2024 Land Rover Defender

Scored on the P400 3.0L mild-hybrid inline-six, the engine on the volume 110 S/X-Dynamic SE trims. 2024 is a carry-over year within the 2020-on L663 generation; the P400 hardware is unchanged.

A broad 406 lb-ft plateau from 2,000 rpm, helped by the 48V electric supercharger, gives the heavy P400 strong low-end pull.

Land Rover's 5.8-second claim for the 110 P400 is quick for a ~5,000 lb off-roader; independent figures run 6.3–6.4 s. Manufacturer figure used per research order.

The Ingenium inline-six is smooth and the 48V electric supercharger removes low-rpm lag; stop-start is well damped. It sounds strained near redline with this much mass, and the P300 four is coarser.

The ZF eight-speed automatic on every 2024 Defender shifts smoothly and decisively on road and under tow, backed by a two-speed transfer case; paddle response is relaxed rather than crisp.

8,201 lbs tops the SUV band and leads the luxury off-road class, ahead of the G-Class's 7,000 lbs.

Permanent four-wheel drive with a two-speed transfer case and Terrain Response 2 is standard on every 2024 Defender, with an active locking rear differential available; there is no 2WD version.

Up to 11.5 in of air-suspension clearance, 35.4 in wading and 38°/28°/40° approach/breakover/departure angles, plus ClearSight Ground View and All-Terrain Progress Control. Slightly below 2025 only because the hydraulic-suspension Octa flagship did not exist yet.

Three US engines for 2024 — P300 2.0T, P400 3.0L I6 mild hybrid and P525 supercharged V8 — cover mainstream needs, but electrification stops at 48V mild hybrid; the P400e plug-in is not sold in the US.

EPA combined rating for the volume 110 P400 mild hybrid — one MPG below the 2025 rating — near the floor of the gas SUV band.

The 48V mild-hybrid system recovers little energy in stop-and-go driving, leaving city economy near the bottom of the band.

The upright, unaerodynamic body holds highway economy to 20 MPG, the floor of the gas SUV highway band.

EPA publishes no range for gas vehicles, so range is the EPA combined rating times the 110's 23.8-gallon tank; the large tank partly offsets poor economy.

At EPA's current premium price assumption the volume P400 costs $4,550 a year to fuel, above the top of the gas SUV band.

Every 2024 US Defender engine is rated on premium gasoline, with no plug-in or diesel variant offered in the US — the premium-required band.

NHTSA has not crash-tested the 2024 Defender, a carry-over year of the L663 generation that launched for 2020, so this value is an estimate. It rests on the L663's five-star Euro NCAP result and its bonded-aluminium monocoque structure.

The 2024 Defender has no IIHS crashworthiness results and no Top Safety Pick award, so it can't reach the award band. It scores above a fully untested vehicle because Euro NCAP crash-tested the same L663 structure and gave it five stars with strong occupant-protection scores.

AEB with pedestrian detection, lane keep assist, traffic sign recognition, rear traffic monitor, the 3D surround camera and front/rear parking aids are standard on the 2024 Defender. Dealer research pages say adaptive cruise and Blind Spot Assist are on every configuration, but 2025 reviews describe adaptive cruise as newly standard for 2025, which suggests both sat in an option pack on the lower 2024 trims. This scores a little below the 2025 car to reflect that doubt.

IIHS has not run front crash prevention tests on the Defender, so there is no Superior or Advanced rating to cite. Euro NCAP rated the L663's AEB and vulnerable-road-user protection as competent, which keeps it in the adequate band. Nothing verifies its night-time pedestrian performance.

Blind Spot Assist steers the car back if you start a lane change into traffic, and Rear Traffic Monitor covers rear cross-traffic. Dealer pages list both as standard for 2024, but trim-level packaging on the S is unconfirmed, and Clear Exit Monitor and trailer-aware coverage are not clearly standard on the volume trims.

Lane Keep Assist is standard, but true lane centering needs the Steering Assist function paired with adaptive cruise. Reviewers have found JLR's lane-keep corrections abrupt compared with Mercedes and Toyota tuning.

The full-speed-range stop-and-go adaptive cruise, with Steering Assist for hands-on centering, is competent on the highway but not singled out as refined. Its 2024 availability on the base S trim is uncertain, since it may have been part of an option pack.

No 2024 Defender trim offers hands-free highway driving. Steering Assist is hands-on only and checks that the driver's hands are on the wheel.

LED headlights with auto high beam are standard, and Matrix and Pixel LED units are available on higher specs, which is good hardware. IIHS has not rated the headlights on any L663 model year, so no verified Good result supports the top band.

