Land Rover Defender 110 P400e PHEV 2024 Review

The plug-in hybrid 2024 Land Rover Defender 110 P400e starts from $126,275 plus on-road costs in Australia for the most affordable X-Dynamic SE grade.

From there, buyers can climb to the Defender 110 P400e X-Dynamic HSE driven here, at $137,975 plus ORCs.

Those prices represent a circa-$10,000 premium over the non-hybrid P400 on which the PHEV is based, or roughly a $20,000 premium over cheaper SE and HSE models with diesel engines – all of which were subject to sweeping price increases for the 2024 model year.

The Defender 110 P400e competes with like-minded Euro plug-in rivals such as the Volvo XC90 T8 (from $128,990) and BMW X5 xDrive50e (from $149,900).

The 2024 Land Rover Defender 110 P400e goes a long way in justifying the lofty purchase price with its surfeit of standard equipment.

Things like 20-inch alloy wheels, dual-zone climate control, keyless entry/start, automatic Matrix LED headlights, LED daytime running lights and LED tail-lights, auto-dimming rear-view mirror, rain-sensing wipers and leather-trimmed seats are all part of the standard fare.

Similarly, the front seats are electrically adjustable with memory and lumbar functions. As is the way with Land Rover, a rubber surface occupies the floor space – a nod to the car’s off-roading origins.

With that said, the optional extras catalogue is still quite lengthy. Fitted to our test car – and subsequently blowing its as-tested price to $153,255 plus ORCs – are items including a satin protective film ($7040), off-road pack ($1020, bringing all-terrain tyres, household power point and electric active differential), three-zone climate control ($910) and a leather steering wheel ($490).

Other items confined to the optional extras catalogue include a tow hitch ($1432) and heated front seats, which are bundled into a $1481 Cold Climate pack that also brings a heated steering wheel, heated front windscreen and heated washer jets.

The Defender 110 is backed by Land Rover’s five-year/unlimited-kilometre factory warranty in Australia, plus five years’ inclusive roadside assist.

A five-year servicing plan will set owners back $2450 based on five-year/20,000km intervals – the same as non-hybrid petrol Defender models.

It’s very safe, with the 2024 Land Rover Defender 110 carrying a maximum five-star rating based on testing conducted in 2020.

Advanced driver assistance systems include adaptive cruise control, autonomous emergency braking (AEB), blind spot monitoring, driver attention alert, lane keep assist and traffic sign recognition – among myriad other ADAS.

There’s also hill descent control, wade sensing, tyre pressure sensors, a 360-degree camera, reversing camera and front and rear parking sensors, together with a full suite of airbags.

The 2024 Land Rover Defender 110 P400e comes equipped with an 11.4-inch centre touch-screen display operated by the JLR’s latest PiviPro software system, which incorporates Apple CarPlay and Android Auto (wired and wireless respectively).

Within the driver’s instrument cluster is a separate digital screen conveying key trip information.

There’s also an 11-speaker audio system with a subwoofer, digital radio, sat-nav and a slew of USB points dotted throughout the cabin.

What’s most impressive about the Defender 110 is the way in which it presents the reams of different figures. Everything is neat, concise and legible – especially while on the move – and serviced by a bank of hard-wired rotary dials and switchgear to offer excellent feeling and tactility.

A head-up display is listed as a $2420 optional extra.

The 2024 Land Rover Defender 110 P400e combines a 221kW/400Nm 2.0-litre four-cylinder turbo-petrol engine with a 77kW electric motor that draws energy from a 19kWh lithium-ion battery.

Combined outputs are listed at 297kW of power and 640Nm of torque, providing a 0-100km/h acceleration claim of 5.6 seconds and a claimed 52km EV range on the NEDC testing cycle. More on that shortly.

Drive is shuffled to all four wheels via an eight-speed automatic transmission, while claimed fuel economy is listed as 3.4L/100km.

The PHEV can also engage low-ratio gearing in EV mode for silent off-roading and will tow a trailer weighing up to 3000kg. That compares with 3500kg for non-hybrid Defender 110 variants.

What’s more, the Defender plug-in hybrid is rated to carry up to 300kg on its roof, depending on conditions.

The fuel efficiency of the 2024 Land Rover Defender 110 P400e really depends on how often you charge and how far you’re travelling.

For your correspondent, the average consumption figure arrived at 11.0L/100km across 700km of driving.

That’s more than three times the combined fuel efficiency claim of 3.4L/100km – but basically stems from the fact that we went through only two charging cycles during that journey and covered mostly open-road country kilometres.

With that said, if you had a charging set-up at home and a 10km commute each way, you could feasibly get away with using no fuel during the week – sparing it for weekend journeys instead.

But for many, that process might be considered a bridge too far given the busyness of everyday life. Especially when alternative diesel variants of the Defender have proven to be more efficient on similar tests.

Against the manufacturer’s official claim of 52km of EV range from the 2024 Land Rover Defender 110 P400e (calculated on the lab-based NEDC testing cycle, mind you), we averaged about 40km worth of range in a mix of conditions.

If you were to drain the battery first, followed by the 90-litre fuel tank, that equates to a circa-700km range between refills based on our numbers. But again, this figure is easily swayed by recharging.

