Land Rover Defender …
The 60 Year Old Who Doesn’t Need a Facelift …
This vehicle is an anachronism in a modern era. A throwback to times when men carried clubs and dragged their women by their hair back to their caves. At the time, the more enterprising of these men wondered what to do with a new discovery, it was called iron. The result of their fermented curd imaginings was a vehicle made from iron girders and powered by setting fire to petroleum inside another enclosed piece of iron. The result was the Land Rover.
This iconic vehicle has been with us for 60 years now and if you screw up your eyes, it still looks very similar to the day it first rolled off the production line. It’s also one of Jaggy’s all-time favourite vehicles. Happy birthday Land Rover.
Blokes loves lists. It’s a known fact. Best goals of the season or best beers in the pubs? Most attractive women or most lusted after cars? You name it, the boys have got lists for it and it’s the subject of pub debates across every sticky table and bar top the length and breadth of the country.
The trouble really starts though when you try to put them in order of priority. Was David Beckham’s free kick against Greece in the 2001World Cup Qualifier really better than Paul Gascoigne’s 40 yarder against Arsenal in 1991? Much is made of Beckham’s effort because it stopped England going down against Greece, whereas Gascoigne’s Tottenham effort might have ranked lower in the general run of games, but was every bit as mouth gapingly deft as you could ever wish to see.
Or was Jackie Stewart’s drive in a rain soaked F1 German GP at the Nurburgring in 1968 in the Matra better than Ayrton Senna’s effort at an equally rain soaked Monaco GP in the unfancied Toleman? Nope, both wrong. I reckon Jim Clark was better.
Remember the GP at Zandvoort in 1966? Clark was leading in his 2 litre Lotus Climax way ahead of the 3 litre Brabham Repcos of Jack Brabham and Denny Hulme. He was racing towards the chequered flag when the engine started overheating forcing him to drop back. Nope, for me, Clark was faster than any machine given to him.
But our fascination with lists and order extends to things beyond sport. This year, we celebrate the 60th anniversary of The Universal Declaration of Human Rights and the 60th Anniversary of the National Health Service (NHS). Which is more important? It depends where you are when you have to make the decision – in prison or in hospital!
This year’s Olympic Games in Beijing also marked the 60th anniversary of the last London games in 1948 and the 100th anniversary of the first London games in 1908 but it’s also the 60th anniversary of United Nations Peacekeeping. That kind of puts things back in perspective.
We can always rely on the Americans though. This is the 60th anniversary of their very own NASCAR racing series and to mark the occasion they produced a specially commissioned Harley Davidson motorcycle. Yup, all’s well with the world after all.
What I’m getting at is that our appreciation of importance and relevance depends on our personal interests and circumstances at any given time. And although in the great scheme of things, an automotive anniversary is not so important, there are some people around the world who believe it is, either through a simple appreciation of things mechanical or what it has achieved for society. That’s why the Land Rover’s 60th birthday is an event to be celebrated. It has to be my top truck.
The Defender is 60
It’s maybe hard to believe, but over 70% of Land Rovers ever built are still in existence, still running and still serviceable. It’s hard to be specific about numbers because some of these damned machines are still ticking over in places normal folks don’t visit or haven’t yet discovered!
I have to admit, I fall into the category of those who should celebrate this achievement and place it at the head of the list of all time automotive greats. Above the Model T and beyond the VW Beetle, the Land Rover must rank above them in terms of practicality and longevity. This is not a numbers issue, it’s an appreciation of function over fashion.
It was therefore with great relish that I spent some time recently with the latest incarnation of the species, a long wheel base rag top.
Sadly time and civilisation has caught up with the Land Rover. There was a full steel, draught-free, dual cab and seating for five, and a roof which looked like canvas but felt like nylon. It even had Velcro straps to close the flap!
There was also one serious omission. Instead of reaching for an air-conditioning switch as you would expect in a modern vehicle, I reached across the dashboard to open the under-windscreen vents. They weren’t there. In another rash piece of modernism gone mad, Land Rover had disposed of them. I know they were quirky, but it was as much an essential feature of the Land Rover as the badge on the grille. They could also be regarded as a more fuel efficient version of air conditioning!
Other things hadn’t changed though, it was still awkward to get in and worse to get out. The driving position is cramped and comfort is not for the faint hearted. And yet I would have one like a shot.
There’s an old saying that you can spot a Land Rover owner by the way he walks. He lists to the left! That’s because taller than average Land Rover drivers have to lean to the left when seated so that they can use their right arm to turn the steering wheel while the left is grappling with the gear shift. The introduction of wind-down windows (as opposed to the sliding half windows – which replaced the original removable metal glazed frames) was a major innovation when it was announced. It allowed the driver stick his arm out the window when pulling or pushing the steering wheel. To put this into perspective, it was as big a step forward as the discovery of fire and the invention of the beer widget in cans of Guinness. For the first time, Land Rover drivers could sit upright properly.
