2024 Land Rover Defender 110 P500 SE Review - Different Can Be Good

Land Rover has recently split the brand into three distinct sub-brands. There’s the posh Range Rover line, the more family-orientated Discovery duo, and of course the off-road ready Defender. Although the latter only includes a single model, the amount of choice the Defender offers is immense.

It’s available in three lengths, with two or four doors, and can seat 5, 6, or 7 passengers. Under the skin, the choices don’t stop as there are 4-, 6-, and 8-cylinder engines, turbochargers, superchargers, mild hybrids, and plug-in hybrids.

Last year we drove the 2023 Land Rover Defender 130 P400. The 130 in the name refers to the length, which is the longest available option. The seven-seater drew praise for a surprisingly usable third row, a well-appointed and comfortable interior, as well as smooth turbocharged six-cylinder mild hybrid drivetrain. As a family-friendly SUV that just happens to be a master off-road, it’s up to the task.

This year we decided to head in a different direction. We want to try a Defender with more duality when it came to purpose. Something that still amazes off-road, but also provides a little excitement on paved roads as well. Looking at the colossal build sheet, we settled on a 2024 Land Rover Defender 110 P500 SE.

The 110 is the middle child of the Defender family. Larger than two-door 90 versions, the four-door 110 shares a wheelbase with the larger 130 but lacks the 130’s third row and lengthened body. Overall, the 2024 Defender 110 measures in at 197.5-inches (5,018 mm) length when including the vehicle’s ubiquitous tailgate mounted spare tire.

The P500 portion of the model’s name refers to the drivetrain. The P500 and P525 both utilize a supercharged 5.0-liter V8, but more on that in a bit. The SE trim is second highest rung of the Defender 110 ladder, incorporating a bit of everything from the SUV’s parts catalogue.

Pricing for the Defender 110 starts at $62,075 ($79,100 CAD) including destination charges. Our SE tester comes in at $95,075 ($116,650 CAD) once again including destination charges.

Besides the easy access rear-mounted tire, the Defender features other legacy styling cues like the black grip-pads on the hood and the body-colored sidepods where a variety of accessories can be installed. The front and rear fascia’s play into the Defender’s heritage, with unique elements like the 8 square taillights. As well, we quite like the skylight-like windows on either side of the roof, situated just behind the rear seat passengers.

One aspect we are less thrilled about is the corrosion that was already present on the quad exhaust tips.

The Defender V8 is not the only way to get a V8 in a Defender, as the SE comes with it too. Confusing as it may seem, the models that include V8 in the moniker are more on-road performance-oriented vehicles. They come standard with 22-inch wheels compared to our tester’s more off-road friendly 20-inch wheels. This is why we went with the SE as it’s not only more well-rounded, but also quite a bit more affordable.

In terms of power, the 5.0-liter supercharged V8 in the P500 SE makes 493 horsepower (hp) and 461 pound-feet (lb-ft) of torque. Compared to the Defender P525 V8, the SE is down 25 hp, but is rated with the exact same amount of torque.

The SE, like all Defenders, uses an 8-speed automatic transmission that sends power to all four-wheels. Despite its portly 5,735 lbs (2,601 kg) curb weight, the SUV can still blast from 0 to 60 mph in 5.1 seconds, on-route to a 149 mph (240 km/h) top speed.

Behind the wheel, the SUV feels every bit capable of those times and speeds. Power builds instantly and remains linear through a lot of the rev range. Although there is no loud button in the SE, when deep into the throttle, the V8 emits a sweet symphony no other cylinder arrangement can match. It’s not overbearing, but loud enough to be noticed and appreciated. Of course, playing with the V8 at high rpms will only further deteriorate the already poor fuel economy figures of 14 mpg (16.4 L/100 km) city and 19 mpg (12.7 L/100 km) highway.

As alluded to a few times already, the Defender is a niche SUV to begin with, and becomes more so when adding the V8 engine. Its closest rival in terms of size, off-road capability, and luxury is the Mercedes-Benz G 550. But that vehicle starts at $143,000 and is down 77 hp to the Defender.

The Defender 110 SE’s closest competitor maybe a Jeep Wrangler of all things, and before you scoff at this idea, let us explain. The top trim of the Wrangler family is the 392 Rubicon that starts at $93,440 ($124,498 CAD) which is right on top of the as tested price for the Defender 110 SE we had for evaluation. The Wrangler comes with all the off-road goodies the Rubicon trim is known for as well as a 6.4-liter V8 engine. It makes 470 hp and 470 lb-ft of torque, which is in the same ballpark as the Defender SE.

Like the Land Rover, the Jeep is a four-door, albeit a slightly shorter one that can’t tow nearly as much as the Defender’s 7,700 lbs (3,500 kg) rating. Inside, there’s no contest either as the Defender is far more premium in nearly ever regard.

Inside, there's a lot of space for passengers front and rear. Headroom is nearly the same for both rows, with 40.6-inches (1,032 mm) up front and 40.4-inches (1.025 mm) in the rear. Legroom is a similar story, offering 39.1-inches (993 mm) for the front occupants and 38.4-inches (971 mm) for those sitting in the backseats. Since this is just a two-row vehicle, even with the Defender 130’s extra length missing, the 110 models can still haul 34.0 cubic feet (786 L) of cargo, which balloons to 78.8 cubic feet (1,875 mm) with rear seats folded.

The interior remains classic Land Rover, with exposed painted metal on the doors and stylish uncovered rivets throughout. Windsor leather covers all of the seating surfaces, including the 12-way power driver’s seat.

All the expected technology for a near six-figure vehicle is present, such as puddle lights, a Meridian audio system, around view cameras, ventilated front seats, adaptive dampers, and a laundry list of the latest safety technology. For those in colder climates, there are heating capabilities for the steering wheel, seats, windshield, and washer fluid.

Our only gripe with the interior is the 10.0-inch infotainment system. Although the images a clear and modern, the user interface and logic behind the menu/options screens take some time to get used to. We had to search for some functions before landing on them buried two or three menus deep.

As briefly touched upon during the competitor segment, the 2024 Land Rover Defender 110 P500 SE is wholly capable off-road. It comes standard with all the goodies like a two-speed transfer case, off-road mode, and an adjustable suspension.

Ground clearance sits at 8.5-inches (218 mm) standard, but the air suspension can lift the SUV up to a total of 11.5-inches (290 mm) in off-road mode. This enables a 37.5-degree approach angle, 40.0-degree departure angle, as well as the ability to wade through 35.4-inches (900 mm) of water.

Unfortunately, we did not get a chance to off-road the Defender during our time with it. That stated, we did put a slightly modified Defender through its paces this summer, so we know how capable these SUVs are.

We do need to quickly tackle a side effect of a vehicle with so much off-road prowess – on-road manners. Land Rover has done a commendable job in tuning steering, ride comfort, and handling. The Defender is nowhere near as unruly as the Jeep Wrangler Rubicon 392. That stated, it’s also not as serene as a Mercedes-Benz GLS or BMW X5.

After seven days of driving, we were sad to part ways with our V8-powered Defender. Although it’s a niche vehicle with a few quirks and faults, the Defender’s overall charm, styling, and personality are refreshing compared to the usual luxury SUV crowd playing at this price point.

We recommend the Defender 110 SE is worth a look for those desiring something a bit different in a luxury SUV, or those who are looking to do a bit of moderate overlanding in style.

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