Ford Ranger vs Land Rover Defender

What's the difference?

The Ford Ranger Super Duty is an impressive ute. It has almost everything you could want in a ute straight out of the showroom - seamless driver-assist tech, reliably effective mechanicals, top-level comfort, confidence-inspiring off-road capability and an ability to tow real heavy loads.

Positives, including its equipment and comfort levels, as well as its capability and all-round driveability, far outweigh anything negative about it, which is mainly limited to its hefty price-tag.

If you’re cross-shopping the Super Duty against the 79 Series, its closest rival overall, then the Ford comes out on top in pretty much every way. And you do get a lot more for your money with the Super Duty.

The Land Rover Defender 130 P500 V8 is big, roomy and great to drive. It’s supremely plush without sacrificing practicality and if you’re in the market for a spacious, comfortable and refined package and aren’t afraid to open your wallet, then this long Landie is well worth your consideration.

Do you need the V8? Of course you don’t – and the diesel variants make a lot more sense anyway in terms of day-to-day fuel efficiency – but, geez, it's a lot of fun to drive.

The Super Duty is a regular Ranger but bulked up to the maximum.

At 5470mm long (with a 3270mm wheelbase), 2197mm wide (with mirrors), 1985mm high and a listed kerb weight of 2675kg (that’s without a tray), the Super Duty is a bigger-than-usual ute, if you’re used to seeing mainstream utes, rather than US-style pick-ups on the road and tracks.

It has a sealed Super Duty-branded snorkel, substantial front and rear recovery points (two at each end), a wider-than-regular wheel track at 1710mm (150mm wider than the regular Ranger’s), big side steps, 18-inch eight-stud steel wheels (from bigger ‘F Series’ utes), chunky General Grabber All-Terrain LT (275/70 R18) tyres and an 18-inch steel spare wheel.

This ute has plenty of presence on- and off-road. In fact, it can easily compete with the likes of the 79 Series on looks alone.

The Defender 130 measures 1970mm high, 5358mm long (including rear-mounted spare wheel; 5099mm without), and 2105mm wide (with the wing mirrors out). It has a 3022mm wheelbase and a listed kerb weight of 2745kg (unladen).

It is big, but really it’s no more intimidating to drive than a Toyota LandCruiser 300 Series or Nissan Patrol.

Upper large SUVs have a Federal Chamber of Automotive Industries-defined footprint bigger than 9801mm – think 300 Series LandCruiser (close to 5.0m long), Hyundai Palisade (almost 5.0m long) and Nissan Patrol (almost 5.2m long).

In terms of styling, the 130 strikes an effective balance between the distinctive shape and spirit of the old-school Defender with the new-generation’s pomp and presence – and the striking Carpathian Grey paint on this variant complements that blend.

The current-generation Defender is no city-soft shadow of its former adventure-tackling self that Landie lovers everywhere feared it might be. But it’s modern and sleek enough to put the minds of urban dwellers/weekend warriors at ease.

If you’ve spent any time in a Ranger cabin recently, you know what to expect. It’s a high achiever in terms of practicality and comfort.

The 12-inch touchscreen multimedia system (with wireless Apple CarPlay and Android Auto) is easy to operate while the screen is big enough and on-screen colours crisp enough that even my decrepit eyes could cope with it.

The driver and front passenger are afforded easy access to numerous storage options, including a centre console, cupholders, door pockets, a shelf for all of your pocket stuff and charging points, with a wireless charge pad upfront, as well as USB-A and USB-C sockets.

There’s ample space inside for the driver and the passengers, front and back. The seats – cloth to cope with real life dirt and grime – are supportive and comfortable up front and only slightly less so in the back row. There’s also more-than-adequate room back there. At 172cm I'm a modest amount below average height and sitting behind my driving position have plenty of space.

The driver’s seat is eight-way manually adjustable, while the front passenger seat is four-way manually adjustable.

Second-row passengers have air-con vents and controls, as well as a fold-down centre armrest, door pockets and map pockets.

The tray on the test vehicle measures 1790mm long, 1890mm wide, and 270mm deep. It has a load height (from ground to the tray floor) is 1065mm. It also has metal window-protection and a chequer-plate base. The full-size steel spare is mounted under the tray.

In terms of practicality, the Super Duty bests the likes of Toyota’s 79 Series LandCruiser.

The Defender 130 is well-suited to people-carrying duties thanks to its three-row seating.

