music, which is pretty cool.
But it feels fussy, so I just plug in my phone for the Apple CarPlay and Android Auto, which comes standard, so that’s good.
Two powertrains are available in the US. A (296 hp) 2.0-liter turbocharged inline 4 and the one I’m driving, a mild-hybrid 3.0-liter inline-six that makes 395 horses and a substantial 406 lb-ft torque.
There’s a touch of lag thanks to the supercharger, but overall the power feels substantial and plentiful.
And quite necessary if you’re driving on something like sand.
Both those engines mate to a smooth-shifting 8-speed automatic transmission and all Defenders have permanent all-wheel drive.
But the ride on the road feels superb.
The air-suspension, which comes standard on the 90 First Edition and X variants and across all 110 trims absorbs so much without feeling floaty. There is a coil suspension set up available, just not in the US market yet. It will be standard on the base 90.
The steering feels accurate and precise even if there’s no connection between you and the road. You cannot say that of the previous Defender. One nitpick, the brakes feel a bit grabby initially, but you get used to the feel of them quickly.
The Terrain Response system gives the driver a lot of information to work with in different conditions. And you can see how each mode configures the Defender’s tools.
The middle and rear differentials can lock fully or utilize a limited-slip system depending on the conditions you’re in, and the Defender’s air suspension can adjust ride height at all four corners or independently depending on what clearance you need.
The Defender rides on the new D7x architecture that’s light and flexible but incredibly durable. No, it doesn’t get solid axles, but the independent suspension does a great job articulating over obstacles.
What’s truly impressive are the off-roading dimensions on the new Defender when it’s in that off-road height (Approach: 38.0-degrees/Departure 40.0-degrees/Breakover 28.0-degrees).
An impressive 11.5-inch ground clearance, 35.4-inch wading depth, and a maximum 45-degree ascent and descent gradient are pretty mind-blowing.
Those numbers stack up nicely with the off-road juggernaut Jeep Wranglers and Ford Broncos of the world. Even exceeding them in some cases.
The surround camera views and clarity are excellent.
The exterior gets it right as well, maybe with one exception.
The front end is really where you see the largest departure from the old styling when it comes to shape. It’s not boxy anymore. Some people like it others don’t. That’s okay. Be you.
But there are some awesome heritage details on the car. The multiple squircle taillights, alpine windows, and the side-hinged rear door to name just a few. I wish there was a step in the rear bumper to access the roof and the diamond plate on the hood is decorative only. Do not step on this!!
Of course, this is a modern vehicle and gets advanced driver’s assistance like blind-spot alerts, dynamic cruise control, and lane-keeping assist if you want them.
Pricing on the 2020 Land Rover Defender 110 starts at around $51,300 including fees. The 90 will set you back closer to $47,500
For the latest Land Rover Defender pricing and information:
https://www.kbb.com/land-rover/defender/
Land Rover’s completely redesigned Defender comes on the heels of virtually 70 years of untouched design. They absolutely nailed it.
Like the Defender of yore, the new version comes in two optional sizes, the short wheelbase 90 and the longer 110. The shorty doesn’t appear until next spring, so I’m driving 110 and I’m going to start this review with my favorite part of it, the interior.
Land Rover got absolutely everything right in here. There’s a ton of space, especially headroom thanks to its boxy shape. It maintains the right amount of rugged appeal with touches like exposed hardware and structural elements and a minimal appearance, but still manages to check off the luxury box.
The materials they used feel unique and special.
Seats are a combination of durable woven fabrics and leathers that feel like they could withstand a lot. Luxtech, that’s synthetic hybrid leather, covers handles on the door and the places you’ll do the most grabbing. And the spots where you’d normally find plastic, you get a durable feeling rubberized material.
Design is minimal, so there’s tons of room for storage. And the options to configure your interior are super cool.
You can get a drink fridge in the center console or have a jump seat put in the console’s place to seat six.
There’s optional third-row seating, which seems like it might be for kids only.
The 10-inch monitor looks great, the graphics are lovely and clear. While it’s greatly improved, I still find Land Rover’s interface to be complicated. Yes, sophisticated software can download updates while you still listen to music, which is pretty cool.
But it feels fussy, so I just plug in my phone for the Apple CarPlay and Android Auto, which comes standard, so that’s good.
Two powertrains are available in the US. A (296 hp) 2.0-liter turbocharged inline 4 and the one I’m driving, a mild-hybrid 3.0-liter inline-six that makes 395 horses and a substantial 406 lb-ft torque.
There’s a touch of lag thanks to the supercharger, but overall the power feels substantial and plentiful.
And quite necessary if you’re driving on something like sand.
Both those engines mate to a smooth-shifting 8-speed automatic transmission and all Defenders have permanent all-wheel drive.
But the ride on the road feels superb.
The air-suspension, which comes standard on the 90 First Edition and X variants and across all 110 trims absorbs so much without feeling floaty. There is a coil suspension set up available, just not in the US market yet. It will be standard on the base 90.
The steering feels accurate and precise even if there’s no connection between you and the road. You cannot say that of the previous Defender. One nitpick, the brakes feel a bit grabby initially, but you get used to the feel of them quickly.
The Terrain Response system gives the driver a lot of information to work with in different conditions. And you can see how each mode configures the Defender’s tools.
The middle and rear differentials can lock fully or utilize a limited-slip system depending on the conditions you’re in, and the Defender’s air suspension can adjust ride height at all four corners or independently depending on what clearance you need.
The Defender rides on the new D7x architecture that’s light and flexible but incredibly durable. No, it doesn’t get solid axles, but the independent suspension does a great job articulating over obstacles.
What’s truly impressive are the off-roading dimensions on the new Defender when it’s in that off-road height (Approach: 38.0-degrees/Departure 40.0-degrees/Breakover 28.0-degrees).
An impressive 11.5-inch ground clearance, 35.4-inch wading depth, and a maximum 45-degree ascent and descent gradient are pretty mind-blowing.
Those numbers stack up nicely with the off-road juggernaut Jeep Wranglers and Ford Broncos of the world. Even exceeding them in some cases.
The surround camera views and clarity are excellent.
The exterior gets it right as well, maybe with one exception.
The front end is really where you see the largest departure from the old styling when it comes to shape. It’s not boxy anymore. Some people like it others don’t. That’s okay. Be you.
But there are some awesome heritage details on the car. The multiple squircle taillights, alpine windows, and the side-hinged rear door to name just a few. I wish there was a step in the rear bumper to access the roof and the diamond plate on the hood is decorative only. Do not step on this!!
Of course, this is a modern vehicle and gets advanced driver’s assistance like blind-spot alerts, dynamic cruise control, and lane-keeping assist if you want them.
Pricing on the 2020 Land Rover Defender 110 starts at around $51,300 including fees. The 90 will set you back closer to $47,500.
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