Land Rover Defender News

An electric version of Land Rover's tough as nails Defender? Land Rover took the wraps off not one, but seven new Electric Defender models at the Geneva Motor Show.The research vehicle delivers zero emissions while retaining its tough, go-anywhere capability. The standard diesel engine and gearbox have been replaced by a 70kW, 330Nm electric motor paired with a 300-volt, lithium-ion battery that has a capacity of 27kWh giving a range of more than 80km.In typical, low speed off-road use the charge will last for up to eight hours before the battery needs recharging. The battery can be fully charged by a 7kW fast charger in four hours, or a portable 3kW charger in 10 hours.The electric vehicles retain the Defender's legendary four-wheel drive system and differential lock. Because the electric motor delivers maximum torque from the moment it starts, there's no need for gear shifting and the transmission comprises a single speed, 2.7:1 reduction gearbox combined with the existing Defender four-wheel drive system.A modified version of Land Rover's Terrain ResponseA System has also been incorporated. The vehicles were developed by Land Rover's Advanced Engineering Team following successful trials of the Defender-based electric vehicle, Leopard 1.The vehicles' capability has been tested in extreme and environmentally sensitive conditions, demonstrating capabilities not shared by conventional road-going EVs. Trials included pulling a 12-tonne 'road train' up a 13 percent gradient and wading to a depth of 800mm.The battery weighs 410kg and is mounted in the front of the Defender in place of the diesel engine. Kerb weight is 100kg more than a basic Defender 110 and ranges from 2055kg to 2162kg depending whether the body style is a pick-up, hard top or station wagon.All the major components in the electric powertrain including the battery, inverter and motor are air-cooled rather than liquid cooled, saving a considerable amount of weight and complexity and adding robustness. Regenerative braking has been optimised to such an extent that using Hill Descent Control, the motor can generate 30kW of electricity. Because the battery technology can be charged very quickly at a rate of up to twice its capacity of 54kW without reducing battery life, almost all of the regenerated energy can be recovered and stored. Up to 80 percent of the kinetic energy in the vehicle can be recovered in this way, depending on conditions."This project is acting as a rolling laboratory for Land Rover to assess electric vehicles, even in the most arduous all-terrain conditions."It gives us a chance to evolve and test some of the technologies that may one day be introduced into future Land Rover models," said Antony Harper, Jaguar Land Rover Head of Research.Although there are no plans for the all-terrain Electric Defender to enter series production, the seven EVs will go into service in specialist applications later this year. 

It's a concept car that breaks the mold for the off-road icon, as well as the name of the signature yellow paintwork - called Nervous Buzz - on the DC100 Sport.

This is a new Land Rover Defender, but not like anything that has won the badge in the past. Land Rover is reinventing and refining its down-and-dirty workhorse for the 21st century and the result goes public next week at the Frankfurt Motor Show - wearing a DC100 tag. It's officially just a concept car, but the real reason for the creation of DC100is to test the reaction from Land Rover tragics who would prefer the Defender stays as it is - forever. It's a similar approach to the Range Rover Evoque, which pioneered a new path into a city-first Land Rover for Mini-type buyers and was also previewed on the motor show stage to ensure buyers were happy to come along for the ride. The new look in DC100is much softer and organic than the slab-sided Defender original, which still looks as if it drove - alongside the first Jeep - away from the celebrations at the end of World War II. The DC100 promises to be just as tough and just as capable in off-road conditions, which is why Land Rover took it onto a muddy track at Eastnor Castle - its traditional off-road proving ground in Britain - for some pictures. The shots reveal a short-wheelbase, three-door body with a very boxy outline that is softened by a smooth nose and big flared guards covering the oversized alloy wheels. The nose and tail are both tucked in tight to minimise overhangs and there are style-driven mirrors mounted on stalks and tow hooks in the front end to give a tougher look. There is no news yet on powerplants for DC100, but it is likely to be a hybrid drive for motor show displays despite the overwhelming preference for basic diesels and manual gearboxes in the Defender. Land Rover admits it intends to break the mould on Defender in 2015 and, based on the look of the DC100, it is going for revolution over evolution.

