Latest news with #LandRoverDefender
NDTV
4 hours ago
- Automotive
- NDTV
Rumour Breakdown: Is Tata Motors Really Developing Mini Defender?
Tata Motors is the present owner of the British auto marque - Jaguar Land Rover. The duo has shared a platform in the past for the development of the Tata Harrier and Safari SUVs. A foreign publication has quoted that the JLR owner, Tata Motors, is developing a mini Defender. Well, it is not completely true. The company is developing the new-gen avatar of the Tata Sierra SUV, which the media outlet is referring to as the baby Land Rover Defender. The Tata Sierra was revealed in its production-spec avatar at the 2025 Bharat Mobility Global Expo. In the new-gen rendition, the Sierra does take some inspiration from the Land Rover Defender. In fact, the silhouette is quite similar to the luxury off-roader. It misses out on the tailgate-mounted spare wheel. On the front, it gets a large piano-black grille and slender LED DRLs. The bumper is finished with a silver scuff plate, adding to the element. The 2025 Tata Sierra also uses flush handles to accentuate the overall appeal, and the rear windscreen, quarter glass, and windows are designed to mimic a single-glass piece. The upright stance also makes it look menacing, if anything. Furthermore, the clamshell hatch for the tailgate is a thing to be admired. On the inside, the Sierra is expected to get a utilitarian-style dashboard, quite like the Defender. Also, it is expected to come with an LCD infotainment unit that uses a Land Rover-style skin for the digital dials. There will be both EV and ICE powertrains available on the so-called Baby Defender. The Sierra will come with Tata Motors' all-new 1.5L turbo-petrol engine. Furthermore, the SUV is expected to get an AWD layout with both ICE and EV powertrains. The launch is expected to happen around Diwali this year.
News18
a day ago
- Automotive
- News18
'Gaushala' & 'Maa Saraswati' At Home Entrance, Indore Man's Impressive Car Collection
Last Updated: In the clip, it can be seen that the influencer requested the businessman for a house tour, and without thinking twice, the owner agreed. A viral video has surfaced on the internet, where a man from Indore attracted a lot of people on the internet with his wealth and insane car collection. In the clip, his garage was seen having some performance-oriented models, which makes it the most expensive garage in the country. Take a look at video here In the clip, it can be seen that the influencer requested the man for the house tour, and without thinking twice, he said yes to the request. As the clip begins, the owner first points out Gau Shala, terming it the spot of peace. Later, when both moved inside the multi-million-dollar mansion, the owner showed him the spiritual spot of Ma Saraswati, and gave him a real shock with his insane car collection. Car Collection His garage was seen to have a long list of the most expensive sets of wheels. The list includes a vintage model of Mercedes-Benz from 1936, Land Rover Defender, BMW X7, Volvo EV, Range Rover, among others. The owner was even heard saying that he ensures whenever there is a new car launch in Indore, he makes sure to have it in his collection. Social Media Reaction Meanwhile, ever since the clip was shared on the internet, it has received an massive views and likes. Internet users did not waste a single moment and bombarded the comment section with their opinions. While some criticised him for flaunting 'black money", some joked asking whom does the businessman call when the electric switches are not working — an electrician or a jeweller. Some users appreciated the businessman for staying connected to his 'Indian roots' despite the accumulated wealth. ' gaushala hits different…what a lovely house…and maa saraswati at the entrance… God bless them..," an Instagram user wrote. First Published: July 01, 2025, 12:17 IST
Miami Herald
5 days ago
- Automotive
- Miami Herald
Carlex G-Viking Takes High-Dollar Intricacy To Obsessive Levels
Carlex Design has forged a strong reputation for crafting some of the craziest vehicles on the planet, with levels of luxury and craftsmanship that would typically be reserved only for the rarest hypercars and bespoke coachbuilds. The company has applied its vision to vehicles as diverse as the Ford Ranger, the Jaguar XJ, and the Land Rover Defender, but its recent specialty is the reimagining of the Mercedes-AMG G 63. Carlex now offers a One of One program for the G-wagen, where customers commission a one-off that will never be repeated. Each of these vehicles will have its roof personally engraved by the company's founder, Damian Skotnicki, who emphasizes that each creation "cannot and should not be rushed." With the level of detail being put into the latest one-off, called the G-Viking, and its accompaniments, it's clear that the One of One collection is the furthest thing there is from a mass-produced product. The G-Viking is paired with the VO Viking collection, a set of four stunning VO Vapen rifles, each handcrafted in Sweden. The set looks like it could have been fashioned hundreds of years ago, and the G-Class matches it with metal, leather, and stone intricacies. The highlight is the hand-engraved roof of the SUV, but even the beading trims along the side of the vehicle have been given engraved metal bars. Inside, the cargo area houses a custom gun drawer fashioned with copious amounts of leather and metal, ensuring that the off-roader and the firearm collection are never complete without each other. Carlex describes the car as something "to be cherished and passed down to future generations," though the cabin is not the sort of place you'd want your toddlers to get too excited. The entire cabin has been refinished, including the floor mats, roof lining, center console, door cards, dashboard, and anything else you might see or touch inside. But instead of just reupholstering the cabin with a different color or type of leather, Carlex has stripped every component and reimagined how it can be reintegrated with the rest of the G-Viking. Case in point: the steering wheel's airbag cover has been recrafted and the rim has been covered in perforated and plain leather with a metal noon marker. Both the noon-marker and the bottom spoke of the steering wheel are engraved in the same Nordic design as the roof, ensuring that every piece of every component of interior trim is bespoke, from dashboard to door card. Heck, even the door lock pins have been pulled and remade from metal, again with fine engraving. The only elements that appear to have escaped Carlex's obsessive reimagination are the seatbelts and rearview mirror housing, but everything else has been fashioned from the finest leather, suede, or metal. Mansory's tuning programs can add six figures to the price of a vehicle, but this Carlex creation takes customization to a whole new level, and we wouldn't be surprised if it costs closer to seven figures. If you have to ask... Copyright 2025 The Arena Group, Inc. All Rights Reserved.
