If you’ve ever inherited an heirloom, you’ll know the burden it carries. Not just in keeping time, but in keeping tradition. The Land Rover Defender 110 PHEV is precisely that: a revered nameplate reborn for the modern world. One that must still climb mountains, both literal and metaphorical.

And what mountains they are.

The original Defender was the kind of machine you’d admire from afar, with its exposed rivets and no-nonsense demeanour. It looked like it could survive an apocalypse—and ride straight through one. But live with it day-to-day? Not unless your postbox is located on a farm track 2 kilometres outside of your home, or your idea of comfort included vinyl floors and an AM radio.

So, how do you replace a cult icon without alienating its congregation?

You build something that honours its past but doesn’t get stuck in it. That’s what the new Defender 110 PHEV is: a plug-in hybrid SUV that looks like it was hewn from granite, drives like a stately cruiser, and can still wade through floods like it’s chasing wildebeest across Africa.

The Defender 110 may wear its ancestry on its sleeve; squared shoulders, upright stance, and an air of indifference to passing trends. The old-school boxiness now comes with curves in all the right places, giving it a rugged elegance that manages to look at home in a jungle or the lobby of a five-star hotel.

Underneath, it’s all new. Gone is the ladder-frame chassis of yore. In its place is an aluminium monocoque that’s stiffer than your uncle’s gin and tonic. The body itself is structural, and the suspension (air-sprung in this PHEV variant) is sophisticated enough to make most luxury cars blush.

And yes, the numbers are impressive. Approach and departure angles of 38 and 40 degrees. A wading depth of 900mm. Ground clearance that puts most crossovers to shame. And it does all this without making you feel like you’re driving a tractor.

Manners Maketh Man

Surprisingly, it’s brilliant on tarmac. There’s a grace to the way the Defender 110 handles bumps and potholes. It doesn’t crash, it glides. It doesn’t roll, it leans thoughtfully. And when the road gets twisty, it feels planted, composed, and confident.

The plug-in hybrid system is based around a 2.0-litre turbocharged petrol engine paired with a 105kW electric motor, giving you a combined 296bhp and 625Nm of torque. That’s enough to whisk this aluminium-clad fortress from zero to 100km/h in just over 7 seconds. Not bad for something shaped like a garden shed.

And when you want to creep silently through a carpark or a forest trail, the electric-only mode offers up to 43km of range. Realistically, you’ll see closer to 30, especially with the aircon on and music streaming, but that’s still enough to do the daily school run and back.

And it’s still nicely kitted

Climb aboard, and the cabin is a study in contrasts. Industrial yes, with its magnesium crossbeams, rubberised floors, exposed screw heads, but also incredibly well thought out. 

Seats are broad and supportive, the infotainment system (now JLR’s latest Pivi Pro) is fast and responsive, and there are enough USB ports to charge a small battalion’s worth of devices. Storage is abundant. Legroom in the second row is generous, even with an adult sitting on the floor.

With the second row up, you get 853 litres of boot space. Fold them down and you’re looking at over 2,300 litres. That’s enough for camping gear, dogs, bikes, or whatever your version of adventure entails.

Built for the one in a thousand

Not everyone who buys a Defender is going to traverse mountain passes or rescue stranded hikers. Most will use it to shuttle kids, hit the grocery store, or navigate the CBD. But knowing it can do all those things? That it could go anywhere, even if you won’t? That’s what makes it special.

There’s a quote buried deep in Land Rover lore: “Above and Beyond.” And the Defender 110 PHEV lives up to it. It’s the Swiss Army knife of cars; versatile, unflappable, and yes, a bit indulgent. But if you’re the sort who values capability over convention, this may just be the best-kept secret in the premium SUV world.

And as we inch closer to a world dominated by electric pods and soulless transport, this plug-in Defender feels like a parting love letter to what SUVs used to stand for.

Adventure. Purpose. And a damn good story to tell.

Technical Specifications

Land Rover Defender 110 PHEV

Engine: 2-litre in-line 4, Twin-scroll Turbocharged
Drivetrain: All-Wheel Drive
Power: 296 bhp
Torque: 625 Nm
Gearbox: 8-Speed (A)
0-100km/h: 7.6 seconds (claimed)
Top Speed: 191 km/h
Fuel Tank Capacity: 90 litres 
Fuel Economy: 8.6 km/litre (tested)
Price: S$336,888 (HSE) without COE (accurate at the time of this article)

Photo Credits: Sean Loo (@auto.driven)

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With the Trophy Edition, Land Rover has dipped into the brand’s treasure chest of heritage and pulled out the spirit of the original Trophy Challenge.

So, what do you get?

An expedition-ready Defender that looks like it just rolled off the pages of a National Geographic feature, with a few more creature comforts.

The Trophy Edition is available in two heritage-inspired hues: Deep Sandglow Yellow, a modern homage to the ochre shades seen on competition Defenders of old; and Keswick Green, a nod to British countryside grit.

Both colours can be finished with an optional Matte Protective Film, because what’s an adventure without the occasional scrape?

The Trophy Edition comes kitted out to rumble across continents; Gloss Black 20-inch alloys wrapped in chunky All-Terrain tyres, a Dark Rear Scuff Plate, Gloss Black Wheelarch Protection, and a front undershield that’s ready to absorb the occasional boulder kiss.

Trophy decals and rear badging remind you that this isn’t just another Defender.

Inside, the tough-luxe theme continues with Ebony Windsor Leather seats and a Cross Car Beam that’s colour-matched to the exterior, finished with unique laser-etched endcaps for a bespoke touch.

