2026 Land Rover Defender 110 X-Dynamic SE Review |

The facelifted 2026 Land Rover Defender 110 is, undoubtedly, a very cool SUV. It manages the classic Land Rover trick of being both incredibly capable off-road and also very nice to drive around town. People lament the death of the old Land Rover Defender (some so much they started a car company about it), but nostalgia is overrated.

The L663 Defender (as the current generation of Defender is known internally at Land Rover and to Land Rover nerds) looks super-rugged while remaining a modern luxury vehicle. Is it luxurious enough to justify asking prices that can very easily crest six figures? Let’s find out.

The Defender comes in three basic flavors. The Defender 90 is a short-wheelbase, two-door model. The Defender 110 is a four-door version and is the most popular variant, while the Defender 130 has the same wheelbase as the 110 but adds an extra row of seats in the back (for a total of eight). Oh, and there’s the Octa, which is based on the 110, but which is so different from a drivetrain and suspension perspective that it’s kind of its own thing.

In short: The 2026 Land Rover Defender 110 is a stylish, comfortable SUV that holds its own on the trail with the best of them. It has a great interior, plenty of space for people and stuff, and if you’re willing to do a little hunting, a decent aftermarket for off-road parts.

The Drivetrain

The 2026 Defender 110 is available with two powertrains (again, discounting the Octa). The first is a 395-horsepower turbocharged mild-hybrid inline-six from Land Rover’s Ingenium engine line, which powers my test vehicle. The other is an excellent 518-horsepower supercharged 5.0L V8 that is sadly getting killed off for the 2027 model year. Both are paired with an eight-speed ZF automatic transmission. 

All Defenders have full-time four-wheel drive. For the uninitiated, this differs from the more common all-wheel drive in that the vehicle has a two-speed transfer case with a low range, allowing for much more serious off-roading. Land Rover has been doing the full-time four-wheel drive thing for more than 2 decades, and other manufacturers like Ineos and Toyota use it too.

The six-cylinder engine is really only adequate for its job here. It doesn’t feel especially urgent or direct at any point, and it doesn’t sound particularly good. All of your throttle inputs feel sort of fuzzy, like you’re telling the vehicle what to do through a wool blanket, and given that it’s a mild hybrid with 406 pound-feet of torque, it should be a bit snappier. 

Land Rover’s implementation of auto stop/start is also less than stellar, though this holds true for other models in the lineup. Mild hybrid drivetrains usually make for the least intrusive examples of this fuel-saving technology, but it’s jerky enough that I find myself turning it off.

I get ditching the V8 for emissions and fuel economy reasons, but having driven V8 Defenders in the past, it’s the drivetrain this model really deserves, so let’s pour one out for the venerable Jaguar Land Rover AJ V8.

The Suspension

All Defenders have four-wheel independent suspension, and the Defender 90 and 110 come standard with traditional coil spring suspension. Height-adjustable air suspension is an option on the 110 and standard on the 130. My test vehicle, an X-Dynamic SE, has the optional air suspension, and it’s excellent. 

This air suspension is a big part of Land Rover’s secret sauce for off-road excellence, and it also makes the Defender’s ride around town very cushy and comfortable. Is the Defender the sharpest-handling SUV-shaped tool in the drawer? No, but it doesn’t need to be. Leave that to ze Germans. Overall, the ride and handling of the Defender are very pleasant.

The Interior

“Very pleasant” describes most of the Defender’s driving experience, actually. The Defender has direct-feeling rack-and-pinion steering, a comfy ride, good sound deadening, and nice interior materials. It’s not as luxe-feeling as something you might get from other Euro or Japanese brands, but it’s unique and fits the rough-and-ready image that the Defender is going for. 

Land Rover spent a lot of time developing the Defender for on-road driving, as that’s where 99% of them spend 99% of their time. That extra time and attention show.

The cabin is quiet, the seats are comfy, and there’s plenty of room for people and cargo — 34 cubic feet behind the second row and 78.8 cubic feet with the second row folded. Of course, being a Land Rover product, there are always a few rough edges to complain about, though none are deal breakers.

The Technology

Off-road, technology is one thing that separates the Defender (and most other Land Rover products) from something like a Jeep Wrangler or a Ford Bronco. Land Rover’s off-road traction control technology, in particular, is second to none and makes for a shockingly competent vehicle on the trail, even out of the box with unaggressive, highway-biased tires. 

On the one hand, this tech is amazing because it lowers the barrier to entry for off-roading. Your stock Defender will get you shockingly far from the beaten path so long as you stay on the throttle and let the truck figure things out.

On the other hand, there is something to be said for knowing how to get yourself unstuck. Going from something like the Defender to, say, the Ineos Grenadier could lead to a pretty rude awakening on the trail if you’re expecting the same kind of gentle hand-holding.

The Aftermarket

Given that you’re reading this review on GearJunkie, it seems prudent to talk about how the Defender is positioned to be the basis for an overlanding build. Right off the bat, I have to say that it’s not anywhere near as supported by the aftermarket as anything from Toyota or Ineos. That doesn’t mean there aren’t companies out there making products for it.

If you want a rear drawer system, Goose Gear out of Colorado makes a set including one with a fridge slide. Noted Land Rover specialist Lucky8 Off-Road offers a bunch of bits for the L663 Defender (as it’s known internally). This includes winch mounts, lighting brackets, and even a rear brake caliper conversion that lets you run more off-road–friendly 18-inch wheels, opening up more tire options.

Pricing

When the new Defender launched back in 2020, the base model D90 started in the mid-$40,000 range, with the base D110 following not too far behind. That ship has well and truly sailed, friends.

My X-Dynamic SE (aka the second-to-lowest trim level) test vehicle has an as-tested asking price of $94,950, including a $1,850 destination fee. Keep in mind, however, that this includes nearly $20,000 in options, many of which we’d eschew. The base Defender 110 comes in at $63,350 and is reasonably well equipped.

How We’d Spec Ours

If we were speccing our Defender, we’d start with the Defender Trophy Edition in Sand Glow Yellow. We’d then add a tow hitch receiver for $700, adaptive off-road cruise control for $100, and the factory on-board air compressor for $1,500.

Land Rover’s factory winch setup is wildly expensive, and there are more affordable aftermarket options available, but the onboard air integration is clean, and getting anything to look as nice would likely not be much cheaper. This would bring our grand total to $91,650 for a rugged-looking, more off-road-focused build.

The Competition

For comparison, the Lexus GX550 Premium base model starts at $68,335, including destination. The less-luxe Land Cruiser starts at $59,965 and has a four-cylinder hybrid engine. The way-more-hardcore Ineos Grenadier starts at $71,750 but lacks many of the Defender’s niceties.

The Verdict

So, after a week with the 2026 Land Rover Defender 110 X-Dynamic SE, should you buy one? The answer to this question is maybe.

If you want a great off-roader that looks super cool, and you’re willing to deal with all the ahem “character building” that tends to come with Land Rover ownership, and you are willing to pay a premium, then yeah. The Defender is awesome. If you want less adventure in your ownership experience and more adventure on the trails, then maybe look elsewhere.