2025 Land Rover Defender 110

America has Jeep, Japan has Toyota (as in the Land Cruiser), and the Brits have Land Rover — purveyors of fine and remarkably capable luxury SUVs. It’s not compulsory to own a large house set into acres of green countryside, but if you did, you’d find the Defender a wonderful way of getting around. It’s not all about tradition, though. This generation launched for 2020 and comes with plenty of tech and luxury features. Old Land Rovers used to feel agricultural; this one is a whole different game of cricket.

We’ve logged hundreds of hours driving and evaluating this generation of midsize luxury SUVs, including the Land Rover Defender.

The big news is the Octa version, with only 1,000 units coming to the United States for the 2025 model year. It gets its name from the octahedron shape of a typical diamond, which is admittedly a rather clever way of implying luxury and toughness at the same time. It tops the 2025 Defender lineup — not least in terms of engine output: an anticipated 626 horsepower from a twin-turbocharged V8. Land Rover has also ditched the Carpathian Editions. A special edition Sedona Red 110 will be available for the 2025 model year. Dealers will only be eligible for one allocation each.

Depending on size, budget, and how much wandering into the wilderness is really going to happen, alternative highly celebrated off-roading warriors include the Jeep Wrangler, Ford Bronco, Lexus GX, Toyota Land Cruiser, and the Mercedes-Benz G-Class. That’s a large spread of pricing, from the low $30K mark to around $360K (the G 63 AMG 4×4 Squared).

Before buying a new Defender luxury SUV, check the Kelley Blue Book Fair Purchase Price to know what you should be paying. Resale values are a little above the class average. Recouping more money when selling a vehicle can mean a bigger down payment and lower monthly payments on the next one.

Most Defender buyers go for the P400 drivetrain, which makes a beefy 395 horsepower and 406 lb-ft of torque while keeping costs at relatively reasonable levels. It also compares well to the Lexus GX (349 horsepower). Buyers have plenty of choice, however, from 296 horsepower in the P300 to possibly 626 horses in the new Octa version.

As well as phenomenal off-road abilities that are competitive against recognized masters like the Jeep Wrangler and Toyota Land Cruiser, we’ve also found that the Defender is an absolute pleasure to drive on paved roads. Naturally, the air suspension provides more comfort. And even if the Defender doesn’t quite approach the cushioned elegance of a Range Rover, we’ve found there’s still great body control and ample refinement.

The new Octa version comes with what Land Rover calls 6D Dynamics, an evolution of the air suspension where the dampers are linked hydraulically to keep the Defender relatively flat under acceleration, braking, and cornering — while also maximizing suspension travel and axle articulation when negotiating rough ground.

Fuel Economy

Defender owners can expect to achieve something between 16 mpg in combined city/highway driving (if they have a V8) and 20 mpg combined with less powerful engines. That compares well enough against something like the Lexus GX 550.

We would be more than happy to look upon this dashboard every day. The Defender’s interior design is simultaneously tough yet forward-looking. Clever. There’s plenty of stowage space in the center console, and we love how the gear shifter is positioned perfectly. If things get muddy inside, Land Rover offers optional deep-sided rubber mats to help protect the otherwise premium cabin.

The Defender can seat up to eight occupants, depending on which length is chosen. The seats in the first two rows are comfortable, but the optional third row in the 110 is on the cramped side. The longer 130 is much more accommodating in this respect.

Another thing to consider when choosing between the 90, 110, or 130 is cargo space and how that balances out with passenger requirements. Unsurprisingly, the 90 comes up a little short with 15.6 cubic feet behind its rear seats. The 110 enjoys 34 cubic feet behind its second row. For the maximum of 46.9 cubic feet, go for the 2-row-only 130 Outbound.

This was the SUV that brought back boxiness. It’s a 21st-century spin on the original Defender’s eminently practical form, with added presence and a certain authority. We think it works well regardless of body length.

So yes, the Defender 90 is the 2-door version, the shortest of the three (similar in length to a Kia Soul, believe it or not). The 4-door Defender 110 is probably the just-right size for most buyers, about as long as a Toyota RAV4. The 3-row Defender 130 is longer than the spacious Mercedes-Benz GLS-Class, but that’s including the spare wheel attached to the side-opening tailgate. Incidentally, the way the tailgate works is great if you’re a Brit (or Australian, New Zealander, or Japanese) and drive on the left, not so good for Americans because it will open toward the curb.

Infotainment system
Crisp graphics on the touchscreen, quick processing, overall user-friendliness, and a Meridian audio system puts this setup high in our general rankings.

Driver assistance
Blind-spot monitoring and a 360-degree camera system are standard across the 2025 Defender range. As they should be in a luxury vehicle, we could argue, but we appreciate them all the same.

Clearsight rearview mirror
If the cargo area of the Defender is packed to the ceiling, or if there are several passengers’ heads obscuring rearward vision, this clever mirror will still show a wide-angle view of what’s behind, thanks to a rear-facing camera. We always like the extra confidence it brings. This is optional in lower trims, standard elsewhere.

Air suspension
Where it’s optional, we think it’s worth the $1,600 to make the Defender more comfortable on the road and more capable off it.

Terrain Response 2
Available as either an option or standard in the upper versions, this system has modes for wading, rock crawling, mud and ruts, grass/gravel/snow, and sand. Land Rover has forged an incredible reputation over the years for conquering all sorts of terrain and much of that expertise is available at the touch of a button.

Outbound model
The Defender 130 Outbound is the overlanding version, complete with all-terrain tires and its own look. It also jettisons the 130’s usual third seating row to create a massive cargo area.

Six possible drivetrains — and if that wasn’t confusing enough, two of them are called P300. Both of those make 296 horsepower, but one has four cylinders, the other has six. The smaller unit is standard in the 90 and 110, the other (with a bit more torque) comes in the 130.

The P400 is a good option, a 3.0-liter 6-cylinder engine that’s turbocharged and supercharged to create 395 horsepower and 406 lb-ft of torque. Beyond that, we’re looking at supercharged V8s in the P500 (available in the 110 and 130) and the P525 making 493 and 518 horsepower, respectively. The new Octa version has a twin-turbocharged V8. If this is the same 4.4-liter unit found in the Range Rover Sport SV (and we think that’s a good guess), then it endows the Defender with a mighty 626 horsepower and 553 lb-ft of torque.

Towing figures range from a stout 7,716 pounds to 8,201 pounds, depending on model and drivetrain. Some of our owner reviews have made particular mention of the Defender’s towing talents.

All versions of the Defender use an 8-speed automatic transmission and have 4-wheel drive (with a high/low transfer case) as standard.

4-Year/50,000-Mile Warranty

Land Rover’s new-vehicle and powertrain warranties both last four years or 50,000 miles, whichever happens first. These terms are typical among European automakers.

Safety Ratings

The Land Rover Defender has not been crash-tested by any agencies in the United States, but it did earn a maximum overall score of five stars from Euro NCAP.