Unlike other PHEVs, the Defender 110 P400e can be DC fast-charged, with a 50kW charger claimed to yield a 0-80 per cent charge in 30 minutes, while a 7kW AC wallbox is said to deliver a full charge from empty in 2.5 hours.

All told, given our limited time with the car, we reckon a revisit would definitely be worthwhile down the track.

The good news is the 2024 Land Rover Defender 110 P400e upholds all the great driving manners of the regular Defender: it’s comfortable, compliant and sophisticated.

It also belies its off-road status with adept on-road skills, nicely weighted steering and minimal cabin noise – all befitting of a luxury SUV. Even one weighing in at more than 2500kg.

As ever, the sheer length of the Defender 110 is cleverly masked by a host of different outward-facing cameras that streamline tight car park situations and the like.

Other than the start-up signalled by relative silence, the only real cues that you’re in something different come from the unique trip details depicted on the digital instrument cluster, including battery range and gauges, and a dedicated EV button in the dashboard centre fascia.

There are essentially three different modes of driving in the Defender P400e: Charge Mode, EV Mode or Hybrid Mode. Each offers the ability to charge the battery, run purely on battery or allow the vehicle to choose its own poison depending on throttle application, road conditions and range.

In EV mode, the Defender is naturally quiet and serene, with an inherent elasticity in the way it apportions drive. The result is a naturally effortless take-off, one not beset by gear changes or a combustion process.

Where the PHEV begins to deviate from the smooth, nonchalant proceedings of JLR’s larger-capacity combustion Defender variants is when the small petrol engine is called upon.

The 2.0-litre wakes to life quite coarsely, with a less-than-favourable soundtrack filtering its way through the cabin and dragging down on-road ambience. In earnest, it’s an aural sensation more akin to a cheap hatchback, not a $130,000 luxury SUV.

With 640Nm to play with, the hybrid drivetrain naturally makes light work of around-town conditions – but again, will show off its vocals in overtaking manoeuvres and climbing to highway speeds.

The quick-thinking eight-speed automatic does its part in keeping the engine in its sweet spot, kicking down gears or pushing for efficiency as required.

Open-road passage is civilised, too, the tacho resting just below 2000rpm at highway speeds, but at this point the Defender generates quite a lot of wind noise from its big side mirrors.

Otherwise, the ride and handling package is assured and comfortable – you’ll feel the occasional cat’s eye or road join directed through the cabin, but it’s generally smooth, effortless passage.

We didn’t venture any further than rough corrugated roads on this particular trip – whereupon the ride was controlled and planted – but suffice to say, off-road prowess for the 2024 Land Rover Defender 110 P400e is almost guaranteed.

A past winner of carsales’ Best Off-Road SUV, the Defender features full-time 4WD, the excellent Terrain Response system and a 900mm wading depth.

What’s more, ground clearance (218mm), approach, breakover and departure angles (31.2, 22.6 and 37.8 degrees respectively) for the PHEV are all carried over from the donor.

The beauty of the 2024 Land Rover Defender 110 is its clever mix of practicality and design inside, and the PHEV version sings from the same hymn sheet.

The open, airy cabin space of the 110 is punctuated by myriad open cubby storage spaces – including a big opening that stretches the width of the dashboard – and clever placement of controls such as the dashboard-mounted gear shifter.

The door pockets are cavernous across the cabin, too, though don’t feature a moulded cutout for drink bottles. For parents, the hollow transmission tunnels provides acres of space for odds and ends, perfect for daily commutes or weekend journeys alike.

Space is plentiful through both front rows of the cabin, with soft-touch materials and excellent design cues to match – not to mention a host of USB-A and USB-C ports.

The second row features ISOFIX child seat attachment points on the outbound pews and top-tether strap points across the bench, while an open window line and trademark roof-mounted windows provide a pleasant, airy environment for little ones.

Access to the 853-litre boot is via a rear wing or barn door that is conveniently damped so as not to fling open when parked on descents. That’s despite a full-size alloy wheel hanging off the back of it.

Unfortunately, the hybrid portion of the drivetrain has carved out about 220 litres’ worth of boot space compared with non-hybrid variants – denoted by a higher floor and a big bulge taken out of the left side of the boot itself.

It means a two-piece designer pram or two full-size suitcases will basically fill the boot.

That said, Land Rover has shown attention to detail by including a household power point in the boot of our test car and 40/20/40-split folding rear seats.

It’s a cliche answer, but it honestly depends on your lifestyle. For those in the city, the 2024 Land Rover Defender 110 P400e represents a viable choice – especially if you have access to chargers on both ends of your commute.

For those covering longer journeys, or living in the country, the open-road efficacy, comfort and outright effortless of JLR’s larger-capacity diesel models is a more prudent option – and you’ll save yourself quite a bit of money in the process.

2024 Land Rover Defender 110 P400e X-Dynamic HSE at a glance:
Price: $137,975 (plus on-road costs)
Available: Now
Powertrain: 2.0-litre four-cylinder turbo petrol-electric
Output: 221kW/400Nm (electric motor: 77kW)
Combined output: 297kW/640Nm
Transmission: Eight-speed automatic
Battery: 19.2kWh lithium-ion
Range: 52km (NEDC)
Fuel: 3.4L/100km (ADR Combined)
CO2: 78g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2020)