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EspañolLAND ROVER (SERIES/DEFENDER)
(Redirected from Land Rover Defender)
The 'Land Rover Defender' is a British four wheel drive utility vehicle. It is the product of continued development of the original utility Land Rover Series I launched in 1948. Using the basic yet robust underpinnings of a ladder frame chassis and aluminium body it is infinitely adaptable depending upon the required use, be that farm, commerce, rescue or recreation.
The Defender was not an entirely new model at launch. It used engines and body panels carried over from the Series III Land Rover; gearbox, axles and suspension from the Range Rover.
Production of the Defender began in 1983 as the Land Rover One Ten, a simple name which explained the 110 inch (2.794 m) length of the wheelbase. The Land Rover Ninety, with 93 inch (2.362 m) wheelbase, and Land Rover 127, with 127 in (3.226 m) wheelbase, soon followed.
Outwardly, there is little to distinguish the post-1983 vehicles from the Series III Land Rover. A full-length bonnet, revised grille, plus the fitting of wheel arch extensions to cover wider-track axles are the most noticeable changes. The Ninety and One Ten was a complete modernisation of the former Series platform. Specifically:
★ The use of coil springs, whereas Series vehicles had leaf springs. This gave a more comfortable ride and improved axle articulation.
★ A permanent four-wheel drive system as used since 1970 on the Range Rover, featuring a two-speed transfer gearbox with a lockable centre differential.
★ As part of the update, a new series of progressively more powerful and more modern engines were designed, although the Series III engine line-up remained in place when the vehicles were first launched.
★ The interior was modernised, and a one-piece windscreen replaced the split-screen of the Series models.
Most of the changes to the Ninety/One Ten models were minor detail changes. The One Ten was launched in 1983, and the Ninety followed in 1984. From 1984, wind-up windows were fitted (Series models and very early One Tens had sliding panels), and a 2.5-litre, 68 hp (51 kW) diesel engine was introduced. This was based on the earlier 2.3-litre engine, but had a more modern fuel-injection system as well as increased capacity. A low compression version of the 3.5-litre V8 Range Rover engine was available too which transformed performance.
This period saw Land Rover market the utility Land Rover as a private recreational vehicle. Whilst the basic pick-up, Station Wagon and van versions were still working vehicles, the County Station Wagons were sold as multi-purpose family vehicles, featuring improved interior trim and more comfortable seats. This change was reflected in Land Rover starting what had long been common practice in the car industry - detail changes and improvements to the County model from year to year in order to attract new buyers and to encourage existing owners to trade in for a new vehicle. These changes included different exterior styling graphics and colour options, and a steady trickle of new "lifestyle" accessories that would have been unthinkable on a Land Rover a few years ago, such as radio/cassette players, styled wheel options, headlamp wash/wipe systems and new accessories such as surfboard carriers and bike racks.
:The 'Defender' name wasn't adopted until 1990 as a measure to distinguish the utility Land Rover model from the Discovery and Range Rover. Between 1983 and 1990 the coil-sprung utility Land Rovers were officially known as the ''Land Rover Ninety'' or ''One Ten'', with the number spelled out in full in advertising and in handbooks and manuals. These vehicles carried badges above the radiator grille that (rather confusingly) said ''Land Rover 90'' or ''Land Rover 110'', with the number rendered numerically. From late 1989, following the introduction of the ''Discovery'', the front badge simply said ''90'' or ''110''. From 1991, when the ''Defender'' name was adopted the vehicles became the ''Defender 90'' or the ''Defender 110''. These carry front badges that say ''Defender'', with a badge on the rear of the vehicle saying ''Defender 90'' or ''Defender 110''. Just to add to the confusion, the 127-inch wheelbase available from 1985 was always marketed with the name rendered numerically (i.e. as the ''Land Rover 127''). Following the adoption of the Defender name, it became the ''Defender 130'', although the wheelbase remained unchanged.
From 1985 Land Rover introduced a third wheelbase to its utility line-up, a 127-inch twin-axle vehicle designed to accommodate larger, heavier loads than the One Ten. Naturally called the Land Rover 127, it was designed specifically with use by utility and electrical companies in mind, as well as military usage. In its standard form it is a five-door six-seater consisting of the front half of a One Ten Station Wagon, and the rear of a One Ten High-Capacity Pick Up (HCPU). The logic was that this allowed a workcrew and their equipment to be carried in one vehicle at the same time. The 127 could carry up to 1.4 tons payload, compared to the 1.03 tons payload of the One Ten and the 0.6 tons of the Ninety.
127s were built on a special production line, and all started life as One Ten Station Wagon chassis. These were then cut in two and the 17-inches of extra chassis length welded on before the two original halves were reunited. 127s did not receive their own dedicated badging like the other two models, instead they used the same metal grille badges as used on the Series III 109 V8 models, that simply said Land-Rover.
Although the standard body-style was popular, the 127 was a popular basis for conversion to specialist uses, such as mobile workshops, ambulances, fire engines or even flatbed transports. In South Africa, the Land Rover factory there offered a 127 Station Wagon with seating for 15. Land Rover also offered the 127 as a bare chassis, with just front bodywork and bulkhead, for easy conversion.
Initially held back by the low power of the Land Rover engines (other than the thirsty V8 petrol engine), the 127 benefited from the improvements to the line-up, and by 1990 was only available with the two highest power engines, the 134-horsepower 3.5-litre V8 petrol, and the 85-horsepower 2.5-litre Diesel Turbo.
The original One Ten of 1983 was available with the same engine line-up as the Series III vehicles it replaced, namely 2.3-litre petrol and diesel engines, and a 3.5-litre V8 petrol unit. The intention had always been to provide more powerful engines as soon as the new vehicles had found their feet and the Series III had ceased production. Indeed, in 1981 the 2.25-litre engines had been upgraded from 3- to 5-crankshaft bearings in preparation for the planned increases in capacity and power.
The 2.5-litre version of the diesel engine, producing 68-horsepower, was introduced in both the One Ten and the newly-arrived Ninety. This was a long-stroke version of the venerable 2.25-litre unit (the new version displaced 2495cc), fitted with updated fuel injection equipment and a revised cylinder head for quieter, smoother and more efficient running. A timing belt also replaced the older engine's chain.
In 1985 the petrol units were upgraded. An enlarged 4-cylinder engine was introduced. This 83-horsepower engine shared the same block and cooling system (as well as other ancillary components) as the diesel unit. Unlike the diesel engine, this new 2.5-litre petrol engine retained the chain-driven camshaft of its 2.25-litre predecessor. At the same time, the 114-horsepower V8 was also made available in the Ninety- the first time a production short-wheelbase Land Rover had been given V8 power. The V8 on both models was now mated to an all-new 5-speed manual gearbox.
