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Car and Driver
5 days ago
- Automotive
- Car and Driver
Both Land Rover Defender 90 and Lexus LC500 Go V-8-Only for 2026
The 2026 Land Rover Defender 90 will only be offered with the 518-hp V-8 engine. This raises the two-door Defender's base price from $58,750 last year to $116,250 for 2026. Similarly, Lexus's beautiful coupe is now only sold as the V-8-powered LC500 for 2026, with the slow-selling LC500h V-6 hybrid no longer available. Despite an influx of electric and hybrid offerings, the V-8 engine isn't dead just yet. In fact, for two vehicles, the V-8 powertrain is the only one to survive for the 2026 model year. The two-door Land Rover Defender 90 drops both its four-cylinder and six-cylinder setups, entering 2026 exclusively with a supercharged V-8. Similarly, Lexus is ditching the hybrid V-6 found in the LC500h, leaving the LC500's 5.0-liter V-8 as the sole engine choice in Lexus's elegant GT car for 2026. Two Doors and Plenty of Power The Defender 90 had previously been offered with three powertrains, starting with the 296-hp turbocharged 2.0-liter four-cylinder in the base S trim. The X-Dynamic SE trim brought a 395-hp turbocharged 3.0-liter inline-six that was augmented by an electric supercharger and a 48-volt hybrid system. The Defender 90 V8 served as the two-door range-topper, but it now represents the only way to get the stubbier 90 model for 2026, a Land Rover spokesperson confirmed to Car and Driver. Land Rover This move significantly raises the base price for the Defender 90. Previously, pricing began at $58,750 for the S trim, with the X-Dynamic SE ringing in at $70,350. Now, getting into a Defender 90 will require quite a bit more coin, with the V8 model starting at $116,250 for the 2026 model year. That's $57,500 more than last year's base price, meaning the entry cost for a two-door Defender is now almost double the amount needed to buy a 2025 Defender 90 S. Along with reworking the Defender 90's lineup, Land Rover also gave its boxy off-roader some upgrades for 2026. The most notable visual change is in the headlights, where the two LED tabs in the top outside corner are now filled in instead of an outline. Inside, all Defenders now feature a 13.1-inch touchscreen. Goodbye, Hybrid Meanwhile, over at Lexus, the brand's beautiful coupe and convertible carry over for 2026 with minimal changes, except that you can now only buy the LC with the naturally aspirated 5.0-liter V-8. The LC500h, which had a 354-hp hybrid setup that paired a 3.5-liter V-6 with two electric motors, is no more, a Lexus spokesperson confirmed. Lexus Most shoppers won't notice, however, as the LC500h has been a blip on the radar. In 2024, Lexus sold just 18 LC hybrids, compared to 1446 LC500s with a V-8 engine. That skewed ratio wasn't a one-off, with only 37 hybrids finding homes in 2023, versus 1724 V-8 models. The LC500h totaled 19 sales in 2022, 14 in 2021, 14 in 2020, and 37 in 2019. Other than discontinuing the LC500h, it's business as usual for the LC500. There's a new iteration of the Inspiration Series for the 2026 coupe, limited to 200 units and sporting a new color (Smoke Matte Gray) paired with a black-and-white interior. The 2026 LC500 convertible gets its own Inspiration Series, capped at 350 units and featuring a new color called Wind with Saddle Tan and white seats. The 2026 LC500 coupe starts at $101,700, while the convertible will require $109,200. Caleb Miller Associate News Editor Caleb Miller began blogging about cars at 13 years old, and he realized his dream of writing for a car magazine after graduating from Carnegie Mellon University and joining the Car and Driver team. He loves quirky and obscure autos, aiming to one day own something bizarre like a Nissan S-Cargo, and is an avid motorsports fan.
Miami Herald
11-07-2025
- Automotive
- Miami Herald
Radical Land Rover Defender 90 Convertible Debuts At Goodwood
The current Land Rover Defender 90 is just as capable off-road as the classic models it replaced, but unlike those Defenders of yore, it's not available as a convertible. British firm Urban Automotive and Dutch coachbuilder Heritage Customs-recently merged under parent company AM Group-have an aftermarket alternative. Debuting at the 2025 Goodwood Festival of Speed, the Urban Widetrack Heritage Series Soft-Top combines Heritage Customs' Valiance soft-top conversion for the Defender with one of Urban Automotive's carbon-fiber body kits. It's the first convertible modified by Urban Automotive, which specializes in high-end models from brands like Land Rover and Rolls-Royce. Heritage Customs offers forged wheels, accessories, and custom interiors, but its most ambitious projects are the Defender 90-based Valiance convertible and the Defender 130-based Valiance pickup. For the convertible, the donor car's chassis is reinforced with a custom roll cage to account for the loss of rigidity from removing some bodywork. Valiance convertibles were already available in limited numbers, but this one got additional customization from Urban. It wears the company's Widetrack fender flares, XRS (Extreme Road Series) vented hood, and some smaller items, including carbon-fiber mirror caps, lower front canards, and additional square daytime running lights. It rolls on black 23-inch wheels that match the paint and most of the exterior trim. In contrast to the darkened exterior, the interior features riotous Hermes Orange leather upholstery, with Recaro front seats. The orange leather even covers the roll cage and a custom dashboard overlay. Founded in 2014, Urban Automotive specializes in modifying luxury vehicles in what the company calls an "OEM+" manner, trying to match the quality of factory builds. That approach is apparently resonating with customers looking to modify their cars, as Urban is rapidly expanding to meet what the company says is increasing demand. In addition to the merger with Heritage Customers, Urban recently acquired a 42,000-square-foot facility in the United Kingdom and a warehouse and distribution facility in the United States. It's also continuing to launch new builds and products. It displayed a newly-modified Rolls-Royce Cullinan Series II and Range Rover Sport alongside the Defender convertible at Goodwood. Copyright 2025 The Arena Group, Inc. All Rights Reserved.