The Land Rover Defender, the four-wheel drive with the least and the most, is the off-road icon that has stayed truest to its roots, and that means its renewal is one of the toughest challenges in world motoring. Land Rover chiefs must ensure they create a 'grandfather's axe', changing everything for the new world but keeping everything that has made the Defender so popular for generations of owners. "The difficulty we have is that we need to make the defender a lot more relevant to a lot more people. And appealing. But how much of Defender do you end up changing for it not to be a Defender?" asks Murray Dietsch, program chief at Land Rover in Britain. Fans of the Defender will see the future when Land Rover unveils a concept car at the Frankfurt Motor Show next month, but Dietsch - a transplanted Australian - is promising plenty. "It's not going to dilute what Defender stands for," he says. But, equally, Dietsch says the Defender must change with the times and become more relevant and eco-friendly. "A lot of people that like the Defender want to hard back to the 90. The liked the open top and a lifestyle vehicle. But you never want to be in a situation that you take that car and try to do something, and it doesn't do that for you. You cannot leave one little chink." Dietsch says the new Defender is intended for private buyers and small fleets, but doesn't rule out some sort of return to the military roles where it starred for generations. "One of the things we are looking at is our fleets and our miltiary contracts. It hasn't been a parimary consideration, but it's not excluded either. We're pretty much out of that business." Dietsch, who directs all future programs at Land Rover, says the company is also working on a range of new developments including hybrid vehicles. "We're working on them. But it's the priority of what's in the model cycle plan. We're doing a lot of work to reinvent ourselves," he says. "We're working on both diesel and petrol hybrids. It's market dependent. Does it give a return? The biggest market for hybridisation is the UK and European. "It's really about what makes business sense for Land Rover."

The ADF this week took delivery of nine G-Wagen models, which are part of a 1200-strong order placed in 1998.  The Austrian built G-Wagens will eventually replace the current fleet of British Land Rover Defender models currently used for cross country work.They are part of the Project Overlander program, under which 7000 field and land vehicles and trailers will be sourced between 2011 and 2018.  The ADF is yet to announce which medium and heavy vehicles it plans to purchase under the program.It has recently tested trucks from MAN, BAE Systems, Thales Australia, Oshkosh and Mercedes at its Townsville and Puckapunyal to select the most appropriate vehicle.  The Mercedes models on test included an armoured four-wheel drive and six-wheel drive versions of the Zetros and the armoured eight-wheel drive Actros.The nine Mercedes G-Wagens, which join two models that were handed over to the ADF in Austria late last year, will be tested thoroughly to check for any gremlins before full production of the fleet cranks up later this year.  Mercedes will supply the ADF with several different versions of the G-Wagen including a four-wheel drive wagon, a four-wheel drive cab-chassis, six-wheel drive single cab and six-wheel drive dual-cabs.As part of the ADF push to have more equipment sourced direct from the factory, Mercedes will also offer a armour kits for all vehicles.  Australian engineering company G.H Varley will fit out many of the vehicles with custom-made modules which will be detachable. These will allow the G-Wagens to be used for a range of tasks including the transfer of munitions, carry troops or be used as an ambulance.The ADF says using detachable modular unit design has evolved since World War II and allows for increased flexibility and reduces the need for purpose built vehicles that can only be used for limited duties.   The military G-Wagen models, made at the Magna Steyr plant in Graz, Austria, run can carry up to two tonnes and have a range of 600km to 800km.They run a 3.0-litre common rail V6 which complies with Euro 5 emission standards and has an average fuel consumption figure of 13.7 litres per 100km.  The ADF plans to fit the vehicles with electronic vehicle diagnostic systems to monitor the fleet and properly maintain it, a first within the Force.

To be eligible for 4WD Of The Year, a vehicle has to be completely new that year, or significantly revised. By 'significantly revised' we mean a major mechanical change like a new engine or drivetrain, or a new body. Styling, equipment or interior facelifts don't cut the mustard.To be eligible, the vehicle in question also has to have a full-size spare wheel either as standard, or available as an option. No full-size spare equals no start. On this count, the Peugeot 4007, Volvo XC60, Audi Q5 and Mitsubishi Outlander were all eliminated automatically.That left a number of other soft-roaders that do come with a full-size spare to consider. These included the Kia Sorento, Hyundai Santa Fe, Lexus RX350, Lexus RX400h and the Nissan Murano. The fact that so many new soft roaders didn't go down the space-saver route is good news but at the end of the day they are still soft roaders and with so many strong candidates among the ranks of the serious 4WDs, we couldn't warrant their inclusion.The new 'serious' 4WDs included the Prado 150 Series, the Land Rover Discovery 4, the Range Rover Sport and Vogue, the new Land Rover Defender variants, the ML Series Triton, and the revised Jeep Wrangler.   Further culling of the numbers saw the Wrangler and the Defender eliminated on the grounds that they are both variations on well-known themes while the Range Rover Vogue, with its new petrol 5.0-litre V8, was deemed to be too expensive in relation to the new Range Rover Sport with its new 3.0-litre TDV6.In the end it came down to the Discovery 4 with its new TDV6 engine (in SE spec), the Range Rover Sport with the same engine (only one spec level), the top-spec ML Triton as this is the only model with all the new features as standard, and the Prado in both petrol and diesel guise. To us, these five vehicles represented an extremely strong field … a classic Land Rover verses Toyota battle with the wildcard Triton thrown in.Find out which vehicle won in Australia’s leading offroad magazine, Overlander, on sale Wednesday Jan 27.

