Defender 90
The Land Rover Defender (initially called the Land Rover
Ninety and Land Rover One Ten) is a British four-wheel-drive off-road utility
vehicle developed from the original Land Rover Series launched in 1948. In Oct
2013 Land Rover announced that production would end in Dec 2015, after a
continuous run of 67 years.
Name and badge distinctions
The model was introduced in 1983 as the Land Rover Ninety
and the Land Rover One Ten, with the numbers representing the wheelbase in
inches. The number was spelled in full in advertising and in handbooks and
manuals, and the vehicles also carried badges above the radiator grille which
read "Land Rover 90" or "Land Rover 110", with the number
rendered numerically. The Ninety and One Ten replaced the earlier Land Rover
Series, and at the time of launch, the only other Land Rover model in
production was the Range Rover.
In 1989, a third model was brought out by Land Rover to be
produced in parallel with the other two: the Land Rover Discovery. To avoid
possible confusion, from 1991 the Ninety and the One Ten were renamed the
Defender 90 and Defender 110. These carried front badges that say "Defender",
with a badge on the rear of the vehicle saying "Defender 90" or
"Defender 110". The current model, from 2007, still has the space
above the radiator for the badge, but this is simply blank, and they have
"Land Rover" spelled across the leading edge of the bonnet in raised
individual letters. At the rear is a new '"Defender" badge with an
underlining "swoosh". On these current models there are no badges
defining the wheelbase model of the vehicle.
The 127-inch (3,226 mm) wheelbase Land Rover 127 available
from 1985 was always marketed with the name rendered numerically. Following the
adoption of the Defender name, it became the Defender 130, although the
wheelbase remained unchanged.
North American Specification (NAS) Defenders sold between
1993 and 1997 said only "Land Rover" with no "90" or
"110" numeric designation.
Land Rover Ninety and One Ten.
Production of the model now known as the Defender began in
1983 as the Land Rover One Ten, a name which reflected the 110-inch (2,800 mm)
length of the wheelbase. The Land Rover Ninety, with 93-inch (2,362 mm)
wheelbase, and Land Rover 127, with 127-inch (3,226 mm) wheelbase, soon
followed.[2]
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. Initially the Land Rover was also available with a part-time
4WD system familiar to all derivatives produced since 1949, demonstrating Land
Rover's nervousness for technological development. The part-time system failed
to sell and was quickly dropped from the options list by 1984. While the engine
and other body panels carried over from the Series III, mechanically the Ninety
and One Ten were modernized, including:
Coil springs, offering a more comfortable ride and improved
axle articulation
A permanent four-wheel-drive system derived from the Range
Rover, featuring a two-speed transfer gearbox with a lockable centre
differential
A modernised interior
A taller one-piece windscreen
A new series of progressively more powerful and more modern
engines
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 (153 cu in), 68 horsepower (51 kW)
diesel engine was introduced. This was based on the earlier 2.3-litre (140 cu
in) engine, but had a more modern fuel-injection system as well as increased
capacity. A low compression version of the 3.5-litre (214 cu in) V8 Range Rover
engine transformed performance. It was initially available in the One Ten with
a four-speed transmission with integral transfer case, then later in
conjunction with a high strength 'Santana' five-speed transmission.
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 the introduction of
new options, such as radio/cassette players, styled wheel options, headlamp
wash/wipe systems, as well as accessories such as surfboard carriers and bike
racks. The switch from leaf spring to coil spring suspension added to the new
models' success. It offered improved off-road ability and load capacity for
traditional commercial users, whilst the improved handling and ride comfort.
The 127 (and 130)
From 1983 Land Rover introduced a third wheelbase to its
utility line-up, a 127-inch (3,226 mm) twin-axle vehicle designed to
accommodate larger, heavier loads than the One Ten. Called the Land Rover 127,
it was designed specifically with use by utility and electrical companies in
mind, as well as military usage.[2] In its standard form it is a four-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 a 1.4 tonnes (1.4 long tons; 1.5 short tons) payload,
compared to the 1.03 tonnes (1.01 long tons; 1.14 short tons) payload of the
One Ten and the 0.6 tonnes (0.59 long ton; 0.66 short ton) of the Ninety.
