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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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)

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