And don’t forget this test vehicle has (optional) Captain Chairs in the second row. 

The cabin has a distinctive premium look and feel about it, without sacrificing anything in terms of just how practical it all is. It’s a pleasant mix of durable materials – carpet mats and soft-touch surfaces – and stylish touches, such as a metal Defender-stamped section in front of the front passenger. 

Layout is user-friendly and this is an easy cabin in which to swiftly become comfortable as all controls easy to locate and operate even when busy negotiating with your teenagers who gets what song next.

Storage spaces include a deep centre console, glove box, twin cupholders between driver and passenger, sunglass storage, door pockets and shallow spaces positioned about the cabin for your everyday carry gear.

Charge points include USB-Cs up front and a wireless device charging tray.

The driver and front passenger get ample room and plenty of amenities and those behind them also fare well with adequate room for everyone – even those in the third row. 

All seats are comfortable and the front seats are 14-way power-adjustable with heating, cooling and memory.

The second row – two outboard Captain Chairs in this test vehicle – have a headrest and armrests for both passengers.

The third-row seats are heated and configured in a 40/20/40 pattern.

The rear cargo area is small in this seven-seater, although it offers a listed 389 litres with all three rows up and in use. That area has a sliding cover (which conceals your valuables from the prying eyes of nefarious types), cargo-restraint points, power sockets and a shallow underfloor storage space.

With the third row folded down, there is a listed 1232 litres of space. The maximum loadspace volume behind the front row is a listed 2231 litres.

There is a lot more to admire inside this Defender’s cabin for those who love the interiors of plush SUVs, but rather than spending my time stroking leather accents, going ‘ohhhh-ahhhh’ over a sunroof or reflecting on the butt-warming benefits of a heated seat, I like to actually drive. 

So I did. A lot.

The 2025 Land Rover Defender 130 P500 V8 has a manufacturer’s suggested retail price of $216,197 (excluding on-road costs). But because our test vehicle has a raft of options onboard – matte protective film ($6840), 'Carpathian' exterior pack ($2400), second row heated and cooled a pair of Captain Chairs with winged headrests as the second row ($1930), Carpathian grey premium metallic paint ($1040), and a rubber load space mat ($320) – it has a price as tested of $228,727 (excluding on-road costs).

The Land Rover Defender 130 P500 V8's standard features include an 11.4-inch multimedia touchscreen (with Apple CarPlay and Android Auto), wireless device charging, a head-up display, interactive driver display, as well as 22-inch satin dark grey wheels, quad outboard-mounted exhaust pipes, 'Terrain Response 2' with 'Dynamic Program', privacy glass, a heated steering wheel and an electrically-adjustable steering column.

Also included are bright metal pedals, configurable cabin lighting, a load space cover, satin chrome gearshift paddles, illuminated metal tread plates (with V8 branding), four-zone climate control, 'Ebony Windsor' leather and Kvadrat (wool blend textile) seats, Meridian audio, 'Online Pack' (with data plan), a head-up display, a 12V power socket in the boot and the 'Pivi Pro' multimedia system.

Paint choices on the Land Rover Defender 130 P500 V8 include 'Fuji White' (solid) or 'Santorini Black' (metallic with body-coloured roof) – or you can opt for 'Carpathian Grey' (premium metallic with black contrast roof), which is a $1040 option (price correct time of writing).

This Defender is available with the 'Extended Black Exterior Pack' ($1707) or the 'Carpathian Exterior Pack' ($2396).

The Ford Ranger Super Duty has a 3.0L V6 turbo-diesel engine producing 154kW at 3250rpm (30kW less than the regular V6 Ranger) and 600Nm at 1750rpm and has a 10-speed automatic transmission, full-time 4WD as well as front and rear diff locks.

For reference, the 2.8L four-cylinder turbo-diesel 79 Series LandCruiser produces 150kW and 500Nm.

Driver-selectable modes in the Super Duty include 'Normal', 'Eco', 'Tow/Haul', 'Slippery', 'Mud/Ruts', 'Sand' and 'Sport'.

This engine and auto makes a smooth and highly effective combination in all driving circumstances.

The Super Duty’s gutsy powertrain eclipses the 79 Series for general driveability.

The Land Rover Defender 130 P500 V8 has a 5.0-litre supercharged V8 petrol engine (producing 368kW at 6000-6500rpm and 610Nm at 2500-5000rpm), an eight-speed automatic transmission and all-wheel drive system.

