Jeep Wrangler vs Land Rover Defender: A Specs Comparison
The 2020 Jeep Wrangler vs Land Rover Defender, our 2019 SUV of the Year. These two are SUV sovereignty, direct relatives of vehicles that imagined the class. The 1941 Willys MB Jeep was the feisty little go-anyplace vehicle that helped success war II. The 1948 Arrangement 1 Land Rover, the model of which was based on an adjusted Jeep case, killed street capacity into a helpful doohickey for ranchers, pilgrims, and regular citizen agencies around the world. They have been brothers in arms ever since, related in form and performance. Until now.
Both the Wrangler and also the Defender are available in short- and long-wheelbase form and an exceeding sort of trim levels. We can’t know evidently who’s done it better until we get them wheel-to-wheel within the rough stuff for an actual comparison test. But we can draw some conclusions from the information points we’ve got right away.
The present Jeep is caused by the route Jeeps to have consistently been worked, with a body dashed to a casing and with live axles front and back. Although the fundamental formula remains, much has changed over the past seven decades. There’s extensive bushing between body and frame to scale back noise, vibration, and harshness, and also the axles are now suspended on coil instead of leaf springs.
Land Rover Defender
The new Defender tears up 70 years of tradition with an aluminum-intensive unibody and all-independent suspension with height-adjustable air springs on upscale models.
Hard-core off-roaders insist the Wrangler’s live axle’s front and rear allow superior articulation, ensuring the tires are kept in reality with a physical object for extended and thus providing superior traction in extreme conditions.
The Defender’s unibody development guarantees a smoother, calmer, increasingly exact driving experience, in any case, particularly on-street.
The Land Rovers are bigger all around. Including the rear-door-mounted love handle, the Defender 90 is 180.4 inches long overall, while the short-wheelbase Wrangler measures 166.8 inches. The Defender 110 is 197.6 inches long in general, more than 9 inches longer than the 188.4-inch Wrangler Boundless. The Land Rover is additionally wider—78.6 inches versus 73.8 inches—and taller—77.5 inches versus 73.6 inches.
Smaller size might give the Jeeps a small approach to certain extreme rock-crawling scenarios. But with a wheelbase 5.1 inches longer, the Defender 90 has far more room inside than the regular Wrangler, and it’s ready to accommodate six passengers when fitted with the optional Center front seat.
Regardless of aluminum development, the Defender is heavier than their Wrangler partners: Land Rover asserts a control weight of 4,815 pounds for a five-seat, four-chamber Defender 110, contrasted, and 4,755 pounds for a five-seat, four-cylinder Wrangler Unlimited Rubicon.
The base engine within the Wrangler Rubicon is that the 3.6-liter Penta star V-6, which makes 285 hp at 6,400 RPM and 260 lb-ft. of torque at 4,800 RPM. The Jeep’s optional powertrain is named e torque; it is a 2.0-liter turbocharged four-cylinder with a 48-volt mild-hybrid system developing 270 hp at 5,250 RPM and 295 lb-ft. at 3,000 RPM. With more torque, it’s easily the higher of the 2 engines.
The Defender’s base engine could be a 2.0-liter turbocharged four, badged P300. With 296 hp at 5,500 RPM and 295 lb-ft. of torque from 1,500 RPM to 4,000 RPM, it’s more powerful than either Jeep powertrain, and it also encompasses a better torque spread. The killer engine within the Defender line-up, however, is JLR’s new 3.0-liter straight-six, which boasts an exhaust gas-driven turbocharger, an electrical supercharger, and a 48-volt mild hybrid system. Badged P400, it develops 395 hp at 5,500 RPM, and 406 lb-ft. of torque from 2,000 RPM to 5,000 RPM.
While section level Wranglers might be requested with a manual transmission and low maintenance four-wheel drive, the Defender is simply accessible with an eight-speed programmed and changeless four-wheel drive. The six-speed manual transmission is out there only with the V-6, however. Order the optional eTorque powertrain, and an eight-speed automatic is that the only option.
Both Defender and Wrangler Rubicon have two-speed move cases, be that as it may, only the Jeep grants front, Center, and back differentials to be catapulted. A locking center diff and active locking rear differential are available as options, together with a brand new configurable version of Terrain Response 2 that permits drivers to tailor the powertrain and suspension settings.
With more force, the Defenders four-chamber will probably be speedier out and about than four-chamber hardtop Wranglers, in spite of their weight burden. Land Rover guarantees a 0-60 increasing speed time of 7.7 seconds for the Defender 110 P300, contrasted, and 8.0 seconds recorded during our testing of the four-chamber Wrangler Boundless Rubicon. The four-cylinder 110 also includes a top speed of 119 mph, while the Unlimited is just about out of breath at 100 mph.
The six-chamber Defenders are in another group out and out: If Land Rover’s asserted 0-60 time of 5.7 seconds for the Defender 90 P400 holds up, it’ll be 1.7 seconds speedier than the V-6-fueled, delicate top, short-wheelbase Wrangler Rubicon, regardless of a 485-pound weight burden. And also the Defender 110 P400’s claimed 0-60 time of 5.8 seconds will leave the Unlimited Rubicon gasping in its wake. Land Rover likewise guarantees a top speed of 129 mph for the six-chamber Defenders.
The Land Rover has the prevalent towing capacity as well, evaluated at 8,201 pounds regardless of motor or wheelbase, while the short-wheelbase Wrangler Rubicon V-6 is appraised at only 2,000 pounds, and also the four-cylinder Wrangler Rubicon Unlimited is rated at 3,500 pounds.
This is where it gets interesting. Be that as it may, the Land Rovers have a vastly improved flight point—40 degrees versus 37 degrees—higher ground leeway—11.5 crawls with the air suspension at its most elevated setting versus 10.9 inches—and better break-over angles—31 degrees for the 90 versus 27.8 degrees for the short-wheelbase Rubicon, and 28 degrees for the 110 versus 22.6 degrees for the Rubicon Unlimited. The Land Rovers even have superior fording ability, able to wade water 35.4 inches deep while the Jeeps attain at 30 inches.
Land Rover guarantees the Defender has 19.7 creeps of wheel enunciation. A rough calculation suggests that may provide a Ramp Travel Index (RTI) score (based on a test of how far a vehicle can travel up a 20-degree ramp before the alternative front wheel lifts off the bottom, standardized for variations in wheelbase) of about 560 for the Defender 90 and about 480 for the Defender 110. Despite the fact that our involvement in air-suspension Land Rovers proposes these best-surmise numbers are likely to moderate, we can be genuinely sure the live-hub Jeeps will have the preferred position, the Rubicon Boundless having restored a score of 693 during RTI testing by our associates at Four-wheeler.
Based on the available data points, here’s how a Wrangler Rubicon versus Defender showdown will likely shake out: The Jeep will have a small edge over the Land Rover in extreme off-road scenarios, especially rock crawling, where extreme articulation and tiny physical size are helpful, but the Defender are the higher all-arounder, smoother, quieter, and more accomplished everywhere else.
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