2025 Land Rover Defender 130 Review + Video

What makes the 2025 Land Rover Defender 130 so appealing isn’t a simple matter of its upmarket positioning, or even all the history behind it.

Instead, it comes down to how hilariously capable it looks even when sitting still, something that’s mostly true of its shorter siblings, too, but it’s a sensation that’s been enhanced entirely thanks to its stretched proportions. This extra-long Land Rover oozes presence, whether it’s parked at the trailhead or rumbling along uneven terrain — or yes, even when it’s crawling through the after-school pick-up line.

The Defender 130 commands attention no matter where it roams, which might not be ideal for everyone, but then it begs an important question: what’s the point of shelling out for a six-figure SUV that looks ordinary anyway?

Styling 10 / 10

OK, there’s more than a shred of subjectivity at play here. There’s also a strong argument to be made that the most conventionally capable Defender is the tiny two-door model. But this oversized version is silly in the same sort of way, with unique proportions compared to just about any other SUV on the market.

In particular, the absurdly long overhang around back adds to the Defender’s sense of adventure, and not because it’s actually more adept at tackling trails; in fact, it’s probably less functional based on the departure angle alone, which is substantially worse than the one worn by the shorter Defender 110 that this version shares a wheelbase with.

Practicality 8 / 10

That’s right — despite measuring 341 mm (13.4 in) longer from tip to tail, the Defender 130’s front and rear axles are spread the same 3,023 mm (119.0 in) apart. That’s why the departure angle is so much worse — 25.8° with its air suspension raised compared to a Ford Bronco-beating 39.8° for the Defender 110 — but then there’s quite a bit more space in the back for both people and stuff.

While the rearmost seats are technically made to fit three occupants, any more than two might be a squeeze. Even so, there’s enough room to accommodate a couple oversized adults back there, at least during short trips, while the seats ahead of them — which were optionally switched to captain’s chairs in this tester ($1,700) — can slide forward for more legroom in the third row when it’s in use.

The space behind those seats isn’t exactly abundant, but there’s enough room for a few shopping bags or a couple carry-on suitcases. Better still, an accessory cargo tray creates a flat load floor with the third row folded — and provides some hidden storage in the process — but it cuts into the upright space when it’s installed while leaving an awkward ledge when it’s removed.

Cargo room registers at 1,232 L with the rearmost seats stowed compared to 916 L in the Defender 110 with its optional third row folded. Regardless of cargo configuration, it’s important to note that the tailgate swings open sideways, which looks unquestionably cool but comes at the cost of functionality, particularly when parking in tight spaces.

Power 8 / 10

The Defender 130 is offered with the choice of six- or eight-cylinder power, with this tester relying on the latter. With a supercharger bolted to the top, the 5.0L spins up 493 hp and 450 lb-ft of torque — ample for this or any other application. Since the supercharger is belt-driven, it chips in with its extra helping of torque more readily than a turbocharged setup would, which is useful for passing slower traffic on the road or overcoming obstacles off it.

Fuel Economy 5 / 10

Of course, the penalty comes at the pumps, where it burns through premium-grade gas at a dizzying pace. While published figures weren’t available at the time of this writing, the mechanically identical 2024 Defender 130 powered by the same V8 is rated at a combined 15.0 L/100 km. During real-world testing, the indicated average finished at 13.8 over the course of approximately 925 km, the vast majority of which were racked up on the highway.

Features 9 / 10

Beyond the usual amenities like touchscreen infotainment, smartphone mirroring, and climate-controlled seats, the Defender 130 comes decked out with all kinds of off-road goodies including an adaptive air suspension that can be raised roughly 75 mm (3.0 in) over its standard ride height, along with selectable low-range gearing, locking centre and rear differentials, and terrain-specific drive modes.

This tester was optionally equipped with a raised air intake ($1,350), although it’s important to note that it doesn’t increase the Defender’s wading depth — which, for what it’s worth, is an impressive 900 mm (35.4 in) with the suspension raised. Instead, it’s designed to keep the engine breathing clean air when driving through sand or dirt.

