Land Rover Defender vs Ford Everest

What's the difference?

The Land Rover Defender in its current form is a revelation in terms of, well, everything. The 110 is refined, sure-footed and comfortable on-road and it’s more capable off-road than ever before – and assuredly so.

It’s wholeheartedly embraced positive change – in terms of creature comforts, driveability and safety – and has lost none of the traditional Defender spirit.

The new Defender has managed to satisfy (placate?) die-hard fans and it’s attracted a whole bunch of new ones at the same time.

The 75th anniversary treatment doesn’t add anything of substance to the Defender package, but it doesn’t need to – that’s not the point – and to Landie lovers it’s all cream on top. 

I enjoyed my time with the Ford Everest Sport 4WD. It’s a great-looking vehicle with the engine specs to support families who like to adventure. It’s also big enough to haul a large family and those added child seat top-tethers in the third row offer flexibility, too.

The ride is a bit rough at times and it's thirsty in the city but it has enough to charm my family of three.

My seven-year old and my husband loved our blue truck and my son doesn’t want to see it go!

The new Defender manages to balance the distinctive shape and spirit of the old-school Defender with the new-generation’s style and presence – and the striking Grasmere Green exterior of this 75th anniversary variant and its interior touches all complement that blend.

This is unmistakably a Defender but one that’s been dragged kicking and screaming into the 21st century, whacked in the face and torso by modern styling cues, while still retaining the heart of adventure these Landies have always been renowned for.

Just one thing about this special-edition Defender, though. The Grasmere Green is certainly an eye-catching colour, but that’s a ‘for better or worse’ scenario.

Mostly worse – for me anyway – because I noticed that during my time in this Landie I received quite a lot of annoyed eye-rolls from other drivers and passengers in traffic and I reckon the polarising colour was the culprit – or maybe they were just eye-rolling at me?

No matter, because if you can afford one of these I don’t think you’ll be at all concerned about what other people think of you…

The Everest Sport means business. It’s big and brutish-looking with its squared-off shape and a bunch of black accents across the handles, badging, 20-inch wheels and massive grille.

These accents up the beasty factor and I love the look of this SUV. Especially in our test model's 'Blue Lightning' paintwork, which is exclusive to the Sport variant. 

The cabin continues the exterior's robust look, especially in the dashboard and vertical 12-inch touchscreen multimedia set-up.

The massive honeycomb-like air vents look cool but there’s still something of a workhorse vibe inside thanks to the styling and feel of the black leather-accented upholstery and trims. 

Everything gives off a strong ‘vinyl’ feel and the soft touchpoints look hard thanks to their plastic-looking grain. But it’s a pleasant cabin to be in and the overall finish still looks high-quality.

Beyond the subtle colour treatment, the interior remains as it is in the HSE variant on which this special edition is based.

In other words, the cabin has a premium look and feel about it, without sacrificing anything in terms of how practical everything is.

It’s a pleasant mix of durable life-friendly materials – carpet mats and soft-touch surfaces – and stylish touches, such as a metal Defender-stamped section in front of the front passenger. 

The leather steering wheel and shifter are standard, but a premium non-leather wheel is a no-cost option. 

Just one example of where JLR gets attention to detail in the Defender so right is the small hard-rubber textured patches on the back of the steering wheel, where your fingertips naturally rest when you’re driving.

It’s those kinds of seemingly minor additions – as well as grippy cargo-area floor surfaces and the like – that add worthwhile tactile elements to the overall Defender package.

Overall, cabin layout is user-friendly with all controls easy to locate and operate.

Storage spaces include a deep centre console, glove box, twin cupholders in between driver and passenger, sunglass storage, door pockets, and shallow spaces peppered around for your pocket gear.

Charge points include USBs up front, and a wireless charging tray.

The driver and front passenger get plenty of room and amenities and those behind them also fare well with adequate room for everyone. 

All seats are very comfortable (can this really be a Defender?) and the front seats are 14-way power-adjustable with heating, cooling and memory.

The second row – a 40/20/40 folding configuration – is heated and has a centre armrest. Second-row passengers have access to air-vent controls and USB charge points in the rear of the centre console.

The rear cargo area seems a bit small in this five-seater, although it offers a listed 1075 litres. With the second row folded down, there is a claimed 2380 litres of space. It has cargo-restraint points.

That area has a sliding cover which conceals your valuables from the prying eyes of nefarious types.

Obviously, there is a lot more to admire here for those who love the interiors of prestige cars, but rather than spending my precious time fondling leather accents or going ‘ohhhh-ahhhh’ over a sunroof or the warming qualities of a heated seat, I like to actually drive. 

And drive I did.

The biggest issue I have with the cabin’s practicality is getting in and out, which comes down to the 226mm ground clearance. But that is 100 per cent a user issue!