The Trophy Edition is also the star of a new global challenge — the Defender Trophy adventure competition. This will be the Olympics of off-roading, where teams from more than 50 nations will tackle terrain, test physical limits, and solve tactical puzzles.

The final will be held in Africa, hosted in partnership with Tusk, Defender’s long-standing conservation ally. Finalists will earn a once-in-a-lifetime opportunity to make a real-world impact, using their adventure to benefit the communities and landscapes they traverse.

“Global adventure and community have been the fabric of the Defender brand’s DNA for decades,” said Mark Cameron, Managing Director of Defender. “Our unique new global adventure challenge will bring nations together, all united by a greater purpose.”

It’s worth noting that entry to the Singapore leg of the Defender Trophy is currently by invitation only, which adds a layer of exclusivity to an already rare beast.

But whether you’re one of the lucky few lining up for the challenge, or just someone who wants their daily drive to feel like the prelude to an epic, the Defender 110 Trophy Edition is a reminder of what motoring once was, and what it can still be.

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Crucially, the Defender hasn’t softened up. Sure, it’s added some modern conveniences and visual tweaks, but this is still a vehicle that looks like it could survive a meteor shower and then tow the meteor back to civilisation.

The new model arrives with a reworked front and rear design, complete with redesigned headlights, smoked tail lamps, and a darker, cleaner rear treatment.

Woolstone Green, inspired by a waterfall in the UK, and Borasco Grey, with its roots in a Californian silver mine, now join the Defender’s already earthy catalogue. Add in a new set of 22-inch Diamond Turned alloys, and it’s got curb appeal too.

Jump inside and you’re greeted by a larger, more intuitive 13.1-inch touchscreen. It sits proudly above the newly revised dash, where even the gear shifter has been ergonomically repositioned for better accessibility.

There’s also a new Driver Attention Monitor, with a driver-facing camera that gently nudges you if it senses you’re zoning out. The centre console has also had a rethink. There’s now a sliding storage section, perfect for stashing small items, and removable side pockets to keep cables neat and tidy.

Or, if you’re more utilitarian in spirit, go for the jump seat option and bring a third body up front for company.

The extreme-performance Defender OCTA is back, flexing even harder with 635PS of twin-turbo V8 fury. New to the mix is a Sargasso Blue finish, Textured Graphite accents that feel like rugged brushed metal, and a future Patagonia White Matte Wrap for those who want to look like they just rolled in from the Alps.

And yes, while all Defenders are capable, OCTA takes it to the next level with its 6D Dynamics suspension and a feature called “OCTA Mode”.

Back with the more mortal models, the regular Defender now offers Adaptive Off-Road Cruise Control for the first time. Think of it as All Terrain Progress Control 2.0; it maintains your comfort level over rough terrain so you can focus on steering while the vehicle does the thinking (and bump absorbing) for you.

For the long-haul overlanders or just the weekend trail warriors, there’s now an integrated air compressor option available on the Defender 130. It’s perfect for adjusting tyre pressures after a stint on soft sand, without needing to rummage around for a portable pump.

Want to look the part too? The Urban Pack now comes with matte black accessories like a new Cross Bar, darkened scuff plates, and bonnet decals that spell out DEFENDER like a tattoo on a prizefighter’s knuckles.

Mark Cameron, Managing Director of Defender, summed it up best: “More than five years after its introduction, Defender has become an enduring success.”

Whether you’re picking the nimble 90, the all-rounder 110, or the eight-seat-conquering 130, this updated Defender insists on adventure.

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Land Rover has always been a brand with a dual personality. On one hand, it’s the go-to for adventurers needing a vehicle capable of conquering the wildest terrains – think scaling rocky cliffs, fording rivers, or crossing the Sahara.

On the other hand, it’s often spotted in the driveways of football stars and celebrities.

But just because some Range Rovers are more likely to see the streets of Beverly Hills than the outback, doesn’t mean they lack substance. The Range Rover has a loyal fanbase that borders on the fanatic.

Whether they need its formidable capabilities or not, people are drawn to it, charmed by its blend of luxury and ruggedness. It’s the kind of car that creates serial owners, or at the very least, a deep-seated yearning to one day have one parked in the garage.

The Range Rover is also one of those rare vehicles that seem to defy the usual rules of the automotive industry. The previous model launched back in 2012, and even a decade later, it was still ticking all the boxes for its discerning, high-end clientele. That’s no small feat in an era where trends change faster than you can say “luxury SUV”.

But then you catch a glimpse of the new Range Rover (and only in its fifth generation, mind you, in 51 years) and you realise that not even this icon is immune to the relentless march of progress.

Technology and connectivity have become as crucial as horsepower and leather seats. And, of course, there’s the looming reality of climate change, which is no longer just a topic for debate but a pressing issue that demands attention, even from a brand as storied as Land Rover.

Thus, this plug-in hybrid variant was born, and it’s ready to meet the future head-on.

Smooth as silk

Immediatelly from the get go, it’s clear that Land Rover is aiming squarely at the top of the luxury automotive foodchain with this one.

Built on a fresh MLA-Flex chassis, this iteration of the Range Rover is now 50% stiffer than its predecessor, thanks to strategically placed high-tensile steel.

The suspension setup is where the magic happens; the Range Rover has fully independent air suspension with a new five-link rear axle and twin-valve dampers. Those massive 22-inch wheels might send a slight tremor through the chassis on sharp impacts, but for the most part, the ride is as smooth as silk.