The upright body, near-vertical windshield and deep side glass give commanding forward and side sightlines. The tailgate-mounted spare and thick D-pillars block the rear view, but the standard 3D Surround Camera, the ClearSight Ground View and the available ClearSight digital rear-view mirror make up for it.

The volume 110's tall, square rear door opening, flat floor and wide second row make fitting car seats easier than in most off-road rivals. The lower anchors sit behind seat trim and take some digging, and IIHS has published no LATCH rating. The two-door 90 is much harder, but it isn't the volume body.

The volume 2024 Defender 110 (P400 X-Dynamic SE) is a five-seater; a front jump seat (6) and a 5+2 third row (7) are options, and eight seats belong to the longer 130. 2024 is a carry-over year for the body within the 2020-on L663 generation.

The upright, boxy roof gives generous front headroom, near the top of the SUV band.

JLR's published front legroom is below the US-market norm on its measurement convention, so the 39.1 in figure sits under the SUV band floor even though the wide cabin feels spacious. The same convention scores the G-Class at 0.

The flat roof and near-vertical rear glass keep second-row headroom that a tapering luxury-crossover roof gives away. It tops the SUV band.

The 119-inch wheelbase gives adult-friendly second-row legroom, well clear of body-on-frame rivals like the 4Runner and Land Cruiser (~32–33 in). The short-wheelbase 90 is much tighter.

The 110 offers an optional 5+2 third row, so it is not a strict two-row. But that row is token seating: 10.7 cu ft of cargo behind it, knees-up, awkward access. Buyers who need a usable third row are pointed to the 130.

Space behind the second row is modest for the vehicle's footprint. The side-hinged door, the externally mounted spare and the upright packaging all cost volume.

With the second row folded the hold is tall, square and easy to pack, though it trails longer-roofed rivals like the 4Runner (89.5) and GX (~91).

Storage is a signature strength: a full-width dash shelf around the exposed cross-beam, a deep console, an optional jump seat that converts to a console, rubberized wash-out flooring and loadspace side boxes.

The front seats are praised for their upright command position and long-haul support. On the volume X-Dynamic SE they are 12-way heated/cooled power seats with memory (14-way on the X). The second-row bench is roomy but flat.

The unibody D7x platform rides well even on steel coils, and it is the most compliant ride among serious off-roaders. But in 2024 the volume S/X-Dynamic SE trims had coil springs as standard; electronic air suspension with Adaptive Dynamics is standard only from the X (optional below that), so the typical car rides a bit firmer than an air-sprung one.

The unibody and smooth inline-six keep it far quieter than a Wrangler or Bronco. But the slab-sided body makes noticeable wind noise and all-terrain tires add roar at highway speed.

Heated front seats and a heated steering wheel are standard. The X-Dynamic SE adds cooled front seats, and dual-zone climate is standard. Three-zone climate, massage, heated rear seats and air purification are upper-trim options; remote preconditioning works through the app.

The cheapest 2024 Defender is the two-door 90 S with the 296-hp P300 turbo-four; the five-door 110 S starts about $4,200 higher.

US volume sits in the five-door 110, and the P400 X-Dynamic SE is the popular mid-grade; its delivered list price is $73,475, and Edmunds' typical cash price is about $75,800, above the $68,000 top of the SUV band.

Edmunds projects about $7,400 in maintenance and $4,300 in repairs over five years for the volume trim, well above the $9,500 top of the SUV band.

Edmunds' projected $35,782 of depreciation on a ~$75,800 volume trim implies about 53% retained, consistent with CarEdge's ~52% figure for the Defender — far better than other Land Rovers.

Land Rover's New Vehicle Limited Warranty is 4 years or 50,000 miles, the luxury norm, unchanged for MY2024.

Land Rover offers no longer powertrain term, so engine and driveline coverage ends with the 4-year/50,000-mile basic warranty, below the band's 5-year floor.

The 2024 Defender includes roadside assistance for the warranty term and Pivi Pro connected-service/data trials, but no complimentary scheduled maintenance; service plans are sold separately, behind rivals that include several years of service.

$75,800 volume-trim price minus its estimated resale value after 5 years (52% retained, or about $39,416) leaves about $36,384 in depreciation. Add the projected $11,734 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $48,118 in total.

The sources disagree. J.D. Power rates the 2024 Defender's model-level Quality & Reliability as average, but Consumer Reports shows no model-year verdict and has rated the L663 generation below average on owner surveys. The recurring owner complaints are Pivi Pro and electrical faults, air suspension and 12V battery drain. 2024 is the fifth season of the L663 generation (MY2020 on), a carry-over year for the volume P400 apart from the new 130 Outbound and V8 lineup changes, so the generation's mixed record still applies.

Land Rover has finished in the bottom tier of J.D. Power's dependability study for several years running. It was dead last in 2023 and only slightly better in 2024, still far above the industry average for problems. Consumer Reports' brand rankings put it at or near the bottom as well.