1986 saw an important development. For many years Land Rovers had been criticised for their low-powered engines, which, despite the recent improvements, still lagged a long way behind much of the competition. The concept of a simple, low-stress, low-power engine had worked for decades, but the venerable engines were feeling old and underpowered. The "Diesel Turbo" engine was introduced to make up for this long-standing shortfall. The engine was essentially a lightly-turbocharged version of the existing 2.5-litre diesel, with several changes to suit the higher power output, including a re-designed crankshaft, teflon-coated pistons and nimonic steel exhaust valves to cope with the higher internal temperatures. Similarly, an 8-blade cooling fan was fitted, together with an oil cooler. This unit produced 85 hp (a 13% increase over the naturally-aspirated unit, and a 31.5%increase in torque to 150 lb·ft at 1800 rpm). This finally provided a powerful yet economical powerplant for the vehicle. The engine was only intended to be a short term solution to compete with more advanced Japanese competitors, but was quickly adopted as the standard engine for UK and European markets. Early engines gained a reputation for poor reliability, with major failures to the bottom-end and cracked pistons. Detail changes made in 1989 solved many of these problems, but the engine had gained a poor reputation and was superseded by the 200Tdi a year later. None the less, the Diesel Turbo was a popular engine choice in its time, especially since it offered improved power, torque and economy over the 2.5-litre petrol engine. Whilst not being able to match the performance of a V8-engined Land Rover, the Diesel Turbo provided adequate performance for most commercial and private buyers and was a key aspect in Land Rover's sales revival (see below).
At the same time that the Diesel Turbo was introduced, the V8 engine was upgraded. Power was increased to 134 horsepower, and SU carburettors replaced the Zenith models used on earlier V8s.
This was a period of change and success for the company. The new vehicles, with their more modern engines, transmissions and interiors reversed the huge decline in sales that took place in the 1980s (a 21% fall in a single year, 1980-81). This growth was mainly in the domestic UK market and Europe; African, Australian and Middle-Eastern sales failed to recover significantly. The company itself adopted more modern practices, such as using marketing campaigns to attract new buyers who would not previously have been expected to buy a Land Rover. The operation was streamlined, with most of the satellite factories in the West Midlands that built parts for the Land Rover being closed and production brought into the Solihull factory, which was expanded.
To maximise sales in Europe, Land Rover set up the Special Vehicles division, which handled special low-number conversions and adaptations to the vehicles. The bulk of the division's work was the construction of stretched-wheelbase mobile workshops and crew carriers for British and European utility companies, often including 6-wheel-drive conversions, but more unusual projects were undertaken, such as the construction of an amphibious Land Rover Ninety used by the company as part of its sponsorship of Cowes Week from 1987-90. The Special Projects division also handled specialised military contracts, such as the building of a fleet of 127-inch V8-powered Rapier-missile launchers for the British Army. The Rapier system actually consisted of three Land Rovers: a 127 which carried the launching and aiming equipment, and two 110s which carried the crew and additional equipment.
The biggest change to the Land Rover came in late 1990, when it became the Land Rover Defender, instead of the Land Rover Ninety or One Ten. This was because in 1989 the company had introduced the Discovery model, requiring the original Land Rover to acquire a name. The Discovery also had a new turbodiesel engine. This was also loosely based on the existing 2.5-litre turbo unit, and was built on the same production line, but had a modern alloy cylinder head, improved turbocharging, intercooling and direct injection. The 200Tdi as it was called produced 107 hp and 188 lb·ft of torque, which was nearly a 25% improvement on the engine it replaced.
This engine finally allowed the Defender to cruise comfortably at high speeds, as well as tow heavy loads speedily on hills while still being economical. In theory it only replaced the older Diesel Turbo engine in the range, with the other 4-cylinder engines (and the V8 petrol engine) still being available. However, the Tdi's combination of performance and economy meant that it took the vast majority of sales. Exceptions were the British Army and some commercial operators, who continued to buy vehicles with the 2.5-litre naturally-aspirated diesel engine (in the Army's case, this was because the Tdi was unable to be fitted with a 24-volt generator). Small numbers of V8-engined Defenders were sold to users in countries with low fuel costs or who required as much power as possible (such as in Defenders used as fire engines or ambulances).
Along with the 200Tdi engine, the 127's name was changed to the Land Rover Defender 130. The wheelbase remained the same; the new figure was simply a tidying up exercise. More importantly, 130s were no longer built from "cut-and-shut" 110s, but had dedicated chassis built from scratch.
1994 saw another development of the Tdi engine, the 300Tdi. This was the same capacity, and both the Defender and the Discovery had engines in the same state of tune (111 bhp, 195 lb·ft), and had the same basic layout, but had over 200 changes to improve the refinement and on-road performance of the engine. However, in the process the economy of the engine was reduced slightly, as was the ability for it to be serviced by the owner.
Throughout the 1990s the vehicle attempted to climb more and more upmarket, while remaining true to its working roots. If ordered without any optional extras, the Defender was a basic working tool. If the owner so wished, any number of options and accessories could transform it into a vehicle that was perfectly acceptable as an everyday method of transport, while still retaining excellent off-road abilities. This was epitomised by limited edition vehicles, such as the SV90 in 1992 with roll-over protection cage, alloy wheels and metallic paint and the 50th Anniversary 90 in 1998 equipped with automatic transmission, air conditioning and Range Rover 4.0-litre V8 engine.
In 1998 the Defender was fitted with an all-new 2.5-litre, five-cylinder in-line turbodiesel engine, badged the Td5. The Tdi could not meet upcoming Euro III emissions regulations so the Td5 replaced the Tdi as the only available power unit. The engine used electronic control systems and produced 11 horsepower more than the Tdi, with improved refinement. Traditionalists were critical of the electronic systems deployed throughout the vehicle, but concerns were unfounded that these would fail when used in extreme conditions.
Another new variant was the Defender 110 Double Cab, featuring a Station Wagon style seating area, with an open pick up back. Although prototypes had been built in the Series days, it was not until the late 1990s that this popular and adaptable vehicle finally reached production.
From Spring 2007 a series of long-anticipated changes were made to the Defender, most of which were implemented to meet emissions and safety legislation. The biggest change was to the drivetrain. The Td5 engine was replaced by an engine from Ford's DuraTorq line, built in their factory in Dagenham. The engine chosen was from the ZSD family, being a version of the 2.4-litre four-cylinder unit also used in the highly successful Ford Transit]. The engine's lubrication and sealing system was been adapted for use in wet, dusty conditions and to maintain lubrication at extreme angles in off-road use. Re-tuning the engine means that the power level remains the same (122 horsepower), but with a lower power peak speed to provide better performance when towing and better acceleration. Torque output rose from 221 lb-ft to 265 lb-ft due to the fitting of a variable-geometry turbocharger. This also helps produce a much wider spread of torque than the Td5, from 1500 rpm to 2000 rpm.
The engine is mated to a new 6-speed gearbox. 1st gear is lower than the previous gearbox for better low-speed control, whilst the higher 6th gear is intended to reduce noise and fuel consumption at high speeds.
The other major changes were to the interior. The dashboard layout of the original One Ten from 1983 (which was in turn very similar to that used on the Series III from 1971) was replaced with a full-width facia and different instrumentation. Instruments came from the Discovery 3, and some of the centre panels come from the Ford Transit. Some switchgear was carried over from the previous interior. A new heater/ventilation system vastly improved de-misting and heater performance.
Other interior changes were to the seating layout. Legislation from the European Union outlaws the inward-facing seats used in the rear of previous Land Rover Station Wagons. The 2007 Defender replaced the 4 inward-facing seats with two forward-facing seats. This makes the Defender 90 Station Wagon a 4-seater vehicle (reduced from 6 or 7), and the Defender 110 Station Wagon a 7-seater (reduced from 9). Whilst this is a big reduction in capacity, it brings the Defender in line with its competitors which have generally used this layout for many years.