The electric power steering is precise but light, and the ZF automatic gearbox remains as silky as ever. While it has a certain poise and body control, this isn’t a vehicle that enjoys being pushed hard around corners.

It’s much happier when you back off and let it do what it does best – delivering a sublime ride. Comfort mode felt like the right place to be.

What about the hybrid system?

What really sets this Range Rover apart, though, is its seamless integration of a hybrid system. The transition between electric and petrol power is so smooth you’d hardly notice it.

There’s enough electric range to make a real difference, and it can charge quickly enough (at 50kW DC) to make public charging a viable option.

Even after the battery is drained, the Range Rover still manages a respectable 8.9litres/100km, which is impressive given the luxury it’s lugging around. And if you keep that battery topped up, you’ll enjoy about 80 kilometres of electric range.

Speaking of, in electric mode, it’s easy to push the throttle too hard and kick the petrol engine into action. But that’s a small trade-off for the peace of mind that comes with lower emissions and the knowledge that electric power fits the Range Rover’s character so well.

And with a combined 542bhp and 800Nm of torque on tap, lugging around that extra battery weight doesn’t feel like a chore. 

You’ll be hard pressed to find something else more comfortable 

Refinement is the name of the game here. The Range Rover cocoons you from the outside world with the kind of serenity usually reserved for a Rolls-Royce.

Advanced speaker technology, combined with the car’s inherently solid chassis, provides a revised active noise cancellation system.

It monitors wheel vibrations, mechanical noise, and tyre hum, then uses the 1,600W Meridian audio system to send out a noise-cancelling signal. Oh, and did I mention there are 35 speakers, including four hidden in the headrests? Yes, 35.

It’s a bit of a pity that Singapore’s urban jungle doesn’t offer much in the way of off-road challenges. This meant the Range Rover’s Terrain Response 2 system, which automatically adjusts the various chassis settings remains untapped.

But even without the mud and rocks, this is an SUV that clearly knows its way around luxury.

This looks very posh

Indeed. The Range Rover cabin is a smorgasbord of plated metals, ceramics, mosaic marquetry, and contrasting colours.

The five-seat (though in most cases, the rear centre seat would be deployed) configuration offers a palatial amount of rear legroom, complete with massage functionality for the front folk.

Everywhere you look, the Range Rover’s interior exudes quality; there’s not a subpar switch or button in sight, save for the occasionally temperamental steering wheel controls.

The doors themselves close with a satisfying thud, and, borrowing a page from Rolls-Royce, they can even be specced with power assistance. 

Driving position is as you expect – classic Range Rover, commanding and confident. But the modernity really shows in the technology. A new electrical architecture supports over-the-air updates and manages a staggering 69 individual ECUs that can handle nearly 23,000 network messages. It’s like driving The Matrix.

Apple CarPlay, Android Auto, and Alexa voice AI are all integrated into the upgraded version of Pivi Pro, featuring a 13.1-inch touchscreen (the largest ever in a Land Rover).

The graphics are sharp, and the user interface is generally solid, though it doesn’t quite match the intuitive nature of Mercedes’ MBUX. Haptic feedback is an option, but it can slow things down a bit, so you might prefer to switch it off.

Land Rover, like many others, has overcomplicated the climate control system with screen-only controls, removing the rotary dials that used to adorn the centre console. Though they were fiddly to use, the dials were much more intuitive than the current fingerprint-smudged screen configuration.

As for the boot, it’s spacious without being cavernous, providing 1,050 litres with the seats up. The “Executive Class rear seats” do eat into that space a bit, but it’s still more than enough for most family needs. 

It’s subtle, but still bold enough to notice

The Range Rover has shed its flashy trimmings and adopted a more refined, mature demeanor. Gone are the oversized intakes and bold bumpers, replaced by a sleek, sophisticated design that speaks with quieter confidence.

The exterior is cleaner than ever, with a smooth, almost gel-like finish that gives it a distinguished presence. Black gloss accents are thoughtfully placed throughout the exterior, enhancing its polished look. 

And yes, those two shark fin antennas perched on top aren’t just for show, Land Rover has acknowledged they’re essential to handle the growing number of wireless connections that today’s vehicles demand.

Confidence in spades

This Range Rover exudes confidence, and rightly so. It may not be as dynamic as some of its luxury SUV counterparts, but that’s not its aim. The Range Rover exists in its own realm, not concerned with proving itself beyond what’s necessary.

If you’re in the market for one, this plug-in hybrid variant is the one to get. The integration of electric power feels like it was tailor-made for the Range Rover, and you can essentially run on standalone electrical power as long as a charger is within easy access.

After 50 years of perfecting the formula, Range Rover knows how to nail the brief.

Technical Specifications

Range Rover Plug-In Hybrid

Engine: 3.0-litre In-line 6-cylinder, Twin-charged
Power: 542 hp
Torque: 800 Nm
Gearbox: 8-Speed (A)
0-100km/h: 5.0 seconds (claimed)
Top Speed: 250 km/h
Fuel Capacity: 71.5 litres
Battery Capacity: 31.8kWh

Price: S$806,888 excluding COE (accurate at the time of this article)
Contact: Land Rover Singapore

Photo Credits: Sean Loo (@auto.driven)

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Four distinct colour tones can be selected by prospective customers – Blue Nebula Matte, Ligurian Black Gloss, Marl Grey Gloss, and Sunrise Copper Satin.

Each theme has been curated by blending paint colourways with carbon fibre finishers and SV Performance seats.