This is a very effective and fun combination of gutsy V8 and clever auto.

The Defender has permanent all-wheel drive and a dual-range transfer case with high- and low-range 4WD.

It also has Terrain Response 2, an off-road-focussed driver-assist system, which will make any off-roading newbie look and, more importantly, feel like a dirt-track driving champion.

The system includes switchable modes - 'Grass/Gravel/Snow', 'Sand', 'Mud and Ruts' and 'Rock Crawl'. 

This tech optimises throttle response, engine outputs, transmission shifts and diff control to best suit the terrain. It also has centre and rear diff locks.

The Super Duty does not have an official fuel consumption figure because it is an N2 light commercial vehicle.

An N2 light commercial vehicle is “A goods vehicle with a ‘Gross Vehicle Mass’ exceeding 3.5 tonnes but not exceeding 12.0 tonnes”. The Super Duty is category NB2 - “over 4.5 tonnes, up to 12 tonnes ‘Gross Vehicle Mass’.”

On this test, I recorded 13.7L/100km. The Super Duty has a 130-litre fuel tank so, going by my on-test fuel consumption figure, you could reasonably expect a driving range of about 948km from a full tank of diesel.

Fuel consumption is listed as 12.7L/100km and that's on a combined (urban/extra-urban) cycle. On this test I recorded 14.9L/100km.

The Land Rover Defender 130 P500 V8 has an 90-litre fuel tank so, going by my on-test fuel figure, you could reasonably expect a driving range of about 604km from a full tank. 

Fuel requirement is 95 RON premium unleaded. 

The Super Duty is a smooth-driving ute on road; comfortable and composed. At 1710mm this ute’s wheel track is 150mm wider than the regular Ranger’s and is the same as the Ranger Raptor’s, giving it a supremely settled feel over most road- or track-surface imperfections.

The wheelbase is unchanged (at 3270mm), but the Super Duty is substantially heavier than the ‘normal’ Rangers and thankfully its confidence-inspiring driving feel on the blacktop is retained when you drive off sealed surfaces.

It remains settled and even refined on the dirt. It's quite stiff (level some of the blame at its heavy-duty chassis) and the Super Duty’s ride on bush tracks can be jarring if corrugations and potholes are on the wrong side of deep.

Otherwise, it's a very comfortable driving experience. So even though it is heavier and more robust and it has a stiffer chassis than the regular Ranger, the Super Duty is quite comfortable on- and off-road.

Steering has a nice weight to it and visibility to the front through its big windscreen is generally good, although the big bonnet obscures the driver’s forward view on more severe obstacles such as steep hills and rock-climbs. But the Super Duty’s onboard camera system, which is able to present a 360-degree view around the vehicle, negates that somewhat.

Throttle response is good, low-range gearing is reliable and the Super Duty has a front and rear diff lock for when the terrain becomes particularly challenging.

This ute has grippy Light Truck construction all-terrain tyres, which are more robust than standard all-terrain tyres. The Super Duty also has a comprehensive toolbox of driver-assist tech – including hill descent control and a variety of drive modes (Slippery, Mud/Ruts and Sand), all aimed at improving your off-road ability.

It handles steep, tricky technical hill-climbs with ease as long as you drive with consideration. It is a bigger and heavier vehicle than a regular-sized ute and it has a 13.6m turning circle so it requires extra concentration on tight bush tracks.

In terms of physical dimensions the Super Duty is well suited to off-road duties. I have confidence in the listed 300mm ground clearance and 800mm wading depth having driven this ute on some decent rock steps and through various mud holes. The Super Duty also has some substantial underbody protection as standard.

Approach angle is 36.3 degrees, departure is 29.3 degrees and breakover is 26.9 degrees. For reference, the 79 Series offers off-road-relevant angles of 35 degrees (approach), 25 degrees (departure) and 23 degrees (rampover) with 235mm of ground clearance and a 700mm wading depth.

What’s more, the Super Duty fills a niche between regular-sized utes and US pick-ups by offering much more flexibility for towing and touring than a regular Ranger and most other mid-sized utes.

In double-cab chassis guise, the Super Duty has a listed payload (at minimum kerb weight, which excludes the tray) of 1825kg, as well as the aforementioned 4.5 tonne gross vehicle mass (GVM), 4.5 tonne towing capacity and 8.0-tonne gross combined mass (GCM), which are all impressive figures for a ute that’s not as big as US pick-ups.