Driving Feel 9 / 10

For those bold enough to venture off the beaten path in such a high-priced SUV, this Land Rover responds with dignified dominance. There are a few machines like it on the market, including the rough and rugged Ineos Grenadier that was made to replicate the original Defender, but there’s something special about this one in particular. It’s the way it blends extravagance and off-road aptitude that makes it stand out to occupants and onlookers alike.

It’s impressive the way the various sensors and systems troubleshoot different surfaces in real time to maintain momentum, shuffling torque almost imperceptibly to whichever wheels can best use it at any given moment. During one particular off-road excursion during this week-long test, the Defender calmly worked its way up a hill made of loose sand without getting buried, and all despite tires that weren’t suited for the task at hand.

On the road, the Defender 130 quells body motion well when cornering, this in spite of its tall and upright shape. Braking, too, is well-measured and manages to bring this roughly 2,670-kg (5,886-lb) behemoth to a halt without the sensation of a runaway freight train.

Comfort 8 / 10

No, the massive 22-inch alloys wrapped in low-profile tires pictured here aren’t exactly ideal for off-pavement adventures. However, they’re not nearly as troublesome on the road as they might look, eschewing the disruptions that are typical with oversized wheels like these. While their unsprung weight is noticeable, it’s only across the deepest pressure cracks and potholes, with the air springs softening the blow of most road imperfections. 

While creature comforts vary by trim, this Defender 130 V8 includes a heated steering wheel, heated and ventilated front and second-row seats, and heated third-row seats. All of them are wrapped in supple leather upholstery, while the climate control system has four separate temperature zones and built-in air purification.

User-Friendliness 7 / 10

In spite of updates made to the Defender’s interface since launch, it retains a steeper learning curve than most modern systems. For example, the twin temperature dials on the centre stack are also used to control the front seat heating and ventilation (by first pressing them like buttons), while the one on the right can be used to adjust fan speed and the one on the left to cycle through drive modes, but only after the corresponding buttons between them are pressed first.

The 11.4-inch touchscreen just above that control panel has a dedicated set of shortcuts on the left side, while a full menu of app icons gives the system a tablet-like look and feel. Included among them is one that calls up an off-road information screen for quick access to data points like altitude and pitch and roll angles, as well as differential and suspension status, and even detailed explanations of each drive mode.

Safety 9 / 10

Advanced safety features cover everything from blind-spot monitoring with rear cross-traffic alert to surround-view cameras, lane departure warning and keeping assistance, forward collision warning with automatic emergency braking, and adaptive cruise control, all of which works as it should. The lone issue experienced during this test was the tendency for the blind-spot monitoring sensors to warn of traffic well in the rearview when changing lanes.

Value 6 / 10

The number of Defender-adjacent entries has grown in recent years, with the likes of Lexus offering increasingly capable six-figure SUVs. Then there’s the Ineos Grenadier, which is closer in size to the Defender 110 than this stretched version. Either way, the Defender 130 starts at $86,150 before tax — but including a non-negotiable freight charge of $2,400 — and ranges up to a whopping $146,300 for this V8-powered version.

Looking past that initial sticker shock, this tester was topped up with more than $15,000 worth of options and extras for a pre-tax price tag of $161,560. Among the additions is the matte exterior finish seen here that’s an eye-popping $5,220. However, rather than a paint job it’s a protective film that not only looks great but provides a literal layer of defence against scratches and scuffs — helpful when traversing seldom-travelled trails.

The Verdict

While the 2025 Land Rover Defender 130 has all the presence a premium SUV like it should, what makes it unique is its ability to roam well beyond the beaten path. It looks the part as well as it plays it — even if the idea of bushwhacking in such a high-priced machine might seem far-fetched in the first place.

That remains true even for this elongated version that trades some of its inherent capability for that extra length, sure, but it remains the undisputed champion of swanky sojourns into parts unknown.