127s were built on a special production line, and all
started life as One Ten Station Wagon chassis (the model was initially marketed
as the One Ten Crew Cab, before the more logical 127 name was adopted). These
were then cut in two and the 17 inches (432 mm) 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 assembly plant 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 petrol V8 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 hp (100 kW) 3.5-litre V8 petrol, and the 85 hp
(63 kW) 2.5-litre Diesel Turbo.
Engine development[edit]
The original One Ten of 1983 was available with the same
engine line-up as the Series III vehicles it replaced, namely 2.25-litre (137
cu in) petrol and diesel engines, and a 3.5-litre (210 cu in) V8 petrol unit,
although a small number of 3.2-litre (200 cu in) V8s were produced. In 1981 the
2.25 l engines were 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, displacing 2,495
cubic centimetres (152.3 cu in) and producing 68 hp (51 kW), 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, 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 hp (62 kW) 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
hp (85 kW) 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 five-speed manual gearbox.
1986 saw an improvements in engines to match the more
advanced offerings by Japanese competitors. The "Diesel Turbo" engine
was introduced, 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.[2] Similarly, an 8-blade cooling
fan was fitted, together with an oil cooler. The 2.5 diesel, 2.5 petrol and
Diesel Turbo engines all shared the same block castings and other components
such as valvegear and cooling system parts, allowing them to be built on the
same production line. The Diesel Turbo produced 85 hp (63 kW), a 13% increase
over the naturally aspirated unit, and a 31.5% increase in torque to 150 lb·ft
(203 N·m) at 1800 rpm. Externally, turbodiesel vehicles differed from other
models only by having an air intake grille in the left-hand wing to supply cool
air to the turbo. The engine was adopted as the standard engine for UK and
European markets. Early turbodiesel engines gained a reputation for poor
reliability, with major failures to the bottom-end and cracked pistons. A
revised block and improved big end bearings were introduced in 1988, and a
re-designed breather system in 1989. These largely solved the engine's problems,
but it remains (like many early turbodiesels) prone to failure if maintenance
is neglected.
At the same time that the Diesel Turbo was introduced, the
V8 engine was upgraded. Power was increased to 134 hp (100 kW), and SU
carburettors replaced the Zenith models used on earlier V8s.
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, 1980–1981). 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
to 1990. The Special Projects division also handled specialised military
contracts, such as the building of a fleet of 127-inch (3,226 mm) 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.[2] 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. It
retained the block, crankshaft, main bearings, cambelt system, and other
ancillaries as the Diesel Turbo. The breather system included an oil separator
filter to remove oil from the air in the system, thus finally solving the
Diesel Turbo's main weakness of re-breathing its own sump oil. The 200Tdi as
the new engine was called produced 107 hp (80 kW) and 195 lb·ft (264 N·m) of
torque, which was nearly a 25% improvement on the engine it replaced (although
as installed in the Defender the engine was de-tuned slightly from its original
Discovery 111 hp (83 kW) specification due to changes associated with the turbo
position and exhaust routing).[2]
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.
Although the 200Tdi had been a big step forward, it had been essentially a
reworking of the old turbocharged diesel to accept a direct injection system.
In contrast the 300Tdi was virtually new, despite the same capacity, and both
the Defender and the Discovery had engines in the same state of tune, 111 bhp
(83 kW), 195 lbf·ft (264 N·m).
Throughout the 1990s the vehicle attempted to climb more and
more upmarket, while remaining true to its working roots. This trend 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.
A new variant was the Defender 111 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 vehicle finally reached production.
Land Rover South Africa offered a unique Defender during the
period the group was owned by BMW. Between 1997 and 2000, the Defender 90 and
110 were offered with a BMW petrol engine alongside the normal Tdi engine. The
engine was the BMW M52 2800 cc, straight-six, 24-valve engine as found in the
BMW 328i, 528i, 728i and the Z3. Power and torque output for this engine was
142 kW (190 hp) @ 5500 rpm and 280 N·m (207 lb·ft) @ 3500 rpm. This option was
offered due to a demand for a petrol-driven alternative to the diesel engine
after production of the V8 Defender had ended. The vehicles were built at
Rosslyn outside Pretoria. Total production for the 2.8i was 632 Defender 90s
and 410 Defender 110s. Early models were not speed-restricted, but later models
were limited to 160 km/h.
Td5 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 122 hp (91 kW) @ 4850 rpm, 11 hp (8 kW) more than the Tdi, with
improved refinement. Traditionalists were critical of the electronic systems
deployed throughout the vehicle, but concerns that these would fail when used
in extreme conditions proved unfounded.