The only external changes were detail changes. The bonnet was reshaped with a bulge to allow the new engine to fit in the engine bay whilst meeting pedestrian safety rules. The new dashboard and ventilation system necessitated the removal of the distinctive air vent flaps underneath the windscreen which had been a feature of all previous Land Rover utility models. Whilst the flaps have been deleted, the bulkhead pressing remains the same, so the outlines of where the flaps would be are still present.
Now, more than ever, there is a strong division in sales pitch between the Station Wagon versions and the commercially-intended Pick-Ups and Van-bodied versions. The "XS" Station Wagon was introduced in 2002 as a top-spec level and the "County" package could be applied to every model in the line-up. XS models come with many "luxury" features, such as heated windscreen, heated seats, air conditioning, ABS and leather seats. Popular with buyers in the UK and other developed countries, who either used the vehicle for on-road duties such as towing or people-moving, or simply as an interesting and fashionable alternative to an estate car.
At the other extreme, basic models were still popular with farmers, industrial and commercial users, as well as the emergency services. It finds willing buyers in over 140 countries. Land Rover still provides a staggering range of special conversions such as hydraulic platforms, fire engines, mobile workshops, ambulances and breakdown recovery trucks. The 130 remains available with the 6-seater HCPU bodystyle as standard.
The Defender is still largely hand assembled, and unlike most modern cars and trucks, all the major body panels and sub-assemblies simply bolt together. A Defender can literally be broken down to its chassis with simple hand tools — there is no unibody structure. This is actually an advantage when used extensive for off road travel — unibody vehicles can weaken over time, but there are no such stress points on a Defender. This feature allowed Land Rover vehicles to be shipped anywhere in the world as "complete knock down" (CKD) kits, but has become a liability because of the high cost of labour in the UK where the vehicles are primarily manufactured today.
Both enthusiasts and commercial users appreciate the bolt-together construction of the vehicle, for it not only means that modifications and accessories are easy to fit, but dented or damaged panels can easily be replaced with replacements. It also means that the bodywork of the vehicle gives absolutely no structural strength (it can be completely removed, leaving just the chassis and bulkhead/firewall if needed). This has its advantages in that modifications, damage or corrosion in the bodywork cannot compromise the vehicle's strength, but also means that the upper bodywork offers little or no protection in the event of the vehicle rolling over. The simple construction of the vehicles has another advantage, which is that given a basic set of spanners, an individual vehicle can be switched between many of the various body styles available. For example, it is not uncommon for enthusiasts to fit a "Soft Top" canvas hood during the summer months, switching to an aluminium panel "Hard Top" van-back during the winter. Only long-wheelbase Station Wagons cannot be changed to other body types because of their unique five-door arrangement, the lack of any lateral interior bulkheads and a differently-shaped chassis to accommodate the central row of seats. Whilst these procedures could in theory still be carried out on even the latest vehicles, the amount of interior trim, panelling and electrical wiring carried in the roof and side panels of a more modern Land Rover means that such swapping is not as quick or practical as it once was.
A single link between the Series 1 (1948) and 2007 Defender remains; the swivel housing filler plug is the same part and interchangeable.
Replacing the Defender with a new model has been in the planning stages for many years. The current design is over 20 years old in its current form and, in some ways, directly evolved and updated from the Land Rovers of the 1940s. As modern private and commercial vehicles offer increasing levels of performance, comfort and refinement, the Defender is again in competition with Japanese products. These offer less off-road ability but are much more comfortable.
New methods of building the Defender have made the model profitable again (since the 1990s, the hand-built vehicle had been made at a loss), so its replacement has been less of a priority. Total replacement will be needed by 2010, when new regulations regarding crash safety for pedestrians will render the current design obsolete.
At present, the Defender does not reach the safety requirement for the USA, and only small batches of specially modified (and very expensive) vehicles have been sold there in the past. A replacement vehicle will almost certainly be designed to be legal in America.
Land Rover Defender vehicles have been used extensively by many of the world's militaries, including the US in some limited capacity, following experience with the vehicle during the first Gulf War, where US forces found the British Army's Ninety patrol vehicles to be more capable and more suited to operation in urban areas and for air-lifting than the Humvee. The British Army has used Land Rovers since the 1950s, as have many countries in the Commonwealth of Nations. The British Army replaced its Series III fleet with One Tens in 1985, with a smaller fleet of Nineties following in 1986. Both used the 2.5-litre naturally-aspirated diesel engine. These older vehicles are reaching the end of their service lives, with many being sold onto the civilian market from the late 1990s.
In 1994 Land Rover created the Defender XD (XD= eXtra Duty) to replace and complement these vehicles. Powered by 300Tdi engines, the XD has a much stronger chassis, with fibre webbing around the welded joints in the chassis and around stress points to massively increase load capacity. The XD was available both in Defender 90 and 110 forms, and was developed under the name "Project Wolf". British Army "Wolves" are usually 110-inch High Capacity Pick Ups or Hard Tops, and are used for patrol, communications and supply duties. 90XDs are less common, but are generally ordered as Soft Top or Hard Top vehicles for light liaison and communications. Short-wheelbase vehicles lack the load capacity needed by modern armies, and the increased power of heavy-lift helicopters has made the larger 110s easily air-transportable- a historic advantage of the smaller, lighter 90. The Italian army uses heavily-modified 90XDs for special operations due to their superior off-road ability and manoeuvrability.
Land Rover always offered its military Defenders with the 300Tdi engine rather than the more powerful but more complicated Td5 engine offered in civilian vehicles. Before the 300Tdi engine was introduced, military Land Rovers were offered with 2.5-litre petrol and diesel engines, as well as the 3.5-litre V8 petrol. Although trials with the Td5 engine proved it to be reliable in battlefield conditions, it was decided that servicing and repairing its electronic control systems should they fail was too complicated and reliant on having diagnostic computers available. Land Rover were also unable to guarantee they could make the Td5 resistance to electro-magnetic interference. The Australian Army also tested the Td5 and found it to be reliable, but was concerned that the extra performance and speed that the engine gave would result in more accidents and vehicle damage on rough tracks when driven by inexperienced drivers, so opted for the older engine as well. With 300Tdi production stopping in 2006, Land Rover is currently gearing up production of a military version of the 4-cylinder DuraTorq engine that will also be used as a replacement for the Td5 in civilian vehicles.
The British Army's Land Rovers have been the subject of much criticism following recent operations in Iraq and Afghanistan. The majority of British Service Land Rovers carry no armour-plating and even the composite armoured SNATCH Land Rover is not immune to the larger roadside bomb and rocket attacks. Some have called for British troops to be equipped with Humvees, or other such vehicles. However similar criticisms have been levelled at the American Vehicle. Other proposals include the South African made RG-31 or similar larger and more heavily armoured trucks or armoured vehicles that provide greater protection.
There have been many rumours about a replacement vehicle type. This is most likely the larger, higher-capacity 4x4 or 6x6 Pinzgauer forward-control vehicle very similar to the now disused Land Rover 101 Forward Control, given that the current Land Rover design is also reaching its weight limits given the increasing amounts of communications and weapons gear used by modern patrol forces.
In recent years Land Rover has occasionally produced Special Editions of the Defender. These have usually been little more than a vehicle being fitted with certain option packs and equipment, although more bespoke Editions have been produced. Mostly they have been aimed at the more lucrative 'lifestyle' market than the Defender's usual commercial and off-road markets.
