2026 Land Rover Defender 110 P425 is a supercharged V8 beast

The funny thing about the 2026 Land Rover Defender 110 P425 X-Dynamic HSE is the fact it has a supercharged V8 under the bonnet. We don't mean it in a bad way either. Rather, it's funny in the way a designer fridge with a jet engine would be funny.

It shouldn't make sense, but the second you experience it, you stop asking questions. This is the Defender for people who want the image, the capability, the comfort and the drama. It's still boxy, still tough-looking, still proudly overbuilt in all the right ways.

But now, there's a 5.0-litre supercharged petrol V8 sitting up front producing 313kW and 550Nm. That changes the mood completely. The Defender 110 has always had presence. It doesn't slip quietly into traffic. It arrives.

The stance is tall, wide and confident, with the sort of squared-off design that makes most modern SUVs look like they've been melted slightly in the sun. Nothing soft or apologetic about it. In X-Dynamic HSE form, it also walks that line between rugged and premium pretty well.

It looks expensive, but not fragile. Purposeful, but not basic. It has that rare ability to look just as comfortable outside a nice restaurant as it would at the end of a dirt road covered in dust and mud. And that's the whole appeal. The Defender 110 makes normal life feel more adventurous than it is.

You could be driving to the supermarket and somehow it feels like you're preparing to cross a mountain range. You sit high, the bonnet stretches out in front of you, the cabin feels strong and upright.

There's this constant sense that the car is ready for more than whatever boring task you're currently asking of it. Then you press the accelerator and the whole thing becomes slightly ridiculous. The supercharged V8 doesn't turn the Defender into a sports car, and it shouldn't.

What it does is give it a sense of theatre and effortlessness that suits the car better than you'd expect. There's a deep shove when the power comes in, the nose lifts slightly, and the Defender charges forward with the confidence of something that has no business being this quick.

It also comes with a hint of supercharger whine that v8 lovers search for. Land Rover claims the 110 P425 will run from 0-100km/h in around 5.8 seconds, which is absurd for something shaped like a luxury bunker. But it's not just the speed. It's the way it delivers it.

Big, heavy, muscular and completely unbothered. This is not a car that darts. It surges. Around town, the Defender 110 feels every bit as large as it looks, but not in a way that ruins the experience. You're always aware of its width and height, especially in tight streets and underground car parks.

But the driving position is excellent and the visibility is strong. The camera systems and parking aids do a lot of heavy lifting, particularly when dealing with the rear-mounted spare wheel and side-hinged tailgate.

That tailgate is part of the charm, even if it's not always the most convenient thing in tight spaces. The Defender has always been full of character, and this one keeps those little quirks that make it feel different from everything else.

Inside, the cabin is one of the best parts of the car. It has a proper sense of occasion without becoming precious. The design is chunky, practical and clever, with exposed structural elements, grab handles, durable surfaces and a layout that feels genuinely thought through.

It's not trying to be a Range Rover. It feels like an adventure vehicle that's been given the right amount of luxury. The 13.1-inch touchscreen runs Land Rover's Pivi Pro system with Apple CarPlay and Android Auto.

The screen is clear, the interface is modern, and the cabin tech feels properly integrated rather than thrown in as an afterthought. There's also something nice about the way the Defender mixes digital features with physical presence.

You still get the strong dash design, practical storage, the upright seating position and that commanding view out. It feels modern, but it still feels like a Defender. Space is one of the Defender's biggest strengths, and for a growing family it's very practical.

The second row is genuinely comfortable, the boot is massive, and the whole vehicle feels ready for whatever the week throws at it. Muddy boots from the weekend hike, a pram that could double as a small aircraft, or the dog who always calls dibs on the boot.

Three bags for a two night trip, and at least one item nobody can explain, it handles all of it without breaking a sweat. It's not perfect. But that's part of why it works. The Defender 110 is big, slightly excessive and full of personality.

It's not trying to be the most logical SUV in the world. It's trying to make you feel something, and that's where it succeeds. On the road, the ride is comfortable and composed, especially considering the height and weight of the thing.

Adaptive dynamics helps keep the body under control, and while there's still movement through corners, it never feels sloppy. It leans, but it doesn't fall apart. It reminds you that you're driving a tall off roader and then calmly gets on with the job.

On rougher roads, it feels even more in its element. The suspension has a heavy, settled quality that makes the car feel reassuring rather than floaty. You don't feel disconnected from the road. You feel protected from it. That suits the Defender perfectly.

When the road opens up, the V8 becomes the headline again. Overtaking is effortless, freeway merging is hilarious, and there's always this sense of restrained muscle sitting underneath your right foot. It doesn't need to be worked hard.

Part of the appeal is how relaxed it feels while doing something that should require more effort. The trade off is fuel, obviously. Official consumption sits around 12.7-litres/100km, and that's only what's claimed.

Depending on how often you enjoy the supercharged part of the supercharged V8, real-world numbers can climb quickly. The crazy-hot scale could never be more relevant, and this Defender sits firmly in the top right corner.

Yes, it drinks. But nobody buys this version expecting it to sip fuel like a small hatchback. If it's crazy and hot, you buy it a drink anyway and see what happens. And if it asks for another, you say yes. That's a part of the deal.

Its off-road ability is still very real. The 110 P425 comes with all-wheel drive, an 8-speed automatic, twin-speed transfer box, terrain response, hill descent control, low traction launch and the sort of electronic systems designed to make difficult terrain feel less intimidating.

Most owners probably won't use everything it can do. But that's not really the point. The point is knowing it can. That confidence is a huge part of why the Defender feels special. It gives you permission to take the longer route.

It lets you turn down the dirt road, pack more gear, stay out later, or say yes to the weekend trip you'd normally talk yourself out of. It makes adventure feel accessible, even if your version of adventure is just escaping the city.

Pricing for the 2026 Land Rover Defender 110 P425 X-Dynamic HSE starts from $142,100 plus on-road costs. As always, the options list can move that number north pretty quickly, so buyers will want to be careful before getting too excited with the configurator.

Available colours include Fuji White, Santorini Black, Tasman Blue, Woolstone Green, Gondwana Stone and Carpathian Grey, depending on grade and availability. The big question is whether the V8 is necessary. No, it's not. But that's also the wrong question.

The supercharged V8 gives the Defender 110 a sense of theatre that turns it from a capable luxury off-roader into something genuinely memorable. It gives the car a pulse. A bit of humour. A bit of madness. A reason to take the long way home.

The Land Rover Defender 110 P425 X-Dynamic HSE is big, thirsty, expensive and occasionally more car than you need. It's also charismatic, practical, beautifully distinctive and properly fun in a way few large SUVs manage in a crazy hot way. It makes every drive feel like the beginning of something.

Our test vehicle was provided by JLR Australia for independent review purposes. This article first published on Exhaust Notes Australia.

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