So whilst the seating and driving position appears very similar to the original Land Rovers, posture and comfort have actually improved. For a start, the seats now have some cushioning in them and the application of a little bit of thought and sticky backed plastic has made the dashboard more automotive and less agricultural.
The gearchange can be operated single-handedly. No don’t laugh, in the very early days it was two hands off the wheel, both feet on the clutch, and curse, especially when it was cold. But things have moved on tremendously, and although truck-like, the change itself is not a problem although the location of the handbrake is not ideal.
The steering? I reckon the Vikings had a more manageable system. I ran out of fingers counting the lock-to-lock turns, and frequently had to stop for breath when doing multi-point turns at the foot of my yard.
But whilst not ideal for the road, the steering and the gearchange come into their own when off road. Precision is not a word that springs to mind while negotiating narrow streets, but point this beast up a firebreak in the woods, and that low geared steering responds like a supermodel to the flash of a wallet. The slow gearshift becomes a deliberate means of selecting the ideal speed and providing the momentum to tackle any obstacle that appears through the windscreen.
Nope, if you want dual purpose, go for a Freelander, or a Discovery, or a Range Rover. If you want the single minded agility of a stubborn donkey then there is no choice in the matter.
Under The Bonnet
What makes the whole thing work is the engine and transmission. The original 1.6 litre petrol engine from 60 years ago has given way to the latest generation common-rail turbo diesel. This is more or less the same engine as in the Ford Transit, which is no bad thing in my book.
The new 2.4 litre 4 cylinder engine (which replaces the previous 2.5 litre, 5 cylinder unit) produces 120 bhp at 3500 rpm and 360 Nm of torque at 2000 rpm. The new engine also benefits from the Transit’s 6 speed gearbox which replaces the previous 5 speed unit and provides much more flexibility especially, when you bring in the Hi and Lo ranges for serious mud plugging duties.
Although the gearshift is lighter than Land Rovers of old, it’s heavier than the van version, and you can almost feel the cogs sliding along their shafts into mesh with other cogs. That’s because the gearbox has been strengthened for its new role.
Naturally, the engine characteristics have also been improved and with durability and performance in mind, the chain driven twin overhead camshaft unit has been re-designed and incorporates specially designed aluminium pistons with iron inserts in the piston tops to cope with the higher combustion forces.
Despite losing a cylinder and 100 ccs, the new engine generates 20% more torque than the previous engine from the same power output. A Honeywell-Garrett variable nozzle turbine turbocharger minimises turbo lag and ensures that the full 360 Nm of torque is available from just 2200 rpm with.
The new six speed gearbox is based on the Ford MT82 unit built at Getrag-Ford’s plant at Halewood and has been designed to withstand the high torque forces generated by the latest generation of high performance diesel engines. The two-shaft design incorporates a forged aluminium centre plate which supports a third bearing for the output and countershafts. More robust selector mechanisms account for the slightly heavier gearshift, compared to the Transit. The ‘H’ pattern gate selector has also been retained that allows the driver to control both transfer box gear range and differential lock with a single lever.
Naturally, the new Defender features permanent four-wheel drive. Power is directed to front and rear axles by a centre differential, located within a central two speed transfer box which features a driver-selectable differential lock.
The transfer box itself has been comprehensively improved. Gears within the new LT230QRS unit are now finish-ground for improved precision and reduced noise, while gear teeth are shot-peened for driveline strength.
But like everyone else in the automotive industry, Land Rover couldn’t help themselves tinkering with the electronics. To make full use of the engine power and torque characteristics they have designed individual accelerator pedal ‘maps’ for different gears!
The effect is to help ensure throttle progression, provide better control, and for the more lead-footed amongst us, has improved the anti-stall characteristics! Speaking of lead-footed, the new large diameter clutch has a high thermal capacity, while the clutch linings have been specially selected for their excellent high-temperature recovery characteristics. In other words, it’ll be harder to burn the clutch out when you get stuck!
Even the propshafts have been improved and the constant velocity joints have been upgraded, to ensure the full range of axle articulation is fully exploited.
In other words, Land Rover has further improved an already effective off-road tool.
On The Road
I’ve already commented on the driving position. It is pretty much unique. For those who are vertically challenged, it could almost (I said almost) be comfortable, but those of average height and above should expect to suffer varying degrees of the condition known as ‘farmer’s list’.