The Advertiser
6 days ago
- Automotive
- The Advertiser
2025 Land Rover Defender 90 review
Land Rover Defender Pros Land Rover Defender Cons The modern reincarnation of the Land Rover Defender has proven to be a smash hit globally, as well as in Australia. While the wider Jaguar Land Rover (JLR) portfolio has been floundering Down Under of late, the Defender continues to sell in strong numbers – it currently accounts for over half of all Land Rover sales. No doubt the five-door Defender 110 and the even longer 130 derivative get the most attention from well-heeled Aussie families, but the three-door Defender 90 tested here is something of a cult hero. Think of it as a Suzuki Jimny for grown-ups. It's superbly capable off-road and more city-friendly in size, but also doesn't sacrifice on the general Defender fitout that the bigger versions are available with. On test we have the Defender 90 S, powered by the 'D250' turbo-diesel inline six. The retro white steelies and Pangea Green paint over a khaki interior is perhaps my personal dream spec – minus the satin film that costs a wild $7040. WATCH: Paul's video review of the 2021 Land Rover Defender 90 P300 In a world where new vehicle prices continue to rise, this particular Defender has actually had a price decrease for 2025, and not an insignificant one either (over $5000). So, while it remains one of the more niche members of the Defender lineup, does the three-door Land Rover deserve a look-in if you're in the market for a larger luxury off-road SUV? A new MY26 range is on the way, but the MY24 vehicle you see on test here actually received a running price reduction for the 2025 model year, and now starts from $92,402 plus on-road costs and options. See below for the full MY25 price list, including changes from MY24. You can read more about the upcoming MY26 range here. Defender 90 Defender 110 Defender 130 Our MY24 test vehicle is also fitted with a number of packages, single-item options and dealer-fit accessories that bring the as-tested price to a cool $125,016 before on-road costs, according to 2024 pricing. It's worth noting that the incoming 2026 model year Defender has received some revisions to specifications and options. You can read more about that here. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool The Defender hasn't changed much since it debuted in 2019, though the British off-roader's cabin still strikes a cool balance between utilitarian design, friendly ergonomics and seamless technology integration. It's worth noting some elements pictured here have been changed or will become unavailable with new model year orders, namely the open-pore wood trim finishes and the touchscreen, which has been enlarged by a couple of inches for MY26. Regardless, the core attributes remain the same. There's an overarching robust and utilitarian theme which harks back to Land Rover's roots, accompanied by premium design and material quality plus the brand's latest infotainment and display tech to keep it fresh and in line with modern expectations. The 12.3-inch digital instrument cluster and 11.4-inch Pivi Pro multimedia touchscreen have been well regarded since launch, thanks to the nice graphics and intuitive functionality. Land Rover's software interface has a pretty flat structure and clear labelling to make navigating through menus and applications easy, bolstered by crisp resolution and largely snappy responses. It's well featured too, including wireless Apple CarPlay and Android Auto, DAB+ digital radio, as well as satellite navigation with traffic information. Compared to more complicated systems from some rival German brands, it's refreshingly simple and easy to use. It's also easy to find a comfortable driving position thanks to the fully power adjustable front seats and steering column, and there are plenty of chunky physical buttons and controls for all your vehicle functions. Land Rover's commanding driving position is as present as ever in the Defender, putting you at the same level as some truck drivers on the highway. You have a great view of everything in the cabin too. There's a range of widgets and displays in the infotainment system and instrument cluster for general driving duties and off-roading. There are also various drive modes available, and adjustable air suspension which can jack up the ride height significantly. I'm also a fan of the chunky rotary dials for the climate control, which double up as ventilated seat controls. Push to toggle the heated/cooled seat controls, push again to return to your normal temperature controls. Build quality feels solid, but the Defender cabin isn't Range Rover-plush, nor should it be. There's a nice mix of soft-touch surfaces contrasted against more hard-wearing details and materials, and elements like exposed screws, rubberised areas and metal accents. In fairness, the Defender is meant to carry on the all-conquering, go-anywhere spirit of the original. If you want more luxury, you're better off looking at the seven-seat Discovery. This three-door 90 may be much shorter in length than the larger 110 and 130, but the second row is positively adult-sized once you clamber past the front seats – it's a very coupe-like experience. It's virtually the same rear bench in a smaller body that foregoes rear doors and sits atop a shorter wheelbase. You'll easily be able to cart four-up without issues, and you can squeeze three across the rear at a pinch if you need to. Rear occupants still get rear air vents and a fold-down centre armrest with cupholders, and you can option a third zone of climate controls if you regularly transport whiney rear passengers. Padded rear armrests, floor-mounted bottle holders and large rear windows help to make this one of the more accommodating three-door vehicles on the market, and there's also the roof-mounted rear 'portholes' too. Should you need to carry kids, the rear seats also feature ISOFIX child seat anchors in the outboard positions, and top-tether points across all three rear seatbacks. Boot space takes the biggest hit in the 'shortie' Defender, at a quoted 397 litres compared to the 110's 972L. The space itself is very shallow with the rear seats up, too. Should you need more room, you can fold each rear seatback down individually. The spare wheel is also mounted on the outside of the side-hinged tailgate too, which makes it heavy but very on-brand. There's a 12V power socket in the boot area, as well as bag hooks and a rear console that features remote switches to drop or raise the rear air suspension. Finally, the optional integrated air compressor ($1416) with matching air hose kit could be a godsend if you ever need to re-inflate a tyre while out bush. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool D250 versions of the Defender are powered by a 3.0-litre inline six-cylinder turbo-diesel with 48V mild-hybrid assistance. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool Despite being the 'baby' Defender, the 90 is no shrinking violet. Pictured: 2021 Land Rover Defender 90 At 4.6 metres long and nearly 2.0m wide, the Defender 90 is still a reasonably big rig and about as long as a Toyota RAV4. But compared to the Defender 110 it's easier to park in tight parallel bays in the city – should you frequent those kinds of café-dense areas often… The 3.0-litre inline diesel six is a peach, and probably my pick of the engine range for the Defender's intended purpose. Sure, the prospect of a burbling V8 is nice, but that's likely to fade when you see the purchase price and fuel bills. With 48V mild-hybrid assistance, the idle stop/start system is snappy in slow-moving traffic, while the oiler's effortless torque wave makes this a relaxed performer off the line. Keep in mind the Defender 90 still weighs 2.2 tonnes in this specification, and feels quite peppy when you punch it. Like other big-block European diesels, Land Rover's D250 unit is a smooth operator and relatively refined, only getting a little vocal under hard acceleration. There's not even that much clatter, at least inside. With eight cogs and intuitive shift logic, the eight-speed auto is an excellent partner for that sweet inline six. It shifts smartly and decisively, keeping the engine on the boil while also smartly upshifting to the highest ratio possible, placing the engine in its most relaxed rev band when at a cruise. The ZF-sourced shifter is also quick to downshift if you need a rapid turn of speed and, as you'd