For the 2002 Model Year further refinements were made to the
Td5 engine to help it achieve ever-more stringent emission regulations. The
"XS" Station Wagon was introduced in 2002 as a top-specification
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 & Traction Control and
part-leather seats. At the same time other detail improvements were made
including a dash centre console, improved instrument illumination and the
availability of front electric windows for the first time on a Defender. The
design faults of the two-piece rear station wagon door were finally eradicated
with a one-piece door featuring a rubber weather sealing strip for the rear
window.
2007 model
From Spring 2007 a series of 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 (AKA the puma engine), built in
their factory in Dagenham, making the Td5 the last Land Rover engine to be
built in-house at Solihull. 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 has been adapted for
use in wet, dusty conditions and to maintain lubrication at extreme angles in
off-road use. The power level remains the same at 122 hp (91 kW), but with a
lower power peak speed for towing and better acceleration. Torque output rose
from 221 lb·ft (300 N·m) to 265 lb·ft (359 N·m) due to the fitting of a
variable-geometry turbocharger. This produces a wider spread of torque than the
Td5, from 1500 rpm to 2000 rpm. The engine is mated to a new six-speed gearbox.
First 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 fascia
and different instrumentation. Instruments came from the Discovery 3, and some
of the centre panels come from the Ford Transit. Some steering column
switchgear was carried over from the previous interior. A new
heater/ventilation system 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 four-seater vehicle (reduced from six or seven), and the
Defender 110 Station Wagon a seven-seater (reduced from nine). This brought the
Defender in line with its competitors which have generally used this layout for
many years. A new bodystyle was introduced on the 110 Station Wagon chassis- the
'Utility'. This was a five-door Station Wagon body but with the rearmost seats
removed and the rear side panels left without windows, producing a 5-seater
vehicle with a secure, weatherproof load space.
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 previous Land Rover utility models
since the 1950s. Whilst the flaps have been deleted, the bulkhead pressing
remains the same, so the outlines of where the flaps would be are still
present.
At the other extreme, basic models are available for
commercial users, such as emergency services. The models are sold in over 140
countries. A range of special conversions are available that include hydraulic
platforms, fire engines, mobile workshops, ambulances, and breakdown recovery
trucks. The 130 remains available with the 6-seater HCPU bodystyle as standard.
2012 updates[edit]
In August 2011, Land Rover announced an update of the
Defender for the 2012 model year.[4] By this time Land Rover had publically
acknowledged that it was working on a project to produce an all-new replacement
for the Defender. This would lead to the unveiling of the first DC100 concept
vehicle in September that year. While emissions and safety regulations have
threatened the Defender since the early 2000s, these had either been avoided
through 'grandfather rights', or Land Rover had found ways to modify the
vehicle to economically meet the new requirements. However safety regulations
due for introduction in 2015 requiring minimum pedestrian safety standards and
the fitment of airbags to commercial vehicles cannot be met without a wholesale
redesign of the Defender.
The main change for the 2012 models was the installation of
a different engine from the Ford Duratorq engine range. The 2.4-litre engine
introduced in 2007 was not capable of meeting the upcoming Euro V Emissions
Standards and so was replaced with the ZSD-422 engine, essentially a 2.2-litre
variant of the same engine. Although smaller than the existing unit the power
and torque outputs remained unchanged and the same six-speed gearbox was used
as well.[4] The engine included a Diesel particulate filter for the first time
on a Defender. The only other change was the reintroduction of the soft top
body style to the general market. This had been a popular option for the Land
Rover Series but by the introduction of the Defender had been relegated to
special order and military buyers only. Land Rover stated that the option was
being brought back due to 'customer feedback
Export and foreign-built versions
Defender in Australia
In the 1980s the Australian Army ordered Defenders made to
their own specification, called the Land Rover Perentie, some of which were 6x6
drive. Six wheel drive Perenties were fitted with a turbocharged 3.9L Isuzu
diesel engine (4BD1-T), while the 4x4 versions were powered by the naturally
aspirated variant (4BD1). The Army modifications were made at the Jaguar Rover
Australia (JRA) facility at Moorebank, NSW. JRA also modified vehicles for the
civilian market, and the Isuzu 4BD1 engine was available as an option between
1981 and 1990, alongside the 3.5L Rover V8. All 110 cab chassis Defenders sold
in Australia during this time had a wheelbase of 120 inches in order to
accommodate an 8 ft x 6 ft tray. A small number of 6x6 cab chassis Defenders
were also made by JRA during this time.
