The nerves at Land Rover HQ in Coventry over the past four years – since the old Defender model ceased production – have been palpable.
One of the best-known –best-loved – vehicles in the world since the 1940s, the Land Rover Defender was going to be a hard (some said impossible) act to follow.
The go-to vehicle for police, fire services, the military, farmers, gamekeepers, off-road enthusiasts and families alike, the Defender was a motoring icon. It might have been basic but it had an instantly recognisable silhouette and was capable of driving further off-road than its competitors. If the new one failed to match up to expectations, it would be a disaster.
Well the new model – also called the ‘Defender’ – is in showrooms now and I can report that that justifiable bout of nerves paid off; the end result is nothing short of spectacular.
With lines evoking the model it replaces, the new Defender is nevertheless hugely distinctive in its own right; imposing and handsome, in a rugged kind of way.
It looks a little ‘cuboid’ compared to the old one, with a bluff front end, a great slab of a bonnet (perfect for sitting on during safaris or for spreading maps in remote deserts) and, compared to other Land Rover and Range Rover models, a fairly upright, almost workmanlike stance.
From the rear you’re also reminded of the old Defender; the square cabin section, the slightly bulging flanks, even more bulging wheel arches and – in a direct nod to the old Defender, little round tail lights and – of course – the spare wheel on the tailgate beneath a practical, large rear window.
As before, the new Defender comes in two basic body styles, the shorter three-door 90 and the five-door 110. Both have high ground clearance, very short overhangs making it easier to scramble up hills without digging in. The engine choices are a 2.0-litre diesel with either 197 bhp (the D200), or 237bhp diesel (D40), a 2.0 petrol with 296bhp (P300) and a 3.0-litre straight-six mild hybrid with 396 bhp (P400 MHEV). All use an eight-speed automatic gearbox. Later this year there will also be a plug-in hybrid version.
Climb up into the cabin – it feels nicely lofty – and there’s a definite change of mood compared to, say, the Discovery or Discovery Sport; it’s more functional but, inevitably, far posher and cossetting than that of the old Defender.
Fire it up and there’s a distinct, gruff, rumble to the D40 available on the launch. Ease the gearlevr into Drive, pull away and there’s a reassuring, instant response to the throttle too. It instantly feels ready for business.
Perhaps most surprising of all about the new Defender (given that we always knew it would work well off-road) is the superb way it drives on road. ‘Sporty’ might be a bit of a stretch – but only a bit. It is, after all, a large car. Nevertheless it feels beautifully glued to the road, roll in bends is very well controlled (you expect some, this high up) while its handling even on brisk, winding country roads is surprisingly reminiscent of a nicely balanced rear-wheel-drive car.
It is thoroughly engaging, in a way that a car this capable off-road has no right to be. It’s reasonably hushed too, on motorways; unlike the old Defender, it is a very fine cruiser indeed and families will like it for this.
Off road? Suffice to say, you’ll have to go a very long way indeed to find terrain that will defeat this one, with an endless array of electronic tricks up its sleeve. We’re well-accustomed to Land Rover’s Terrain Response systems (including settings for helping you up and down hill, over grass, gravel, mud ruts and sand) but they all appear to have been honed to near-perfection in this one.
Coupled with its impressive ground clearance, its battery of camera angles, relayed to the infotainment screen, for judging clearances, easy-going steering and finely-tuned suspension, it makes child’s play of even the toughest muddy climbs, dives and boggy marshes.
The 110 has air suspension as standard – very well it works too, on and off-road. If the Defender senses that it’s about to ground-out over particularly nasty lumps and bumps off-road, it automatically hoists itself up, for more ground clearance.
Settle in, and die-hard old-style Defender fans will be shocked at the level of comfort in the cabin – although it retains a pleasingly tough’. The seating position is spot-on (for this driver, at least). Everything looks very modern and practical and there are nice, big, functional buttons where required.
Passenger space in the back is very generous all-round and if owners want more carrying capacity, there’s an optional small jump-seat that fits in between the two front seat occupants. Very old-Defender. Two fold-down occasional seats can also be specified for the ‘boot’ but are best-suited to children.
Boot space is ample and – diehards note – the tailgate still opens sideways, not upwards. A nice touch – but it could prove tricky in confined city spaces.
Trim levels range through S, SE and HSE to X, but even the 110 S is reasonably-equipped, with body-coloured roof, LED headlights, heated windscreen, auto-dimming rear view mirror and so on. Top models drip with luxury items never undreamed of by old-style Defender owners, including but not limited to a 180-watt six-speaker sound system, 3D surround camera, wade sensing, cruise control and speed limiter and traffic sign recognition.
Londoners might choose the Urban design pack (one of four, in this case offering 22-inch wheels) while escapists can choose Explorer with its roof ladder, roof rack and anti-glare bonnet finish. Defender Hard Top versions are on the way too – aimed at those forestry and electricity board types who helped forge the Defender’s iconic reputation in the first place.
It’s all very Defender – but not as we know it.
Details: New Land Rover Defender
S 110 model tested: £52,110
Top speed: 117 mph
0-60mph: 8.7 seconds
Max bhp: 237
Max torque: 430/1,400rpm
WLTP CO2 emissions combined: 234 – 251