Clients have the choice of innovative knit textiles or Windsor leather, plus exclusive branding on the front splitter, centre console, treadplates, and puddle lamps.

Inside, exclusive SV Performance Seats with integrated headrests, carbon fibre backboards, and illuminated SV logos offer comfort with heating, cooling, and massage functionality.

The redesigned steering wheel features more pronounced thumb grips, a thicker rim, and an illuminated SV Mode button. A short press puts the vehicle into SV Mode, while a long press opens the Configurable Dynamics menu.

Geraldine Ingham, Managing Director at Range Rover, said: “What makes the Range Rover Sport SV so desirable is its unique combination of dynamic performance, modern sporting luxury design, cutting-edge sensory technology, and breadth of capability.”

The Range Rover Sport SV boasts 626hp and 750Nm from its 4.4-litre Twin-Turbo mild-hybrid V8 engine, clocking the century sprint in just 3.8 seconds and reaching a top speed of 290km/h.

Such performance is supported by advanced technologies, including a sensory audio system with “wellness benefits”. Not sure why you would need those wellness benefits, but JLR has included them.

The airflow-enhanced design delivers a grounded aesthetic, with functional carbon bits throughout. For those who crave even more, specially designed Michelin Pilot Sport S 5 summer tyres extend the car’s cornering capability.

For those who wish to stand out, the Range Rover Sport SV Edition Two might be something you can probably keep in your “maybe I’ll order this” list.

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Since 2020 when the L663 Defender was launched, I’d been keen to have a go. Land Rover had completely reworked the Defender to where it could still handle the rough stuff, but added creature comforts in the process – a far cry from the raw and raucous classic Defenders of yore which, no doubt, had purists up in arms.

Sean had already reviewed the Defender 90 and Defender 130 HSE by the time I’d gotten a chance to drive the Defender 110 75th Limited Edition, and given his near-perfect impersonation of a very keen Jack Russell Terrier while telling me that I was in for a treat before collection day, I had to see for myself what the fuss was all about.

Both 110 and 130 Defenders share the same 3,022mm wheelbase, but the 110 is 340mm shorter in length and seats only five in standard form, compared to the 130’s additional row that offers an eight-seater configuration. Otherwise, they’re pretty much the same.

75 Years of Rugged

Collection day arrived, and there the Defender 110 was, complete with 75th Limited Edition Grasmere Green 20-inch rims perfectly colour-matched to the body colour, and celebrating 75 years since the original Land Rover Defender Series 1 was launched. I’m not sure about the colour-matched rims, but it does undeniably make this special-edition Defender 110 stand out at first sight.

Despite being shorter than the 130, this is still a large vehicle. At 5,018mm length, 2,105mm width and 1,967mm height, one can fully expect it to take up a standard HDB parking spot, with its rear-mounted spare tyre overhanging the spot by a bit.

Standard HDB multistorey carparks (MSCP) should be fine for the Defender 110 by driving in slowly with the air suspension locked in its lowest setting. I didn’t want to risk the roof-mounted shark-fin antenna contacting the overhead height barrier beam at my estate’s MSCP, and the test vehicle remained in the open carpark during the media loan period.

The Defender 110 features large glass panels to let natural light into its roomy cabin to lift the feeling of airiness. This includes a panoramic sunroof and a couple of skylights on either rear sides of the roof pillars.

Rugged Luxury

Swing the tailgate open and 786 litres of boot space opens up. Need more? Drop the rear seatbacks to liberate 1,875 litres of cargo capacity.

Don’t worry about scratching up anything expensive either, because the Defender is built rugged inside to handle pretty much whatever you can throw at it.

Being built rugged on the inside does not mean occupants need to slum it out though. There’s more than ample room in the back for three abreast and rear occupants get their own climate controls and USB charging ports to keep everyone back there happy.

However, being built rugged does mean that your kids won’t easily destroy the interior either. Grab handles are perfectly positioned on the B-pillar to let the little ones and more petite adults pull themselves aboard.

There’s one thing that everyone, especially the front occupants, will be happy with though – a commanding view outside. I was sitting pretty much at eye level with the double-decker bus driver beside me, and the view out was superb.

The front seats are comfortable and supportive 14-way adjustable items featuring bum chillers and roasters. Y’all can be sure that I had the bum chiller turned on for the entirety of the review period.

Getting in is pretty simple, also thanks to the side steps that feature on this car. Put it this way – if my petite octogenarian mother can climb in and out with very little assistance and mostly supervision, the rest of us young’uns shouldn’t have any issues.

The digital instrument screen can display myriad information and is clear and easy to read. Also featuring here is a head-up display which makes things that much more convenient on the move, being able to read speed without having to take one’s eyes off the road as much.

The infotainment screen is crisp, bright and easy to read and operate, if only slightly slow to respond. To me, this didn’t matter because wireless Android Auto worked well, with wireless Apple CarPlay also here, and that’s all I needed for the most part.

A 400-watt 11-speaker Meridian sound system is standard fit in the 75th Limited Edition. While it was fine for the most part, I couldn’t really test the audio system as usual, due to a likely faulty speaker. Easily resolved though.

Everything in the interior is clearly laid out, easy to operate, and satisfyingly chunky to the touch… except for one tiny detail – the hazard light button is placed atop the dashboard in between the centre aircon vents, and it took a few seconds to find it. Now that you know where it is, you don’t have to go hunting for it.

