The Land Rover Defender has a unique history, at least here in the U.S. It debuted in 1983, but wasn't officially imported until a decade later. During that time, it gained a loyal following of off-road enthusiasts who regarded it as forbidden fruit. Some examples were snuck in under the cover of gray market importers, but most interested parties would have to admire it from afar.
There was a four-year window in the 1990s when Land Rover brought the Defender stateside, but stringent safety regulations killed it off in 1997. As a result, this big and boxy vehicle became a desirable collectible for which wealthy shoppers were willing to shell out top dollar. Production continued in other markets until 2016.
This was an era of upheaval at Land Rover, as the brand struggled with financial problems until it was acquired by BMW in 1994. Ford then bought it, but that ownership only lasted until 2007, when it was put up for sale before the financial crisis in 2008. Since then, Indian carmaker Tata has controlled the brand under the Jaguar Land Rover banner, and poured money into their respective coffers to reinvigorate the lineups.
Fast-forward to 2020 and the debut of an all-new, second-generation Defender. It incorporated decades of expertise and technology that was missing from its predecessor, emerging as a luxurious SUV with impressive off-road credentials. As a Land Rover, it was also pricier than your average SUV, even against other luxury brands.
The combination of luxury and all-terrain abilities is rare among contemporary SUVs, but the competition is fierce. The Mercedes-Benz G-Class takes the luxury quotient further while still having the off-road capability to conquer rough terrain, but it's even more expensive than the Defender. There's also the Ineos Grenadier, which could easily be mistaken for a first-generation Defender, and blends modern tech and old-school cool. The Lexus GX and LX models are also strong adventurers, but aren't as posh as the Land Rover. Indeed, the closest rivals come from within Land Rover itself, in the form of the the family-friendly Discovery and opulent Range Rover.
Land Rover Defender Buying Guide: Cost, Reliability, and the Best Years to Buy
- Frequently Asked Questions
- Land Rover Defender Pros and Cons
- Land Rover Defender Generations
- Second Generation (2020 - present)
- First Generation (1983 - 2016)
Frequently Asked Questions
Which Land Rover Defender years are the best?
That’s a loaded question. Objectively, the second-generation Defender is the best, because it's significantly more comfortable, more refined, and safer than its predecessor. It's also easier to live with, drive, and maintain. If you ask a Defender enthusiast, then their love for the original may well cloud their judgment, and we wouldn't blame them. That generation is an icon in off-road circles and has tons of personality.
Which Land Rover Defender years are the worst?
That’s another tough one. Here in the U.S., finding a trustworthy mechanic to keep your first-generation Defender in top running condition is no easy feat, and parts availability is yet another challenge. Land Rovers of this vintage are known for their durability, but not reliability, and for those dedicated enough to consider one, we suggest thinking of it as a classic vehicle with all of the associated joys and pitfalls. As for second-generation Defenders, there have been a few mechanical gremlins that have caused few recalls. As is typical, the first year of production saw the most, with notices sent out for a possible fire caused by an oil leak (which persisted into the 2024 model year), unexpected engine stalling, seat belts, seat brackets, and taillights. Other notable recalls included one for the brake calipers and third-row child seat in 2023 and an issue with the rear-view camera in 2024. We recommend checking out the NHTSA website to see which recall may apply to your potential Defender.
Is the Land Rover Defender a good deal?
First-generation Defenders vary widely in price and quality and, for the most part, prices remain uncomfortably high, but Defender fans can justify the cost with passion. The second-generation models have held their value better than many luxury SUVs, which may be an obstacle if you're looking for a pre-owned model. The good news is that it should also apply to subsequent owners, so you won't have to worry so much about later depreciation.
Land Rover Defender Pros and cons
Pros:
- Spectacular all-terrain capabilities
- Refined and comfortable second generation
- Iconic style and rich history
Cons:
- Expensive compared to rivals
- Primitive first-generation models
- Questionable reliability
Land Rover Defender generations
Second generation (2020 - present)
Under the ownership of Indian carmaker Tata, which also owns Jaguar, an all-new Defender finally debuted in 2020. With more than a quarter-century between it and the first generation's introduction, the second generation benefitted from a wealth of new engineering and technology. From a styling standpoint, the new Defender retained the familiar boxy silhouette and round headlights, but the corners were rounded for a more modern look.
That theme continued inside, with a rather simple and industrial dashboard that housed modern digital displays and touchscreens. More importantly, the cabin was no longer a primitive, bare-bones enclosure, and the quality was drastically improved. It was a Land Rover, after all, but it wasn't nearly as opulent as the luxurious Range Rover, nor should it have been.