imagine, rolling acceleration is very muscular despite the 8.0-second 0-100km/h claim. If you're driving on the open road, you'll be able to confidently overtake in the Defender 90 in a way that perhaps a four-cylinder Toyota Prado can't. Insulation from wind and road noise is mostly good without being standout. Thanks to the Defender's upright proportions and massive side mirrors, you can get some wind buffeting at high speeds as well as some hints of road roar from the chunky all-terrain rubber. The electronic air suspension ensures a generally comfortable ride – though it isn't quite Range Rover-like plush given the Defender's more rugged skew – thanks in part to the extra sidewall on our test car's small 18-inch steel wheels. There's a touch of firmness on impact that no doubt helps minimise body roll and ensures good recovery from primary bump absorption. Again, if you want more luxury, best look at a Discovery or Range Rover Sport. Steering feel is light though fairly accurate, meaning it isn't hard to handle or place the Defender 90 on the road. Plentiful visibility out of the upright glasshouse further boosts confidence behind the wheel, as does the standard surround-view camera system with 3D vehicle projection. That said, the placement of the rear camera can mean it's occasionally hard to judge where the tailgate-mounted spare wheel ends. I also didn't find the optional ClearSight rear-view mirror particularly valuable in practice due to its high-mounted position and limited field of view. While I didn't take this particular Defender off-road, both 90 and 110 versions of the rugged Land Rover perform very well off the beaten track based on our previous testing, and are more than capable of tackling almost anything most owners would be willing throw at them. In addition to the adjustable air suspension (which can raise the ride height to a dizzying 291mm), the Defender comes standard with the basic iteration of Land Rover's Terrain Response system, which tailors the 4×4 drivetrain and electronic aids to suit different surfaces. There's also hill descent control, hill launch assist, and low-range gearing. The Defender 90 also has an impressive 900mm wading depth, and relatively generous approach, departure and breakover angles of 30.1/37.6/24.2 degrees respectively, meaning the shorter wheelbase significantly increases its clearance over moguls and the like. Want to see it in action? See Paul's video at the top of this review. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool Jaguar and Land Rover are quite convoluted in their specification lists, but here is a breakdown of what comes standard in the Defender S if you put an order down on one today. Note: MY24 Defender 90 S pictured 2025 Land Rover Defender S equipment highlights: *Information based on Land Rover Australia's configurator for the MY26 Defender 90 S To see how the Land Rover Defender lines up against its rivals, check out our comparison tool As noted earlier, our MY24 test vehicle was fitted with a number of options and packages. Off-Road Pack: $1660 Cold Climate Pack: $1480 Air Suspension Pack: $1310 Fitted standalone options include: Fitted genuine accessories include: Note that the incoming MY26 specification sees the Pangea Green paint pictured here discontinued, while features like the Air Suspension Pack now appear to be included as standard equipment. For the latest information, speak with your local Land Rover dealer. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool The Defender 110 was awarded a five-star ANCAP safety rating against 2020 criteria – however, Defender 90 and 130 derivatives as well as V8-powered variants remain unrated by the independent safety body. Standard safety equipment includes: To see how the Land Rover Defender lines up against its rivals, check out our comparison tool Land Rover Australia covers its range with a five-year, unlimited-kilometre warranty including roadside assistance for the same period, and the Defender has long 26,000km service intervals. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool Like most premium or at least luxury-leaning 4WDs sold in Australia, the Defender 90 is unlikely to ever be used to its full potential and will instead spend most of its life putting around wealthy inner suburbs. With that in mind, if you don't have a sports team's worth of kids to cart around, the Defender 90's more city-friendly dimensions arguably make it the best suited to the lifestyle that Australian owners will likely subject it to. As has been the case since its launch, the Defender remains a very comfortable and capable all-rounder, with effortless performance from its diesel six and all the creature comforts you could want – provided you're willing to pay extra for some of them. Running changes for MY26 seem to bolster the value offering somewhat via extra equipment, and you could save thousands on our press vehicle's as-tested price by being more judicious with option boxes. For example, lose the satin paint film and ClearSight mirror and you've already pocketed $8500. It's a shame the lovely Pangea Green is no longer available for new orders, but the darker new Woolstone Green that replaces it for MY26 is just as delicious if not more so. If you're in the market for a go-anywhere off-road wagon and the Jimny and Jeep Wrangler are a little too pedestrian or utilitarian for you, it's hard to go past the Defender – especially the three-door shorty, which is not only the cheapest body style but also the best looking and most capable off-road, if anyone cares to find out. Interested in buying a Land Rover Defender? Let CarExpert find you the best deal hereMORE: Explore the Land Rover Defender showroom Content originally sourced from: Rover Defender Pros Land Rover Defender Cons The modern reincarnation of the Land Rover Defender has proven to be a smash hit globally, as well as in Australia. While the wider Jaguar Land Rover (JLR) portfolio has been floundering Down Under of late, the Defender continues to sell in strong numbers – it currently accounts for over half of all Land Rover sales. No doubt the five-door Defender 110 and the even longer 130 derivative get the most attention from well-heeled Aussie families, but the three-door Defender 90 tested here is something of a cult hero. Think of it as a Suzuki Jimny for grown-ups. It's superbly capable off-road and more city-friendly in size, but also doesn't sacrifice on the general Defender fitout that the bigger versions are available with. On test we have the Defender 90 S, powered by the 'D250' turbo-diesel inline six. The retro white steelies and Pangea Green paint over a khaki interior is perhaps my personal dream spec – minus the satin film that costs a wild $7040. WATCH: Paul's video review of the 2021 Land Rover Defender 90 P300 In a world where new vehicle prices continue to rise, this particular Defender has actually had a price decrease for 2025, and not an insignificant one either (over $5000). So, while it remains one of the more niche members of the Defender lineup, does the three-door Land Rover deserve a look-in if you're in the market for a larger luxury off-road SUV? A new MY26 range is on the way, but the MY24 vehicle you see on test here actually received a running price reduction for the 2025 model year, and now starts from $92,402 plus on-road costs and options. See below for the full MY25 price list, including changes from MY24. You can read more about the upcoming MY26 range here. Defender 90 Defender 110 Defender 130 Our MY24 test vehicle is also fitted with a number of packages, single-item options and dealer-fit accessories that bring the as-tested price to a cool $125,016 before on-road costs, according to 2024 pricing. It's worth noting that the incoming 2026 model year Defender has received some revisions to specifications and options. You can read more about that here. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool The Defender hasn't changed much since it debuted in 2019, though the British off-roader's cabin still strikes a cool balance between utilitarian design, friendly ergonomics and seamless technology integration. It's worth noting some elements pictured here have been changed or will become unavailable with new model year orders, namely the open-pore wood trim finishes and the touchscreen, which has been enlarged by a couple of inches for MY26. Regardless, the core attributes remain the same. There's an overarching robust and utilitarian theme which harks back to Land Rover's roots, accompanied by premium design and material quality plus the brand's latest infotainment and display tech to keep it fresh and in line with modern expectations. The 12.3-inch digital instrument cluster and 11.4-inch Pivi Pro multimedia touchscreen have been well regarded since launch, thanks to the nice graphics and intuitive functionality. Land Rover's software interface has a pretty flat structure and clear labelling to make navigating through menus and applications easy, bolstered by crisp resolution and largely snappy responses. It's well featured too, including wireless Apple CarPlay and Android Auto, DAB+ digital radio, as well as satellite navigation with traffic information. Compared to more complicated systems from some rival German brands, it's refreshingly simple and easy to use. It's also easy to find a comfortable driving position thanks to the fully power adjustable front seats and steering column, and there are plenty of chunky physical buttons and controls for all your vehicle functions. Land Rover's commanding driving position is as present as ever in the Defender, putting you at the same level as some truck drivers on the highway. You have a great view of everything in the cabin too. There's a range of widgets and displays in the infotainment system and instrument cluster for general driving duties and off-roading. There are also various drive modes available, and adjustable air suspension which can jack up the ride height significantly. I'm also a fan of the chunky rotary dials for the climate control, which double up as ventilated seat controls. Push to toggle the heated/cooled seat controls, push again to return to your normal temperature controls. Build quality feels solid, but the Defender cabin isn't Range Rover-plush, nor should it be. There's a nice mix of soft-touch surfaces contrasted against more hard-wearing details and materials, and elements like exposed screws, rubberised areas and metal accents. In fairness, the Defender is meant to carry on the all-conquering, go-anywhere spirit of the original. If you want more luxury, you're better off looking at the seven-seat Discovery. This three-door 90 may be much shorter in length than the larger 110 and 130, but the second row is positively adult-sized once you clamber past the front seats – it's a very coupe-like experience. It's virtually the same rear bench in a smaller body that foregoes rear doors and sits atop a shorter wheelbase. You'll easily be able to cart four-up without issues, and you can squeeze three across the rear at a pinch if you need to. Rear occupants still get rear air vents and a fold-down centre armrest with cupholders, and you can option a third zone of climate controls if you regularly transport whiney rear passengers. Padded rear armrests, floor-mounted bottle holders and large rear windows help to make this one of the more accommodating three-door vehicles on the market, and there's also the roof-mounted rear 'portholes' too. Should you need to carry kids, the rear seats also feature ISOFIX child seat anchors in the outboard positions, and top-tether points across all three rear seatbacks. Boot space takes the biggest hit in the 'shortie' Defender, at a quoted 397 litres compared to the 110's 972L. The space itself is very shallow with the rear seats up, too. Should you need more room, you can fold each rear seatback down individually. The spare wheel is also mounted on the outside of the side-hinged tailgate too, which makes it heavy but very on-brand. There's a 12V power socket in the boot area, as well as bag hooks and a rear console that features remote switches to drop or raise the rear air suspension. Finally, the optional integrated air compressor ($1416) with matching air hose kit could be a godsend if you ever need to re-inflate a tyre while out bush. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool D250 versions of the Defender are powered by a 3.0-litre inline six-cylinder turbo-diesel with 48V mild-hybrid assistance. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool Despite being the 'baby' Defender, the 90 is no shrinking violet. Pictured: 2021 Land Rover Defender 90 At 4.6 metres long and nearly 2.0m wide, the Defender 90 is still a reasonably big rig and about as long as a Toyota RAV4. But compared to the Defender 110 it's easier to park in tight parallel bays in the city – should you frequent those kinds of café-dense areas often… The 3.0-litre inline diesel six is a peach, and probably my pick of the engine range for the Defender's intended purpose. Sure, the prospect of a burbling V8 is nice, but that's likely to fade when you see the purchase price and fuel bills. With 48V mild-hybrid assistance, the idle stop/start system is snappy in slow-moving traffic, while the oiler's effortless torque wave makes this a relaxed performer off the line. Keep in mind the Defender 90 still weighs 2.2 tonnes in this specification, and feels quite peppy when you punch it. Like other big-block European diesels, Land Rover's D250 unit is a smooth operator and relatively refined, only getting a little vocal under hard acceleration. There's not even that much clatter, at least inside. With eight cogs and intuitive shift logic, the eight-speed auto is an excellent partner for that sweet inline six. It shifts smartly and decisively, keeping the engine on the boil while also smartly upshifting to the highest ratio possible, placing the engine in its most relaxed rev band when at a cruise. The ZF-sourced shifter is also quick to downshift if you need a rapid turn of speed and, as you'd imagine, rolling acceleration is very muscular despite the 8.0-second 0-100km/h claim. If you're driving on the open road, you'll be able to confidently overtake in the Defender 90 in a way that perhaps a four-cylinder Toyota Prado can't. Insulation from wind and road noise is mostly good without being standout. Thanks to the Defender's upright proportions and massive side mirrors, you can get some wind buffeting at high speeds as well as some hints of road roar from the chunky all-terrain rubber. The electronic air suspension ensures a generally comfortable ride – though it isn't quite Range Rover-like plush given the Defender's more rugged skew – thanks in part to the extra sidewall on our test car's small 18-inch steel wheels. There's a touch of firmness on impact that no doubt helps minimise body roll and ensures good recovery from primary bump absorption. Again, if you want more luxury, best look at a Discovery or Range Rover Sport. Steering feel is light though fairly accurate, meaning it isn't hard to handle or place the Defender 90 on the road. Plentiful visibility out of the upright glasshouse further boosts confidence behind the wheel, as does the standard surround-view camera system with 3D vehicle projection. That said, the placement of the rear camera can mean it's occasionally hard to judge where the tailgate-mounted spare wheel ends. I also didn't find the optional ClearSight rear-view mirror particularly valuable in practice due to its high-mounted position and limited field of view. While I didn't take this particular Defender off-road, both 90 and 110 versions of the rugged Land Rover perform very well off the beaten track based on our previous testing, and are more than capable of tackling almost anything most owners would be willing throw at them. In addition to the adjustable air suspension (which can raise the ride height to a dizzying 291mm), the Defender comes standard with the basic iteration of Land Rover's Terrain Response system, which tailors the 4×4 drivetrain and electronic aids to suit different surfaces. There's also hill descent control, hill launch assist, and low-range gearing. The Defender 90 also has an impressive 900mm wading depth, and relatively generous approach, departure and breakover angles of 30.1/37.6/24.2 degrees respectively, meaning the shorter wheelbase significantly increases its clearance over moguls and the like. Want to see it in action? See Paul's video at the top of this review. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool Jaguar and Land Rover are quite convoluted in their specification lists, but here is a breakdown of what comes standard in the Defender S if you put an order down on one today. Note: MY24 Defender 90 S pictured 2025 Land Rover Defender S equipment highlights: *Information based on Land Rover Australia's configurator for the MY26 Defender 90 S To see how the Land Rover Defender lines up against its rivals, check out our comparison tool As noted earlier, our MY24 test vehicle was fitted with a number of options and packages. Off-Road Pack: $1660 Cold Climate Pack: $1480 Air Suspension Pack: $1310 Fitted standalone options include: Fitted genuine accessories include: Note that the incoming MY26 specification sees the Pangea Green paint pictured here discontinued, while features like the Air Suspension Pack now appear to be included as standard equipment. For the latest information, speak with your local Land Rover dealer. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool The Defender 110 was awarded a five-star ANCAP safety rating against 2020 criteria – however, Defender 90 and 130 derivatives as well as V8-powered variants remain unrated by the independent safety body. Standard safety equipment includes: To see how the Land Rover Defender lines up against its rivals, check out our comparison tool Land Rover Australia covers its range with a five-year, unlimited-kilometre warranty including roadside assistance for the same period, and the Defender has long 26,000km service intervals. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool Like most premium or at least luxury-leaning 4WDs sold in Australia, the Defender 90 is unlikely to ever be used to its full potential and will instead spend most of its life putting around wealthy inner suburbs. With that in mind, if you don't have a sports team's worth of kids to cart around, the Defender 90's more city-friendly dimensions arguably make it the best suited to the lifestyle that Australian owners will likely subject it to. As has been the case since its launch, the Defender remains a very comfortable and capable all-rounder, with effortless performance from its diesel six and all the creature comforts you could want – provided you're willing to pay extra for some of them. Running changes for MY26 seem to bolster the value offering somewhat via extra equipment, and you could save thousands on our press vehicle's as-tested price by being more judicious with option boxes. For example, lose the satin paint film and ClearSight mirror and you've already pocketed $8500. It's a shame the lovely Pangea Green is no longer available for new orders, but the darker new Woolstone Green that replaces it for MY26 is just as delicious if not more so. If you're in the market for a go-anywhere off-road wagon and the Jimny and Jeep Wrangler are a little too pedestrian or utilitarian for you, it's hard to go past the Defender – especially the three-door shorty, which is not only the cheapest body style but also the best looking and most capable off-road, if anyone cares to find out. Interested in buying a Land Rover Defender? Let CarExpert find you the best deal hereMORE: Explore the Land Rover Defender showroom Content originally sourced from: Rover Defender Pros Land Rover Defender Cons The modern reincarnation of the Land Rover Defender has proven to be a smash hit globally, as well as in Australia. While the wider Jaguar Land Rover (JLR) portfolio has been floundering Down Under of late, the Defender continues to sell in strong numbers – it currently accounts for over half of all Land Rover sales. No doubt the five-door Defender 110 and the even longer 130 derivative get the most attention from well-heeled Aussie families, but the three-door Defender 90 tested here is something of a cult hero. Think of it as a Suzuki Jimny for grown-ups. It's superbly capable off-road and more city-friendly in size, but also doesn't sacrifice on the general Defender fitout that the bigger versions are available with. On test we have the Defender 90 S, powered by the 'D250' turbo-diesel inline six. The retro white steelies and Pangea Green paint over a khaki interior is perhaps my personal dream spec – minus the satin film that costs a wild $7040. WATCH: Paul's video review of the 2021 Land Rover Defender 90 P300 In a world where new vehicle prices continue to rise, this particular Defender has actually had a price decrease for 2025, and not an insignificant one either (over $5000). So, while it remains one of the more niche members of the Defender lineup, does the three-door Land Rover deserve a look-in if you're in the market for a larger luxury off-road SUV? A new MY26 range is on the way, but the MY24 vehicle you see on test here actually received a running price reduction for the 2025 model year, and now starts from $92,402 plus on-road costs and options. See below for the full MY25 price list, including changes from MY24. You can read more about the upcoming MY26 range here. Defender 90 Defender 110 Defender 130 Our MY24 test vehicle is also fitted with a number of packages, single-item options and dealer-fit accessories that bring the as-tested price to a cool $125,016 before on-road costs, according to 2024 pricing. It's worth noting that the incoming 2026 model year Defender has received some revisions to specifications and options. You can read more about that here. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool The Defender hasn't changed much since it debuted in 2019, though the British off-roader's cabin still strikes a cool balance between utilitarian design, friendly ergonomics and seamless technology integration. It's worth noting some elements pictured here have been changed or will become unavailable with new model year orders, namely the open-pore wood trim finishes and the touchscreen, which has been enlarged by a couple of inches for MY26. Regardless, the core attributes remain the same. There's an overarching robust and utilitarian theme which harks back to Land Rover's roots, accompanied by premium design and material quality plus the brand's latest infotainment and display tech to keep it fresh and in line with modern expectations. The 12.3-inch digital instrument cluster and 11.4-inch Pivi Pro multimedia touchscreen have been well regarded since launch, thanks to the nice graphics and intuitive functionality. Land Rover's software interface has a pretty flat structure and clear labelling to make navigating through menus and applications easy, bolstered by crisp resolution and largely snappy responses. It's well featured too, including wireless Apple CarPlay and Android Auto, DAB+ digital radio, as well as satellite navigation with traffic information. Compared to more complicated systems from some rival German brands, it's refreshingly simple and easy to use. It's also easy to find a comfortable driving position thanks to the fully power adjustable front seats and steering column, and there are plenty of chunky physical buttons and controls for all your vehicle functions. Land Rover's commanding driving position is as present as ever in the Defender, putting you at the same level as some truck drivers on the highway. You have a great view of everything in the cabin too. There's a range of widgets and displays in the infotainment system and instrument cluster for general driving duties and off-roading. There are also various drive modes available, and adjustable air suspension which can jack up the ride height significantly. I'm also a fan of the chunky rotary dials for the climate control, which double up as ventilated seat controls. Push to toggle the heated/cooled seat controls, push again to return to your normal temperature controls. Build quality feels solid, but the Defender cabin isn't Range Rover-plush, nor should it be. There's a nice mix of soft-touch surfaces contrasted against more hard-wearing details and materials, and elements like exposed screws, rubberised areas and metal accents. In fairness, the Defender is meant to carry on the all-conquering, go-anywhere spirit of the original. If you want more luxury, you're better off looking at the seven-seat Discovery. This three-door 90 may be much shorter in length than the larger 110 and 130, but the second row is positively adult-sized once you clamber past the front seats – it's a very coupe-like experience. It's virtually the same rear bench in a smaller body that foregoes rear doors and sits atop a shorter wheelbase. You'll easily be able to cart four-up without issues, and you can squeeze three across the rear at a pinch if you need to. Rear occupants still get rear air vents and a fold-down centre armrest with cupholders, and you can option a third zone of climate controls if you regularly transport whiney rear passengers. Padded rear armrests, floor-mounted bottle holders and large rear windows help to make this one of the more accommodating three-door vehicles on the market, and there's also the roof-mounted rear 'portholes' too. Should you need to carry kids, the rear seats also feature ISOFIX child seat anchors in the outboard positions, and top-tether points across all three rear seatbacks. Boot space takes the biggest hit in the 'shortie' Defender, at a quoted 397 litres compared to the 110's 972L. The space itself is very shallow with the rear seats up, too. Should you need more room, you can fold each rear seatback down individually. The spare wheel is also mounted on the outside of the side-hinged tailgate too, which makes it heavy but very on-brand. There's a 12V power socket in the boot area, as well as bag hooks and a rear console that features remote switches to drop or raise the rear air suspension. Finally, the optional integrated air compressor ($1416) with matching air hose kit could be a godsend if you ever need to re-inflate a tyre while out bush. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool D250 versions of the Defender are powered by a 3.0-litre inline six-cylinder turbo-diesel with 48V mild-hybrid assistance. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool Despite being the 'baby' Defender, the 90 is no shrinking violet. Pictured: 2021 Land Rover Defender 90 At 4.6 metres long and nearly 2.0m wide, the Defender 90 is still a reasonably big rig and about as long as a Toyota RAV4. But compared to the Defender 110 it's easier to park in tight parallel bays in the city – should you frequent those kinds of café-dense areas often… The 3.0-litre inline diesel six is a peach, and probably my pick of the engine range for the Defender's intended purpose. Sure, the prospect of a burbling V8 is nice, but that's likely to fade when you see the purchase price and fuel bills. With 48V mild-hybrid assistance, the idle stop/start system is snappy in slow-moving traffic, while the oiler's effortless torque wave makes this a relaxed performer off the line. Keep in mind the Defender 90 still weighs 2.2 tonnes in this specification, and feels quite peppy when you punch it. Like other big-block European diesels, Land Rover's D250 unit is a smooth operator and relatively refined, only getting a little vocal under hard acceleration. There's not even that much clatter, at least inside. With eight cogs and intuitive shift logic, the eight-speed auto is an excellent partner for that sweet inline six. It shifts smartly and decisively, keeping the engine on the boil while also smartly upshifting to the highest ratio possible, placing the engine in its most relaxed rev band when at a cruise. The ZF-sourced shifter is also quick to downshift if you need a rapid turn of speed and, as you'd imagine, rolling acceleration is very muscular despite the 8.0-second 0-100km/h claim. If you're driving on the open road, you'll be able to confidently overtake in the Defender 90 in a way that perhaps a four-cylinder Toyota Prado can't. Insulation from wind and road noise is mostly good without being standout. Thanks to the Defender's upright proportions and massive side mirrors, you can get some wind buffeting at high speeds as well as some hints of road roar from the chunky all-terrain rubber. The electronic air suspension ensures a generally comfortable ride – though it isn't quite Range Rover-like plush given the Defender's more rugged skew – thanks in part to the extra sidewall on our test car's small 18-inch steel wheels. There's a touch of firmness on impact that no doubt helps minimise body roll and ensures good recovery from primary bump absorption. Again, if you want more luxury, best look at a Discovery or Range Rover Sport. Steering feel is light though fairly accurate, meaning it isn't hard to handle or place the Defender 90 on the road. Plentiful visibility out of the upright glasshouse further boosts confidence behind the wheel, as does the standard surround-view camera system with 3D vehicle projection. That said, the placement of the rear camera can mean it's occasionally hard to judge where the tailgate-mounted spare wheel ends. I also didn't find the optional ClearSight rear-view mirror particularly valuable in practice due to its high-mounted position and limited field of view. While I didn't take this particular Defender off-road, both 90 and 110 versions of the rugged Land Rover perform very well off the beaten track based on our previous testing, and are more than capable of tackling almost anything most owners would be willing throw at them. In addition to the adjustable air suspension (which can raise the ride height to a dizzying 291mm), the Defender comes standard with the basic iteration of Land Rover's Terrain Response system, which tailors the 4×4 drivetrain and electronic aids to suit different surfaces. There's also hill descent control, hill launch assist, and low-range gearing. The Defender 90 also has an impressive 900mm wading depth, and relatively generous approach, departure and breakover angles of 30.1/37.6/24.2 degrees respectively, meaning the shorter wheelbase significantly increases its clearance over moguls and the like. Want to see it in action? See Paul's video at the top of this review. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool Jaguar and Land Rover are quite convoluted in their specification lists, but here is a breakdown of what comes standard in the Defender S if you put an order down on one today. Note: MY24 Defender 90 S pictured 2025 Land Rover Defender S equipment highlights: *Information based on Land Rover Australia's configurator for the MY26 Defender 90 S To see how the Land Rover Defender lines up against its rivals, check out our comparison tool As noted earlier, our MY24 test vehicle was fitted with a number of options and packages. Off-Road Pack: $1660 Cold Climate Pack: $1480 Air Suspension Pack: $1310 Fitted standalone options include: Fitted genuine accessories include: Note that the incoming MY26 specification sees the Pangea Green paint pictured here discontinued, while features like the Air Suspension Pack now appear to be included as standard equipment. For the latest information, speak with your local Land Rover dealer. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool The Defender 110 was awarded a five-star ANCAP safety rating against 2020 criteria – however, Defender 90 and 130 derivatives as well as V8-powered variants remain unrated by the independent safety body. Standard safety equipment includes: To see how the Land Rover Defender lines up against its rivals, check out our comparison tool Land Rover Australia covers its range with a five-year, unlimited-kilometre warranty including roadside assistance for the same period, and the Defender has long 26,000km service intervals. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool Like most premium or at least luxury-leaning 4WDs sold in Australia, the Defender 90 is unlikely to ever be used to its full potential and will instead spend most of its life putting around wealthy inner suburbs. With that in mind, if you don't have a sports team's worth of kids to cart around, the Defender 90's more city-friendly dimensions arguably make it the best suited to the lifestyle that Australian owners will likely subject it to. As has been the case since its launch, the Defender remains a very comfortable and capable all-rounder, with effortless performance from its diesel six and all the creature comforts you could want – provided you're willing to pay extra for some of them. Running changes for MY26 seem to bolster the value offering somewhat via extra equipment, and you could save thousands on our press vehicle's as-tested price by being more judicious with option boxes. For example, lose the satin paint film and ClearSight mirror and you've already pocketed $8500. It's a shame the lovely Pangea Green is no longer available for new orders, but the darker new Woolstone Green that replaces it for MY26 is just as delicious if not more so. If you're in the market for a go-anywhere off-road wagon and the Jimny and Jeep Wrangler are a little too pedestrian or utilitarian for you, it's hard to go past the Defender – especially the three-door shorty, which is not only the cheapest body style but also the best looking and most capable off-road, if anyone cares to find out. Interested in buying a Land Rover Defender? Let