Whilst the Defender has been in use in the Australian
military for many years, as a consumer product it has lagged far behind 4x4
work vehicle offerings from Toyota and Nissan in popularity. Mid 2009 Land
Rover expanded the model range to include 110 and 130 Cab-Chassis, Panel Van
and High Capacity Pick-up versions and late in the year announced the
re-introduction of the 90 station wagon model for sale from early 2010.
The Defender has proven to be vulnerable to land mines and
improvised explosive devices, and the Army's new specification calls for
optional armour. The Army Perenties are being replaced with unarmoured Mercedes
G-Wagens.[6]
"Land Rover vehicles built for the ADF under the
Perentie (1984-92) and Bushranger contracts (1992-98) were specially designed
4x4 and 6x6 vehicles built at either Moorebank (Perentie) or Adelaide
(Bushranger) and had different power units and transmission systems to the
Solihull-built, Defender-based Land Rover 110 vehicles now commissioned. George
Fowler, LRA engineering, who is responsible for the development of this latest
production-based Land Rover 110, said the order for the new TD5 Defender was a
breakthrough for LRA in the ADF vehicle procurement program.
"The ADF has decided to use a production vehicle which
is designed for a ten-year period of service. This decision recognises the
increased levels of reliability and durability of a Solihull-production
Defender 110, with the new Td5 power unit.
"George Fowler and his team of engineers developed a
concept vehicle, based on a production Land Rover 110, that was similar to
existing Perentie and Bushranger Land Rover 4x4 vehicles in terms of driver
control layout and ancillary equipment.
Defender in the USA
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 525 Defender 110 County Station Wagons: 500 to the United States and
25 to Canada. They were fitted with the 3.9-litre V8 petrol engine and
five-speed manual transmission. All of the vehicles were white (except one
specifically painted black for Ralph Lauren). They sported full external
roll-cages and larger side-indicator and tail-lights. All were equipped with
the factory-fitted air conditioning system.
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 four-speed automatic transmission. In 1998,
regulations changed to require the fitting of airbags for both front seat
passengers in all vehicles, as well as side door impact requirements. 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 then newly launched Freelander.
Military Defenders
Land Rover Defender vehicles have been used by many of the
world's military forces, 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 vehicles to be more capable and better 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 known to the British Army as
Land Rover Wolves. Usually 110-inch (2,794 mm) Soft or Hard Tops, they 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.
Land Rover offered its "Core" military Defenders
with the 300Tdi engine rather than the more powerful but more complicated Td5
engine offered in civilian vehicles. The 300 Tdi Defender went into service in
the "Green Fleet" from 1998. 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. Trials with the Td5 engine proved it to be
reliable in battlefield conditions. However, initially 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 resistant to the
Electromagnetic Pulse (EMP) generated by a nuclear weapon.
However, following successful trials by the Australian
Defence Force of the TD5 Landrover, the British MOD purchased a small fleet of
TD5 Landrover Defender 110's for its "Green Fleet" between 2000 and
2002. These were specially converted for the MOD by Landrover Specialist
Vehicles. They were plated with UK Military Registration Plates and painted IRR
Green. Most of these vehicles were deployed in the Falklands as troop carriers
and communications vehicles for use by the Royal Marines and UK Special Forces.
A small number of TD5 Defender 110 were also ordered for the Royal Navy. These
were painted Navy Blue and deployed to the Falklands. Of these Royal Navy
vehicles a few were later re-painted IRR Green and re-assigned to Royal Marines
and SBS use. The more powerful TD5 engine, which was capable of being re-mapped
up to around 200 Bhp was ideally suited to the rugged terrain of the Falklands
and for towing trailers. The majority of these Falkland vehicles were sold off
to Military Motors Ltd by the MOD in 2013. The troop carriers had eight
passenger seats in the rear and two rear side windows each side for extra
visibility. Visually, these UK Military Troop Carrier TD5 Defenders looked
similar to the ones used by the Australian Defence Force except that the UK
ones were just plain IRR Green.
The British police have used Land Rovers (including the
Defender) in their service for many years, they are supplied with the entire
range from Land Rover itself.