MY2024 has a heavy recall record. It is covered by seven NHTSA campaigns, including a cracking oil-filter housing (an oil-leak fire risk), a blank-touchscreen recall that disables the rear camera, ADAS camera faults, two DC/DC converter campaigns and the fleetwide driver-airbag clockspring recall. Most affect only a small number of vehicles, but they span the powertrain, safety systems and electrics, and owners also report heavy TSB activity for software and suspension.

The record is mixed and has an actual 2024 engine-area recall against it. The volume P400 uses the 3.0L Ingenium inline-six mild hybrid, which has no long high-mileage record yet, and its 48V system adds parts that can fail. MY2023–2024 cars were also recalled for cracking oil-filter housings. It is paired with the proven ZF 8HP automatic. The P300 2.0L Ingenium four has a documented history of timing-chain wear, and the supercharged 5.0L V8 is an established engine.

The exposed-structure cabin, with its visible magnesium cross-car beam, powder-coated surfaces and Robustec or Kvadrat textiles, feels purposeful and distinctive rather than cheap. Its deliberately hard, washable surfaces keep it below the plushest cabins at this price.

The body built at JLR's Nitra plant is structurally solid with generally good panel alignment. Owners report scattered interior rattles, trim squeaks and wind noise, and quality is average at best.

With roughly 190 US Land Rover retailers, coverage is thin outside major metros. Service satisfaction is middling, and owners widely report long repair waits made worse by parts backlogs.

Land Rover is among the most expensive brands in the US to maintain. Mechanical and electronic parts come mostly from dealers at premium prices, and well-documented JLR parts backlogs have kept vehicles off the road for weeks. The aftermarket is mostly off-road accessories, not wear or electronic parts.

The volume P400 X-Dynamic SE gets the 11.4-inch curved Pivi Pro touchscreen. The 110 S (and SE V8) kept the 10-inch unit for 2024; it became standard across the range for 2025, and the 13.1-inch panel arrived with the 2026 update.

Pivi Pro boots fast with a shallow tile layout, and the Defender keeps physical rotary climate and volume controls. JLR software still draws owner complaints about occasional lag, freezes and Bluetooth dropouts.

Wireless Apple CarPlay and Android Auto are standard on every 2024 trim through Pivi Pro, with no subscription.

Connected navigation with live traffic and built-in Amazon Alexa are standard. The native voice layer is command-driven, and connected services run on a trial that eventually needs renewing.

Every 2024 Defender 110 comes with a 400 W, 10-speaker Meridian system with subwoofer, and the 700 W, 14-speaker Meridian Surround system is standard from the X. The hard, boxy cabin limits it against a Burmester-equipped G-Class.

A 12.3-inch configurable Interactive Driver Display can mirror terrain, wading and driveline data, which makes it useful off-road. It is standard or near-standard across the range.

JLR's Software Over The Air updates dozens of vehicle modules, not just maps and the head unit. It stops short of the 90s because feature-adding releases are infrequent.

The Land Rover Remote app covers lock/unlock, remote start and preconditioning, locate and status. Its reliability reputation is mediocre, remote functions sit behind a subscription after the trial, and there is no phone-as-key.

USB-C ports run across the rows and a household-style loadspace socket is available. But wireless phone charging was not standard on the S or the volume X-Dynamic SE in 2024; it came as an option or on V8 trims.

Keyless entry, push-button start and app remote start are standard, and the waterproof Activity Key is a useful option. The side-hinged rear door rules out a hands-free power liftgate, and there is no phone-as-key.

A 3D surround camera and 360° parking aid are standard on every 2024 model, with ClearSight Ground View (a see-through-bonnet view) and the ClearSight camera mirror available. This is the best camera suite among off-roaders.

A head-up display is offered, but in 2024 it was standard only from the X trim ($90k+) and not fitted on the volume S/X-Dynamic SE. It is a modest, non-AR unit, though still ahead of the G-Class, Wrangler and Land Cruiser, which offer none.

Tall, square doors and generous second-row headroom make car-seat installs easy. The side-hinged door with its external spare blocks curbside loading, there are only two LATCH positions, and coil-sprung volume trims lack air suspension's access height.

There is no NHTSA or IIHS rating for any L663 year, only the 2020 Euro NCAP five stars. Standard equipment is strong: AEB, lane keeping, blind-spot assist, rear traffic monitor, adaptive cruise and a 3D surround camera.

Supportive seats, a compliant unibody ride and multi-row USB-C make it a comfortable family tourer. It loses points for wind noise, coil springs on volume trims, only 34 cu ft behind an occupied second row, and a children-only third row.