In 1992 the first Special Edition Land Rover Defender was produced. Called the 90SV (SV stood for 'Special Vehicles', as all the vehicles were produced by Land Rover's Special Vehicle Operations departments), they were painted turquoise and were fitted with a black canvas Soft Top with standard door tops. Alloy wheels]] were also fitted, together with rear disc brakes (at that time a first for a Land Rover). Despite the vehicle's sporty looks, it used the standard 200Tdi turbodiesel engine. Only 90 were made for the UK market.
For Land Rover's 50th anniversary in 1998 two special editions were built. The first was the Defender 50th which was essentially a NAS (North American Spec) Defender 90 Station Wagon. It was powered by a 4.0-litre V8 petrol engine and was the first Land Rover outside North America to be fitted with an automatic transmission. Air conditioning made them very comfortable vehicles too. They were painted Atlantis Blue, a dark green/blue flip-flop colour and had a Safety Devices roll-over protection cage for the front seat occupants.
The second 1998 Special Edition was the 'Heritage', intended to hark back to the early days of Land Rover in the 1940s. Available in 90 or 110 Station Wagon form, the Heritage was only available in the two original colours offered by the company - the dark Bronze Green or the light pastel Atlantic Green. A metal mesh-effect front grille, body-coloured alloy wheels and wing mirrors and silver-painted door and windscreen hinges were all employed to make the Heritage look similar to the original Series I of 1948. Inside special instruments were used, with black-on-beige displays. The powertrain was the standard Td5 diesel engine and 4-wheel-drive transmission.
Possibly the best known Special Edition was the Tomb Raider of 2000, built to commemorate Land Rover's role in the first film of that franchise. The Tomb Raider was designed to look like an off-road expedition vehicle. Painted dark metallic grey with special badging and details, the Tomb Raiders came equipped with a roof rack, additional spot lights, winch, bull-bar and snorkel. They were available either as a 90 Station Wagon or a 110 Double Cab, with standard Td5 engines.
Following the first Land Rover G4 Challenge in 2003, G4-Edition Defenders became available. As well as the distinctive Tangiers Orange colour of the competition vehicles, yellow and black versions were also produced. Defender 90 and 110 Station Wagon versions were available, with front A-Bar, roll-cage, side-steps and front spotlights as standard, as well as G4 badging.
Since then, Land Rover have produced less extravagant Special Editions. The Defender Black was a 90 or 110 County Station Wagon with metallic black paint, roll cage and dark-tinted rear windows. The Defender Silver was a 110 County Station Wagon with silver metallic paint, front A-bar and spotlights, metal wing-protector plates and winch. The X-Tech was aimed more at the commercial market, being a 90 Hard Top fitted with County-style seats, alloy wheels, wing protector plates and air conditioning.
In 1993 Land Rover launched the Defender in the North American (i.e. the United States and Canada) market. Although the Range Rover had been sold there since 1987, this was the first time utility Land Rovers had been sold since 1974. To comply with the strict United States Department of Transportation regulations, ranging from crash safety to lighting, as well as the very different requirements of American buyers, the North American Specification (NAS) Defenders were extensively modified. The initial export batch was 500 Defender 110 County Station Wagons, fitted with the 3.9-litre V8 petrol engine and 5-speed manual transmission. All the vehicles were white, and sported full external roll-cages and larger side-indicator and tail-lights. All were equipped with the factory-fitted air conditioning system.
This initial batch sold quickly, and for the 1994 and 1995 model year Land Rover offered the Defender 90, fitted with a 3.9-litre V8 engine and a manual transmission which was clearly intended to compete with the Jeep Wrangler. Initially, the Defender 90 was only available as a soft-top, but later version was offered with a unique, removable, fibre-glass roof panel or regular Station Wagon hard-top.
In the final year of US production the engine was improved, designated 4.0 and mated to a 4 speed automatic transmission. In 1998 regulations changed to require the fitment of airbags for both front seat passengers in all vehicles, as well as side door impact requirements that did not lend itself to non-unibody cars. The Defender could not be fitted with these without major modifications, which given the small numbers of NAS vehicles sold in relation to Land Rover's global sales, were not economically viable. Land Rover retired its utility vehicles at the end of 1997 to focus on its more upmarket Discovery and Range Rover models, as well as the newly-launched Freelander.
'Prototype Defender 110 NAS'
This car is the very first of the NAS 110's, yes that's right, its the prototype! We have written documentation from Land Rover that this was the first car and was used as the press release and Motor Show launch car. This car is a very important piece of Land Rover History.
The external parts of the roll cage, roof Basket and ladder are all brand new. We learned from the British Motor Heritage Museum at Gaydon who were previous owners that the original cage had been removed by them due to rust that was caused by paint not being touched up. We contacted Safety Devices who confirmed that this car was infact the one that was sent to them to develop the cage in the first place and it differs slightly to the production models so a replacement from stock would not fit, they then told us they had the original plans and they built a replacement from that! When it was delivered it fitted straight on! Thanks Safety Devices!
The wheels have been sandblasted to bare steel and coated in 2 pack etch primer then finished with 2 pack alpine white inside and out, This is better than the factory finish as they only did the front! The Heated Screen has just been replaced due to a crack and has been replaced with a genuine Land Rover heated green tinted screen along with new rubber (just price these yourself and you will see how expensive they are!) The original seats are in mint condition and have Waterproof genuine land rover covers fitted. The floor has had genuine land rover mats fitted over the grey carpet from new so the grey deep pile carpet is in mint condition underneath. The Black wheel arches have been repainted with 2 pack black paint so no more fading of the bare plastic.
Australia has always been an important export market for Land Rovers of all sorts, but especially the utility models.
In 2003 Land Rover withdrew the Defender 90 from the Australian market due to unsupportable low sales. It continues to offer the Defender 110 and 130, which have actually seen a small sales increase in recent years, although Land Rover still trails the Japanese companies by a long way.
★ http://www.lrfaq.org/
★ http://www.landroverline.com/Features/history_of_land_rover.asp
★ http://www.rover.org.nz/pages/landrov/history.htm
★ Land Rover -The Unbeatable 4x4 K&J Slavin and GN Mackie
★ The Land Rover File - Eric Dymock
★ Fifty Years of the Best 4x4 - Matthias Pfannmuller & Boris Schmidt
★ Land Rover 90.110.Defender Gold Portfolio 1983-1994
★ Land Rover Wolf
★ Toyota LandCruiser 70 Series
★ Mercedes-Benz G-Class
★ Land Rover Official website
★ NAS Land Rover Defender Specifications
★ NAS Land Rover Defender 90 & 110 Models For Sale
★ The Land Rover FAQ - Frequently Asked Questions about Land Rovers
★ Land Rover UK Discussion Forums- UK based, but with many international members. An excellent source of all information relating to Land Rovers
★ Series 3 & 90-110 Owners Club.
★ Northern Ireland Land Rover Club
★ Ottawa Valley Land Rovers - Canadian and North American Land Rover Club with events throughout the year and a monthly newsletter
★ Land Rover modifications & forums
★ Australian Land Rover Owners
★ Land Rover Repair Forums (LRRForums)
★ Land Rover Defender - Land Rover Reviews and Discussion Forums
★ Club Land Rover Ireland
★ Legion Land Rover Colombia
The 'Land Rover Defender' is a British four wheel drive utility vehicle. It is the product of continued development of the original utility Land Rover Series I launched in 1948. Using the basic yet robust underpinnings of a ladder frame chassis and aluminium body it is infinitely adaptable depending upon the required use, be that farm, commerce, rescue or recreation.