The side-steps and grab handles are a must have and my seven-year old needed them, too. No doubt, you'll be helping younger kids into their seats.

Besides the tall trucky-ness, the cabin in the first two rows feels roomy with ample leg- and headroom for my 168cm height. It's only when you venture into the third row that legroom is compromised for an adult, although access to this row is still very good.

All seats are rather firm and there's not stacks of under-thigh support in any row but the front seats are powered with additional lumbar support as well as heat and ventilation functions which adds dramatically to comfort on a long trip.

Amenities and storage are pretty good in all three rows. The front has two glove boxes, a shallow-ish middle console, phone holder, big storage bins and drink bottle holders in each door, two permanent cupholders and, my personal faves, a pair of retractable cupholders in the dashboard and a sunglasses holder.

In the middle row there are map pockets, drink bottle holders in each door and two retractable cupholders in the fold-down armrest. There aren't any luxury features but the roof-mounted directional air vents and fan control is appreciated by my kid.

The third row gets two shallow and skinny cupholders and the left-hand side also features a long but thin nook, which may be for a tech device. There are also roof-mounted directional air vents and reading lights.

Technology is found in each row and looks good while still being useful. The vertical 12-inch touchscreen multimedia system is easy enough to use but it takes a while to get used to its positioning.

It sits lower than I'd like and isn't angled towards the driver which makes accessing controls that have been embedded in the screen, like seat functions and air-flow direction, a bit of a pain while on the go.

The wireless Apple CarPlay is easy to connect to but dropped out twice during our test. There is also Android Auto for those users and built-in satellite navigation.

The charging options are very good throughout the car with the first rows getting a USB-A and USB-C port. The front also gets a wireless charging pad and a 12-volt socket. While the third row and boot feature a 12-volt socket each.

The boot space is mostly user-friendly but because the boot lip sits quite high it can be annoying to load heavier items in or fit a top-tether strap.

Capacity is good and with the third row in use. You get 259L of storage, which is adequate for a smaller grocery run but that capacity jumps up to 898L when the third row is stored.

There is a small space underneath the floor that could house your manual and log book, if you wanted to free up your glove box. This model has a powered tailgate function.

There are four grades for the Everest range and our model on test this week is the Sport 4WD, which sits second from the top in the line-up. Which means it’s priced from $72,490, before on-road costs, and sits second from the top compared to its rivals.

The most affordable rival is the Mitsubishi Pajero Sport Exceed 4WD for $60,690 MSRP, then the Isuzu MU-X LS-U $61,400 MSRP and the Toyota LandCruiser Prado VX sits at $76,848 MSRP; all of these models have similar specs and that highly coveted third row for families.

The Sport 4WD model comes with some lovely features, like leather-accented upholstery, powered front seats with heat and ventilation functions, wireless Apple CarPlay and Android Auto and built-in satellite navigation.

Technology is rounded out with a 12-inch multimedia touchscreen, an 8.0-inch digital instrument cluster and a wireless charging pad.

Other standard features include keyless entry, push-button start, side puddle lamps, full-suite LED lights, front fog lights and DRLs, dual-zone climate control and a full-size spare wheel.

As mentioned earlier, this Defender is a P400 MHEV (mild hybrid electric vehicle), so it has a 3.0-litre in-line six-cylinder turbo-petrol engine, supported by a small electric motor.

That engine produces 294kW at 5500-6500rpm and 550Nm at 2000-5000rpm and it’s matched to an eight-speed automatic transmission. 

The P400 MHEV has a 48-volt lithium-ion battery, aimed at reducing engine load and fuel consumption, and it has a 7.0kW electric supercharger aimed at minimising turbo lag.

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

It has a comprehensive suite of driver-assist tech, including Land Rover’s 'Terrain Response 2' system, with switchable modes such as 'Grass/Gravel/Snow', 'Sand', 'Mud and Ruts', and 'Rock Crawl'. 

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

Our test vehicle also has Land Rover's configurable terrain response system (giving the driver the ability to select and save powertrain, traction and diff settings for off-road driving) and a wade program, which increases air-suspension ride height and closes off the climate control vents to reduce the ingress of moisture in the air.

This Defender has an official 0-100km/h sprint time of 6.0 seconds, and I can confirm that this has plenty of punch off the mark and when overtaking on open roads. It has a listed maximum speed of 191km/h.

The Ford Everest Sport on test is the four-wheel drive variant and has a 3.0L V6 turbo-diesel engine that produces a power output of 184kW and 600Nm of torque.

That hefty power supports the 3.5-tonne braked towing capacity this model has, meaning you can have your weekend adventures and haul the family around, too.

Fuel consumption is a claimed 9.9L/100km (on the combined cycle), and we recorded actual fuel consumption on test of 11L/100km.