To ensure proper control, the taller driver has to sit on the right of the seat cushion and lean to the left so that the right arm can be used to steer whilst the left changes gear. As I said earlier, opening the window greatly eases the problem as the driver can stick his elbow out creating more room, so the new wind down window is a positive advantage. The only trouble is, the winder is awkwardly positioned. Once the destination has been reached, the degree of ‘list’ that the driver will adopt while walking will depend on how long he has been driving. Naturally, older drivers have a more pronounced and permanent list!
The ignition key is situated awkwardly behind the steering wheel on the driving column, in front of the left knee, and although there is a reassuring clatter from under the bonnet when fired up, it is remarkably quiet on the move. This is due not just to a more refined engine, but also to improved insulation in the cab. No longer is the radio to be considered a mere adornment, the driver will be able to keep up to date with The Archers. Great attention has been made to insulation and sound ingress with the result that conversations can be carried on at normal volumes and you’ll even be able to hear the sheep bleating out in the back.
Low gearing means that frequent gear changes are required and although the gearbox requires less effort than before, it can’t be rushed. This is a vehicle that rewards the leisurely driver, but for those in a hurry it does have a remarkable ability which can be used to terrify the locals. Fast bends can be tackled with bravery and gusto. The resultant body lean angles are sufficiently alarming to ensure that oncoming motorists stick to their own side of the road instead of cutting corners. This turn of speed is accompanied by a comforting rumble from the cross country tyre treads which retain remarkably good adhesion even on smooth tar.
But despite that flexible suspension, if you want a comfy ride, buy a Discovery. Put it this way. If you wanted to transport dinnerware to the china shop before you let the bull loose, a Defender wouldn’t be the first choice.
Yes, its road manners are acceptable for everyday use, but preferably for short rather than long journeys. On the other hand, if your country cottage is halfway up a mountain or in the middle of a Dartmoor, there is no excuse for the kids to miss school.
The Hi and Lo ratios can be selected on the move while the diff locks are operated by the throw of a lever, so that removes the old practice of stopping and two-fisted ratio changes. And when idling along in low ratio, bumping over the geology, the Defender generates a feeling of confidence despite the driver’s lack of experience.
Successful off-road driving is all about confidence, and the Defender is inspiring. Forget the electronics and the driver aids, just pick a low ratio, grasp the steering wheel gently and let the engine do the talking and the Defender do the walking.
And for the farmer and commercial operator, there is one final clincher in the Spec Sheet. The Defender can tow 3.5 tonnes, that’s a couple of Shire horses in a box or a mini-digger on a plant trailer.
And finally. If you have previously experienced ‘Glasgow coach lines’ along the flanks of your shiny upmarket off-roader, the Defender could solve the problem. Eco-warriors tend to leave Defender owners alone thanks to its utilitarian looks and the belief that the driver wears a flat cap and chews grass.
Conclusion
Despite all my moans and criticisms, the new Land Rover Defender represents a significant improvement over the previous model, but it still can’t be regarded as a luxury off-roader. Yes it will pull your horsebox and it will look cool on the school run, but it’s a tool, not a toy.
It is a single minded machine built to do a job of work with the occasional recreational use, not the other way round. And that is all part of its appeal and its charm.
And despite walking as if leaning in to a strong wind, and despite my collection of bruises bumping elbows off the door and knees off the window winder handle, I would love to own one. If you’ve never driven a Land Rover Defender you’ll think I’m off my rocker, but it is an automotive experience not to be missed, especially off road. It will also exercise your chuckle muscles. It’s a hoot to drive and a joy to play with – now how do I get round the wife?
DEFENDER TIMELINE
1947 Work begins on the first prototype of Rover’s new light utility vehicle.
1948 The Land-Rover is launched in Amsterdam – price £450.
1949 The first Land-Rover is exported to the USA
1950 2 litre engine installed. Original driveline replaced by selectable four wheel drive.
1951 Wheelbase increased to 86 inches. New Station Wagon with 107 inch wheelbase.
1957 Diesel engine launched. Wheelbase increased to 88 inches
1958 Series II launched. New 2.3-litre petrol engine
1959 250,000th Land-Rover produced
1961 Series IIa introduced with 2.3-litre diesel engine
1962 Land-Rover Forward Control launched
1966 Production reached 500,000.
1967 2.6 litre six-cylinder petrol engine offered on long wheelbase models
1968 Production of ½ tonne lightweight military vehicle began
1971 Land-Rover production tops 750,000. Series III introduced
1979 Land Rover V8 launched
1982 High Capacity Pick Up body introduced. County Station Wagons launched
1983 Land Rover One Ten and Land Rover 127 launched
1984 Land Rover Ninety introduced
1986 Turbo charged diesel engine introduced
1990 The Land Rover renamed Defender. 200Tdi engine installed.
1992 300Tdi engine introduced.
1993 1.5 millionth Defender sold
1998 Td5 engine introduced.
2007 2.4 litre common rail diesel engine introduced