The Defender was not an entirely new model at launch. It used engines and body panels carried over from the Series III Land Rover; gearbox, axles and suspension from the Range Rover.
Land Rover Ninety & One Ten
Production of the Defender began in 1983 as the Land Rover One Ten, a simple name which explained the 110 inch (2.794 m) length of the wheelbase. The Land Rover Ninety, with 93 inch (2.362 m) wheelbase, and Land Rover 127, with 127 in (3.226 m) wheelbase, soon followed.
Outwardly, there is little to distinguish the post-1983 vehicles from the Series III Land Rover. A full-length bonnet, revised grille, plus the fitting of wheel arch extensions to cover wider-track axles are the most noticeable changes. The Ninety and One Ten was a complete modernisation of the former Series platform. Specifically:
★ The use of coil springs, whereas Series vehicles had leaf springs. This gave a more comfortable ride and improved axle articulation.
★ A permanent four-wheel drive system as used since 1970 on the Range Rover, featuring a two-speed transfer gearbox with a lockable centre differential.
★ As part of the update, a new series of progressively more powerful and more modern engines were designed, although the Series III engine line-up remained in place when the vehicles were first launched.
★ The interior was modernised, and a one-piece windscreen replaced the split-screen of the Series models.
Most of the changes to the Ninety/One Ten models were minor detail changes. The One Ten was launched in 1983, and the Ninety followed in 1984. From 1984, wind-up windows were fitted (Series models and very early One Tens had sliding panels), and a 2.5-litre, 68 hp (51 kW) diesel engine was introduced. This was based on the earlier 2.3-litre engine, but had a more modern fuel-injection system as well as increased capacity. A low compression version of the 3.5-litre V8 Range Rover engine was available too which transformed performance.
This period saw Land Rover market the utility Land Rover as a private recreational vehicle. Whilst the basic pick-up, Station Wagon and van versions were still working vehicles, the County Station Wagons were sold as multi-purpose family vehicles, featuring improved interior trim and more comfortable seats. This change was reflected in Land Rover starting what had long been common practice in the car industry - detail changes and improvements to the County model from year to year in order to attract new buyers and to encourage existing owners to trade in for a new vehicle. These changes included different exterior styling graphics and colour options, and a steady trickle of new "lifestyle" accessories that would have been unthinkable on a Land Rover a few years ago, such as radio/cassette players, styled wheel options, headlamp wash/wipe systems and new accessories such as surfboard carriers and bike racks.
Note on names and badges
:The 'Defender' name wasn't adopted until 1990 as a measure to distinguish the utility Land Rover model from the Discovery and Range Rover. Between 1983 and 1990 the coil-sprung utility Land Rovers were officially known as the ''Land Rover Ninety'' or ''One Ten'', with the number spelled out in full in advertising and in handbooks and manuals. These vehicles carried badges above the radiator grille that (rather confusingly) said ''Land Rover 90'' or ''Land Rover 110'', with the number rendered numerically. From late 1989, following the introduction of the ''Discovery'', the front badge simply said ''90'' or ''110''. From 1991, when the ''Defender'' name was adopted the vehicles became the ''Defender 90'' or the ''Defender 110''. These carry front badges that say ''Defender'', with a badge on the rear of the vehicle saying ''Defender 90'' or ''Defender 110''. Just to add to the confusion, the 127-inch wheelbase available from 1985 was always marketed with the name rendered numerically (i.e. as the ''Land Rover 127''). Following the adoption of the Defender name, it became the ''Defender 130'', although the wheelbase remained unchanged.
The 127 and 130
From 1985 Land Rover introduced a third wheelbase to its utility line-up, a 127-inch twin-axle vehicle designed to accommodate larger, heavier loads than the One Ten. Naturally called the Land Rover 127, it was designed specifically with use by utility and electrical companies in mind, as well as military usage. In its standard form it is a five-door six-seater consisting of the front half of a One Ten Station Wagon, and the rear of a One Ten High-Capacity Pick Up (HCPU). The logic was that this allowed a workcrew and their equipment to be carried in one vehicle at the same time. The 127 could carry up to 1.4 tons payload, compared to the 1.03 tons payload of the One Ten and the 0.6 tons of the Ninety.
Defender 130
127s were built on a special production line, and all started life as One Ten Station Wagon chassis. These were then cut in two and the 17-inches of extra chassis length welded on before the two original halves were reunited. 127s did not receive their own dedicated badging like the other two models, instead they used the same metal grille badges as used on the Series III 109 V8 models, that simply said Land-Rover.
Although the standard body-style was popular, the 127 was a popular basis for conversion to specialist uses, such as mobile workshops, ambulances, fire engines or even flatbed transports. In South Africa, the Land Rover factory there offered a 127 Station Wagon with seating for 15. Land Rover also offered the 127 as a bare chassis, with just front bodywork and bulkhead, for easy conversion.
Initially held back by the low power of the Land Rover engines (other than the thirsty V8 petrol engine), the 127 benefited from the improvements to the line-up, and by 1990 was only available with the two highest power engines, the 134-horsepower 3.5-litre V8 petrol, and the 85-horsepower 2.5-litre Diesel Turbo.
Engine Development
The original One Ten of 1983 was available with the same engine line-up as the Series III vehicles it replaced, namely 2.3-litre petrol and diesel engines, and a 3.5-litre V8 petrol unit. The intention had always been to provide more powerful engines as soon as the new vehicles had found their feet and the Series III had ceased production. Indeed, in 1981 the 2.25-litre engines had been upgraded from 3- to 5-crankshaft bearings in preparation for the planned increases in capacity and power.
The 2.5-litre version of the diesel engine, producing 68-horsepower, was introduced in both the One Ten and the newly-arrived Ninety. This was a long-stroke version of the venerable 2.25-litre unit (the new version displaced 2495cc), fitted with updated fuel injection equipment and a revised cylinder head for quieter, smoother and more efficient running. A timing belt also replaced the older engine's chain.
In 1985 the petrol units were upgraded. An enlarged 4-cylinder engine was introduced. This 83-horsepower engine shared the same block and cooling system (as well as other ancillary components) as the diesel unit. Unlike the diesel engine, this new 2.5-litre petrol engine retained the chain-driven camshaft of its 2.25-litre predecessor. At the same time, the 114-horsepower V8 was also made available in the Ninety- the first time a production short-wheelbase Land Rover had been given V8 power. The V8 on both models was now mated to an all-new 5-speed manual gearbox.
Diesel Turbo engine
1986 saw an important development. For many years Land Rovers had been criticised for their low-powered engines, which, despite the recent improvements, still lagged a long way behind much of the competition. The concept of a simple, low-stress, low-power engine had worked for decades, but the venerable engines were feeling old and underpowered. The "Diesel Turbo" engine was introduced to make up for this long-standing shortfall. The engine was essentially a lightly-turbocharged version of the existing 2.5-litre diesel, with several changes to suit the higher power output, including a re-designed crankshaft, teflon-coated pistons and nimonic steel exhaust valves to cope with the higher internal temperatures. Similarly, an 8-blade cooling fan was fitted, together with an oil cooler. This unit produced 85 hp (a 13% increase over the naturally-aspirated unit, and a 31.5%increase in torque to 150 lb·ft at 1800 rpm). This finally provided a powerful yet economical powerplant for the vehicle. The engine was only intended to be a short term solution to compete with more advanced Japanese competitors, but was quickly adopted as the standard engine for UK and European markets. Early engines gained a reputation for poor reliability, with major failures to the bottom-end and cracked pistons. Detail changes made in 1989 solved many of these problems, but the engine had gained a poor reputation and was superseded by the 200Tdi a year later. None the less, the Diesel Turbo was a popular engine choice in its time, especially since it offered improved power, torque and economy over the 2.5-litre petrol engine. Whilst not being able to match the performance of a V8-engined Land Rover, the Diesel Turbo provided adequate performance for most commercial and private buyers and was a key aspect in Land Rover's sales revival (see below).