For its inaugural year, the 2020 Land Rover Defender was only available in the longer, four-door 110 configuration. It could seat five passengers in standard form, while an optional center front jump seat increased that to six. A pair of third row seats was also offered, but not in conjunction with the front jump seat, for a maximum capacity of seven.
The base engine was a turbocharged 2.0-liter four-cylinder engine that produced 296 horsepower and 295 lb-ft of torque. A 3.0-liter six-cylinder mild hybrid engine was available and increased output to 395hp and 406 lb-ft of torque. An eight-speed automatic transmission, a two-speed transfer box, and four-wheel drive were standard on all models.
The base model included adjustable air suspension, cloth seat upholstery, and plenty of connectivity features, including Jaguar Land Rover’s Pivi Pro infotainment system with a 10-inch touchscreen, and Apple CarPlay and Android Auto. Standard safety features included frontal collision warning with automatic emergency braking, lane-keep assist, a blind-spot monitor, and a surround-view camera system. Stepping up to the S trim upgrades to larger wheels and power front seats with partial leather upholstery.
The SE trim added the V6 engine, 20-inch wheels, a premium Meridian audio surround sound system, and a digital rear-view mirror. The First Edition model was only offered for 2020 and dressed things up with unique paint choices and exterior trim, all-terrain tires, additional off-road drive modes with an upgraded differential for improved traction, heated front seats, and a refrigerated center console bin.
The HSE trim was more on the luxurious side, with a glass panoramic roof, ventilated front seats, premium leather seats, and adaptive cruise control. At the top of the lineup the X trim was essentially a fully-loaded model, both in terms of all-terrain equipment and interior luxury.
To say that this second-generation was an improvement over the first is a massive understatement. Not only was this new Defender impressively capable over treacherous terrain, but it was much easier to traverse. The driver simply needs to set the Terrain Response System to automatic and the many systems figure out the best settings to maximize traction and stability. More knowledgeable drivers also had the ability to manually select their preferred settings, too.
The new Defender was also significantly more comfortable on the tarmac. The adaptive suspension delivered a smooth ride, and the cabin was as quiet as any other SUV, as long as you didn't have it outfitted with all-terrain tires. It's also easier to drive, thanks to modern steering components that keep it tracking straight on the highway and much more confident cornering abilities.
On the downside, the rear cargo door was quite heavy and hinged on what we consider the wrong side. You'll have to load it from the driver's side rather than from the sidewalk, but at least there's no risk of the hatch opening into traffic. The Defender was also pricey for the class, with a starting price around $50,000 and a top-end above $80,000.
The two-door Defender 90 joined the lineup in 2021, after a delay caused by Covid 19. Also new was an X-Dynamic SE trim that added the top X trim's aesthetic elements but not the mechanical or luxury features. The First Edition trim remained, but only for the Defender 90, and some minor features also moved from the options column to the standard features list.
Defender enthusiasts had been clamoring for a V8 engine since its revival, and they got it in 2022. This 5.0-liter supercharged powerplant produced a snarling 518 hp and 461 lb-ft of torque, and it broke the $100,000 barrier. Other additions included a new XS trim level that added more comfort and luxury features, an available 11.4-inch touchscreen, a Carpathian Edition (more of an appearance package than anything), and a V8-powered Trophy Edition, which was equipped for off-road competition limited to only 220 examples.
The Defender lineup was getting overcrowded that, in 2023, it was scaled back to the base model (which was only offered on the 110), S, SE, X-Dynamic, X, and the V8. A First Edition trim also returned for the new Defender 130, which was a long-wheelbase three-row variant. Two special edition models were also available. One was a 30th Anniversary Edition for the Defender model, and the other was the 75th Limited Edition that celebrated Land Rover's birthday. The Trophy Edition was offered again, but limited to 250 vehicles.
The lineup ballooned again in 2024, with a new Outbound trim that deleted the Defender 130's third row and windows to make room for more cargo space. A County Exterior package made things fancier with two-tone paint schemes, unique wheels, and other accessories, and the V8 was offered with the 130 model for the first time. There was also a Sedona Edition, which was based on the Defender 110 X-Dynamic HSE Edition and available for only for one year after its May 2024 launch. It offered distinctive burgundy paintwork, 22‑inch gloss black alloy wheels, and a Windsor leather interior, among other swish features.