The P400 mild-hybrid six with electric supercharger pulls cleanly from rest, the ZF 8-speed is excellent, and the upright glasshouse plus standard surround camera make it easy to place. Its width and mass keep it short of effortless.

It is very expensive to commute in: 18 MPG combined on premium, about $4,550 a year in fuel, and Land Rover's high maintenance and repair costs.

Excellent cameras and square corners help, but the body is wide (2,008 mm), the 42.1 ft turning circle is large, and the side-hinged tailgate needs clearance behind it to open.

An 8,201 lb tow rating, full-time 4WD with low range and a locking center differential make it genuinely capable under load. It has no open bed, so everything has to fit inside 78.8 cu ft or on the roof.

The monocoque is very stiff and the ZF gearbox is proven, but Land Rover ranks at or near the bottom of J.D. Power and Consumer Reports, the recall history is long, and there is no fleet track record.

The factory accessory catalog is among the industry's richest (expedition rack, roof ladder, gear carrier, compressor), and a domestic socket is available. There is no bed, no high-output onboard power and no upfit ecosystem.

Comfortable seats, a refined six, standard adaptive cruise and roughly 430 miles of range make it a strong mile-eater. Wind and tire noise, coil springs on the volume trim, and no hands-free highway system hold it back.

This is the Defender's defining strength: 11.5 in of ground clearance, 900 mm of wading depth, low range, Terrain Response 2, an 8,201 lb tow rating and a factory expedition-accessory ecosystem.

The vertical-walled load bay, roof rails, side gear carrier, hitch and optional jump seat make it unusually flexible for bulky gear. The side-hinged tailgate is the main limit.

The aluminum monocoque and fully independent suspension make it far more composed than body-on-frame off-roaders. But 5,000+ lb of tall SUV on off-road-biased tires is never agile, and the volume 2024 trims ride on coils rather than adaptive air.

Accurate and consistently weighted, and easy to place, but feedback is heavily filtered.

The pedal is firm and progressive and the brakes resist fade under tow, but the weight shows in 70–0 mph stops of about 170–180 ft.

The P400 inline-six with 48V electric supercharger and ZF 8-speed gives immediate tip-in and smooth shifts. The stop/start restart is perceptible.

The inline-six is smooth and sounds good under load. Wind and tire noise are scored separately under cabin quietness.

The 110's 119-inch wheelbase gives a turning circle above the SUV band ceiling, a real liability in parking garages and on tight trails. The 90 is much better and the 130 worse.

The upright command seating, deep glasshouse and square corners make it easy to place, and the controls are close to hand. The step-in is tall and the spare blocks the rear view, though the ClearSight mirror helps.

Its character carries it: a quick inline-six (5.8 s claimed to 60), a distinctive shape, and off-road ability that makes detours the point. Enthusiasts actively recommend it.

Every 2024 Defender gets full-time 4WD with a two-speed transfer case, Terrain Response, a 10-inch Pivi Pro touchscreen with wireless CarPlay/Android Auto, LED headlights, a 3D surround camera and automatic emergency braking; air suspension, the larger screen and Meridian audio upgrades still cost extra at the base S.

A ~$73k 110 P400 X-Dynamic SE delivers a 395-hp mild-hybrid six, true low range and 8,201-lb towing — strong capability per dollar against a G-Class at roughly twice the price — but it costs more than a Bronco, 4Runner or Grand Cherokee with comparable trail hardware and its options add up quickly.

Three body lengths (90, 110, 130) seating two to eight, P300/P400/V8 engines and around 15 trims spanning ~$58k to $115k+; for 2024 the 130 added the 5-seat Outbound and a 493-hp V8 option.

US sales rose 30.6% to 27,707 in calendar 2024, making the Defender Land Rover's best-selling US model and the clear volume leader among luxury off-road SUVs; globally it reached about 114,600 units, up 53%.

The Defender name carries deep expedition heritage and the L663 has become a style object with resale near 52% at five years, well above other Land Rovers; Land Rover's persistent poor-reliability reputation keeps it short of the top band.

With supply caught up by 2024, Land Rover ran subvented 2.9–3.9% APR financing on the 130 and 90, advertised leases, and dealers discounted in-stock 2024 units through LR Financial Services — real buyer benefit without fire-sale pricing.

The L663 generation launched for 2020, so 2024 is its fifth model year — mid-cycle, but the lineup was still growing (130 V8 and Outbound) and the 2025 refresh was an evolutionary update rather than a replacement, so redesign risk to buyers was low.

The L663 won MotorTrend's 2021 SUV of the Year and the 2021 World Car Design of the Year, and reviewers treat it as the benchmark blend of off-road ability and on-road refinement; reliability concerns keep it out of ownership-focused recommendations.