The Advertiser
26-06-2025
- Automotive
- The Advertiser
2025 Land Rover Defender 90 review
Land Rover Defender Pros Land Rover Defender Cons The modern reincarnation of the Land Rover Defender has proven to be a smash hit globally, as well as in Australia. While the wider Jaguar Land Rover (JLR) portfolio has been floundering Down Under of late, the Defender continues to sell in strong numbers – it currently accounts for over half of all Land Rover sales. No doubt the five-door Defender 110 and the even longer 130 derivative get the most attention from well-heeled Aussie families, but the three-door Defender 90 tested here is something of a cult hero. Think of it as a Suzuki Jimny for grown-ups. It's superbly capable off-road and more city-friendly in size, but also doesn't sacrifice on the general Defender fitout that the bigger versions are available with. On test we have the Defender 90 S, powered by the 'D250' turbo-diesel inline six. The retro white steelies and Pangea Green paint over a khaki interior is perhaps my personal dream spec – minus the satin film that costs a wild $7040. WATCH: Paul's video review of the 2021 Land Rover Defender 90 P300 In a world where new vehicle prices continue to rise, this particular Defender has actually had a price decrease for 2025, and not an insignificant one either (over $5000). So, while it remains one of the more niche members of the Defender lineup, does the three-door Land Rover deserve a look-in if you're in the market for a larger luxury off-road SUV? A new MY26 range is on the way, but the MY24 vehicle you see on test here actually received a running price reduction for the 2025 model year, and now starts from $92,402 plus on-road costs and options. See below for the full MY25 price list, including changes from MY24. You can read more about the upcoming MY26 range here. Defender 90 Defender 110 Defender 130 Our MY24 test vehicle is also fitted with a number of packages, single-item options and dealer-fit accessories that bring the as-tested price to a cool $125,016 before on-road costs, according to 2024 pricing. It's worth noting that the incoming 2026 model year Defender has received some revisions to specifications and options. You can read more about that here. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool The Defender hasn't changed much since it debuted in 2019, though the British off-roader's cabin still strikes a cool balance between utilitarian design, friendly ergonomics and seamless technology integration. It's worth noting some elements pictured here have been changed or will become unavailable with new model year orders, namely the open-pore wood trim finishes and the touchscreen, which has been enlarged by a couple of inches for MY26. Regardless, the core attributes remain the same. There's an overarching robust and utilitarian theme which harks back to Land Rover's roots, accompanied by premium design and material quality plus the brand's latest infotainment and display tech to keep it fresh and in line with modern expectations. The 12.3-inch digital instrument cluster and 11.4-inch Pivi Pro multimedia touchscreen have been well regarded since launch, thanks to the nice graphics and intuitive functionality. Land Rover's software interface has a pretty flat structure and clear labelling to make navigating through menus and applications easy, bolstered by crisp resolution and largely snappy responses. It's well featured too, including wireless Apple CarPlay and Android Auto, DAB+ digital radio, as well as satellite navigation with traffic information. Compared to more complicated systems from some rival German brands, it's refreshingly simple and easy to use. It's also easy to find a comfortable driving position thanks to the fully power adjustable front seats and steering column, and there are plenty of chunky physical buttons and controls for all your vehicle functions. Land Rover's commanding driving position is as present as ever in the Defender, putting you at the same level as some truck drivers on the highway. You have a great view of everything in the cabin too. There's a range of widgets and displays in the infotainment system and instrument cluster for general driving duties and off-roading. There are also various drive modes available, and adjustable air suspension which can jack up the ride height significantly. I'm also a fan of the chunky rotary dials for the climate control, which double up as ventilated seat controls. Push to toggle the heated/cooled seat controls, push again to return to your normal temperature controls. Build quality feels solid, but the Defender cabin isn't Range Rover-plush, nor should it be. There's a nice mix of soft-touch surfaces contrasted against more hard-wearing details and materials, and elements like exposed screws, rubberised areas and metal accents. In fairness, the Defender is meant to carry on the all-conquering, go-anywhere spirit of the original. If you want more luxury, you're better off looking at the seven-seat Discovery. This three-door 90 may be much shorter in length than the larger 110 and 130, but the second row is positively adult-sized once you clamber past the front seats – it's a very coupe-like experience. It's virtually the same rear bench in a smaller body that foregoes rear doors and sits atop a shorter wheelbase. You'll easily be able to cart four-up without issues, and you can squeeze three across the rear at a pinch if you need to. Rear occupants still get rear air vents and a fold-down centre armrest with cupholders, and you can option a third zone of climate controls if you regularly transport whiney rear passengers. Padded rear armrests, floor-mounted bottle holders and large rear windows help to make this one of the more accommodating three-door vehicles on the market, and there's also the roof-mounted rear 'portholes' too. Should you need to carry kids, the rear seats also feature ISOFIX child seat anchors in the outboard positions, and top-tether points across all three rear seatbacks. Boot space takes the biggest hit in the 'shortie' Defender, at a quoted 397 litres compared to the 110's 972L. The space itself is very shallow with the rear seats up, too. Should you need more room, you can fold each rear seatback down individually. The spare wheel is also mounted on the outside of the side-hinged tailgate too, which makes it heavy but very on-brand. There's a 12V power socket in the boot area, as well as bag hooks and a rear console that features remote switches to drop or raise the rear air suspension. Finally, the optional integrated air compressor ($1416) with matching air hose kit could be a godsend if you ever need to re-inflate a tyre while out bush. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool D250 versions of the Defender are powered by a 3.0-litre inline six-cylinder turbo-diesel with 48V mild-hybrid assistance. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool Despite being the 'baby' Defender, the 90 is no shrinking violet. Pictured: 2021 Land Rover Defender 90 At 4.6 metres long and nearly 2.0m wide, the Defender 90 is still a reasonably big rig and about as long as a Toyota RAV4. But compared to the Defender 110 it's easier to park in tight parallel bays in the city – should you frequent those kinds of café-dense areas often… The 3.0-litre inline diesel six is a peach, and probably my pick of the engine range for the Defender's intended purpose. Sure, the prospect of a burbling V8 is nice, but that's likely to fade when you see the purchase price and fuel bills. With 48V mild-hybrid assistance, the idle stop/start system is snappy in slow-moving traffic, while the oiler's effortless torque wave makes this a relaxed performer off the line. Keep in mind the Defender 90 still weighs 2.2 tonnes in this specification, and feels quite peppy when you punch it. Like other big-block European diesels, Land Rover's D250 unit is a smooth operator and relatively refined, only getting a little vocal under hard acceleration. There's not even that much clatter, at least inside. With eight cogs and intuitive shift logic, the eight-speed auto is an excellent partner for that sweet inline six. It shifts smartly and decisively, keeping the engine on the boil while also smartly upshifting to the highest ratio possible, placing the engine in its most relaxed rev band when at a cruise. The ZF-sourced shifter is also quick to downshift if you need a rapid turn of speed and, as you'd imagine, rolling acceleration is very muscular despite the 8.0-second 0-100km/h claim. If you're driving on the open road, you'll be able to confidently overtake in the Defender 90 in a way that perhaps a four-cylinder Toyota Prado can't. Insulation from wind and road noise is mostly good without being standout. Thanks to the Defender's upright proportions and massive side mirrors, you can get some wind buffeting at high speeds as well as some hints of road roar from the chunky all-terrain rubber. The electronic air suspension ensures a generally comfortable ride – though it isn't quite Range Rover-like plush given the Defender's more rugged skew – thanks in part to the extra sidewall on our test car's small 18-inch steel wheels. There's a touch of firmness on impact that no doubt helps minimise body roll and ensures good recovery from primary bump absorption. Again, if you want more luxury, best look at a Discovery or Range Rover Sport. Steering feel is light though fairly accurate, meaning it isn't hard to handle or place the Defender 90 on the road. Plentiful visibility out of the upright glasshouse further boosts confidence behind the wheel, as does the standard surround-view camera system with 3D vehicle projection. That said, the placement of the rear camera can mean it's occasionally hard to judge where the tailgate-mounted spare wheel ends. I also didn't find the optional ClearSight rear-view mirror particularly valuable in practice due to its high-mounted position and limited field of view. While I didn't take this particular Defender off-road, both 90 and 110 versions of the rugged Land Rover perform very well off the beaten track based on our previous testing, and are more than capable of tackling almost anything most owners would be willing throw at them. In addition to the adjustable air suspension (which can raise the ride height to a dizzying 291mm), the Defender comes standard with the basic iteration of Land Rover's Terrain Response system, which tailors the 4×4 drivetrain and electronic aids to suit different surfaces. There's also hill descent control, hill launch assist, and low-range gearing. The Defender 90 also has an impressive 900mm wading depth, and relatively generous approach, departure and breakover angles of 30.1/37.6/24.2 degrees respectively, meaning the shorter wheelbase significantly increases its clearance over moguls and the like. Want to see it in action? See Paul's video at the top of this review. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool Jaguar and Land Rover are quite convoluted in their specification lists, but here is a breakdown of what comes standard in the Defender S if you put an order down on one today. Note: MY24 Defender 90 S pictured 2025 Land Rover Defender S equipment highlights: *Information based on Land Rover Australia's configurator for the MY26 Defender 90 S To see how the Land Rover Defender lines up against its rivals, check out our comparison tool As noted earlier, our MY24 test vehicle was fitted with a number of options and packages. Off-Road Pack: $1660 Cold Climate Pack: $1480 Air Suspension Pack: $1310 Fitted standalone options include: Fitted genuine accessories include: Note that the incoming MY26 specification sees the Pangea Green paint pictured here discontinued, while features like the Air Suspension Pack now appear to be included as standard equipment. For the latest information, speak with your local Land Rover dealer. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool The Defender 110 was awarded a five-star ANCAP safety rating against 2020 criteria – however, Defender 90 and 130 derivatives as well as V8-powered variants remain unrated by the independent safety body. Standard safety equipment includes: To see how the Land Rover Defender lines up against its rivals, check out our comparison tool Land Rover Australia covers its range with a five-year, unlimited-kilometre warranty including roadside assistance for the same period, and the Defender has long 26,000km service intervals. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool Like most premium or at least luxury-leaning 4WDs sold in Australia, the Defender 90 is unlikely to ever be used to its full potential and will instead spend most of its life putting around wealthy inner suburbs. With that in mind, if you don't have a sports team's worth of kids to cart around, the Defender 90's more city-friendly dimensions arguably make it the best suited to the lifestyle that Australian owners will likely subject it to. As has been the case since its launch, the Defender remains a very comfortable and capable all-rounder, with effortless performance from its diesel six and all the creature comforts you could want – provided you're willing to pay extra for some of them. Running changes for MY26 seem to bolster the value offering somewhat via extra equipment, and you could save thousands on our press vehicle's as-tested price by being more judicious with option boxes. For example, lose the satin paint film and ClearSight mirror and you've already pocketed $8500. It's a shame the lovely Pangea Green is no longer available for new orders, but the darker new Woolstone Green that replaces it for MY26 is just as delicious if not more so. If you're in the market for a go-anywhere off-road wagon and the Jimny and Jeep Wrangler are a little too pedestrian or utilitarian for you, it's hard to go past the Defender – especially the three-door shorty, which is not only the cheapest body style but also the best looking and most capable off-road, if anyone cares to find out. Interested in buying a Land Rover Defender? Let CarExpert find you the best deal hereMORE: Explore the Land Rover Defender showroom Content originally sourced from: Rover Defender Pros Land Rover Defender Cons The modern reincarnation of the Land Rover Defender has proven to be a smash hit globally, as well as in Australia. While the wider Jaguar Land Rover (JLR) portfolio has been floundering Down Under of late, the Defender continues to sell in strong numbers – it currently accounts for over half of all Land Rover sales. No doubt the five-door Defender 110 and the even longer 130 derivative get the most attention from well-heeled Aussie families, but the three-door Defender 90 tested here is something of a cult hero. Think of it as a Suzuki Jimny for grown-ups. It's superbly capable off-road and more city-friendly in size, but also doesn't sacrifice on the general Defender fitout that the bigger versions are available with. On test we have the Defender 90 S, powered by the 'D250' turbo-diesel inline six. The retro white steelies and Pangea Green paint over a khaki interior is perhaps my personal dream spec – minus the satin film that costs a wild $7040. WATCH: Paul's video review of the 2021 Land Rover Defender 90 P300 In a world where new vehicle prices continue to rise, this particular Defender has actually had a price decrease for 2025, and not an insignificant one either (over $5000). So, while it remains one of the more niche members of the Defender lineup, does the three-door Land Rover deserve a look-in if you're in the market for a larger luxury off-road SUV? A new MY26 range is on the way, but the MY24 vehicle you see on test here actually received a running price reduction for the 2025 model year, and now starts from $92,402 plus on-road costs and options. See below for the full MY25 price list, including changes from MY24. You can read more about the upcoming MY26 range here. Defender 90 Defender 110 Defender 130 Our MY24 test vehicle is also fitted with a number of packages, single-item options and dealer-fit accessories that bring the as-tested price to a cool $125,016 before on-road costs, according to 2024 pricing. It's worth noting that the incoming 2026 model year Defender has received some revisions to specifications and options. You can read more about that here. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool The Defender hasn't changed much since it debuted in 2019, though the British off-roader's cabin still strikes a cool balance between utilitarian design, friendly ergonomics and seamless technology integration. It's worth noting some elements pictured here have been changed or will become unavailable with new model year orders, namely the open-pore wood trim finishes and the touchscreen, which has been enlarged by a couple of inches for MY26. Regardless, the core attributes remain the same. There's an overarching robust and utilitarian theme which harks back to Land Rover's roots, accompanied by premium design and material quality plus the brand's latest infotainment and display tech to keep it fresh and in line with modern expectations. The 12.3-inch digital instrument cluster and 11.4-inch Pivi Pro multimedia touchscreen have been well regarded since launch, thanks to the nice graphics and intuitive functionality. Land Rover's software interface has a pretty flat structure and clear labelling to make navigating through menus and applications easy, bolstered by crisp resolution and largely snappy responses. It's well featured too, including wireless Apple CarPlay and Android Auto, DAB+ digital radio, as well as satellite navigation with traffic information. Compared to more complicated systems from some rival German brands, it's refreshingly simple and easy to use. It's also easy to find a comfortable driving position thanks to the fully power adjustable front seats and steering column, and there are plenty of chunky physical buttons and controls for all your vehicle functions. Land Rover's commanding driving position is as present as ever in the Defender, putting you at the same level as some truck drivers on the highway. You have a great view of everything in the cabin too. There's a range of widgets and displays in the infotainment system and instrument cluster for general driving duties and off-roading. There are also various drive modes available, and adjustable air suspension which can jack up the ride height significantly. I'm also a fan of the chunky rotary dials for the climate control, which double up as ventilated seat controls. Push to toggle the heated/cooled seat controls, push again to return to your normal temperature controls. Build quality feels solid, but the Defender cabin isn't Range Rover-plush, nor should it be. There's a nice mix of soft-touch surfaces contrasted against more hard-wearing details and materials, and elements like exposed screws, rubberised areas and metal accents. In fairness, the Defender is meant to carry on the all-conquering, go-anywhere spirit of the original. If you want more luxury, you're better off looking at the seven-seat Discovery. This three-door 90 may be much shorter in length than the larger 110 and 130, but the second row is positively adult-sized once you clamber past the front seats – it's a very coupe-like experience. It's virtually the same rear bench in a smaller body that foregoes rear doors and sits atop a shorter wheelbase. You'll easily be able to cart four-up without issues, and you can squeeze three across the rear at a pinch if you need to. Rear occupants still get rear air vents and a fold-down centre armrest with cupholders, and you can option a third zone of climate controls if you regularly transport whiney rear passengers. Padded rear armrests, floor-mounted bottle holders and large rear windows help to make this one of the more accommodating three-door vehicles on the market, and there's also the roof-mounted rear 'portholes' too. Should you need to carry kids, the rear seats also feature ISOFIX child seat anchors in the outboard positions, and top-tether points across all three rear seatbacks. Boot space takes the biggest hit in the 'shortie' Defender, at a quoted 397 litres compared to the 110's 972L. The space itself is very shallow with the rear seats up, too. Should you need more room, you can fold each rear seatback down individually. The spare wheel is also mounted on the outside of the side-hinged tailgate too, which makes it heavy but very on-brand. There's a 12V power socket in the boot area, as well as bag hooks and a rear console that features remote switches to drop or raise the rear air suspension. Finally, the optional integrated air compressor ($1416) with matching air hose kit could be a godsend if you ever need to re-inflate a tyre while out bush. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool D250 versions of the Defender are powered by a 3.0-litre inline six-cylinder turbo-diesel with 48V mild-hybrid assistance. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool Despite being the 'baby' Defender, the 90 is no shrinking violet. Pictured: 2021 Land Rover Defender 90 At 4.6 metres long and nearly 2.0m wide, the Defender 90 is still a reasonably big rig and about as long as a Toyota RAV4. But compared to the Defender 110 it's easier to park in tight parallel bays in the city – should you frequent those kinds of café-dense areas often… The 3.0-litre inline diesel six is a peach, and probably my pick of the engine range for the Defender's intended purpose. Sure, the prospect of a burbling V8 is nice, but that's likely to fade when you see the purchase price and fuel bills. With 48V mild-hybrid assistance, the idle stop/start system is snappy in slow-moving traffic, while the oiler's effortless torque wave makes this a relaxed performer off the line. Keep in mind the Defender 90 still weighs 2.2 tonnes in this specification, and feels quite peppy when you punch it. Like other big-block European diesels, Land Rover's D250 unit is a smooth operator and relatively refined, only getting a little vocal under hard acceleration. There's not even that much clatter, at least inside. With eight cogs and intuitive shift logic, the eight-speed auto is an excellent partner for that sweet inline six. It shifts smartly and decisively, keeping the engine on the boil while also smartly upshifting to the highest ratio possible, placing the engine in its most relaxed rev band when at a cruise. The ZF-sourced shifter is also quick to downshift if you need a rapid turn of speed and, as you'd imagine, rolling acceleration is very muscular despite the 8.0-second 0-100km/h claim. If you're driving on the open road, you'll be able to confidently overtake in the Defender 90 in a way that perhaps a four-cylinder Toyota Prado can't. Insulation from wind and road noise is mostly good without being standout. Thanks to the Defender's upright proportions and massive side mirrors, you can get some wind buffeting at high speeds as well as some hints of road roar from the chunky all-terrain rubber. The electronic air suspension ensures a generally comfortable ride – though it isn't quite Range Rover-like plush given the Defender's more rugged skew – thanks in part to the extra sidewall on our test car's small 18-inch steel wheels. There's a touch of firmness on impact that no doubt helps minimise body roll and ensures good recovery from primary bump absorption. Again, if you want more luxury, best look at a Discovery or Range Rover Sport. Steering feel is light though fairly accurate, meaning it isn't hard to handle or place the Defender 90 on the road. Plentiful visibility out of the upright glasshouse further boosts confidence behind the wheel, as does the standard surround-view camera system with 3D vehicle projection. That said, the placement of the rear camera can mean it's occasionally hard to judge where the tailgate-mounted spare wheel ends. I also didn't find the optional ClearSight rear-view mirror particularly valuable in practice due to its high-mounted position and limited field of view. While I didn't take this particular Defender off-road, both 90 and 110 versions of the rugged Land Rover perform very well off the beaten track based on our previous testing, and are more than capable of tackling almost anything most owners would be willing throw at them. In addition to the adjustable air suspension (which can raise the ride height to a dizzying 291mm), the Defender comes standard with the basic iteration of Land Rover's Terrain Response system, which tailors the 4×4 drivetrain and electronic aids to suit different surfaces. There's also hill descent control, hill launch assist, and low-range gearing. The Defender 90 also has an impressive 900mm wading depth, and relatively generous approach, departure and breakover angles of 30.1/37.6/24.2 degrees respectively, meaning the shorter wheelbase significantly increases its clearance over moguls and the like. Want to see it in action? See Paul's video at the top of this review. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool Jaguar and Land Rover are quite convoluted in their specification lists, but here is a breakdown of what comes standard in the Defender S if you put an order down on one today. Note: MY24 Defender 90 S pictured 2025 Land Rover Defender S equipment highlights: *Information based on Land Rover Australia's configurator for the MY26 Defender 90 S To see how the Land Rover Defender lines up against its rivals, check out our comparison tool As noted earlier, our MY24 test vehicle was fitted with a number of options and packages. Off-Road Pack: $1660 Cold Climate Pack: $1480 Air Suspension Pack: $1310 Fitted standalone options include: Fitted genuine accessories include: Note that the incoming MY26 specification sees the Pangea Green paint pictured here discontinued, while features like the Air Suspension Pack now appear to be included as standard equipment. For the latest information, speak with your local Land Rover dealer. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool The Defender 110 was awarded a five-star ANCAP safety rating against 2020 criteria – however, Defender 90 and 130 derivatives as well as V8-powered variants remain unrated by the independent safety body. Standard safety equipment includes: To see how the Land Rover Defender lines up against its rivals, check out our comparison tool Land Rover Australia covers its range with a five-year, unlimited-kilometre warranty including roadside assistance for the same period, and the Defender has long 26,000km service intervals. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool Like most premium or at least luxury-leaning 4WDs sold in Australia, the Defender 90 is unlikely to ever be used to its full potential and will instead spend most of its life putting around wealthy inner suburbs. With that in mind, if you don't have a sports team's worth of kids to cart around, the Defender 90's more city-friendly dimensions arguably make it the best suited to the lifestyle that Australian owners will likely subject it to. As has been the case since its launch, the Defender remains a very comfortable and capable all-rounder, with effortless performance from its diesel six and all the creature comforts you could want – provided you're willing to pay extra for some of them. Running changes for MY26 seem to bolster the value offering somewhat via extra equipment, and you could save thousands on our press vehicle's as-tested price by being more judicious with option boxes. For example, lose the satin paint film and ClearSight mirror and you've already pocketed $8500. It's a shame the lovely Pangea Green is no longer available for new orders, but the darker new Woolstone Green that replaces it for MY26 is just as delicious if not more so. If you're in the market for a go-anywhere off-road wagon and the Jimny and Jeep Wrangler are a little too pedestrian or utilitarian for you, it's hard to go past the Defender – especially the three-door shorty, which is not only the cheapest body style but also the best looking and most capable off-road, if anyone cares to find out. Interested in buying a Land Rover Defender? Let CarExpert find you the best deal hereMORE: Explore the Land Rover Defender showroom Content originally sourced from: Rover Defender Pros Land Rover Defender Cons The modern reincarnation of the Land Rover Defender has proven to be a smash hit globally, as well as in Australia. While the wider Jaguar Land Rover (JLR) portfolio has been floundering Down Under of late, the Defender continues to sell in strong numbers – it currently accounts for over half of all Land Rover sales. No doubt the five-door Defender 110 and the even longer 130 derivative get the most attention from well-heeled Aussie families, but the three-door Defender 90 tested here is something of a cult hero. Think of it as a Suzuki Jimny for grown-ups. It's superbly capable off-road and more city-friendly in size, but also doesn't sacrifice on the general Defender fitout that the bigger versions are available with. On test we have the Defender 90 S, powered by the 'D250' turbo-diesel inline six. The retro white steelies and Pangea Green paint over a khaki interior is perhaps my personal dream spec – minus the satin film that costs a wild $7040. WATCH: Paul's video review of the 2021 Land Rover Defender 90 P300 In a world where new vehicle prices continue to rise, this particular Defender has actually had a price decrease for 2025, and not an insignificant one either (over $5000). So, while it remains one of the more niche members of the Defender lineup, does the three-door Land Rover deserve a look-in if you're in the market for a larger luxury off-road SUV? A new MY26 range is on the way, but the MY24 vehicle you see on test here actually received a running price reduction for the 2025 model year, and now starts from $92,402 plus on-road costs and options. See below for the full MY25 price list, including changes from MY24. You can read more about the upcoming MY26 range here. Defender 90 Defender 110 Defender 130 Our MY24 test vehicle is also fitted with a number of packages, single-item options and dealer-fit accessories that bring the as-tested price to a cool $125,016 before on-road costs, according to 2024 pricing. It's worth noting that the incoming 2026 model year Defender has received some revisions to specifications and options. You can read more about that here. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool The Defender hasn't changed much since it debuted in 2019, though the British off-roader's cabin still strikes a cool balance between utilitarian design, friendly ergonomics and seamless technology integration. It's worth noting some elements pictured here have been changed or will become unavailable with new model year orders, namely the open-pore wood trim finishes and the touchscreen, which has been enlarged by a couple of inches for MY26. Regardless, the core attributes remain the same. There's an overarching robust and utilitarian theme which harks back to Land Rover's roots, accompanied by premium design and material quality plus the brand's latest infotainment and display tech to keep it fresh and in line with modern expectations. The 12.3-inch digital instrument cluster and 11.4-inch Pivi Pro multimedia touchscreen have been well regarded since launch, thanks to the nice graphics and intuitive functionality. Land Rover's software interface has a pretty flat structure and clear labelling to make navigating through menus and applications easy, bolstered by crisp resolution and largely snappy responses. It's well featured too, including wireless Apple CarPlay and Android Auto, DAB+ digital radio, as well as satellite navigation with traffic information. Compared to more complicated systems from some rival German brands, it's refreshingly simple and easy to use. It's also easy to find a comfortable driving position thanks to the fully power adjustable front seats and steering column, and there are plenty of chunky physical buttons and controls for all your vehicle functions. Land Rover's commanding driving position is as present as ever in the Defender, putting you at the same level as some truck drivers on the highway. You have a great view of everything in the cabin too. There's a range of widgets and displays in the infotainment system and instrument cluster for general driving duties and off-roading. There are also various drive modes available, and adjustable air suspension which can jack up the ride height significantly. I'm also a fan of the chunky rotary dials for the climate control, which double up as ventilated seat controls. Push to toggle the heated/cooled seat controls, push again to return to your normal temperature controls. Build quality feels solid, but the Defender cabin isn't Range Rover-plush, nor should it be. There's a nice mix of soft-touch surfaces contrasted against more hard-wearing details and materials, and elements like exposed screws, rubberised areas and metal accents. In fairness, the Defender is meant to carry on the all-conquering, go-anywhere spirit of the original. If you want more luxury, you're better off looking at the seven-seat Discovery. This three-door 90 may be much shorter in length than the larger 110 and 130, but the second row is positively adult-sized once you clamber past the front seats – it's a very coupe-like experience. It's virtually the same rear bench in a smaller body that foregoes rear doors and sits atop a shorter wheelbase. You'll easily be able to cart four-up without issues, and you can squeeze three across the rear at a pinch if you need to. Rear occupants still get rear air vents and a fold-down centre armrest with cupholders, and you can option a third zone of climate controls if you regularly transport whiney rear passengers. Padded rear armrests, floor-mounted bottle holders and large rear windows help to make this one of the more accommodating three-door vehicles on the market, and there's also the roof-mounted rear 'portholes' too. Should you need to carry kids, the rear seats also feature ISOFIX child seat anchors in the outboard positions, and top-tether points across all three rear seatbacks. Boot space takes the biggest hit in the 'shortie' Defender, at a quoted 397 litres compared to the 110's 972L. The space itself is very shallow with the rear seats up, too. Should you need more room, you can fold each rear seatback down individually. The spare wheel is also mounted on the outside of the side-hinged tailgate too, which makes it heavy but very on-brand. There's a 12V power socket in the boot area, as well as bag hooks and a rear console that features remote switches to drop or raise the rear air suspension. Finally, the optional integrated air compressor ($1416) with matching air hose kit could be a godsend if you ever need to re-inflate a tyre while out bush. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool D250 versions of the Defender are powered by a 3.0-litre inline six-cylinder turbo-diesel with 48V mild-hybrid assistance. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool Despite being the 'baby' Defender, the 90 is no shrinking violet. Pictured: 2021 Land Rover Defender 90 At 4.6 metres long and nearly 2.0m wide, the Defender 90 is still a reasonably big rig and about as long as a Toyota RAV4. But compared to the Defender 110 it's easier to park in tight parallel bays in the city – should you frequent those kinds of café-dense areas often… The 3.0-litre inline diesel six is a peach, and probably my pick of the engine range for the Defender's intended purpose. Sure, the prospect of a burbling V8 is nice, but that's likely to fade when you see the purchase price and fuel bills. With 48V mild-hybrid assistance, the idle stop/start system is snappy in slow-moving traffic, while the oiler's effortless torque wave makes this a relaxed performer off the line. Keep in mind the Defender 90 still weighs 2.2 tonnes in this specification, and feels quite peppy when you punch it. Like other big-block European diesels, Land Rover's D250 unit is a smooth operator and relatively refined, only getting a little vocal under hard acceleration. There's not even that much clatter, at least inside. With eight cogs and intuitive shift logic, the eight-speed auto is an excellent partner for that sweet inline six. It shifts smartly and decisively, keeping the engine on the boil while also smartly upshifting to the highest ratio possible, placing the engine in its most relaxed rev band when at a cruise. The ZF-sourced shifter is also quick to downshift if you need a rapid turn of speed and, as you'd imagine, rolling acceleration is very muscular despite the 8.0-second 0-100km/h claim. If you're driving on the open road, you'll be able to confidently overtake in the Defender 90 in a way that perhaps a four-cylinder Toyota Prado can't. Insulation from wind and road noise is mostly good without being standout. Thanks to the Defender's upright proportions and massive side mirrors, you can get some wind buffeting at high speeds as well as some hints of road roar from the chunky all-terrain rubber. The electronic air suspension ensures a generally comfortable ride – though it isn't quite Range Rover-like plush given the Defender's more rugged skew – thanks in part to the extra sidewall on our test car's small 18-inch steel wheels. There's a touch of firmness on impact that no doubt helps minimise body roll and ensures good recovery from primary bump absorption. Again, if you want more luxury, best look at a Discovery or Range Rover Sport. Steering feel is light though fairly accurate, meaning it isn't hard to handle or place the Defender 90 on the road. Plentiful visibility out of the upright glasshouse further boosts confidence behind the wheel, as does the standard surround-view camera system with 3D vehicle projection. That said, the placement of the rear camera can mean it's occasionally hard to judge where the tailgate-mounted spare wheel ends. I also didn't find the optional ClearSight rear-view mirror particularly valuable in practice due to its high-mounted position and limited field of view. While I didn't take this particular Defender off-road, both 90 and 110 versions of the rugged Land Rover perform very well off the beaten track based on our previous testing, and are more than capable of tackling almost anything most owners would be willing throw at them. In addition to the adjustable air suspension (which can raise the ride height to a dizzying 291mm), the Defender comes standard with the basic iteration of Land Rover's Terrain Response system, which tailors the 4×4 drivetrain and electronic aids to suit different surfaces. There's also hill descent control, hill launch assist, and low-range gearing. The Defender 90 also has an impressive 900mm wading depth, and relatively generous approach, departure and breakover angles of 30.1/37.6/24.2 degrees respectively, meaning the shorter wheelbase significantly increases its clearance over moguls and the like. Want to see it in action? See Paul's video at the top of this review. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool Jaguar and Land Rover are quite convoluted in their specification lists, but here is a breakdown of what comes standard in the Defender S if you put an order down on one today. Note: MY24 Defender 90 S pictured 2025 Land Rover Defender S equipment highlights: *Information based on Land Rover Australia's configurator for the MY26 Defender 90 S To see how the Land Rover Defender lines up against its rivals, check out our comparison tool As noted earlier, our MY24 test vehicle was fitted with a number of options and packages. Off-Road Pack: $1660 Cold Climate Pack: $1480 Air Suspension Pack: $1310 Fitted standalone options include: Fitted genuine accessories include: Note that the incoming MY26 specification sees the Pangea Green paint pictured here discontinued, while features like the Air Suspension Pack now appear to be included as standard equipment. For the latest information, speak with your local Land Rover dealer. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool The Defender 110 was awarded a five-star ANCAP safety rating against 2020 criteria – however, Defender 90 and 130 derivatives as well as V8-powered variants remain unrated by the independent safety body. Standard safety equipment includes: To see how the Land Rover Defender lines up against its rivals, check out our comparison tool Land Rover Australia covers its range with a five-year, unlimited-kilometre warranty including roadside assistance for the same period, and the Defender has long 26,000km service intervals. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool Like most premium or at least luxury-leaning 4WDs sold in Australia, the Defender 90 is unlikely to ever be used to its full potential and will instead spend most of its life putting around wealthy inner suburbs. With that in mind, if you don't have a sports team's worth of kids to cart around, the Defender 90's more city-friendly dimensions arguably make it the best suited to the lifestyle that Australian owners will likely subject it to. As has been the case since its launch, the Defender remains a very comfortable and capable all-rounder, with effortless performance from its diesel six and all the creature comforts you could want – provided you're willing to pay extra for some of them. Running changes for MY26 seem to bolster the value offering somewhat via extra equipment, and you could save thousands on our press vehicle's as-tested price by being more judicious with option boxes. For example, lose the satin paint film and ClearSight mirror and you've already pocketed $8500. It's a shame the lovely Pangea Green is no longer available for new orders, but the darker new Woolstone Green that replaces it for MY26 is just as delicious if not more so. If you're in the market for a go-anywhere off-road wagon and the Jimny and Jeep Wrangler are a little too pedestrian or utilitarian for you, it's hard to go past the Defender – especially the three-door shorty, which is not only the cheapest body style but also the best looking and most capable off-road, if anyone cares to find out. Interested in buying a Land Rover Defender? Let CarExpert find you the best deal hereMORE: Explore the Land Rover Defender showroom Content originally sourced from: Rover Defender Pros Land Rover Defender Cons The modern reincarnation of the Land Rover Defender has proven to be a smash hit globally, as well as in Australia. While the wider Jaguar Land Rover (JLR) portfolio has been floundering Down Under of late, the Defender continues to sell in strong numbers – it currently accounts for over half of all Land Rover sales. No doubt the five-door Defender 110 and the even longer 130 derivative get the most attention from well-heeled Aussie families, but the three-door Defender 90 tested here is something of a cult hero. Think of it as a Suzuki Jimny for grown-ups. It's superbly capable off-road and more city-friendly in size, but also doesn't sacrifice on the general Defender fitout that the bigger versions are available with. On test we have the Defender 90 S, powered by the 'D250' turbo-diesel inline six. The retro white steelies and Pangea Green paint over a khaki interior is perhaps my personal dream spec – minus the satin film that costs a wild $7040. WATCH: Paul's video review of the 2021 Land Rover Defender 90 P300 In a world where new vehicle prices continue to rise, this particular Defender has actually had a price decrease for 2025, and not an insignificant one either (over $5000). So, while it remains one of the more niche members of the Defender lineup, does the three-door Land Rover deserve a look-in if you're in the market for a larger luxury off-road SUV? A new MY26 range is on the way, but the MY24 vehicle you see on test here actually received a running price reduction for the 2025 model year, and now starts from $92,402 plus on-road costs and options. See below for the full MY25 price list, including changes from MY24. You can read more about the upcoming MY26 range here. Defender 90 Defender 110 Defender 130 Our MY24 test vehicle is also fitted with a number of packages, single-item options and dealer-fit accessories that bring the as-tested price to a cool $125,016 before on-road costs, according to 2024 pricing. It's worth noting that the incoming 2026 model year Defender has received some revisions to specifications and options. You can read more about that here. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool The Defender hasn't changed much since it debuted in 2019, though the British off-roader's cabin still strikes a cool balance between utilitarian design, friendly ergonomics and seamless technology integration. It's worth noting some elements pictured here have been changed or will become unavailable with new model year orders, namely the open-pore wood trim finishes and the touchscreen, which has been enlarged by a couple of inches for MY26. Regardless, the core attributes remain the same. There's an overarching robust and utilitarian theme which harks back to Land Rover's roots, accompanied by premium design and material quality plus the brand's latest infotainment and display tech to keep it fresh and in line with modern expectations. The 12.3-inch digital instrument cluster and 11.4-inch Pivi Pro multimedia touchscreen have been well regarded since launch, thanks to the nice graphics and intuitive functionality. Land Rover's software interface has a pretty flat structure and clear labelling to make navigating through menus and applications easy, bolstered by crisp resolution and largely snappy responses. It's well featured too, including wireless Apple CarPlay and Android Auto, DAB+ digital radio, as well as satellite navigation with traffic information. Compared to more complicated systems from some rival German brands, it's refreshingly simple and easy to use. It's also easy to find a comfortable driving position thanks to the fully power adjustable front seats and steering column, and there are plenty of chunky physical buttons and controls for all your vehicle functions. Land Rover's commanding driving position is as present as ever in the Defender, putting you at the same level as some truck drivers on the highway. You have a great view of everything in the cabin too. There's a range of widgets and displays in the infotainment system and instrument cluster for general driving duties and off-roading. There are also various drive modes available, and adjustable air suspension which can jack up the ride height significantly. I'm also a fan of the chunky rotary dials for the climate control, which double up as ventilated seat controls. Push to toggle the heated/cooled seat controls, push again to return to your normal temperature controls. Build quality feels solid, but the Defender cabin isn't Range Rover-plush, nor should it be. There's a nice mix of soft-touch surfaces contrasted against more hard-wearing details and materials, and elements like exposed screws, rubberised areas and metal accents. In fairness, the Defender is meant to carry on the all-conquering, go-anywhere spirit of the original. If you want more luxury, you're better off looking at the seven-seat Discovery. This three-door 90 may be much shorter in length than the larger 110 and 130, but the second row is positively adult-sized once you clamber past the front seats – it's a very coupe-like experience. It's virtually the same rear bench in a smaller body that foregoes rear doors and sits atop a shorter wheelbase. You'll easily be able to cart four-up without issues, and you can squeeze three across the rear at a pinch if you need to. Rear occupants still get rear air vents and a fold-down centre armrest with cupholders, and you can option a third zone of climate controls if you regularly transport whiney rear passengers. Padded rear armrests, floor-mounted bottle holders and large rear windows help to make this one of the more accommodating three-door vehicles on the market, and there's also the roof-mounted rear 'portholes' too. Should you need to carry kids, the rear seats also feature ISOFIX child seat anchors in the outboard positions, and top-tether points across all three rear seatbacks. Boot space takes the biggest hit in the 'shortie' Defender, at a quoted 397 litres compared to the 110's 972L. The space itself is very shallow with the rear seats up, too. Should you need more room, you can fold each rear seatback down individually. The spare wheel is also mounted on the outside of the side-hinged tailgate too, which makes it heavy but very on-brand. There's a 12V power socket in the boot area, as well as bag hooks and a rear console that features remote switches to drop or raise the rear air suspension. Finally, the optional integrated air compressor ($1416) with matching air hose kit could be a godsend if you ever need to re-inflate a tyre while out bush. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool D250 versions of the Defender are powered by a 3.0-litre inline six-cylinder turbo-diesel with 48V mild-hybrid assistance. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool Despite being the 'baby' Defender, the 90 is no shrinking violet. Pictured: 2021 Land Rover Defender 90 At 4.6 metres long and nearly 2.0m wide, the Defender 90 is still a reasonably big rig and about as long as a Toyota RAV4. But compared to the Defender 110 it's easier to park in tight parallel bays in the city – should you frequent those kinds of café-dense areas often… The 3.0-litre inline diesel six is a peach, and probably my pick of the engine range for the Defender's intended purpose. Sure, the prospect of a burbling V8 is nice, but that's likely to fade when you see the purchase price and fuel bills. With 48V mild-hybrid assistance, the idle stop/start system is snappy in slow-moving traffic, while the oiler's effortless torque wave makes this a relaxed performer off the line. Keep in mind the Defender 90 still weighs 2.2 tonnes in this specification, and feels quite peppy when you punch it. Like other big-block European diesels, Land Rover's D250 unit is a smooth operator and relatively refined, only getting a little vocal under hard acceleration. There's not even that much clatter, at least inside. With eight cogs and intuitive shift logic, the eight-speed auto is an excellent partner for that sweet inline six. It shifts smartly and decisively, keeping the engine on the boil while also smartly upshifting to the highest ratio possible, placing the engine in its most relaxed rev band when at a cruise. The ZF-sourced shifter is also quick to downshift if you need a rapid turn of speed and, as you'd imagine, rolling acceleration is very muscular despite the 8.0-second 0-100km/h claim. If you're driving on the open road, you'll be able to confidently overtake in the Defender 90 in a way that perhaps a four-cylinder Toyota Prado can't. Insulation from wind and road noise is mostly good without being standout. Thanks to the Defender's upright proportions and massive side mirrors, you can get some wind buffeting at high speeds as well as some hints of road roar from the chunky all-terrain rubber. The electronic air suspension ensures a generally comfortable ride – though it isn't quite Range Rover-like plush given the Defender's more rugged skew – thanks in part to the extra sidewall on our test car's small 18-inch steel wheels. There's a touch of firmness on impact that no doubt helps minimise body roll and ensures good recovery from primary bump absorption. Again, if you want more luxury, best look at a Discovery or Range Rover Sport. Steering feel is light though fairly accurate, meaning it isn't hard to handle or place the Defender 90 on the road. Plentiful visibility out of the upright glasshouse further boosts confidence behind the wheel, as does the standard surround-view camera system with 3D vehicle projection. That said, the placement of the rear camera can mean it's occasionally hard to judge where the tailgate-mounted spare wheel ends. I also didn't find the optional ClearSight rear-view mirror particularly valuable in practice due to its high-mounted position and limited field of view. While I didn't take this particular Defender off-road, both 90 and 110 versions of the rugged Land Rover perform very well off the beaten track based on our previous testing, and are more than capable of tackling almost anything most owners would be willing throw at them. In addition to the adjustable air suspension (which can raise the ride height to a dizzying 291mm), the Defender comes standard with the basic iteration of Land Rover's Terrain Response system, which tailors the 4×4 drivetrain and electronic aids to suit different surfaces. There's also hill descent control, hill launch assist, and low-range gearing. The Defender 90 also has an impressive 900mm wading depth, and relatively generous approach, departure and breakover angles of 30.1/37.6/24.2 degrees respectively, meaning the shorter wheelbase significantly increases its clearance over moguls and the like. Want to see it in action? See Paul's video at the top of this review. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool Jaguar and Land Rover are quite convoluted in their specification lists, but here is a breakdown of what comes standard in the Defender S if you put an order down on one today. Note: MY24 Defender 90 S pictured 2025 Land Rover Defender S equipment highlights: *Information based on Land Rover Australia's configurator for the MY26 Defender 90 S To see how the Land Rover Defender lines up against its rivals, check out our comparison tool As noted earlier, our MY24 test vehicle was fitted with a number of options and packages. Off-Road Pack: $1660 Cold Climate Pack: $1480 Air Suspension Pack: $1310 Fitted standalone options include: Fitted genuine accessories include: Note that the incoming MY26 specification sees the Pangea Green paint pictured here discontinued, while features like the Air Suspension Pack now appear to be included as standard equipment. For the latest information, speak with your local Land Rover dealer. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool The Defender 110 was awarded a five-star ANCAP safety rating against 2020 criteria – however, Defender 90 and 130 derivatives as well as V8-powered variants remain unrated by the independent safety body. Standard safety equipment includes: To see how the Land Rover Defender lines up against its rivals, check out our comparison tool Land Rover Australia covers its range with a five-year, unlimited-kilometre warranty including roadside assistance for the same period, and the Defender has long 26,000km service intervals. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool Like most premium or at least luxury-leaning 4WDs sold in Australia, the Defender 90 is unlikely to ever be used to its full potential and will instead spend most of its life putting around wealthy inner suburbs. With that in mind, if you don't have a sports team's worth of kids to cart around, the Defender 90's more city-friendly dimensions arguably make it the best suited to the lifestyle that Australian owners will likely subject it to. As has been the case since its launch, the Defender remains a very comfortable and capable all-rounder, with effortless performance from its diesel six and all the creature comforts you could want – provided you're willing to pay extra for some of them. Running changes for MY26 seem to bolster the value offering somewhat via extra equipment, and you could save thousands on our press vehicle's as-tested price by being more judicious with option boxes. For example, lose the satin paint film and ClearSight mirror and you've already pocketed $8500. It's a shame the lovely Pangea Green is no longer available for new orders, but the darker new Woolstone Green that replaces it for MY26 is just as delicious if not more so. If you're in the market for a go-anywhere off-road wagon and the Jimny and Jeep Wrangler are a little too pedestrian or utilitarian for you, it's hard to go past the Defender – especially the three-door shorty, which is not only the cheapest body style but also the best looking and most capable off-road, if anyone cares to find out. Interested in buying a Land Rover Defender? Let CarExpert find you the best deal hereMORE: Explore the Land Rover Defender showroom Content originally sourced from:
Canberra Times
26-06-2025
- Automotive
- Canberra Times
2025 Land Rover Defender 90 review
The ZF-sourced shifter is also quick to downshift if you need a rapid turn of speed and, as you'd imagine, rolling acceleration is very muscular despite the 8.0-second 0-100km/h claim. If you're driving on the open road, you'll be able to confidently overtake in the Defender 90 in a way that perhaps a four-cylinder Toyota Prado can't.
The Advertiser
25-06-2025
- Automotive
- The Advertiser
2026 Land Rover Defender prices: Upgrade brings more V8 options, new tech
UPDATE, 25/06/2025 3:30pm: Land Rover has confirmed pricing for the updated 2026 Defender lineup. We've updated this article with a list of prices. The Land Rover Defender is receiving a range of updates for model year 2026, ranging from larger screens to wider V8 engine availability. After initial details were announced late in May, pricing for the 2026 Defender lineup has now been announced ahead of first local deliveries in October. The range opens with the Defender 90 D250 S, priced at $98,400 before on-road costs – up $5774. All Defender 90, 110 and 130 variants gain a new headlight design plus new front and rear bumpers, and flush rear lights with smoked lenses. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. All variants get new gloss black Defender-branded wheel centre caps, plus a gloss black grille bar. There's also a new 22-inch diamond-turned dark grey alloy wheel design, as well as additional accessories such as a black-finish Expedition roof rack and cross bars. Deployable and fixed side steps will be available, along with an integrated air compressor for the Defender 130. There will also be a new Borasco Grey and Woolstone Green exterior finishes, plus a new Sargasso Blue finish exclusive to the high-performance OCTA. The OCTA also gets Textured Graphite exterior accents and available Chopped Carbon Fibre exterior and interior accents, including an optional 4500kg-rated winch. Inside, there's a larger 13.1-inch infotainment touchscreen, up from 11.4 inches, while the dash-mounted shifter has been "ergonomically repositioned". A revised centre console incorporates a sliding section that allows you to conceal small items in a closed cubby, while removeable side pockets are optional. In big news under the bonnet, a supercharged 5.0-litre petrol V8 engine, referred to as P425, replaces the P400 3.0-litre turbo-petrol inline six in the Defender 90 and 110. This produces 313kW of power and 550Nm of torque, up from 294kW in the engine it replaces (if with an identical torque figure), and it propels the Defender 90 to 100km/h in a claimed 5.6 seconds. The Defender 110 also gains the option of the D250 six-cylinder mild-hybrid 3.0-litre turbo-diesel, producing 183kW and 570Nm. This is offered exclusively in S trim with standard 19-inch alloy wheels and electronic air suspension. This joins the D350 turbo-diesel six and the P400e plug-in hybrid petrol, as well as the P635 twin-turbo V8 in the OCTA. The Defender 90, in contrast, is offered exclusively with D250 diesel and P425 petrol powertrains. Newly available on the Defender range is adaptive off-road cruise control, allowing the vehicle to maintain a set speed while off-road, leaving the driver to concentrate on steering. A driver attention monitoring system with a driver-facing camera is optional. The Defender is far and away JLR's best seller in Australia. A total of 1277 examples have been delivered so far this year to the end of April, almost twice as many as the second-placed Range Rover Sport (693 examples). Defender 90 Defender 110 Defender 130 MORE: Everything Land Rover Defender Content originally sourced from: UPDATE, 25/06/2025 3:30pm: Land Rover has confirmed pricing for the updated 2026 Defender lineup. We've updated this article with a list of prices. The Land Rover Defender is receiving a range of updates for model year 2026, ranging from larger screens to wider V8 engine availability. After initial details were announced late in May, pricing for the 2026 Defender lineup has now been announced ahead of first local deliveries in October. The range opens with the Defender 90 D250 S, priced at $98,400 before on-road costs – up $5774. All Defender 90, 110 and 130 variants gain a new headlight design plus new front and rear bumpers, and flush rear lights with smoked lenses. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. All variants get new gloss black Defender-branded wheel centre caps, plus a gloss black grille bar. There's also a new 22-inch diamond-turned dark grey alloy wheel design, as well as additional accessories such as a black-finish Expedition roof rack and cross bars. Deployable and fixed side steps will be available, along with an integrated air compressor for the Defender 130. There will also be a new Borasco Grey and Woolstone Green exterior finishes, plus a new Sargasso Blue finish exclusive to the high-performance OCTA. The OCTA also gets Textured Graphite exterior accents and available Chopped Carbon Fibre exterior and interior accents, including an optional 4500kg-rated winch. Inside, there's a larger 13.1-inch infotainment touchscreen, up from 11.4 inches, while the dash-mounted shifter has been "ergonomically repositioned". A revised centre console incorporates a sliding section that allows you to conceal small items in a closed cubby, while removeable side pockets are optional. In big news under the bonnet, a supercharged 5.0-litre petrol V8 engine, referred to as P425, replaces the P400 3.0-litre turbo-petrol inline six in the Defender 90 and 110. This produces 313kW of power and 550Nm of torque, up from 294kW in the engine it replaces (if with an identical torque figure), and it propels the Defender 90 to 100km/h in a claimed 5.6 seconds. The Defender 110 also gains the option of the D250 six-cylinder mild-hybrid 3.0-litre turbo-diesel, producing 183kW and 570Nm. This is offered exclusively in S trim with standard 19-inch alloy wheels and electronic air suspension. This joins the D350 turbo-diesel six and the P400e plug-in hybrid petrol, as well as the P635 twin-turbo V8 in the OCTA. The Defender 90, in contrast, is offered exclusively with D250 diesel and P425 petrol powertrains. Newly available on the Defender range is adaptive off-road cruise control, allowing the vehicle to maintain a set speed while off-road, leaving the driver to concentrate on steering. A driver attention monitoring system with a driver-facing camera is optional. The Defender is far and away JLR's best seller in Australia. A total of 1277 examples have been delivered so far this year to the end of April, almost twice as many as the second-placed Range Rover Sport (693 examples). Defender 90 Defender 110 Defender 130 MORE: Everything Land Rover Defender Content originally sourced from: UPDATE, 25/06/2025 3:30pm: Land Rover has confirmed pricing for the updated 2026 Defender lineup. We've updated this article with a list of prices. The Land Rover Defender is receiving a range of updates for model year 2026, ranging from larger screens to wider V8 engine availability. After initial details were announced late in May, pricing for the 2026 Defender lineup has now been announced ahead of first local deliveries in October. The range opens with the Defender 90 D250 S, priced at $98,400 before on-road costs – up $5774. All Defender 90, 110 and 130 variants gain a new headlight design plus new front and rear bumpers, and flush rear lights with smoked lenses. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. All variants get new gloss black Defender-branded wheel centre caps, plus a gloss black grille bar. There's also a new 22-inch diamond-turned dark grey alloy wheel design, as well as additional accessories such as a black-finish Expedition roof rack and cross bars. Deployable and fixed side steps will be available, along with an integrated air compressor for the Defender 130. There will also be a new Borasco Grey and Woolstone Green exterior finishes, plus a new Sargasso Blue finish exclusive to the high-performance OCTA. The OCTA also gets Textured Graphite exterior accents and available Chopped Carbon Fibre exterior and interior accents, including an optional 4500kg-rated winch. Inside, there's a larger 13.1-inch infotainment touchscreen, up from 11.4 inches, while the dash-mounted shifter has been "ergonomically repositioned". A revised centre console incorporates a sliding section that allows you to conceal small items in a closed cubby, while removeable side pockets are optional. In big news under the bonnet, a supercharged 5.0-litre petrol V8 engine, referred to as P425, replaces the P400 3.0-litre turbo-petrol inline six in the Defender 90 and 110. This produces 313kW of power and 550Nm of torque, up from 294kW in the engine it replaces (if with an identical torque figure), and it propels the Defender 90 to 100km/h in a claimed 5.6 seconds. The Defender 110 also gains the option of the D250 six-cylinder mild-hybrid 3.0-litre turbo-diesel, producing 183kW and 570Nm. This is offered exclusively in S trim with standard 19-inch alloy wheels and electronic air suspension. This joins the D350 turbo-diesel six and the P400e plug-in hybrid petrol, as well as the P635 twin-turbo V8 in the OCTA. The Defender 90, in contrast, is offered exclusively with D250 diesel and P425 petrol powertrains. Newly available on the Defender range is adaptive off-road cruise control, allowing the vehicle to maintain a set speed while off-road, leaving the driver to concentrate on steering. A driver attention monitoring system with a driver-facing camera is optional. The Defender is far and away JLR's best seller in Australia. A total of 1277 examples have been delivered so far this year to the end of April, almost twice as many as the second-placed Range Rover Sport (693 examples). Defender 90 Defender 110 Defender 130 MORE: Everything Land Rover Defender Content originally sourced from: UPDATE, 25/06/2025 3:30pm: Land Rover has confirmed pricing for the updated 2026 Defender lineup. We've updated this article with a list of prices. The Land Rover Defender is receiving a range of updates for model year 2026, ranging from larger screens to wider V8 engine availability. After initial details were announced late in May, pricing for the 2026 Defender lineup has now been announced ahead of first local deliveries in October. The range opens with the Defender 90 D250 S, priced at $98,400 before on-road costs – up $5774. All Defender 90, 110 and 130 variants gain a new headlight design plus new front and rear bumpers, and flush rear lights with smoked lenses. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. All variants get new gloss black Defender-branded wheel centre caps, plus a gloss black grille bar. There's also a new 22-inch diamond-turned dark grey alloy wheel design, as well as additional accessories such as a black-finish Expedition roof rack and cross bars. Deployable and fixed side steps will be available, along with an integrated air compressor for the Defender 130. There will also be a new Borasco Grey and Woolstone Green exterior finishes, plus a new Sargasso Blue finish exclusive to the high-performance OCTA. The OCTA also gets Textured Graphite exterior accents and available Chopped Carbon Fibre exterior and interior accents, including an optional 4500kg-rated winch. Inside, there's a larger 13.1-inch infotainment touchscreen, up from 11.4 inches, while the dash-mounted shifter has been "ergonomically repositioned". A revised centre console incorporates a sliding section that allows you to conceal small items in a closed cubby, while removeable side pockets are optional. In big news under the bonnet, a supercharged 5.0-litre petrol V8 engine, referred to as P425, replaces the P400 3.0-litre turbo-petrol inline six in the Defender 90 and 110. This produces 313kW of power and 550Nm of torque, up from 294kW in the engine it replaces (if with an identical torque figure), and it propels the Defender 90 to 100km/h in a claimed 5.6 seconds. The Defender 110 also gains the option of the D250 six-cylinder mild-hybrid 3.0-litre turbo-diesel, producing 183kW and 570Nm. This is offered exclusively in S trim with standard 19-inch alloy wheels and electronic air suspension. This joins the D350 turbo-diesel six and the P400e plug-in hybrid petrol, as well as the P635 twin-turbo V8 in the OCTA. The Defender 90, in contrast, is offered exclusively with D250 diesel and P425 petrol powertrains. Newly available on the Defender range is adaptive off-road cruise control, allowing the vehicle to maintain a set speed while off-road, leaving the driver to concentrate on steering. A driver attention monitoring system with a driver-facing camera is optional. The Defender is far and away JLR's best seller in Australia. A total of 1277 examples have been delivered so far this year to the end of April, almost twice as many as the second-placed Range Rover Sport (693 examples). Defender 90 Defender 110 Defender 130 MORE: Everything Land Rover Defender Content originally sourced from:
