- Doors and Seats
5 doors, 5 seats
- Engine
3.0DTT, 6 cyl.
- Engine Power
183kW, 570Nm
- Fuel
Diesel 7.9L/100KM
- Manufacturer
4XD
- Transmission
Auto
- Warranty
3 Yr, 100000 KMs
- Ancap Safety
5/5 star (2020)
2021 Land Rover Defender 110 D250 review
Now with a six-cylinder diesel engine, the new Defender bucks the trend of smaller engines with four cylinders. However, is it worth the wait and high asking price?
- D250 six-cylinder engine offers plenty of performance, and a charming character
- A genuinely capable off-roader that's nice to drive around town
- Interior is loaded with tech and practical touches
- Diesel Defenders are now more expensive
- The options list is long, and quickly increases the base asking price
- Is it too expensive to scratch up and thrash off-road?
Even though it has only been on the market for about a year, the 2021 Land Rover Defender has already been through a bit of a specification shake-up.
Along with a variety of tweaks to the standard kit and line-up – as well as the introduction of the short-wheelbase Defender 90 – the new-new Defender also gets a range of new engines.
The entry-level motor is now a four-cylinder 'P300' turbo petrol engine, and the four-cylinder diesel has already gone the way of the dodo. In its oily place is a 3.0-litre, six-cylinder turbo diesel engine in two different states of tune.
Whereas the more powerful option is only available in the Defender's three higher trim levels, we’ve got the entry-level D250 diesel.
2021 Land Rover Defender 110 D250 | |
Engine | 3.0-litre inline six-cylinder turbo diesel |
Power and torque | 183kW @ 4000rpm, 570Nm @ 1250–2250rpm |
Transmission | Eight-speed torque-converter automatic |
Drive type | Full-time 4x4, locking centre and rear differential, low-range |
Kerb weight | 2415kg |
Fuel claim combined (ADR) | 7.9L/100km |
Fuel use on test | 10.8L/100km |
Boot volume | 1075L / 2380L |
Turning circle | 11.8m |
ANCAP safety rating | Five-star (tested 2020) |
Warranty (years / km) | Five years / unlimited km |
Main competitors | Nissan Patrol, Toyota LandCruiser, Jeep Wrangler |
Starting price (before options) | $82,466 plus on-road costs |
Price as tested | $99,596 plus on-road costs |
This engine is the next chapter in Land Rover’s ‘Ingenium’ family of petrol and diesel engines. They’re a ground-up design by Jaguar Land Rover, and are modular in nature: 500cc cylinders are added and removed to make three-, four- and six-cylinder options, with either petrol or diesel power.
Twin variable-nozzle turbochargers on this diesel engine – arranged sequentially – help improve the amount and availability of torque. And even though it’s the least-powerful variant, the figures are muscular: 183kW at 4000rpm and 570Nm at 1250–2250rpm.
That compares to 220kW/650Nm for the D300, and there is a 258kW/700Nm D350 variant that’s used in Range Rovers.
The more interesting comparison in my mind, however, is the four-cylinder D250 that this engine replaces. Peak power gets an ample bump, with 177kW in the now-gone D240. However, the jump in torque from 430Nm is more telling. Those extra 140 Newton-metres of twist – available way down low in the rev range – make the Defender all the better for driving.
Don't forget that despite having aluminium all the way through the engine, chassis and suspension, the Defender is a heavy beast, with Land Rover quoting 2415kg of so-called unladen weight.
Partly this is because the Defender is loaded up with features and technology, but also because of the heavy-duty nature of the D7x chassis underpinning the Defender range. Steel is used in key parts of the subframe for additional strength, in comparison to the likes of a Land Rover Discovery or Range Rover.
While it may not be light, the D250 Defender feels surprisingly rapid. It lunges up to the 4000rpm power peak quickly and without fuss.