... has defied reports of its imminent demise and will be around for at least the next five years."We have plans in place to continue the Defender at least until 2014," says Murray Dietsch, Land Rover's product manager. "It is such an iconic model for us that there is absolutely no rush to see it off ... in fact there has been a considerable amount of strategy and planning invested in making certain it is around for as long as possible."Dietsch, an expatriate Aussie who worked on key engineering programs such as Territory for Ford Australia, says the steady demand for Defender is something he is constantly amazed at."Year in and year out we make and sell around 22,000 of them ... it is just a constant unchanging level of demand. The people who own Defenders are a very special group. They are not concerned with aesthetics or refreshes — they just love the cars as they are."The key to Defender's survival — and the likely architect of its eventual demise — is the increasingly stringent government regulations relating to emission levels and overall vehicle safety.The 2.4-litre diesel engine is currently Euro IV compliant and will also meet the Euro V regulations when they come into play in Europe in October. The crunch will come when the far more stringent Euro VI rules are enacted at the end of 2014."We can keep the engine compliant until the end of 2014 but that is when a whole lot of extra requirements start landing — and not just to do with emissions but general vehicle design and safety requirements such as airbags which require considerable investment."I really have no idea where we go then."Understanding why the Defender imbues such iron-clad loyalty amongst owners is difficult for an outsider. Since the launch of Series 1 in 1948 the boxy, no-nonsense workhorse has been unfailingly uncomfortable, cramped, functional and single-minded. Latte-sippers need not apply.Through four generations over 60 years the Land Rover Defender has sold almost 2,000,000 examples, won favour in 130 countries, fought for 60 military forces (sometimes on both sides), taken aid to the world's most desolate places and ensured explorers reached their destination and came home.A day bashing around Land Rover's legendary test and proving facility at Eastnor Castle in Herefordshire in a couple of 110s from the Land Rover Experience garage did nothing to diminish the impressions of capability — nor enhance those of any aspirations to comfort.Difficult mud and water terrain was dismissed as unworthy, the impossible became merely difficult.The functionality of the Defender's narrow, tall and boxy style something that has defied trends and the wind tunnel for all of its 60 years is only underscored as the cars slip through narrow overgrown path between trees that would turn aside many of the more luxurious off-roaders more favoured in polite society.However, evolution will not be denied and the bonnet now has what Land Rover, tongue firmly in cheek, refers to as a ‘power bulge’ to accommodate the taller Ford Transit-sourced 2.4-litre common rail turbo diesel (90kW and 360Nm) with high-mounted alternator and air intake.Also a victim of progress in the last update were the iconic airflaps under the windscreen — made redundant, says Land Rover, by an airconditioning unit that heats higher and cools lower with 40 per cent better efficiency.The door seals are still from a simpler time, something noticed as soon as the water crossings became deeper than the sills: water flowed in and water flowed out. It just seemed appropriate, somehow.Land Rover DefenderPrice: 110 wagon $48,990; 130 crew cab $50,990Engine: 2.4L/4-cylinder turbo diesel, 90kW/360NmTransmission: 6-speed manual; constant AWD dual-range with lockable centre differentialEconomy: 11L/100km (110), 11.1L/100km (130) 

Despite a depressed vehicle market and the entrenched dominance of Japanese off-roaders, Land Rover Australia has delivered a vote of confidence in its trusty off-roader by broadening its Defender range from two models to eight.The 2010 model lineup now includes five 110 wheelbase (for 110-inch) and three 130 wheelbase models, specifically targeting serious off-road users and commercial buyers with its heavy duty 4x4 ute and cab-chassis models.Land Rover Australian spokesman, Guido Schenken, says there is strong interest from rural, mining and tradies for more Defender variants."Particularly with the potential heavy duty carrying capacity," he says.Prices kick off at $45,990 for the Defender 110 hard top and single cab chassis, rising to $53,490 for the 130 crew cab high capacity pick up (HCPU).The $48,990 four-door 110 station wagon, identified by its safari-style windows in the roof, is responsible for delivering a modest sales spike for Land Rover over the past 18 months and wagon sales have grown 4.5 per cent this year.The wagon, which has an optional $2000 seven-seat capacity, is now joined by the 110 four-door crew cab pickup. Both have air-conditioning, traction control, alloys, locking wheel nuts and electric front windows. A new two-door 110 hard top is based on the station wagon and gets a single CD player, air conditioning and electric front windows.Visually it also has a black grille, wheelarches and headlight surrounds, white steel wheels and roof. It also has rear sliding rear windows.Also new is the 110 single cab chassis, which has the same specification as the hard top, as well as the 110 single cab high capacity pick up (HCPU), which gets a rear canopy.The 130 crew cab chassis carries over unchanged but is now joined by the 130 single cab chassis and 130 crew cab HCPU fitted with a well side body and canopy.The 130 single cab chassis is fitted with heavy duty suspension and extended tray that can carry 1500kg with a GVM of 3500kg.Schenken has also not ruled out a return of the short-wheelbase Defender 90, which was available out of South Africa a few years ago. "We're continually looking at it," Schenken says.All 2010 Defenders are powered by a 2.4-litre 16-valve common-rail four-cylinder turbo diesel shared with the Ford Transit. The engine develops 90kW at 2200 revs and 360Nm at 2000 revs.All models get a permanent dual-range four-wheel drive system with locking centre differential.The Defender dates back to 1948 when the Series I was launch. Almost 1.9 million have been sold globally in more than 100 countries. 

