► PHEV power, and how it works on Defender
► One of the quickest models, 27-mile e-range
► Priced from £66k for P400e X-Dynamic
The rugged Land Rover Defender might coining it in for its maker, appealing to city slickers as well as gentrified farmers – and it’s still built to go anywhere and look good doing it. But add a plug-in hybrid drivetrain and things get interesting. The P400e doesn’t just offer a whack of torque and a bit of guilt-free e-driving, it also slashes your tax bill.
For company car drivers and suburban types who love the idea of a Defender more than they’ll ever love low‑range gears, this PHEV model suddenly starts to make a whole lot of sense. It’s not the best Defender for towing or transcontinental overlanding, but for real‑world use? It’s hard to argue with the logic.
Should you buy a Land Rover Defender P400e? It’s a sensible hybrid choice for those wanting Defender prestige with suburban practicality, just make sure you can charge it regularly.
Here’s how we test cars, and why you should trust us.
At a glance
Pros: rugged off‑road ability, refined low‑speed EV driving, strong performance
Cons: hefty weight, electric’s lag in punch, reduced boot space
What’s new?
It was inevitable – for Land Rover to survive the next decade, it had to electrify its model range with a hybrid. The Defender P400e was tested to show how well plug‑in tech integrates into the tough, go‑anywhere SUV.
With a 19.2 kWh battery and 2.0‑litre turbo engine, it brings near‑luxury performance and zero‑tail‑pipe travel for urbanites, layered atop Defender tradition.
What are the specs?
The P400e pairs a 2.0‑litre four‑cylinder turbo petrol engine with an electric motor and 19.2 kWh battery, producing 398bhp and 472 lb ft of torque. That power combo handles 0-62 mph in 5.6 seconds, nearly V8 pace, while offering a claimed 27‑mile electric range.
Interestingly, unlike the Evoque P300e where the engine drives the front and the e-motor drives the rear axle, the Defender’s e-motor is sandwiched between the engine and the gearbox. Adam Southgate, vehicle dynamics senior manager for JLR, told us it the Defender’s use of e-power is such as to not adulterate the off-road capabilities.
Emissions are the lowest in the Defender line; WLTP suggests around 85mpg under ideal conditions. Emissions‑wise, it’s the cleanest Defender yet. It supports 50 kW fast‑charging, topping up to 80% in about half an hour, uncommon in this market sector.
It’s only available on the 110 body style, and the hybrid boot floor is higher, reducing capacity from 1075 to 853 litres, but towing remains at 3000 kg and six‑seat versions are still on offer.
How does it drive?
That e-power really aids performance – despite this Defender weighing more than 2.5 tonnes dry, the additional torque from the electric motor is a welcome bonus. Interestingly, because the e-motor is before the gearbox, you still feel gearchanges in e-mode and – something that’s more of a downside – it also means you still have to wait for the gearbox to engage a gear when you stamp on the go pedal.
There’s no instant e-torque here from a standstill, but it more than makes up for it after cogs have been swapped. Also, when you’re silent running, you do tend to notice wind noise more than when the engine is on. The 297bhp petrol employed here isn’t the most refined – oddly combating the extra refinement (mostly at low speed) that the electric motor provides. It sounds gravelly under acceleration but not in a muscular, satisfying way.
You have three drive modes for the PHEV powertrain. The Defender always starts in Hybrid – where the car will juggle both power outputs with aplomb – while EV mode and Save are relatively self explanatory. In our hands, the Defender P400e achieved 44mpg.
The additional weight hasn’t changed the Defender’s sweet handling characteristics one bit, from our time with it. The steering is remarkably direct for such a large, hefty vehicle and the ride still treads a fine balance between wallowy and lumpy.
A trait that usually infects plug-in hybrids is a difficult-to-modulate brake pedal. Thankfully here, Land Rover has dialled most of that out – there’s about an inch of travel without much resistance (or brake pressure), then the calipers come on stream with consistency and bite.
What about the interior?
From the cabin – the whole car in general, frankly – there are very few cues you’re driving a hybrid. The digital dials incorporate power and charge meters as well as a normal rev counter, there’s an EV mode button on the centre console and a dedicated info screen within the infotainment.
It still feels like a Defender from where you’re sat, with thickly padded seats and a wholly utilitarian yet brilliantly designed interior. Cubbies everywhere, tough materials complemented by soft-touch padded areas and exposed rivets aplenty.
Remain, too, do the imperious driving position and hefty weights of all the controls. Whizzing around on e-power alone may feel alien to start with, but you get used to the additional refinement at low speeds that electric power offers on such a plush 4×4, coasting through cutesy villages like a saint.
Before you buy
The P400e is only offered on the Defender 110. Standard trims include S, and SE X-Dynamic. At the time of writing, prices start from around £70,485 on the road for the entry-level 110 S model, though most buyers tend to gravitate towards the mid-range X-Dynamic S.
Step up to the X-Dynamic HSE and you’ll be paying closer to £80,000, depending on options. Used examples are now filtering through the market, with well-specified 2022–2024 cars appearing from £60,000 upwards, making them a strong-value option for company car drivers or lifestyle buyers who want the Defender look with lower running costs.
Key plug-in hybrid rivals include the Audi Q7, Mercedes-Benz GLE 300de and the Lexus RX 450h+, all of which are less off‑road rugged but refined and tech‑rich alternatives, and have very different appeal to the Defender hybrid.
Verdict
The Defender P400e remains one of the most convincing hybrids in the JLR line‑up. Despite its two‑year production run, it still feels fresh, because it delivers a rare blend: true plug‑in practicality within genuine off‑road pedigree. If you live in a charge‑able area and want Defender prestige with lower running costs, it’s hard to beat.
It doesn’t pack instantaneous EV torque, and it carries extra weight, but the electric assistance adds refinement and shove without diluting the Defender soul. Against modern rivals, it still holds its own, especially for buyers valuing capability and cachet over the last word in comfort.
If pure refinement and lower weight matter most, the straight‑six diesels remain tempting, and if performance is top‑priority, the petrol V8 or OCTA variants excel. But the P400e is the most logical, all‑round Defender for daily real‑world use today.