At the same time that the Diesel Turbo was introduced, the V8 engine was upgraded. Power was increased to 134 horsepower, and SU carburettors replaced the Zenith models used on earlier V8s.
Sales Turnaround
This was a period of change and success for the company. The new vehicles, with their more modern engines, transmissions and interiors reversed the huge decline in sales that took place in the 1980s (a 21% fall in a single year, 1980-81). This growth was mainly in the domestic UK market and Europe; African, Australian and Middle-Eastern sales failed to recover significantly. The company itself adopted more modern practices, such as using marketing campaigns to attract new buyers who would not previously have been expected to buy a Land Rover. The operation was streamlined, with most of the satellite factories in the West Midlands that built parts for the Land Rover being closed and production brought into the Solihull factory, which was expanded.
To maximise sales in Europe, Land Rover set up the Special Vehicles division, which handled special low-number conversions and adaptations to the vehicles. The bulk of the division's work was the construction of stretched-wheelbase mobile workshops and crew carriers for British and European utility companies, often including 6-wheel-drive conversions, but more unusual projects were undertaken, such as the construction of an amphibious Land Rover Ninety used by the company as part of its sponsorship of Cowes Week from 1987-90. The Special Projects division also handled specialised military contracts, such as the building of a fleet of 127-inch V8-powered Rapier-missile launchers for the British Army. The Rapier system actually consisted of three Land Rovers: a 127 which carried the launching and aiming equipment, and two 110s which carried the crew and additional equipment.
Defender
The biggest change to the Land Rover came in late 1990, when it became the Land Rover Defender, instead of the Land Rover Ninety or One Ten. This was because in 1989 the company had introduced the Discovery model, requiring the original Land Rover to acquire a name. The Discovery also had a new turbodiesel engine. This was also loosely based on the existing 2.5-litre turbo unit, and was built on the same production line, but had a modern alloy cylinder head, improved turbocharging, intercooling and direct injection. The 200Tdi as it was called produced 107 hp and 188 lb·ft of torque, which was nearly a 25% improvement on the engine it replaced.
This engine finally allowed the Defender to cruise comfortably at high speeds, as well as tow heavy loads speedily on hills while still being economical. In theory it only replaced the older Diesel Turbo engine in the range, with the other 4-cylinder engines (and the V8 petrol engine) still being available. However, the Tdi's combination of performance and economy meant that it took the vast majority of sales. Exceptions were the British Army and some commercial operators, who continued to buy vehicles with the 2.5-litre naturally-aspirated diesel engine (in the Army's case, this was because the Tdi was unable to be fitted with a 24-volt generator). Small numbers of V8-engined Defenders were sold to users in countries with low fuel costs or who required as much power as possible (such as in Defenders used as fire engines or ambulances).
Along with the 200Tdi engine, the 127's name was changed to the Land Rover Defender 130. The wheelbase remained the same; the new figure was simply a tidying up exercise. More importantly, 130s were no longer built from "cut-and-shut" 110s, but had dedicated chassis built from scratch.
1994 saw another development of the Tdi engine, the 300Tdi. This was the same capacity, and both the Defender and the Discovery had engines in the same state of tune (111 bhp, 195 lb·ft), and had the same basic layout, but had over 200 changes to improve the refinement and on-road performance of the engine. However, in the process the economy of the engine was reduced slightly, as was the ability for it to be serviced by the owner.
Throughout the 1990s the vehicle attempted to climb more and more upmarket, while remaining true to its working roots. If ordered without any optional extras, the Defender was a basic working tool. If the owner so wished, any number of options and accessories could transform it into a vehicle that was perfectly acceptable as an everyday method of transport, while still retaining excellent off-road abilities. This was epitomised by limited edition vehicles, such as the SV90 in 1992 with roll-over protection cage, alloy wheels and metallic paint and the 50th Anniversary 90 in 1998 equipped with automatic transmission, air conditioning and Range Rover 4.0-litre V8 engine.
The Td5 Defender
In 1998 the Defender was fitted with an all-new 2.5-litre, five-cylinder in-line turbodiesel engine, badged the Td5. The Tdi could not meet upcoming Euro III emissions regulations so the Td5 replaced the Tdi as the only available power unit. The engine used electronic control systems and produced 11 horsepower more than the Tdi, with improved refinement. Traditionalists were critical of the electronic systems deployed throughout the vehicle, but concerns were unfounded that these would fail when used in extreme conditions.
Another new variant was the Defender 110 Double Cab, featuring a Station Wagon style seating area, with an open pick up back. Although prototypes had been built in the Series days, it was not until the late 1990s that this popular and adaptable vehicle finally reached production.
The 2007 Defender
From Spring 2007 a series of long-anticipated changes were made to the Defender, most of which were implemented to meet emissions and safety legislation. The biggest change was to the drivetrain. The Td5 engine was replaced by an engine from Ford's DuraTorq line, built in their factory in Dagenham. The engine chosen was from the ZSD family, being a version of the 2.4-litre four-cylinder unit also used in the highly successful Ford Transit]. The engine's lubrication and sealing system was been adapted for use in wet, dusty conditions and to maintain lubrication at extreme angles in off-road use. Re-tuning the engine means that the power level remains the same (122 horsepower), but with a lower power peak speed to provide better performance when towing and better acceleration. Torque output rose from 221 lb-ft to 265 lb-ft due to the fitting of a variable-geometry turbocharger. This also helps produce a much wider spread of torque than the Td5, from 1500 rpm to 2000 rpm.
2007 Defender
The engine is mated to a new 6-speed gearbox. 1st gear is lower than the previous gearbox for better low-speed control, whilst the higher 6th gear is intended to reduce noise and fuel consumption at high speeds.
The other major changes were to the interior. The dashboard layout of the original One Ten from 1983 (which was in turn very similar to that used on the Series III from 1971) was replaced with a full-width facia and different instrumentation. Instruments came from the Discovery 3, and some of the centre panels come from the Ford Transit. Some switchgear was carried over from the previous interior. A new heater/ventilation system vastly improved de-misting and heater performance.
Other interior changes were to the seating layout. Legislation from the European Union outlaws the inward-facing seats used in the rear of previous Land Rover Station Wagons. The 2007 Defender replaced the 4 inward-facing seats with two forward-facing seats. This makes the Defender 90 Station Wagon a 4-seater vehicle (reduced from 6 or 7), and the Defender 110 Station Wagon a 7-seater (reduced from 9). Whilst this is a big reduction in capacity, it brings the Defender in line with its competitors which have generally used this layout for many years.
The only external changes were detail changes. The bonnet was reshaped with a bulge to allow the new engine to fit in the engine bay whilst meeting pedestrian safety rules. The new dashboard and ventilation system necessitated the removal of the distinctive air vent flaps underneath the windscreen which had been a feature of all previous Land Rover utility models. Whilst the flaps have been deleted, the bulkhead pressing remains the same, so the outlines of where the flaps would be are still present.