In 2025, a flagship Octa trim debuted, with a 626-hp, twin-turbocharged V8, upgraded suspension, and a more luxurious interior. Elsewhere, the Defender 130 gained second-row captain's chairs, the 11.4-inch touchscreens became standard, and synthetic leather replaced the standard upholstery.
In its inaugural year, the Defender 110 with the six-cylinder engine was estimated to return up to 17 mpg in the city and 22 mpg on the highway, while the four-cylinder—which you’d expect to be more economical—was rated at 17/20 mpg city/highway. When the Defender 90 went on sale the following year, it was estimated at 18/21 mpg city/highway with the four-cylinder and 17/22 mpg with the six-cylinder. The short-wheelbase V8 received a 15/19 mpg city/highway rating, while the 110 model lost only one mpg in the city. These specs increased by one or two mpg over the next few years, but shouldn't affect real-world results.
As is the case with some high-end vehicles, the Land Rover Defender hasn’t been evaluated by either the National Highway Traffic Safety Administration (NHTSA) or the Insurance Institute for Highway Safety (IIHS), so we can't compare its crashworthiness to other SUVs in its class. Besides the aforementioned standard safety features, there aren't any significant options to add.
Used Defenders have held their value better than some other vehicles in the Land Rover portfolio. After five years of ownership, you can expect a Defender to retain between 72 and 81 percent of its original value, depending on body styles and condition. For example, a 2020 Defender 110 costing around $63,000 would sell between $46,000 and $52,000 in 2025. Over a two-year span, you can expect to lose between 16 and 25 percent, depending on its condition.
These estimates are quite good for an expensive luxury SUV, favoring sellers. The Defender may have been helped a bit during its Covid-era launch, with low inventory and very high demand that sent prices skyward. Once demand and production normalized, the Defender remained a very desirable SUV, whether you planned to use its off-road potential or you just wanted to look like you could.
First generation (1983 - 2016)
In 1983—well before the term "sport utility vehicle" was coined—Land Rover introduced the 110, a follow-up to the iconic Land Rover Series I, II, and III, which were essentially Britain's answer to the iconic Jeep. Like the Series models before, the 110 was easily identifiable by its boxy shape and tall ride height. In 1990, it was renamed the Defender, but here in the U.S., we could only admire it from a distance, because it wasn't officially imported. Some models snuck past in gray market transactions, but we'd have to wait some time before buyers could pick one up at an official retailer.
That finally happened in 1993, but only 500 examples made it stateside that year. All were the longer 110 models and came with a 3.9-liter V8 engine that produced 180 horsepower and 227 pound-feet of torque. It was paired with a five-speed manual transmission, four-wheel drive, and a transfer case, giving it the all-terrain abilities to take on the most accomplished off-roaders of the time—and those yet to come. The following year, the Defender switched to the smaller two-door 90 model with a soft-top roof. Later, a removable fiberglass roof was available, along with a permanent hard-top model.
As capable as these first-generation Defenders were over challenging terrain, they were less adept at everyday duties. The interior was primitive, with an abundance of painted steel and hard plastic surfaces, and a roof that leaked air and rain. It came standard with only two front seats, with a rear bench offered as an option. The cabin was particularly loud on the highway, too, and the all-terrain tires would howl constantly.
The Defender went on hiatus for the 1996 model year, and 1997 marked the end of the line for the first generation in the U.S., at least officially. New safety regulations would have required significant side crash protection upgrades and the installation of airbags, which were deemed too expensive and challenging. In its final year, the engine was marginally more powerful, at 182 hp and 233 lb-ft of torque.
In the four years that the Defender was sold in the U.S., it gained a cult-like following that continues to this day. The main draw is obviously its off-road prowess and rugged style, and for many fans, that's all they need. Fuel economy was dreadful, though, with an EPA estimate of only nine mpg in the city and 11 mpg on the highway for the 1993 Defender 110. The 1994 Defender 90 was only marginally better, at 12/15 mpg city/highway.
Safety wasn't as advanced as it is today, and the Defender was pretty light in that department, even back then. It did, at least, have disc brakes, but the top-heavy weight distribution and the soft suspension made it prone to rollovers. Crash test evaluations aren’t available, but it's a fair assumption that these Defenders are not a good choice for the safety-minded.
When new, these Defenders had a starting price that ranged from $30,000 to $40,000. With the relative scarcity of these models and their popularity among enthusiasts, used prices vary by a wide margin. Anything cheaper than $40,000 will likely need a lot of repairs. On the high end, a low-mileage model in excellent condition can fetch over $150,000 on the collector market.