Only when you’re under load, or accelerating on the highway, do you have enough time to listen to the satisfying rumble of six inline cylinders working hard. Even though it’s impressively quiet at startup and idle, this new Defender makes a nice noise when put to task.
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Along with the improved performance, this new engine puts the Defender on another plane in comparison to the four-cylinder options.
In terms of fuel consumption, we averaged out at 10.8 litres per 100 kilometres. We did see single-figure running during longer highway stretches, however, which gets closer to the claim of 7.9L/100km on the combined cycle. Maybe it's possible, but we probably found the engine too enjoyable to try hypermiling.
The engine has a wonderful character, feeling effortless and torquey above 1000rpm, with plenty in reserve to accelerate happily in gear. And when you’re looking to boogie a bit harder, the gearbox does a good job of managing the eight ratios on offer.
Sure, the D300 will offer more of the same, and more is often better in automotive terms. But that doesn’t make this powertrain any less impressive by itself.
When you’ve got supple suspension, great steering, and surprisingly competent dynamic ability that is inherent in this new Defender, you’ve got a large SUV that’s just as good around town as it is in the bush.
What's perhaps most impressive is the combination of off-road ability and on-road poise in one package. Historically, these two traits were mutually exclusive. But the Defender manages to log high scores in both disciplines.
While simpler coil suspension is available as standard fare, it would need to be quite impressive in order to render the optional air suspension redundant. Along with having an adjustable ride height, the air suspension actively works to balance and control the Defender effectively, both on-road and off-road.
While we weren't able to do take this Defender off-road because of the Greater Western Sydney restrictions, we can draw upon previous experiences with the P400 Defender a little while back. While it was petrol-powered, it had many of the important off-road options ticked, and managed to impress even with 20-inch wheels. The 18-inch steel wheels on our D250 tester would likely be even better, with a larger footprint when aired down.
Like I said, this is the entry-level engine for Defender, if you want diesel. And in five-door 110 form, you’re looking at a tip-in price of $82,466 plus on-road costs. This puts it roughly $8000 more than the cheapest petrol Defender 110 P300 ($74,500), and a similar distance below the more powerful (though less torquey) 110 P400 S ($91,790).
Options for us are plentiful, however, and our as-tested price is pushed to the brink of the six-figure threshold. Plenty of those near twenty-thousand-dollars in upgrades are of a mechanical nature, and are well worth considering for those keen to properly use their Defender.
The Advanced Off-Road Capability Plus Pack (Terrain Response 2, all-terrain progress control and the configurable terrain response) costs $2210. Keen off-roaders will also want to tick the off-road pack ($1663), which includes electronic active differential with brake torque vectoring, black roof rails and a 240-volt power outlet in the boot. And I think air suspension ($1309) would be hard not to pick.
Finishing off the complete options picture are a black contrast roof ($2171), front jump seat ($1853), cold climate pack ($1481), tow bar ($1432), ‘Clearsight’ rear-view mirror ($1274), leisure activity key ($910), and the matt-black bonnet decal ($281).
Some of these options seem to be a little expensive, and are no doubt superfluous to some buyers. Others should be standard fare. I’m thinking about the privacy glass ($999), heated front seats ($806), leather gearshifter ($247) and steering wheel ($494) – perhaps not strictly necessary, but something you'd expect to find on a car with a base price over $80K.
That leaves our total price as tested at a not-so fetching $99,596 before on-road costs are factored in.
This puts our tester on price parity with the Defender's D250 S specification, which comes standard with a larger infotainment display, 19-inch alloy wheels, roof rails and upgraded interior trim as standard fare.
Moving inside, and the first thing you'll notice is the big parcel shelf that makes up the majority of the dashboard, and does two things well. It carries a lot of stuff quite happily, with bulk storage in front of the passenger and handy spots either side of the steering wheel and even behind the infotainment display. The storage is good, as is the attention to detail with grippy rubber flooring.