Now, more than ever, there is a strong division in sales pitch between the Station Wagon versions and the commercially-intended Pick-Ups and Van-bodied versions. The "XS" Station Wagon was introduced in 2002 as a top-spec level and the "County" package could be applied to every model in the line-up. XS models come with many "luxury" features, such as heated windscreen, heated seats, air conditioning, ABS and leather seats. Popular with buyers in the UK and other developed countries, who either used the vehicle for on-road duties such as towing or people-moving, or simply as an interesting and fashionable alternative to an estate car.
At the other extreme, basic models were still popular with farmers, industrial and commercial users, as well as the emergency services. It finds willing buyers in over 140 countries. Land Rover still provides a staggering range of special conversions such as hydraulic platforms, fire engines, mobile workshops, ambulances and breakdown recovery trucks. The 130 remains available with the 6-seater HCPU bodystyle as standard.
An Anachronism
The Defender is still largely hand assembled, and unlike most modern cars and trucks, all the major body panels and sub-assemblies simply bolt together. A Defender can literally be broken down to its chassis with simple hand tools — there is no unibody structure. This is actually an advantage when used extensive for off road travel — unibody vehicles can weaken over time, but there are no such stress points on a Defender. This feature allowed Land Rover vehicles to be shipped anywhere in the world as "complete knock down" (CKD) kits, but has become a liability because of the high cost of labour in the UK where the vehicles are primarily manufactured today.
Both enthusiasts and commercial users appreciate the bolt-together construction of the vehicle, for it not only means that modifications and accessories are easy to fit, but dented or damaged panels can easily be replaced with replacements. It also means that the bodywork of the vehicle gives absolutely no structural strength (it can be completely removed, leaving just the chassis and bulkhead/firewall if needed). This has its advantages in that modifications, damage or corrosion in the bodywork cannot compromise the vehicle's strength, but also means that the upper bodywork offers little or no protection in the event of the vehicle rolling over. The simple construction of the vehicles has another advantage, which is that given a basic set of spanners, an individual vehicle can be switched between many of the various body styles available. For example, it is not uncommon for enthusiasts to fit a "Soft Top" canvas hood during the summer months, switching to an aluminium panel "Hard Top" van-back during the winter. Only long-wheelbase Station Wagons cannot be changed to other body types because of their unique five-door arrangement, the lack of any lateral interior bulkheads and a differently-shaped chassis to accommodate the central row of seats. Whilst these procedures could in theory still be carried out on even the latest vehicles, the amount of interior trim, panelling and electrical wiring carried in the roof and side panels of a more modern Land Rover means that such swapping is not as quick or practical as it once was.
A single link between the Series 1 (1948) and 2007 Defender remains; the swivel housing filler plug is the same part and interchangeable.
Replacement
Replacing the Defender with a new model has been in the planning stages for many years. The current design is over 20 years old in its current form and, in some ways, directly evolved and updated from the Land Rovers of the 1940s. As modern private and commercial vehicles offer increasing levels of performance, comfort and refinement, the Defender is again in competition with Japanese products. These offer less off-road ability but are much more comfortable.
New methods of building the Defender have made the model profitable again (since the 1990s, the hand-built vehicle had been made at a loss), so its replacement has been less of a priority. Total replacement will be needed by 2010, when new regulations regarding crash safety for pedestrians will render the current design obsolete.
At present, the Defender does not reach the safety requirement for the USA, and only small batches of specially modified (and very expensive) vehicles have been sold there in the past. A replacement vehicle will almost certainly be designed to be legal in America.
Military Defenders
Defender 110 patrol vehicles
Land Rover Defender vehicles have been used extensively by many of the world's militaries, including the US in some limited capacity, following experience with the vehicle during the first Gulf War, where US forces found the British Army's Ninety patrol vehicles to be more capable and more suited to operation in urban areas and for air-lifting than the Humvee. The British Army has used Land Rovers since the 1950s, as have many countries in the Commonwealth of Nations. The British Army replaced its Series III fleet with One Tens in 1985, with a smaller fleet of Nineties following in 1986. Both used the 2.5-litre naturally-aspirated diesel engine. These older vehicles are reaching the end of their service lives, with many being sold onto the civilian market from the late 1990s.
In 1994 Land Rover created the Defender XD (XD= eXtra Duty) to replace and complement these vehicles. Powered by 300Tdi engines, the XD has a much stronger chassis, with fibre webbing around the welded joints in the chassis and around stress points to massively increase load capacity. The XD was available both in Defender 90 and 110 forms, and was developed under the name "Project Wolf". British Army "Wolves" are usually 110-inch High Capacity Pick Ups or Hard Tops, and are used for patrol, communications and supply duties. 90XDs are less common, but are generally ordered as Soft Top or Hard Top vehicles for light liaison and communications. Short-wheelbase vehicles lack the load capacity needed by modern armies, and the increased power of heavy-lift helicopters has made the larger 110s easily air-transportable- a historic advantage of the smaller, lighter 90. The Italian army uses heavily-modified 90XDs for special operations due to their superior off-road ability and manoeuvrability.
Land Rover always offered its military Defenders with the 300Tdi engine rather than the more powerful but more complicated Td5 engine offered in civilian vehicles. Before the 300Tdi engine was introduced, military Land Rovers were offered with 2.5-litre petrol and diesel engines, as well as the 3.5-litre V8 petrol. Although trials with the Td5 engine proved it to be reliable in battlefield conditions, it was decided that servicing and repairing its electronic control systems should they fail was too complicated and reliant on having diagnostic computers available. Land Rover were also unable to guarantee they could make the Td5 resistance to electro-magnetic interference. The Australian Army also tested the Td5 and found it to be reliable, but was concerned that the extra performance and speed that the engine gave would result in more accidents and vehicle damage on rough tracks when driven by inexperienced drivers, so opted for the older engine as well. With 300Tdi production stopping in 2006, Land Rover is currently gearing up production of a military version of the 4-cylinder DuraTorq engine that will also be used as a replacement for the Td5 in civilian vehicles.
The British Army's Land Rovers have been the subject of much criticism following recent operations in Iraq and Afghanistan. The majority of British Service Land Rovers carry no armour-plating and even the composite armoured SNATCH Land Rover is not immune to the larger roadside bomb and rocket attacks. Some have called for British troops to be equipped with Humvees, or other such vehicles. However similar criticisms have been levelled at the American Vehicle. Other proposals include the South African made RG-31 or similar larger and more heavily armoured trucks or armoured vehicles that provide greater protection.
There have been many rumours about a replacement vehicle type. This is most likely the larger, higher-capacity 4x4 or 6x6 Pinzgauer forward-control vehicle very similar to the now disused Land Rover 101 Forward Control, given that the current Land Rover design is also reaching its weight limits given the increasing amounts of communications and weapons gear used by modern patrol forces.
Special editions
50th Anniversary Defender
In recent years Land Rover has occasionally produced Special Editions of the Defender. These have usually been little more than a vehicle being fitted with certain option packs and equipment, although more bespoke Editions have been produced. Mostly they have been aimed at the more lucrative 'lifestyle' market than the Defender's usual commercial and off-road markets.