CarExpert find you the best deal hereMORE: Explore the Land Rover Defender showroom Content originally sourced from: Rover Defender Pros Land Rover Defender Cons The modern reincarnation of the Land Rover Defender has proven to be a smash hit globally, as well as in Australia. While the wider Jaguar Land Rover (JLR) portfolio has been floundering Down Under of late, the Defender continues to sell in strong numbers – it currently accounts for over half of all Land Rover sales. No doubt the five-door Defender 110 and the even longer 130 derivative get the most attention from well-heeled Aussie families, but the three-door Defender 90 tested here is something of a cult hero. Think of it as a Suzuki Jimny for grown-ups. It's superbly capable off-road and more city-friendly in size, but also doesn't sacrifice on the general Defender fitout that the bigger versions are available with. On test we have the Defender 90 S, powered by the 'D250' turbo-diesel inline six. The retro white steelies and Pangea Green paint over a khaki interior is perhaps my personal dream spec – minus the satin film that costs a wild $7040. WATCH: Paul's video review of the 2021 Land Rover Defender 90 P300 In a world where new vehicle prices continue to rise, this particular Defender has actually had a price decrease for 2025, and not an insignificant one either (over $5000). So, while it remains one of the more niche members of the Defender lineup, does the three-door Land Rover deserve a look-in if you're in the market for a larger luxury off-road SUV? A new MY26 range is on the way, but the MY24 vehicle you see on test here actually received a running price reduction for the 2025 model year, and now starts from $92,402 plus on-road costs and options. See below for the full MY25 price list, including changes from MY24. You can read more about the upcoming MY26 range here. Defender 90 Defender 110 Defender 130 Our MY24 test vehicle is also fitted with a number of packages, single-item options and dealer-fit accessories that bring the as-tested price to a cool $125,016 before on-road costs, according to 2024 pricing. It's worth noting that the incoming 2026 model year Defender has received some revisions to specifications and options. You can read more about that here. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool The Defender hasn't changed much since it debuted in 2019, though the British off-roader's cabin still strikes a cool balance between utilitarian design, friendly ergonomics and seamless technology integration. It's worth noting some elements pictured here have been changed or will become unavailable with new model year orders, namely the open-pore wood trim finishes and the touchscreen, which has been enlarged by a couple of inches for MY26. Regardless, the core attributes remain the same. There's an overarching robust and utilitarian theme which harks back to Land Rover's roots, accompanied by premium design and material quality plus the brand's latest infotainment and display tech to keep it fresh and in line with modern expectations. The 12.3-inch digital instrument cluster and 11.4-inch Pivi Pro multimedia touchscreen have been well regarded since launch, thanks to the nice graphics and intuitive functionality. Land Rover's software interface has a pretty flat structure and clear labelling to make navigating through menus and applications easy, bolstered by crisp resolution and largely snappy responses. It's well featured too, including wireless Apple CarPlay and Android Auto, DAB+ digital radio, as well as satellite navigation with traffic information. Compared to more complicated systems from some rival German brands, it's refreshingly simple and easy to use. It's also easy to find a comfortable driving position thanks to the fully power adjustable front seats and steering column, and there are plenty of chunky physical buttons and controls for all your vehicle functions. Land Rover's commanding driving position is as present as ever in the Defender, putting you at the same level as some truck drivers on the highway. You have a great view of everything in the cabin too. There's a range of widgets and displays in the infotainment system and instrument cluster for general driving duties and off-roading. There are also various drive modes available, and adjustable air suspension which can jack up the ride height significantly. I'm also a fan of the chunky rotary dials for the climate control, which double up as ventilated seat controls. Push to toggle the heated/cooled seat controls, push again to return to your normal temperature controls. Build quality feels solid, but the Defender cabin isn't Range Rover-plush, nor should it be. There's a nice mix of soft-touch surfaces contrasted against more hard-wearing details and materials, and elements like exposed screws, rubberised areas and metal accents. In fairness, the Defender is meant to carry on the all-conquering, go-anywhere spirit of the original. If you want more luxury, you're better off looking at the seven-seat Discovery. This three-door 90 may be much shorter in length than the larger 110 and 130, but the second row is positively adult-sized once you clamber past the front seats – it's a very coupe-like experience. It's virtually the same rear bench in a smaller body that foregoes rear doors and sits atop a shorter wheelbase. You'll easily be able to cart four-up without issues, and you can squeeze three across the rear at a pinch if you need to. Rear occupants still get rear air vents and a fold-down centre armrest with cupholders, and you can option a third zone of climate controls if you regularly transport whiney rear passengers. Padded rear armrests, floor-mounted bottle holders and large rear windows help to make this one of the more accommodating three-door vehicles on the market, and there's also the roof-mounted rear 'portholes' too. Should you need to carry kids, the rear seats also feature ISOFIX child seat anchors in the outboard positions, and top-tether points across all three rear seatbacks. Boot space takes the biggest hit in the 'shortie' Defender, at a quoted 397 litres compared to the 110's 972L. The space itself is very shallow with the rear seats up, too. Should you need more room, you can fold each rear seatback down individually. The spare wheel is also mounted on the outside of the side-hinged tailgate too, which makes it heavy but very on-brand. There's a 12V power socket in the boot area, as well as bag hooks and a rear console that features remote switches to drop or raise the rear air suspension. Finally, the optional integrated air compressor ($1416) with matching air hose kit could be a godsend if you ever need to re-inflate a tyre while out bush. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool D250 versions of the Defender are powered by a 3.0-litre inline six-cylinder turbo-diesel with 48V mild-hybrid assistance. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool Despite being the 'baby' Defender, the 90 is no shrinking violet. Pictured: 2021 Land Rover Defender 90 At 4.6 metres long and nearly 2.0m wide, the Defender 90 is still a reasonably big rig and about as long as a Toyota RAV4. But compared to the Defender 110 it's easier to park in tight parallel bays in the city – should you frequent those kinds of café-dense areas often… The 3.0-litre inline diesel six is a peach, and probably my pick of the engine range for the Defender's intended purpose. Sure, the prospect of a burbling V8 is nice, but that's likely to fade when you see the purchase price and fuel bills. With 48V mild-hybrid assistance, the idle stop/start system is snappy in slow-moving traffic, while the oiler's effortless torque wave makes this a relaxed performer off the line. Keep in mind the Defender 90 still weighs 2.2 tonnes in this specification, and feels quite peppy when you punch it. Like other big-block European diesels, Land Rover's D250 unit is a smooth operator and relatively refined, only getting a little vocal under hard acceleration. There's not even that much clatter, at least inside. With eight cogs and intuitive shift logic, the eight-speed auto is an excellent partner for that sweet inline six. It shifts smartly and decisively, keeping the engine on the boil while also smartly upshifting to the highest ratio possible, placing the engine in its most relaxed rev band when at a cruise. The ZF-sourced shifter is also quick to downshift if you need a rapid