The Defender has a 90-litre tank so, going by that fuel-consumption figure, you could reasonably expect a driving range of just under 800km on a full tank, factoring in a safe-distance buffer of 20km; 818km without the buffer.

It's big but is it thirsty? The answer is, sometimes.

The official combined cycle fuel consumption figure is 8.5L/100km. But after a fair bit of travel, consisting of mostly open-road driving, my real-world average came in at 7.6L/100km, which is amazing for such a massive car.

In fact, I had to triple check my figures to make sure I had calculated it correctly!

During urban trips the on-board read-out sits closer to 15L/100km, which is something to consider if you're an urban dweller.

Based on the official combined cycle number and large 80-litre fuel tank, you should see a theoretical driving range of 941km, which is good for road tripping families.

The Defender’s 75th anniversary touches are all cosmetic which is fine because, as is, this Landie is surprisingly impressive on-road, and supremely effective off-road.

This 110 variant is 5018mm long (including the rear-mounted spare tyre), 2008mm wide and 1972mm high with a 3022mm-long wheelbase.

It has a turning circle of 12.8m and a kerb weight is 2297kg. 

So, it’s not a small vehicle, but it never feels unwieldy to drive and it even manages to consistently feel lively and dynamic.

The Defender has a real planted feel on the road; it’s composed and very comfortable, no matter how hard you drive it. 

It’s also quiet. Very quiet, and oh-so-refined, with noise, vibration and harshness levels having been subdued to almost nothing.

The new Defender’s cabin is a pleasantly cocooned space, in which you feel insulated from the world around you. There is a bit of wind rush around the Defender’s wing mirrors, but nothing atrocious. 

Throttle response is crisp, and the 3.0-litre petrol’s 294kW and 550Nm are readily available for a punchy standing-start, or to safely and smoothly overtake another vehicle on the highway – or during low-range 4WDing, but more about that later*.

(* Okay, if you can’t wait, skip ahead to read about the off-road section of this test.)

The eight-speed automatic transmission is very cluey – it’s smarter than you and me – but I found the shifter’s size (stubby) and position (just under the multimedia system’s touchscreen) a bit annoying to work with as I preferred to use Sport/manual mode, sometimes requiring quick shifts up or down.

Road-holding is tremendous, especially considering previous Defenders were about as composed as wonky tractors, and comfort levels are exceptional for something that was once considered a form of punishment to travel in.

Our test vehicle was on 20-inch rims and 255/60 R20 Goodyear Wrangler ‘all-terrain adventure’ tyres and those are perfectly fine for driving on blacktop.

However, they became quickly gummed up with clay and mud during our 4WD testing phase, but more about that soon.

So, how does it perform off-road? Very well, thank you very much. It does what older Defenders can do – and more. And it does it all with supreme levels of comfort and composure – something that can’t be said of older Defenders.

In terms of off-road measures, the Defender has a claimed 228mm-291mm of ground clearance (courtesy of height-adjustable air suspension) and a wading depth of 900mm (again, with the benefit of the air suspension).

If the Defender’s under-carriage hits dirt, the air suspension automatically applies an emergency 75mm of extra height.

This Defender has approach, ramp (breakover) and departure angles of 38 degrees, 28 degrees, and 40 degrees, respectively.

So, it well and truly ticks all of those boxes.

On the dirt-track drive to our 4WD testing and proving ground the Defender demonstrated, as it has before, that it’s able to master and make bearable pretty much any road or track surface, no matter what sort of terrible condition that terrain is in.

This Landie was always stable and planted on the track, with plenty of the credit for that going to a robust monocoque chassis, as well as a multi-link set-up and fully independent air suspension, which as a combination works supremely well to smooth out surface imperfections at all speeds. 

Ride and handling at speed through deep-rutted and potholed sections of dirt road was impressively smooth and composed.

With the air suspension raised to off-road height and tyre pressures dropped to 26 psi, we were ready to put the Defender through its paces.

For those of you who haven’t seen any of my videos or read any of my yarns, our testing site offers more than enough of a challenge to push any standard 4WD to the limits of its reasonable use. I’ve even seen modified vehicles struggle on some of our set-piece challenges.

The terrain here is a mix of steep rocky hill-climbs, slippery descents, mud-holes and water-crossings and, depending on the weather, it can either be seriously challenging or pretty bloody dangerous.

No need for any concern though because the Defender did everything asked of it – and did it all with relaxed ease. I’ve driven an all-conquering 90 at this test site before and the 110 this time was just as impressive.

Steering has a light but precise feel about it at low speeds and that's crucial for such a big vehicle during low-range 4WDing, especially when picking your right line on challenges or manoeuvring along tight, twisted tracks.

There’s plenty of low-down torque from the petrol engine and in low-range that’s evenly applied.

