Used 2020 Land Rover Defender 110

Few vehicle nameplates carry as much history as the Land Rover Defender. The latest in a line of rugged utility vehicles whose origins date back to 1948, the 2020 Land Rover Defender has been completely reimagined to address 21st-century needs while maintaining a link to its storied past.

Competitors rarely share those focused SUV principles: The Mercedes-Benz G-Wagen and Jeep Wrangler are among the few models of similar philosophy. In its latest form, the all-new Defender incorporates a number of modernized features including a unibody framework (as opposed to a more truck-like, body-on-frame construction), and independent suspension to smooth out bumps. A new suite of electronics also makes the refreshed Defender capable of far more than its ancestors dreamed of.

While it may be tempting to compare Land Rover’s latest against less off-road-oriented alternatives, the biggest challenge might be appeasing the generations of misty-eyed brand loyalists who grew up with fond memories of the fabled SUV.

Our first drive of the new 2020 Land Rover Defender 110 covered the remote Kunene region of Namibia, traversing some of the most extreme conditions on earth over three solid days of driving. With that in mind (and the little fact that our drive involved virtually no paved road), Land Rover’s goal was clear: focus on the legendary SUV’s off-roading skillset and save the urban experience for another occasion.

Given the dirt, rock and trail-focused nature of our experience, it’s safe to say new Defender’s driving dynamics bear virtually no resemblance to the old model. While a number of factors contribute to the dramatic differences, the biggest can be attributed to two significant changes: a new unibody chassis that replaces the old, body-on-frame arrangement, and an independent suspension setup in place of the crude (but rugged) fixed-axle configuration. The pairing of those two elements allows for a vehicle that’s soft and comfortable when it needs to be, and responsive on command — not to mention the fact that its refinements make the late, great Defender pale in comparison.

An air suspension is standard on all 2020 models, and works in conjunction with Land Rover’s Terrain Response program that can be set to Normal, Wade, Rock Crawl, Mud and Ruts, Grass/Gravel/Snow, or Sand modes. The system, which now has more customizability, adapts to conditions easily by calibrating throttle response, differential behavior, traction control, and ride-height settings. As such, the Defender proved it can take a serious beating while treating its occupants to a smooth, controlled ride.

While it doesn’t ride as cushily as the pricier Range Rover model, the Defender offers more go-anywhere bravado and an impressively unstoppable skillset. It climbs seemingly impassable terrain, smashes through deep mud bogs, and threads its way around rock-strewn paths as if on tippy-toes. Satisfying power comes with the P400 mild-hybrid powertrain, which offers enough robust torque to pull the roughly 5,000-pound SUV out of nearly any sticky situation. If the new Defender can handle untamed nature this well, it can certainly manage the urban jungle with ease.

Capable of seating for up to seven in its 3-row configuration, the new Defender’s interior is sparse, simple and stripped down — as it should be, since it’s positioned as the ready-for-anything adventure SUV in the Land Rover lineup. Though it may not seem like it at first glance, the 110’s dashboard uses functional construction in its outward design; that is, what you see is essentially part of the actual magnesium structure that holds the SUV together. The idea is actually pretty cool, but you might not realize it since the powder-coated finish isn’t quite as raw as the stripped-down Defenders of yesteryear, nor as “finished” as more comfort-oriented SUVs. Some plastic trim bits here and there disappoint, but overall the 110’s cabin is about as no-nonsense as it ought to be given the Defender’s overall mission.

The boxy, round-eyed Defender of yore exuded oodles of visual character, punctuating its personality succinctly with sharp edges and an imposing, upright stance. The new one? Well, not so much. For 2020, the Defender takes on a softer, more conventional look with narrower shoulders and more flush surfaces. The design must, at least partly, be a result of modern crash safety requirements and the fact that Land Rover engineers targeted a drag coefficient of 0.38. That said, many diehards will miss the more charismatic treatment of the previous generation SUV.

ClearSight GROUND VIEW
Using strategically positioned cameras, an overhead view of the Defender (and everything beneath it) is stitched together onto the 10-inch touchscreen, offering the ultimate cheat sheet for negotiating tight terrain.

ADVENTURE-READY OPTIONS
A series of optional packages accessorizes the Defender for more adventurous duty than soccer team drop-off. Our favorite? The Explorer Pack, which adds wheel-arch protection, a snorkel, a waterproof gearbox, a roof rack, and other off-road goodies which are both visually evocative and entirely functional.

The new Land Rover Defender 110 starts at $49,900. For the 2020 model year, Defender 110 gets standard air suspension across all models, which will be augmented with a more affordable steel/coil option after the initial launch. Also included on every 110 is all-wheel drive, a basic version of the Terrain Response system, and a twin-speed transfer case (for high and low range speeds). Safety features like lane-keep assist, a 3D surround camera, and emergency braking are also standard.

Opting for the $68,650 Defender First Edition delivers a more robust Terrain Response 2 system, which can automatically detect conditions and select the correct mode without driver intervention. The package also includes a sliding panoramic roof, 12-way heated electric seats, and luxuries like a refrigerated front console compartment and a Meridian sound system with SiriusXM and HD radio.

Staying true to its rugged roots, partial-leather upholstery isn’t available as standard until you reach the Defender S trim level, which starts at $53,350. You’ll have to opt for at least the $68,350 HSE model if you require higher grade Windsor leather, which pairs with a premium wool blend material by Kvadrat, a Danish textile manufacturer.

The $80,900 Defender X model also gets an electronic differential and a more sophisticated All Terrain Progress Control system that works like cruise control over low traction surfaces.

The new Defender 110 gets a choice of two engines: a turbocharged 4-cylinder (P300), and a turbocharged 6-cylinder mild-hybrid with an electric supercharger (P400 MHEV), both paired to an 8-speed automatic transmission. Maximum towing capacity stands at 8,201 pounds.

While other markets are offered with a diesel powertrain, U.S. Defenders will only have gasoline options. The P300 is good for 0 to 60 mph in 7.7 seconds, a respectable (but not blindingly quick) figure for a 2.5-ton SUV. The P400 MHEV does the deed in a brisk 5.8 seconds.

2.0-liter turbocharged inline-4
296 horsepower @ 5,500 rpm
295 lb-ft of torque @ 1,500-4,000 rpm
EPA city/highway fuel economy: 17/20 mpg (Defender 110)

3.0-liter turbocharged (and electric supercharged) inline-6 with mild-hybrid
395 horsepower @ 5,500 rpm
406 lb-ft of torque @ 2,000-5,000 rpm
EPA city/highway fuel economy: 17/22 mpg (Defender 110)