turn of speed and, as you'd imagine, rolling acceleration is very muscular despite the 8.0-second 0-100km/h claim. If you're driving on the open road, you'll be able to confidently overtake in the Defender 90 in a way that perhaps a four-cylinder Toyota Prado can't. Insulation from wind and road noise is mostly good without being standout. Thanks to the Defender's upright proportions and massive side mirrors, you can get some wind buffeting at high speeds as well as some hints of road roar from the chunky all-terrain rubber. The electronic air suspension ensures a generally comfortable ride – though it isn't quite Range Rover-like plush given the Defender's more rugged skew – thanks in part to the extra sidewall on our test car's small 18-inch steel wheels. There's a touch of firmness on impact that no doubt helps minimise body roll and ensures good recovery from primary bump absorption. Again, if you want more luxury, best look at a Discovery or Range Rover Sport. Steering feel is light though fairly accurate, meaning it isn't hard to handle or place the Defender 90 on the road. Plentiful visibility out of the upright glasshouse further boosts confidence behind the wheel, as does the standard surround-view camera system with 3D vehicle projection. That said, the placement of the rear camera can mean it's occasionally hard to judge where the tailgate-mounted spare wheel ends. I also didn't find the optional ClearSight rear-view mirror particularly valuable in practice due to its high-mounted position and limited field of view. While I didn't take this particular Defender off-road, both 90 and 110 versions of the rugged Land Rover perform very well off the beaten track based on our previous testing, and are more than capable of tackling almost anything most owners would be willing throw at them. In addition to the adjustable air suspension (which can raise the ride height to a dizzying 291mm), the Defender comes standard with the basic iteration of Land Rover's Terrain Response system, which tailors the 4×4 drivetrain and electronic aids to suit different surfaces. There's also hill descent control, hill launch assist, and low-range gearing. The Defender 90 also has an impressive 900mm wading depth, and relatively generous approach, departure and breakover angles of 30.1/37.6/24.2 degrees respectively, meaning the shorter wheelbase significantly increases its clearance over moguls and the like. Want to see it in action? See Paul's video at the top of this review. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool Jaguar and Land Rover are quite convoluted in their specification lists, but here is a breakdown of what comes standard in the Defender S if you put an order down on one today. Note: MY24 Defender 90 S pictured 2025 Land Rover Defender S equipment highlights: *Information based on Land Rover Australia's configurator for the MY26 Defender 90 S To see how the Land Rover Defender lines up against its rivals, check out our comparison tool As noted earlier, our MY24 test vehicle was fitted with a number of options and packages. Off-Road Pack: $1660 Cold Climate Pack: $1480 Air Suspension Pack: $1310 Fitted standalone options include: Fitted genuine accessories include: Note that the incoming MY26 specification sees the Pangea Green paint pictured here discontinued, while features like the Air Suspension Pack now appear to be included as standard equipment. For the latest information, speak with your local Land Rover dealer. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool The Defender 110 was awarded a five-star ANCAP safety rating against 2020 criteria – however, Defender 90 and 130 derivatives as well as V8-powered variants remain unrated by the independent safety body. Standard safety equipment includes: To see how the Land Rover Defender lines up against its rivals, check out our comparison tool Land Rover Australia covers its range with a five-year, unlimited-kilometre warranty including roadside assistance for the same period, and the Defender has long 26,000km service intervals. To see how the Land Rover Defender lines up against its rivals, check out our comparison tool Like most premium or at least luxury-leaning 4WDs sold in Australia, the Defender 90 is unlikely to ever be used to its full potential and will instead spend most of its life putting around wealthy inner suburbs. With that in mind, if you don't have a sports team's worth of kids to cart around, the Defender 90's more city-friendly dimensions arguably make it the best suited to the lifestyle that Australian owners will likely subject it to. As has been the case since its launch, the Defender remains a very comfortable and capable all-rounder, with effortless performance from its diesel six and all the creature comforts you could want – provided you're willing to pay extra for some of them. Running changes for MY26 seem to bolster the value offering somewhat via extra equipment, and you could save thousands on our press vehicle's as-tested price by being more judicious with option boxes. For example, lose the satin paint film and ClearSight mirror and you've already pocketed $8500. It's a shame the lovely Pangea Green is no longer available for new orders, but the darker new Woolstone Green that replaces it for MY26 is just as delicious if not more so. If you're in the market for a go-anywhere off-road wagon and the Jimny and Jeep Wrangler are a little too pedestrian or utilitarian for you, it's hard to go past the Defender – especially the three-door shorty, which is not only the cheapest body style but also the best looking and most capable off-road, if anyone cares to find out. Interested in buying a Land Rover Defender? Let CarExpert find you the best deal hereMORE: Explore the Land Rover Defender showroom Content originally sourced from:
Hindustan Times
6 days ago
- Automotive
- Hindustan Times
New-gen Mahindra Bolero Neo spotted ahead of launch
The next-gen Bolero Neo, launching on August 15, features a boxy design with circular headlights and vertical tail lights (Instagram/carindianews) Check Offers Mahindra is preparing to launch a major update for the Bolero Neo, with the next-generation model scheduled to debut on August 15. Recent spy photographs of a camouflaged test vehicle have provided a clearer view of what to expect, and it involves more than just minor adjustments. The spy images indicate that the upcoming Bolero will feature a boxy design. At the front, there are circular headlights, while the rear is equipped with vertical tail lights. It is crucial to mention that these lights are not intended for production. Additionally, the spy images imply the presence of a full-size spare tire mounted on the tailgate. Another observation is the inclusion of flush door handles. The front section of the SUV is characterized by a grille featuring vertical slats, prominently displaying Mahindra's logo at the center. The side profile of the new SUV bears a resemblance to the Land Rover Defender, showcasing flat sides and squared-off wheel arches. Additionally, alloy wheels are available on the sides. Few of the things that were noticed by the spotter are a side step that will make it easier for people to climb up on the roof. The dimensions are quite close to the Thar Roxx and interestingly, the test mule was chasing a Thar Roxx when it was spotted. Also Read : Next-gen Mahindra Bolero in works, could receive a massive exterior overhaul Regarding features, it is anticipated that the vehicle will include a touchscreen infotainment system compatible with Android Auto and Apple CarPlay, USB ports for charging mobile devices, automatic climate control, and cruise control. Several safety features that are expected include cruise control, traction control, an anti-lock braking system with electronic brake distribution, stability control, and six airbags. Mahindra's New Flexible Architecture platform Mahindra's latest NFA, or New Flexible Architecture platform, features a new monocoque chassis designed to decrease weight and enhance compatibility with hybrid and electric powertrains. The company aims to produce 1.2 lakh models utilizing the New Flexible Architecture. These vehicles will be manufactured at Mahindra's Chakan facility. By offering various powertrain options, Mahindra will comply with the CAFE 3 regulations set to be implemented by 2027. Check out Upcoming Cars in India 2024, Best SUVs in India. First Published Date: 26 Jun 2025, 12:31 PM IST
