2023 Jeep Wrangler vs 2023 Land Rover Defender

The 2023 Land Rover Defender outsold the Land Rover Discovery by a significant margin, due to its classic, boxy design that many customers preferred. This design was reminiscent of the older LR4, which had a more rugged aesthetic. The Defender's industrial design was consistent from corner to corner, featuring square-jawed faces, rectangular hoods, and doors set parallel to the ground. Its chopped tail and steep-angled fittings like the windshield and lower front bumper further accentuated its robust look.

The design paid homage to the original 1980s Defender with tasteful accents such as the dome, faux-metal step plates on the hood, skylights along the sides of the roof, and a body-color square separating the side glass. It also featured a full-size wheel and tire mounted on the hatch, with side hinges for a barn door effect. The Defender came in three body styles: 90 (two-door), 110 (four-door, medium length), and 130 (four-door, extended length). The higher trims, like the X trim offering two-tone hoods, larger wheels, and tires, and the V8 trim with a complete black-out look, catered to a wide range of tastes.

Inside, the Defender's interior was designed for durability and functionality, featuring rubber and plastic surfaces that resisted moisture and stains. Despite its elevated price, it sported a basic look with exposed screws, plain air vents, and a spartan steering wheel design. However, its build quality and fit were excellent, offering a rugged charm that stood out against more opulent Range Rovers.

Conversely, the 2023 Jeep Wrangler exuded a rugged, no-nonsense aesthetic, akin to driving a brick. Its fourth-generation JL model had minimal curves and a military-inspired design. Available in both two-door and four-door (Unlimited) versions, the Wrangler allowed for door removal and even the windshield folds down for wind-in-your-teeth driving. The wide fenders, iconic seven-slot grille, round headlights, and exterior hood latches added to its tough look.

The Wrangler’s rear design was simple and functional, with a tailgate that swung out and rear glass that lifted for easy cargo access. The tester's Reign purple paint introduction added razzle-dazzle, enhancing its visual appeal. The interior maintained practicality with easy-to-clean floor mats and seats. The manual transfer case shifter, chunky HVAC controls, and body-colored dash contributed to its rugged vibe.

Off-road, the 2023 Land Rover Defender was a beast with its uncanny grip, excellent wheel articulation, and generous ground clearance. Its air suspension enabled it to tackle almost any trail, although most owners might never use its full off-road potential. On-road, however, the Defender struggled. It suffered from excessive body roll, slow steering, wind noise, and long pedal travel when braking. Its off-road strengths came at the cost of on-road performance, making it more comparable to a Toyota 4Runner than a sophisticated luxury SUV.

The Defender's powertrains saved the day. Its V8 engine delivered 518 horsepower and 461 lb-ft of torque, making it frighteningly fast despite its heft. The six-cylinder engine, paired with a 48-volt mild-hybrid system, offered smooth performance with 395 hp and 406 lb-ft. The base four-cylinder, at 296 hp and 295 lb-ft, was best for local driving due to its relative lack of power. The V8 returned a poor 14 mpg city, 19 mpg highway, and 16 mpg combined, but its thrilling drive made up for it.

The 2023 Jeep Wrangler thrived off-road with solid axles, optional differential lockers, and a range of engine choices. The standard V6 produced 285 hp and 260 lb-ft, with an optional 2.0-liter turbo-four delivering 270 hp and 295 lb-ft. The 3.0-liter Ecodiesel offered 260 hp and 442 lb-ft of torque. For speed enthusiasts, the Rubicon 392 with its 6.4-liter V8 churned out 470 hp and an equal torque figure, capable of 0-60 mph in 4.5 seconds.

The Wrangler 4xe plug-in hybrid provided a blend of power with its two electric motors and 17.3 kWh battery, good for 21 miles of all-electric range. The 392, equipped with 35-inch BFGoodrich KO2 All-Terrain tires, full-time 4WD, and Off-Road Plus settings, excelled in off-road scenarios. Jeep’s different transfer cases offered various low-range capabilities for tackling tough terrains.

However, on-road performance was a mixed bag for the 392, with underwhelming brakes and vague steering. Jeep hadn’t upgraded the brakes to match the V8’s power, and the steering required significant input for even minor maneuvers. These issues were less evident in the less powerful Wrangler trims.

The 2023 Land Rover Defender excelled as a versatile everyday SUV, offering unmatched seating configurations. The two-door Defender 90 could seat six due to its unique jump seat, with three front and three rear seats. The larger 110 model offered an optional third row, and the extended 130 model had a standard third row, seating up to eight. Its large glass panels, including alpine lights, enhanced visibility. The folding power fabric roof on the 90 and 110 added to the outdoor experience.

Cargo space varied across models: the Defender 130 offered 77 cubic feet with the rear seats folded, the 110 provided 79 cubic feet, and the 90 accommodated up to 58 cubic feet. Buyers could outfit their Defenders with an array of practical features like a console refrigerator, heated windshield, pressurized water rinse system, brush bar for the grille, and winch.

The 2023 Jeep Wrangler’s front seats were comfortable, though heated seats required an upgrade to the 392 model or an additional package. The rear seats were tight, especially in the two-door models, and the rear doors were small, making access challenging. Storage for small items was limited with a flat dash and tiny glove box and center console. Larger cargo space was also constrained, offering 72.4 cubic feet with the rear seats folded.

Jeep’s hard top could be removed in one piece or with two front panels taken off quickly. The soft top was easy to remove but the plastic rear window posed a challenge, especially in cold weather. The Sky One-Touch power soft top was the most convenient but expensive option, opening in 17 seconds while driving at up to 60 mph. Charging points were ample, with two USB-A and USB-C ports in the front and rear, multiple 12-volt outlets, and a 115-volt outlet in the center console.

The Defender came with two Pivi Pro touchscreen infotainment options. The standard 10-inch screen was wide and integrated into the dash, while the optional 11.4-inch screen was a larger, easier-to-read square. Both featured wireless Apple CarPlay and Android Auto, a voice assistant, and navigation. The base Defender 110 had manual fabric seats and a basic stereo, while higher trims like the Defender S featured heated 12-way power seats, leather, and a Meridian stereo. The top X trim came with air suspension, a locking rear differential, adaptive cruise control, and an upgraded Terrain Response 2 system.

The Jeep Wrangler featured Jeep’s Uconnect system with a standard 7-inch screen, expandable to 8.4 inches. Though initially complex, Uconnect proved intuitive with off-road pages detailing essential data like power distribution and pitch and roll. Apple CarPlay and Android Auto were included. Unlike the Defender, the Wrangler focused on practical tech like a forward-facing camera for trails and auxiliary switches for aftermarket accessories. It lacked features like a digital key and comprehensive over-the-air updates.

Safety in the Defender was robust but had room for improvement. The U.S. hadn’t rated it, but Euro NCAP awarded it five stars. It came with six airbags but lacked front knee and rear side thorax airbags. Standard safety features included lane-keeping assist, blind-spot monitoring, and automatic emergency braking. Advanced options were available, like an optional digital instrument panel, head-up display, and 360-degree camera system.

The Jeep Wrangler had fewer standard safety features. Apart from a mandatory rearview camera, electronic roll mitigation, and stability control, advanced features like blind-spot monitoring and forward collision warning were optional except on the top 392 model. The IIHS gave it mixed ratings, and the NHTSA rated it four out of five stars for frontal crashes and three out of five for rollover. No side crash rating was available.