It’s difficult to quantify, but I can tell you that a full packet of Milk Arrowroot biscuits, along with a roll of paper towels, fit in easily. Tell me you’ve got kids, without telling me you’ve got kids. Right?
Secondly, it harks back to older Defender and Series models in its design, paying a nice homage its antiquated forebears.
And paying respect to the road-tripping nature of this Defender (or even the poor ‘squinter’ commuters who travel eastward in the morning and westward in the evening), it’s well equipped at blocking the sun.
The main sunvisors are big and slide for improved coverage of windows when flipped around. Plus, there is a dinky small sunvisor behind the rear-view mirror to help complete forward-facing coverage.
What other cars have this? The only one I can think of, off the top of my head, is the rare, expensive, and elite Japanese-market Toyota Century.
One option we have ticked is the $1853 front ‘jump seat’, replacing the centre console with an additional seat, which allows three in the front and six in total (or eight with the optional compromised third row). It’s a great idea, and something quite unique in the automotive world these days.
However, you’ve got much less overall interior storage when you’ve got the jump seat there, and the interior isn’t as ergonomically pleasing either. Also, while an adult can sit in the middle somewhat comfortably, the seating position is high and a wayward knee can knock the shifter into neutral accidentally. So, it’s better left for kids.
The interior vibe is dominated by the blacks of the cloth seats and door cards, feeling somewhat demure in comparison to higher-specification models. However, the interior is still a wonderful execution of modern tech, old-school vibes and practicality.
Its infotainment display is a great operating system, easy to use with plenty of functionality and all of the requisite features these days: Apple CarPlay, Android Auto, digital radio and native navigation.
The instrument cluster in front is also good, combining analog and digital prowess well. Once you learn to go through the menu system, you can get plenty of handy information. Tyre pressure monitoring, a digital speed readout, trip computer and the ability to run maps being the most pertinent.
There are plenty of power outlets overall: two USB points up front, along with a USB and 12V outlet. The second row has twin 12V and USB points, and the boot also gets a 12V and (optional) 240V outlet.
Seating in the second row does another good job of feeling quite similar to an old Defender – except for being comfortable, spacious and well appointed.
It feels familiar because the raised seating position in the second row and large windows mean visibility is great, and allowed my kids to happily look out the window while driving around town. Plus, the small alpine windows up high help the interior feel airy and spacious.
There are also air vents, room for a bottle in each door card, but no cupholders in the pop-down middle section. The seat bases, by the way, flip forward and allow the seat backs to fold down to absolutely flat. There’s room for plenty of gear in the Defender in this configuration, and you could even throw in a double inflatable mattress for two, vanlife style.
Along with being a good size – Land Rover quoting 972L – the Defender’s boot benefits from being mostly square-shaped, and lined with a hard plastic material that should handle hard usage quite well.
The Defender is covered by a five-year, unlimited-kilometre warranty. Servicing comes via pre-paid service plans, with $2650 covering five years and 102,000km worth of driving. That works out to be $530 per year, which seems quite reasonable considering the amount (and complexity) of powertrain you’ve got.
We’ve made no secret that this new Defender is an impressive car in many respects. It’s safe, loaded with technology, comfortable and surprisingly competent through the corners. It’s one of the better options for towing 3.5 tonnes, has stacks of off-road capability, and sports one of the best payloads for a four-wheel-drive wagon. That includes a 150kg dynamic (and 300kg static) roof load, as well.
Even if you've got a soft spot the size of Antarctica for the old Land Rover Defender, it's impossible to lodge a compelling argument as to why this new Defender cannot be liked.
And while the 3.0-litre P400 petrol engine is impressive, the Defender feels particularly complete with the 3.0-litre diesel engine now available. The D250 engine is the least-powerful diesel nowadays, but it’s a cracking engine nonetheless.
If you forego some of the more superfluous options available, the Defender can be something of a value and refinement proposition in comparison to high-specification examples of a Toyota LandCruiser, LandCruiser Prado, and Nissan Patrol.
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