Starts at $56,400
2024 Defender Selector
2024 Land Rover Defender
FAST FACTS
MotorDonkey's proprietary vehicle data identifies every significant version of each model so that you can compare and decide. Ordered by price from low to high, here are the versions of the 2024 Land Rover Defender that you need to be aware of, along with our expert analysis and recommendations.
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The cheapest Defender is the two-door Defender 90 S, which comes only with the "P300" 2.0-liter turbocharged four-cylinder engine. It's tempting to call it a fancy Jeep Wrangler, but the two-door Jeep is actually more than a foot shorter, and yes, that includes the rear-mounted spare tire in both cases.
The four-door Defender 110 isn't as hulking as its length measurement suggests, because 10.2 of those inches come from the spare tire. Remove the tire and mount and you've got a rig that, at 187.3 inches long, is only 2.5 inches longer than a Honda CR-V. We'd want more than the turbo four-cylinder, however. Seven seconds flat to 60 isn't bad, but that's a hard-working four at the 110's curb weight of nearly 5,000 pounds. Note that the maximum number of passengers is only six if you opt for the front-row center jump seat, just like in the two-door Defender 90.
You can technically add a third-row seat to the Defender 110, but it's telling that Land Rover doesn't even specify the legroom back there. You also lose some maximum cargo space in the deal, and you're required to check the box for the air suspension, which increases the price hike (and the weight gain). The funky front-row center jump seat that's optional on two-row Defender 110s is unavailable if you add the third-row seat.
Comparing the base "P300" 2.0-liter turbocharged four-cylinder to the "P400" turbo- and supercharged 3.0-liter inline-6, the P400 is a no-brainer upgrade. You only lose a single mpg, per the EPA, while gaining about 100 horsepower and getting to 60 mph 1.2 seconds quicker (5.8 seconds is a quick sprint indeed for such a heavy machine). You even get another 500 or so pounds of maximum towing capacity. We can understand paying even more for the V8, but we can't understand picking the four.
The six-cylinder Defender 90 actually gets slightly better fuel economy than the base four-cylinder model, even though the former makes almost exactly 100 fewer horsepower. How is this possible? The turbocharged and supercharged "P400" 3.0-liter inline-6 has a trick up its sleeve in the form of a mild hybrid system that takes some of the stress off the engine via electric motor assist. Oh, and why is the Defender 90 P400 slightly costlier than the larger Defender 110 P400? Because you have to upgrade to the X-Dynamic SE trim on the 90 to get the P400 engine, whereas the 110 offers the P400 as an option on the base S trim.
Like the lesser (well, smaller) Defenders, the Defender 130 would be a lot shorter — 10.9 inches shorter, in fact — without its bolted-on spare tire hanging off the cargo door. But it's a big vehicle either way, which is why we don't recommend this base 296-horsepower P300 inline-6 with its detuned output. Better to upgrade to the P400 version and enjoy the same engine at full strength. The air suspension comes standard on the 130, like it or not.
If you want the 110's optional third-row seat and plan to use it, the turbo- and supercharged inline-6 is close to a must. The last thing the base P300 four-cylinder engine needs is a bunch of people weighing it down, whereas the P400 six has power and torque to spare.
If a six-cylinder Defender 130 is what you're after, the P400 engine is the one you want. It gets the same fuel economy as the detuned P300 version while delivering far more punch, which is very welcome in a three-row hauler that's pushing three tons on the scales.
You lose another 2 mpg and pay a lot more up front to get the V8 on the X-Dynamic SE trim, but why not? Land Rover's 5.0-liter supercharged V8 pulls hard and sounds fantastic. You can't get the third-row seat with the V8, but that's no great loss given how cramped it is. Going with the X-Dynamic SE just might be the best way to put a V8 in your Defender 110, as the other option — paying far more for the Defender 110 V8 P525 — comes with standard 22-inch wheels and various other indulgences that won't appeal to everyone.
We've said it before and we'll say it again: The Jaguar/Land Rover supercharged 5.0-liter V8 is awesome wherever it's found. In this case, Land Rover stuffed it into the two-door Defender 90, giving the boxy off-roader a 0-60 time of less than 5 seconds despite its nearly 5,500-pound heft. Note that opting for the V8 kills the funky middle seat in the first row that technically gives the lesser Defender 90s a seating capacity of six.
The P525 version of the 5.0-liter supercharged V8 tacks on another 25 horsepower, but we wouldn't have said the P500 version — which starts at nearly $20k less — needed it. The difference here is that the P525 is essentially a separate trim level (Defender V8) that comes very well-equipped, whereas the P500 denotes the lower X-Dynamic SE trim's optional and nearly identical V8. The less lavish X-Dynamic SE P500 does have a significantly higher towing capacity, so if you're looking to max that out, cheaper is better in this case.
The V8 certainly gets the hefty Defender 130 moving more rapidly than any other engine option, but egads, what a price premium! The full-strength P400 inline-6 starts under $80k, whereas you can't get the V8 for less than $117k to start. It's well-equipped, of course, but still. We love this supercharged V8, but do we love it that much?
What are the different versions of the 2024 Defender, and how much do they cost? Select a version below or just hit the button to see our full 2024 Defender specs and model data.
Publisher and Donkey-in-Chief
Josh has been reviewing cars professionally since joining Edmunds.com fresh out of grad school in 2008. Prior to founding MotorDonkey, he spent 15 years shaping Edmunds' expert automotive content in various capacities, starting as an associate editor and ultimately serving as a senior editor before wrapping up with a five-year term as the company's first-ever director of content strategy. Josh is a card-carrying member of the Motor Press Guild and a lifelong car nut who has driven, compared and critiqued thousands of cars in his career. Helping people find their perfect car never gets old—seriously!
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