In 2004 a fleet of 12 Long wheelbase 110 Td5 Land Rovers
were produced for the central German Government, varying between 110 Vans, 110
Hi-capacity pick-ups and 110 Station wagons. The German Government did not
renew the supply contract after 2006 instead turning to Mercedes for their
logistics fleet.
Vehicles produced for the German Government order were
produced in metallic grey with white roofs. The electrical installation on
these vehicles was a special order and kept "luxury" fittings and
fixtures to a bare minimum. Four FFR equipped vehicles were produced to
facilitate the VHF radios in service at that time with the German Government
and Police authorities. Following the change-over to the Mercedes contract, the
German Central Government sold their Td5 fleet.
With 300Tdi production stopping in 2006, Land Rover set up
production of a military version of the 4-cylinder Ford Duratorq engine that is
also used as a replacement for the Td5 in civilian vehicles.
The British Army's Land Rovers have been the subject of
criticism following recent operations in Iraq and Afghanistan. The majority of
British Service Land Rovers carry no armour-plating and the composite armoured
SNATCH Land Rover (originally designed to withstand small arms fire and
hand-launched projectiles as experienced in Northern Ireland) 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 similar to the now disused Land Rover 101 Forward
Control, given that the current Land Rover design is also reaching its weight
limits due to the increasing amounts of communications and weapons gear used by
modern patrol forces.
Special editions
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.
50th Anniversary Defender
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 department), 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 190 hp
(140 kW) 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. For the UK and Europe 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. In total 1071 50th Anniversary
Defenders were built; 385 for the UK home market, the rest for Japan, Europe
and Middle East.
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. The Defender actually used in the film (now on
display at the Motor Heritage Centre, Gaydon) was actually a highly modified
110 High Capacity Pick Up with a specially fitted and tuned V8 petrol engine
and a non-standard interior.
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 1999 X-Tech was
aimed at the commercial market, being a metallic silver 90 Hard Top fitted with
County-style seats, alloy wheels and Alpine window lights. The second model
year edition in 2003 was better equipped with wing protector plates and air
conditioning.
There have also been various special editions of the
Defender created by the company's overseas operations for sale in their specific
markets such as the 'Sahara' edition and '55th Anniversary' Defender 90s sold
in France- the former being a basic-spec Station Wagon painted in a sand-like
tan colour and supplied with special decals and the latter being a Station
Wagon fitted with numerous luxury options and special badges in the mould of
the factory-built 50th editions. Sometimes individual Land Rover dealers have
created limited editions of vehicles to suite their markets. A dealer in
Scotland created the 'Braemar' edition of 25 vehicles to appeal to local
agricultural and forestry buyers, being a 90 Hard Top supplied ready fitted
with a winch, off-road tyres, spotlamps and worklamps, underbody protection and
chequer plate.
2008 saw Land Rover's 60th anniversary, for which a new
series of special edition Defenders were produced. Branded the 'SVX', three
models were built. All were painted black with 'satin' effect body graphics on
the vehicles sides and bonnet carrying the '60th' logo used throughout 2008 at
various special events and on anniversary merchandise. Bespoke 5-spoke alloy
wheels were used and a new silver-coloured front grille design was used. This
also incorporated a new design of headlamp with the sidelight lamp being
integral with the main headlamp unit, allowing the space previously used for
the separate sidelight to be used to fit a pair of high-intensity driving
lamps. Inside the SVX models gained Recaro bucket seats in the front row, alloy
gearlever knobs and a Garmin GPS navigation system. The drivetrain was the
standard 2.4-litre diesel and six-speed manual permanent four-wheel-drive
transmission. The SVX edition was available as a 110 Station Wagon (only
available outside the UK), a 90 Station Wagon and a brand-new design of 90 Soft
Top- the first time a Soft Top model had been available through showrooms in
the UK since 1992. SVX Soft Tops had only the two front seats- the rear load
bay being used to accommodate the spare wheel and a lockable storage box. A new
design of hood was used, sloping down towards the rear over a jointed folding
frame, unlike the standard square-framed hood used on other Soft Top Land
Rovers.
Replacing the Defender with a new model has been in the
planning stages for many years. The current Defender has been in production
since 1991. It has not met U.S. safety requirements since 1998 and since then
Land Rover has been offering U.S. buyers the more luxurious LR2 (Freelander)
and LR4 (Discovery) instead. Total replacement will be needed by 2015, when new
European regulations regarding crash safety for pedestrians will render the current
design obsolete.[citation needed]