Luxury 4-Wheelin’

The first few minutes of driving a behemoth like the Defender 110 will usually be daunting, but things quickly become relaxing and easy. The view out is good, the SUV points its nose where one intends it to go and it can also be somewhat hustled in bends, much to the surprise of everyone around.

Imagine the intimidation factor from this visage through the rear-view mirror as it lumbers up from behind at highway speeds with adaptive cruise control engaged.

Standard fit air suspension ensures that the ride remains smooth and cosseting at all times. Even the all-terrain Goodyear Wrangler tyres remain quiet most of the time, only becoming a little more audible over rougher tarmac and unpaved gravel paths.

The Defender 110 does mall-crawling duties with aplomb and is perfectly at home on streets and highways. However, this benign urban character belies its potent off-roading abilities, and all one needs to do is select the appropriate terrain type and start driving off the beaten track.

This is what Sean and I did for the photoshoot, and the Defender 110 happily crawled up and down a pretty steep embankment without breaking a sweat.

Land Rover says the Defender can wade through water up to 900mm deep. Thankfully, there wasn’t any Bukit Timah-level flooding event in Singapore during the loan period, but we did manage to do some impromptu flexing on a random mound.

The beating heart that makes all of this possible is a three-litre inline six-cylinder turbocharged petrol powerplant putting out 400hp and 550Nm of torque.

While this may sound like a lot, keep in mind that the Defender 110 weighs close to 2.4 tons. Acceleration is therefore healthy rather than brisk, but more than sufficient for a vehicle of this type.

Also, this is a mild hybrid powerplant. What this means is, driven smoothly, relatively good fuel economy is there for the taking. Land Rover claims an average combined consumption of 12.2 litres/100km or 8.2km/litre, and I was able to better this at 10.18 litres/100km or 9.8km/litre over a test-driven 549.1km.

As usual, the obligatory “your mileage may vary” disclaimer applies.

There are only two vehicles to date that have put a wide smile on my face within the first few minutes of driving. One is the plucky Suzuki Jimny. The Defender 110 is the other. The more I drove it, the more I wanted to drive it more… if you know what I mean.

That it blends ruggedness with a perfect dollop of luxury touches just goes to show Land Rover sure knows its current-generation audience. And possibly witchcraft, for the blend is perfect. It is like no other SUV in the market today. It is the quintessential go-anywhere mountain goat family transportation and is something that needs to be experienced and cannot adequately be put into words.

Or maybe it can.

When the Defender 110 was returned at the end of the media loan, I was asked about the experience. My reply was simple. “Wish I could have had it one more night.”

Photo Credits: Sean Loo (@auto.driven)

Technical Specifications

Land Rover Defender 110 75th Limited Edition
Engine:  2,996cc turbocharged inline six-cylinder mild hybrid
Transmission: 8-speed automatic
Driveline: All-wheel drive
Power: 400p @ 5,500-6,600rpm
Torque: 550Nm @ 2,000-5,000rpm
0-100km/h: 6.1 seconds (claimed)
Top Speed: 191km/h (claimed)
Fuel Economy (combined): 12.2-litres/100km or 8.2km/litre (claimed)
Fuel Tank Capacity: 90 litres
Kerb Weight: 2,361kg
Price: $387,888 (excluding COE, accurate at the time of article)
Contact: Land Rover Singapore

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“Why is this thing so long?” you may ask. Well, it’s a Land Rover Defender 110 with an extra chunk of bodywork plonked on the back, plus some extra seats. 

This is the Defender 130, which was first shown in May this year and arrives as the fourth model in the Defender range. The others are the 90, the 110 and the commercial-spec Hard Top (not sold in Singapore).

“Why does this exist?” Well, Land Rover introduced the Defender 130 for the 2023 model year to cater to a broader audience, especially those with big families or carpooling habits. 

This is now the king of the Defender lineup, and it dwarfs almost everything else in the JLR family. Size is good, but does this added bulk make it an issue in a cityscape like ours?

That’s exactly what we’re here to find out.

I like them big

Admittedly, I expected to like the Defender. I mean, just look at it, what’s not to like?

The 130 model is closest kin to the 110, but there’s that additional 340mm of bodywork aft of the rear wheels and seating for eight inside (compared to the 110’s seven). As a result, this behemoth is colossal – just shy of 2 meters tall, just over 5 meters long (not including the spare wheel), and 2.1 meters wide, with its robust wing mirrors included. The wheelbase? Exactly the same as the 110’s.

The extended Defender retains the familiar charm of its smaller siblings. The same imposing front grille, square taillamps, and that quirky “signature graphic” floating C-pillar. It’s all there.

And why should they change the design? It was already a good balance between rugged boxiness, just what you’d expect from a true off-roader. This design isn’t just for looks either; it maximizes cargo space and gives you a clear sense of where this beast begins and ends, which is essential when navigating tricky terrain.

It’s not a monotonous, flat design. It’s subtly curved, adding a touch of modernity while honouring the legacy of the old Defender – the one that was as robust as a tank but about as comfortable as a bed of nails.

I like them chunky

Settling into the driver’s seat, you might not even notice that you’re piloting a more extended Defender until you glance in the rearview mirror. What catches your eye? An impressive array of eight headrests.

Apart from that, the fantastic Land Rover cabin remains mostly unaltered. Body-coloured sheet metal, exposed hardware, and that rugged steel dash – it all blends seamlessly, giving the Defender a rugged charm that’s anything but cheap.

The cabin exudes strength and practicality, yet it carries an air of luxury. The buttons and switches are large and chunky, designed for gloved or off-road hand use. The dash-mounted gear selector is electronic but feels robust, shifting with a satisfying, purposeful click.