For reference, the dual-cab 79 Series LandCruiser has a listed payload of 1310kg, can legally tow 3500kg (braked trailer) and has a listed GCM of 7010kg. So the Super Duty wins out in all of those comparisons.

What's it like to drive? It’s bloody great.

This is a big vehicle – have I mentioned that already? – but powered by this V8 the Defender 130 punches along with nary a care in the world. 

Throttle response is crisp, and the 5.0-litre supercharged petrol’s 368kW and 610Nm are always readily available for a snap-punch standing-start, or to smoothly and safely overtake other vehicles on the open road.

This Defender has an official 0-100km/h sprint time of 5.7 seconds and a listed maximum speed of 240km/h!

By the way, it doesn’t hurt that the V8’s growl is piped through quad outboard mounted exhausts.

The eight-speed automatic transmission is supremely clever but the shifter’s stubby size and awkward location (under the multimedia system’s touchscreen) is annoying.

Otherwise, this V8 130 is smooth and refined, with tremendous road-holding abilities despite a Landie legacy of past-generation Defenders being about as composed as dodgy tractors.

What’s more, comfort levels are exceptional in a vehicle model once considered a form of punishment in which to travel.

Steering has a well-weighted driver-friendly feel to it and this upper large SUV never feels too cumbersome to navigate through even busy city streets, even though it has a turning circle of 12.8m.

Some body roll creeps in every now and again – especially when you become energetic throwing this giant around corners, etc – but otherwise this big bulky vehicle is well controlled and comfortable.

The air suspension negates the majority of thumps and bumps you might be expecting to get from a vehicle riding on 22-inch wheels and low-profile tyres over irregular road surfaces.

Our test vehicle was on 22-inch rims and 275/45 R22 Continental CrossContact RX “SUV performance” tyres, which are fine for driving on sealed surfaces, but if you’re looking to do any off-roading in this Defender get a set of more appropriate all-terrains.

I wasn’t driving the 130 to test its 4WDing prowess this time, but it’s still worth noting the Defender’s off-road measurements include 293mm of ground clearance (with air suspension), a wading depth of 900mm, and approach, departure and ramp-over angles of 37.5, 25.8 and 27.9 degrees, respectively.

This Defender 130 has a gross vehicle mass (GVM) of 3380kg and a gross combined mass (GCM) of 6380kg.

It has an unbraked towing capacity of 750kg, and braked towing capacity of 3000kg (with maximum 300kg on the towball), which is somewhat of a disappointment and sub-par for the upper large SUV segment.

The Defender 130 does not have an ANCAP safety rating but it does have plenty of safety gear as standard including a plethora of airbags (driver, front passenger, and first, second and third row (head) and side for first row passengers).

Driver-assist tech includes AEB, adaptive cruise control, driver condition monitor, blind-spot assist, lane keep assist, a 3D surround camera, 360-degree parking aid, traffic sign recognition and adaptive speed limiter and more.

It has other tech, such as ‘transparent’ bonnet view, wade sensing, a tyre pressure monitoring system and tow hitch assist, which comes in handy for on- and off-road tourers.

It also has child-seat top tether anchorage points on the backs of both second-row seats and all three third-row seats. And there are ISOFIX anchors on the second and third row outer seat positions.

The Ford Ranger Super Duty is covered by a five-year/unlimited kilometre warranty which is now the average offering in the mainstream market.

Roadside assistance is included free for the first 12 months and continues for seven years if you have your vehicle serviced by Ford.

Service intervals are recommended for 12 months or 15,000km and capped price servicing is available. If you pre-pay that’ll cost you a total of $2100 for five years. It's $2345 if you don’t, which equates to $469 per service.

For comparison, Toyota recommends the 79 Series LandCruiser is serviced every six months or 10,000km, with each of the first 10 workshop visits costing $545 (for a five-year total of $5450).

Ford Australia has about 200 dealers across the country with a decent spread across metro, rural and regional areas. Ford dealers are also service centres.

The Defender has a five year/unlimited km warranty with five years of roadside assistance included.

The vehicle will let you know when it needs to be serviced – isn’t it bloody clever? – and prepaid service plans are set for five years/130,000km (maximum km) at a total cost of $3750.