The Pivi touchscreen system is the new Defender’s command centre and, using it, you’re able to cycle through the terrain response programs, you can set driving modes, and essentially operate everything. 

It's generally easy enough to use, but it is a bit tricky to operate on the move – and that’s one of the few niggles I have about this Defender.

The terrain response system, which enables the driver to dial through driving modes, including Mud and Ruts, and Rock Crawl is a clever set-up and would certainly feel out of place in an old-school Defender.

You can calibrate the system’s responses – acceleration, traction sensitivity, and diff control – to suit your driving style and the terrain you’re traversing.

The tread of the Defender’s Goodyear Wrangler all-terrain tyres, as mentioned earlier, swiftly became gummed up with sloppy mud and we lost a fair bit in terms of reliable traction from that rubber on the rock surfaces we moved to straight after driving through a series of shallow mud-holes.

Wheel travel is decent with the Defender able to get useable flex out of that multi-link set-up and air suspension combo.

Another of my very few gripes about the Defender is the fact that while all of the off-road-focussed driver-assist tech, especially terrain response, is so seamlessly effective – it’s almost too good for its own good.

As the driver I almost feel removed from the experience of tackling the terrain I’m on.

Driving this doesn't feel like such a visceral experience as it does in the Defenders of old, or even as hands-on as it does when driving off-road in rebooted old-school 4WDs, such as the Suzuki Jimny, or the Jeep Wrangler Rubicon. 

The new Defender is very capable, and comfortably so, but it feels a little bit too clinical and calculated in its execution.

In terms of its potential as a towing platform, the Defender has a claimed maximum unbraked trailer capacity of 750kg and a maximum braked towing capacity of 3500kg.

It has a maximum roof load of 300kg. GVM (gross vehicle mass) is 3165kg and GCM (gross combined mass) is 6665kg.

The Everest Sport delivers its power responsively once you’re up to speed. Overtaking or keeping your pace consistent on hills is no issue but this car reminds you of its size when you start moving from a standstill. It’s not quick.

There’s a serious lull between accelerating and actually shooting forward. So, allow more time for roundabouts or crossing traffic.

The steering sits right in the middle – not too firm or loose. Which means it doesn't handle like a truck and has a nice on-road feel.

Coupled with a relatively small 11.8m turning circle it’s quite nimble to manoeuvre and you won’t be daunted by city driving.  

The ride comfort is a little bit rough but not totally unexpected given its relatively high centre of gravity. You get some consistent vibrations through the seats and the suspension feels bouncy when hitting corners. I still feel confident going over bumps but you will feel them.

Cabin noise is low key most of the time but you can get a fair bit of wind noise at higher speeds. Otherwise, it’s easy to hear and chat between all three rows, which is excellent for a large SUV.

Because of the higher seating position and wide windows, visibility is awesome – another big plus for a big, three-row SUV.

Despite almost being five metres in length (with the tow bar), you don’t notice the size when it comes time to park because the turning circle is good and the 360-degree camera system is also nice and clear. You fill out a space but getting into the space isn’t an issue.

The Ford Everest comes with a bunch of standard safety systems like blind-spot monitoring, lane keeping assist, lane departure alert, driver monitoring alert, adaptive cruise control, intelligent seatbelt reminders, rear cross-traffic alert plus a 360-degree view camera system with front and rear parking sensors.

The Everest has a total of nine airbags, which is great for the class, including a front centre airbag and curtain airbags that cover all three rows.

It has a maximum five-star ANCAP safety rating from testing done in 2022. It scored highly across all four of ANCAP's individual criteria with the child protection score at 93 per cent.

The Everest has AEB with forward collision warning which is operational for pedestrian and cyclist detection from 5.0-80km/h and 4.0-180km/h for car detection.

There are ISOFIX child-seat mounts on the middle row outboard positions and a total of five top-tether anchor points. You can easily fit five child seats, which is great for families with lots of tots.

However, when a 0-4 rearward facing child seat is installed in the middle row, front passenger space has to be adjusted but I still have enough space for my height.  

The Defender has a five year/unlimited km warranty with five years roadside assistance. Pretty much the expected norm in this part of the market.

Service intervals are set for every five years or 102,000km (maximum), whichever occurs first – and that’s for a total cost of $2250, or an annual average of $450, which is pretty handy.

The Everest comes with a usual warranty term of five-years/unlimited km and you can pre-purchase servicing for the first four-years or up to 60,000km for $1385 or an average of $347 per service, which is good for the class.

Servicing intervals are at every 12 months or 15,000km, which is also reasonable.

Participating dealers will also provide a complimentary loan car when your vehicle is being serviced.

Roadside assistance is included for the first 12 months, extending up to seven years if you have your car regularly serviced at an authorised Ford dealer.