Every cup holder and storage surface is coated with high-quality rubber to keep everything steady while you tackle rough terrain. It’s spacious and airy, with tall, upright windows providing excellent visibility. Some might find the visible rows of exposed torx bolts a bit over the top, but Land Rover makes it work.

The Defender’s infotainment system impressed me – a pleasant twist compared to Jaguar and Land Rover’s prior complaints of slow, clunky touchscreen infotainment systems. The newest system is intuitive, responsive, and free from digging through endless submenus. 

The large touch icons are easy to use while driving, and there’s even a fixed icon for the exterior cameras on the right side of the screen, making parking in tight spots a breeze. While the menu layout can feel a bit overwhelming, you can arrange the most-used functions on the main screen for quick access. Kudos to Land Rover too for keeping physical climate controls.

If you’re planning some serious off-road action, the Defender’s infotainment system comes packed with off-road features, from torque split to steering angle and wade sensing. The Defender 130 can tackle up to 80 centimetres of water depth, in case you were wondering.

Let’s get to the crux of the matter – space. Land Rover boasts that you can comfortably seat eight adults here, and while the third row is best for a maximum of two, there’s no denying the capacious interior.

Each passenger has their designated space, and there’s no need to elbow each other for breathing room. The upright seating and expansive windows alleviate any claustrophobia concerns, while the second-row seat slides and reclines for optimum comfort.

With the seats up, the cargo space is a bit tight, just under 400 litres, which might disappoint camping enthusiasts. And the rear door opens horizontally, not upwards, which can be an issue for certain parking spaces. But, fold down the third row, and you get a generous cargo bay that can swallow camping gear and more, without sacrificing the comfort of the front seats.

It’s utilitarian and brash, practical yet excessive. I just love it.

Where we go, we don’t need roads

The Land Rover Defender 130 might be a touch longer, but it doesn’t compromise its off-road prowess significantly. Sure, the departure and break-over angles are slightly tighter, but it’s a minor difference. And let’s be honest, anyone venturing far off the beaten path isn’t doing so with an eight-seat SUV and a car full of kids. So, the Defender 130’s extra practicality barely impacts its off-road capabilities.

This HSE-spec Defender 130 packs a P400 3.0-litre inline-6 engine, delivering 394bhp and 550Nm of torque. It comes with an eight-speed automatic gearbox and full-time four-wheel drive as standard.

The robust P400 straight-six doesn’t break a sweat hauling around the extra weight, which is about 250kg more than the equivalent 110. Sure, it’s thirstier, but splurging on the bigger engine and road tax is the right choice.

From the moment you slide the gear lever into ‘D’ and get rolling, the Defender oozes an unwavering, indomitable character. While the 130 features adjustable air suspension, it rides with truck-like confidence, making it feel invincible.

The ride is comfortable, not bouncy, and it absorbs bumps with finesse, keeping the towering body in check and maintaining a planted feel. The steering might be slow, as you’d expect in a Defender, but it’s direct and nicely weighted.

Despite its massive roofline and elevated stance, the Defender controls wind and road noise impressively.

However, for this model year, it’s a bit baffling that the 2023 Land Rover Defender 130 doesn’t offer adaptive cruise control as an option, although it will be standard on all models for 2024.

For now, lane-centring technology, automatic emergency braking, and blind-spot monitoring come standard and work effectively to keep the SUV on the right path.

The Defender 130 offers one of the most comfortable rides of any off-road vehicle, thanks to its four-wheel independent suspension and robust body structure. This isn’t surprising, though; the Defender has always been among the planet’s most capable SUVs straight out of the box. What makes the Defender 130 special is that it excels not only off-road but also as a family SUV.

Of course, when you drive something as big as this, fuel consumption will take a big hit. My average across my whole test drive was 6.8km/litre; mighty respectable nonetheless, but prepare to visit your local fuel station more often with this.

Taking the road less travelled

If you’ve wanted an 8-seater offroading capable machine, there just aren’t that many options out there on the market. Why would you need other options anyways, when you have this?

Granted, it’s not perfect. It’s a tad too big for most carparks on our sunny shores, and with the seats up, cargo space is pretty limited. But, if you’re the kind of person who needs a bulky candidate to get the job done, the Defender 130 presents you with not only space to ferry folks around, but also the promise of adventure. I’m almost certain no other people carriers can offer the same visceral experience behind the wheel.

Even if you’re not tackling a mountain ridge or scaling vertical rock climbs, this car offers a driving sensation unlike anything else on the roads. You feel like a true explorer, even if that shovel attachment add-on never saw dirt in its life.

For that reason alone, I absolutely adore the Defender.

Technical Specifications

Land Rover Defender 130 HSE

Engine: 2,996cc 6-cylinder 24-valve Twin-Turbocharged
Power: 394bhp
Torque: 550Nm
Gearbox: 8-Speed (A)
0-100km/h: 6.6 seconds (claimed)
Top Speed: 191km/h
Fuel Economy: 8.1km/L (claimed)
Price: S$402,888 with COE (accurate at the time of this article)
Contact: Wearnes Automotive

Photo Credits: Sean Loo (@auto.driven)

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The Defender has been a byword of hardy reliability since it was first conscripted into the ranks of Land Rover. Its “go anywhere, do anything” approach made it a star in the world of unpaved routes and undulating terrains. Which is exactly why the Defender had to overcome a deafening roar of polarising opinions when it was relaunched back in 2020. 