In 1992 the first Special Edition Land Rover Defender was produced. Called the 90SV (SV stood for 'Special Vehicles', as all the vehicles were produced by Land Rover's Special Vehicle Operations departments), they were painted turquoise and were fitted with a black canvas Soft Top with standard door tops. Alloy wheels]] were also fitted, together with rear disc brakes (at that time a first for a Land Rover). Despite the vehicle's sporty looks, it used the standard 200Tdi turbodiesel engine. Only 90 were made for the UK market.
For Land Rover's 50th anniversary in 1998 two special editions were built. The first was the Defender 50th which was essentially a NAS (North American Spec) Defender 90 Station Wagon. It was powered by a 4.0-litre V8 petrol engine and was the first Land Rover outside North America to be fitted with an automatic transmission. Air conditioning made them very comfortable vehicles too. They were painted Atlantis Blue, a dark green/blue flip-flop colour and had a Safety Devices roll-over protection cage for the front seat occupants.
The second 1998 Special Edition was the 'Heritage', intended to hark back to the early days of Land Rover in the 1940s. Available in 90 or 110 Station Wagon form, the Heritage was only available in the two original colours offered by the company - the dark Bronze Green or the light pastel Atlantic Green. A metal mesh-effect front grille, body-coloured alloy wheels and wing mirrors and silver-painted door and windscreen hinges were all employed to make the Heritage look similar to the original Series I of 1948. Inside special instruments were used, with black-on-beige displays. The powertrain was the standard Td5 diesel engine and 4-wheel-drive transmission.
Tomb Raider 90 Special Edition
Possibly the best known Special Edition was the Tomb Raider of 2000, built to commemorate Land Rover's role in the first film of that franchise. The Tomb Raider was designed to look like an off-road expedition vehicle. Painted dark metallic grey with special badging and details, the Tomb Raiders came equipped with a roof rack, additional spot lights, winch, bull-bar and snorkel. They were available either as a 90 Station Wagon or a 110 Double Cab, with standard Td5 engines.
Following the first Land Rover G4 Challenge in 2003, G4-Edition Defenders became available. As well as the distinctive Tangiers Orange colour of the competition vehicles, yellow and black versions were also produced. Defender 90 and 110 Station Wagon versions were available, with front A-Bar, roll-cage, side-steps and front spotlights as standard, as well as G4 badging.
Since then, Land Rover have produced less extravagant Special Editions. The Defender Black was a 90 or 110 County Station Wagon with metallic black paint, roll cage and dark-tinted rear windows. The Defender Silver was a 110 County Station Wagon with silver metallic paint, front A-bar and spotlights, metal wing-protector plates and winch. The X-Tech was aimed more at the commercial market, being a 90 Hard Top fitted with County-style seats, alloy wheels, wing protector plates and air conditioning.
Export and foreign-built versions
The Defender in the USA
1993 NAS-version Defender 110, Serial No. 233
In 1993 Land Rover launched the Defender in the North American (i.e. the United States and Canada) market. Although the Range Rover had been sold there since 1987, this was the first time utility Land Rovers had been sold since 1974. To comply with the strict United States Department of Transportation regulations, ranging from crash safety to lighting, as well as the very different requirements of American buyers, the North American Specification (NAS) Defenders were extensively modified. The initial export batch was 500 Defender 110 County Station Wagons, fitted with the 3.9-litre V8 petrol engine and 5-speed manual transmission. All the vehicles were white, and sported full external roll-cages and larger side-indicator and tail-lights. All were equipped with the factory-fitted air conditioning system.
This initial batch sold quickly, and for the 1994 and 1995 model year Land Rover offered the Defender 90, fitted with a 3.9-litre V8 engine and a manual transmission which was clearly intended to compete with the Jeep Wrangler. Initially, the Defender 90 was only available as a soft-top, but later version was offered with a unique, removable, fibre-glass roof panel or regular Station Wagon hard-top.
In the final year of US production the engine was improved, designated 4.0 and mated to a 4 speed automatic transmission. In 1998 regulations changed to require the fitment of airbags for both front seat passengers in all vehicles, as well as side door impact requirements that did not lend itself to non-unibody cars. The Defender could not be fitted with these without major modifications, which given the small numbers of NAS vehicles sold in relation to Land Rover's global sales, were not economically viable. Land Rover retired its utility vehicles at the end of 1997 to focus on its more upmarket Discovery and Range Rover models, as well as the newly-launched Freelander.
'Prototype Defender 110 NAS'
http://www.smart-suits.com/mini/4x4/images/nas2.jpg
http://www.smart-suits.com/mini/4x4/images/nas1.jpg
This car is the very first of the NAS 110's, yes that's right, its the prototype! We have written documentation from Land Rover that this was the first car and was used as the press release and Motor Show launch car. This car is a very important piece of Land Rover History.
The external parts of the roll cage, roof Basket and ladder are all brand new. We learned from the British Motor Heritage Museum at Gaydon who were previous owners that the original cage had been removed by them due to rust that was caused by paint not being touched up. We contacted Safety Devices who confirmed that this car was infact the one that was sent to them to develop the cage in the first place and it differs slightly to the production models so a replacement from stock would not fit, they then told us they had the original plans and they built a replacement from that! When it was delivered it fitted straight on! Thanks Safety Devices!
The wheels have been sandblasted to bare steel and coated in 2 pack etch primer then finished with 2 pack alpine white inside and out, This is better than the factory finish as they only did the front! The Heated Screen has just been replaced due to a crack and has been replaced with a genuine Land Rover heated green tinted screen along with new rubber (just price these yourself and you will see how expensive they are!) The original seats are in mint condition and have Waterproof genuine land rover covers fitted. The floor has had genuine land rover mats fitted over the grey carpet from new so the grey deep pile carpet is in mint condition underneath. The Black wheel arches have been repainted with 2 pack black paint so no more fading of the bare plastic.
The Land Rover in Australia
Australia has always been an important export market for Land Rovers of all sorts, but especially the utility models.
In 2003 Land Rover withdrew the Defender 90 from the Australian market due to unsupportable low sales. It continues to offer the Defender 110 and 130, which have actually seen a small sales increase in recent years, although Land Rover still trails the Japanese companies by a long way.
References
★ http://www.lrfaq.org/
★ http://www.landroverline.com/Features/history_of_land_rover.asp
★ http://www.rover.org.nz/pages/landrov/history.htm
★ Land Rover -The Unbeatable 4x4 K&J Slavin and GN Mackie
★ The Land Rover File - Eric Dymock
★ Fifty Years of the Best 4x4 - Matthias Pfannmuller & Boris Schmidt
★ Land Rover 90.110.Defender Gold Portfolio 1983-1994
See also
★ Land Rover Wolf
★ Toyota LandCruiser 70 Series
★ Mercedes-Benz G-Class
External links
General information
★ Land Rover Official website
★ NAS Land Rover Defender Specifications
★ NAS Land Rover Defender 90 & 110 Models For Sale
★ The Land Rover FAQ - Frequently Asked Questions about Land Rovers
Owners clubs and online forums
★ Land Rover UK Discussion Forums- UK based, but with many international members. An excellent source of all information relating to Land Rovers
★ Series 3 & 90-110 Owners Club.
★ Northern Ireland Land Rover Club
★ Ottawa Valley Land Rovers - Canadian and North American Land Rover Club with events throughout the year and a monthly newsletter
★ Land Rover modifications & forums
★ Australian Land Rover Owners
★ Land Rover Repair Forums (LRRForums)
★ Land Rover Defender - Land Rover Reviews and Discussion Forums
★ Club Land Rover Ireland
★ Legion Land Rover Colombia
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