Support from people who loved the new modern design and up-to-date progressive engineering; pitchforks from those who said it became too posh to push, fatally busting the “rough & tough” blueprint of the original. And that was before anyone had even driven it. Such is the way of our modern interconnected online world.

But, Land Rover stuck to their guns and continued their push for the new Defender. Three years on, this is still one of the best off-roaders in the business. 

Rough and Tough

Now, before we get into the nitty-gritty, let’s clear up some Defender lingo. There are three flavours of the Defender – the 110, the 130, and this petite variant, the 90. The bigger the number, the more real estate you’ve got.

While compact in build, the 90 is the little guy with a big personality.

The design of the Defender 90 is nothing short of masterful. It’s got that perfect Goldilocks balance of boxiness that you’d expect from a hardcore off-roader. The boxy design isn’t just for show; it maximizes carrying space and gives you a clear sense of where the bodywork begins and ends, which is handy when you’re traversing tricky terrain.

It’s not flat and boring either. No, it’s subtly curved, adding a touch of modernity while still paying homage to the old Defender that everyone adored. You know, the one that was as tough as nails but about as comfortable as a bed of nails.

It was a tool, plain and simple, and this modern facade does justice to its legacy.

Where Industrial Meets Luxury

Step inside, and you’ll find a cabin that’s unlike anything you’ve seen in your typical road car. It’s got that honest industrial design that screams “I’m here to get things done.” The rugged cross-dash beam, sturdy console, structural door liners, and washable floor all shout “fitness for purpose”.

You won’t be worrying about dirtying or scuffing up “luxury” materials here – it’s all about practicality.

But don’t think it’s all about being bare-bones. The infotainment electronics, head-up display, and driver aids are top-notch, meeting modern premium-car standards. And the Defender 90 comes with Land Rover’s Pivi Pro system too; Android Auto and Apple CarPlay compatibility.

Now, when it comes to space, the rear bench of the 90 offers plenty of leg and headroom for adults, and those upper ‘alpine’ windows make it feel airy. But here’s the rub – getting to those rear seats can be a bit of a hassle. Especially when you’ve got a car seat or gear in the back.

Aside from the space in the back, the cabin design is pretty much the same as the 110 – smart but tough.

And for all you outdoor aficionados, Land Rover offers a treasure trove of external carrying accessories – roof racks, ladders, panniers, you name it.

Heck, you can even tow a trailer if you want to go all out. Inside, there’s ample storage space – huge door bins, a colossal centre console, and plenty of nooks and crannies for your odds and ends.

The boot, at just under 400 litres, isn’t massive, which might disappoint the camping enthusiasts in the audience. Plus, the rear door opens horizontally, not upwards like a hatch, so you can’t really stack things in there without causing an avalanche every time you open it. A bit of a conundrum.

Off-Roading Prowess

When you hit the road, you’ll find that the Defender 90 isn’t all that different from its bigger sibling, the 110. And that’s a good thing. Unlike some of its off-roading rivals, it doesn’t handle the road like a bull in a china shop. Everything just feels in sync.

Thanks to its long suspension travel, it’s gentle and composed in its reactions. It’s not about forced urgency like sporty SUVs; it’s about real-world sensibility. It soaks up harsh shocks, and the wheels don’t rattle over bumpy terrain.

What’s truly remarkable is its control of pitch and roll. You can glide over a challenging road at a respectable pace with remarkable comfort – almost luxury-car comfort.

Under the hood, the P300 Ingenium engine is a 296bhp four-pot with 400Nm of torque. It’s paired with a smooth gearbox, allowing the Defender to be generally quiet, with the engine humming softly when it’s not working hard, and tyre and suspension noise staying in the background. 

Of course, if you slap on a roof rack and off-road tyres, you might get a bit more noise, but that’s the price of adventure. Plus, the high driving position and huge wing mirrors give you excellent visibility.

But here’s where it gets interesting – when you leave the tarmac, the Defender transforms into a whole different beast. It takes on articulation, traction, ascents, descents, and everything in between with effortless grace.

Thanks to its shorter wheelbase compared to the 110, the 90 is particularly nimble when manoeuvring around obstacles. Even without air suspension, it’s nothing short of amazing. 

I recently had some time to play with the Defender when navigating some hilly terrain in Desaru, and the engine and gearbox provide sufficient torque with finesse when you need to cross slippery terrain and unleash power when tackling steep slopes.

Traction is phenomenal, clearance is colossal, and articulation is impressive. It’s a true off-road champion, and its veins run the same blood of its predecessors.

Adventure Awaits

The Land Rover Defender 90 isn’t just a car; it’s a gateway to adventure. Sure, the three-door setup might be a tad impractical, but it comes with a rich history and a sense of wanderlust. When you do unleash its potential – whether it’s off-roading, tackling snow, or towing – it’s incredibly reassuring.

What’s truly astounding is how well it handles on the road. It’s dignified and stately, and compared to the 110, the 90 is more agile in town and has a bit more character in its looks. Of course, it won’t fit as many people or as much stuff, but that’s the trade-off for its compact charm.

It’s a family car that makes you feel adventurous, even if you never use all of its off-roading capabilities.

Technical Specifications

Land Rover Defender 90

Engine: 1,997cc 4-cylinder 16-valve Turbocharged
Power: 296bhp
Torque: 400Nm
Gearbox: 8-Speed S-Tronic (A)
0-100km/h: 8 seconds (claimed)
Top Speed: 191km/h
Fuel Economy: 9.7km/L (claimed)
Price: S$408,999 with COE (accurate at the time of this article)
Contact: Wearnes Automotive

Photo Credits: Sean Loo (@auto.driven)

Read more automotive news at AutoApp, or check out our latest videos on Ignition Labs TV!

When you think of Singaporeans going to Johor Bahru (JB), one might imagine indulging in the great food offerings there or unwinding with a massage. All whilst thinking about what strategy one might employ in order to fill up your vehicle with the most amount of fuel possible.

Hence, I’m pretty sure trekking through remote forests in the sand and mud isn’t usually on a typical agenda when one thinks of crossing the border. But, that’s exactly what Jaguar Land Rover (JLR) had planned – two days of offroading action in brand-new Land Rover Defenders. And boy was it a riot.

In order to mitigate any potential customs traffic jams, the convoy of Defender 90s and 110s (including the green 75th Anniversary Limited Edition Defender 110) set off bright and early from the Wearnes JLR showroom. 

A relatively short customs wait and some smooth tarmac later, we arrived at our breakfast halt – the Rainforest Tree House Cafe. A quaint little cafe with a charming facade, and on-brand with the ensuing off-road action that was soon to unfold.

With full tummies and a thirst for more driving action, the gang set off once more for the Anantara Resort in Desaru. But, instead of plying the smooth expressways like everyone else, JLR instead brought up there using a set of offroad trails.

These dirt roads were relatively trivial for the Defender, cutting through some of Malaysia’s oil palm plantations. The air-sprung independent suspension made quick work of the ground beneath us, and it felt like we were travelling on tarmac!

The Defender really comes into its own here, and the thing that surprises you most is its agility. The precise steering feel and the surprisingly well-controlled body always made you feel like you’re in control, regardless of surface.

Mind you, it does that with only a 2-litre pecker up front, pumping out 292hp and 400Nm of twisting force to all four wheels via an 8-speed transmission.

With some character mud stains pasted onto the Defender, we rejoined civilisation and completed the journey to our overnight halt.

The fun didn’t just stop there. After an enjoyable dinner and a relaxing night, it was back on the roads towards home, albeit with a stop by Tangga 7 for some hill-climbing shenanigans. It rained the night before too, so the grounds were all muddy and slippery, fun!

Unlike the previous day’s plantation roads, the Tangga 7 hill was a bigger challenge for the Defenders, having to face some rather narrow and slippery paths with steep slopes.

Even with road-biased tyres, these Defenders showcased their prowess as they conquered the challenging terrain. The all-wheel-drive system worked its magic, effortlessly distributing power to the appropriate wheels, ensuring a seamless journey without a hint of hesitation.

For the downhill bits, the Hill Descent Control function made it a breeze to maintain a safe and controlled speed while descending. It became abundantly clear that these vehicles can handle whatever challenges come their way, all without requiring an experienced driver. The cars themselves possess an innate intelligence that sets them apart.

With Tangga 7 hill behind us, it was time to return to Singapore. Here, the Defenders showcased their versatility. Unlike traditional off-roaders, the stability of these vehicles proved exemplary even at high speeds. Despite their impressive ground clearance, the Defenders instilled a sense of confidence and assurance as we cruised along the expressways.

Overall, our off-roading adventure was a captivating experience, filled with the thrills of conquering rugged terrain and the tranquillity of a beach-side resort. Such is the premise of the Land Rover Defender too, effortlessly demonstrating their exceptional off-road capabilities while providing a comfortable and enjoyable drive on the road.

A testament to the clever engineering behind these remarkable machines.

As we concluded our journey, the memories of our off-roading escapade remained etched in our minds. Land Rover has crafted a true masterpiece, a vehicle that excels in all environments and brings a sense of adventure to those who dare to explore.

Photo Credits: Sean Loo (@auto.driven)

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Jaguar Land Rover has recently announced that it will now rebrand its name, being recognised henceforth as JLR. This rebranding aims to shift more focus onto the four subbrands it currently has in its arsenal.

The four subbrands in question are Range Rover, Discovery, Defender and Jaguar.

This change of strategy is all in a bid to reposition JLR as a house of brands. As quoted by Gerry McGovern, JLR’s chief creative officer “Our ultimate ambition is to build truly emotionally engaging experiences for our clients that, over time, will build long-term high equity for our brands and long-term sustainability for JLR.”

Financial motivations

This sudden rebranding appears to be motivated by JLR’s struggle in recent years to separate its large model lineup, and the rebrand is an attempt to create more distinct personalities between its vehicles.

With the updated branding, each Land Rover category is essentially being turned into a fully-fledged brand, further joined by Jaguar.

What’s going to happen to Land Rover?

Land Rover has been a British staple for the better part of half a century, and the absence of its name in the rebranding has already caused a storm on social media in the United Kingdom.

JLR has since confirmed that the name would still continue to live on as a badge on its SUVs. So then, what’s all the fuss about with the rebrand in the first place..? Doesn’t that make things a tad more confusing?

In any case, JLR has already put forth plans to repurpose its U.K. showrooms to incorporate these new changes. The major dealers will continue to stock all of JLR’s current models, while smaller outlets may only feature a few subbrands on sale.

This has already caused some controversy over the pond, where some dealerships in the United States of America have been asked to give up their Jaguar franchises due to the company transitioning to a heavily electrified future.

For our sunny shores, no changes have been enacted yet, and it will likely be business as usual, since Wearnes Automotive holds dealership status for both brands.

Just remember, it is now JLR, not Jaguar Land Rover.

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