Of all the brands, Land Rover's performance has defied the odds.As the year winds down with plenty of its rivals seeing red ink, Land Rover sales are up almost 20 per cent over last year, largely on the back of the return of the Defender crew cab and wagon.The volume-selling Discovery and Range Rover Sport have also done their bit.Land Rover Australia product manager, Brett Lewis-Driver, says the Defender's success comes from a loyal customer base."There are a lot of repeat buyers but also a little bit of conquest from other brands there," he says."Defender also does tend to do quite well in a launch year."The company expects to end the year with about 4500 sales, which will be up 1000 over 2007.Going into 2009 though, Lewis-Driver, is more cautious."Because of the downturn in the overall market we are not alone in thinking things will be a bit quieter," he says.He sees the next 12 months as a time of consolidation.But to help entice showroom traffic Land Rover has just launched a refreshed Discovery, Range Rover Sport and range-topping Range Rover, each with more equipment and mild facelifts.The Discovery gets a cleaner looking body-coloured front bumper as well as revised rear bumper, tungsten coloured side vents, new alloys and rear clear-lens indicators, Inside there are some trims changes.The TDV6 S gains air suspension and terrain response and leather seats have now been made an option.The SE gets Hi-ICE as standard, six-disc CD changer, 8 speaker Harmon Kardon speaks and steering wheel controls.The range topping HSE gets Premium ICE with 13 Harmon Kardon speakers and Logic 7 sound system.Prices remain largely unchanged, starting at $66,490 for the SE V6 and topping out at $92,990 for the HSV V8.The Range Rover Sport also gets some mild exterior tweaks, new alloys and three new colours.At the top-end of the Land Rover spectrum is the Range Rover Vogue Autobiography.The Autobiography adds another level of luxury with leather dashboard, doors, seats and centre console as well as leather-bound floor mats.The lavish attention to detail continues with acoustic and climate glass.The acoustic glass reduces cabin noise, while the sun-reflective climate glass reduces heat build-up.Outside the Autobiography has new 20-inch diamond-turned twin-seven-spoke alloys.Both the TDV8 and Supercharged petrol models have diamond mesh grille and side vents, black and silver badging and stainless steel detailing on the pedals.Range Rover Vogue prices start at $153,400 for the TDV8, with the Supercharged Autobiography costing $212,700. 

The Range Rover Vogue, flagship of the Land Rover fleet, glides into El Questro trailing red dust and miles of memories. Memories of dust hovering in billowing clouds, of stones flicking up and spitting sideways as Goodyear Wranglers pounded down the Gibb River Road.Our convoy of eight Land Rovers is heading to a well-earned break at the Kimberley resort.The Range Rover Vogue and Sport, the Freelander, three Discoverys, Defender wagon and ute have been comfortable, reliable and capable on this long, dry run from the Alice up through the Tanami Desert.Through corrugations and bulldust, chill desert mornings and gold-red sunsets, the Land Rovers have run easy through a rugged and remote piece of the continent.At the end of the trek, as we head for our first shower in five days, there are few more suitable — and suited — vehicles than a Vogue to roll into the greens of the El Questro oasis.Here, in this stunning part of Western Australia, gateway to a land of geographical treasures, the Vogue and all its comforts and conveniences makes a driver feel extra-special.Inside is soft and quiet, apart from unintelligible Olympic commentators fading in and out on the radio. The Vogue ignores rough, nasty patches of ancient landscape passing beneath.Its mighty turbocharged diesel V8 powers on, its six-speed sequential transmission slurring through the changes, rounding up 50m roadtrains or pushing on through the talcum-soft bog of bulldust.This year, the Range Rover Vogue has benefited from minor changes including a four-zone air conditioning option and Bluetooth connectivity.But the basics remain the same in a majestic off-road machine that sails through this wild country with supreme comfort.The Vogue and its Land Rover mates have crossed the Simpson Desert from Birdsville, then on to Alice Springs. The next leg — Alice to El Questro — was a further 1700km.During this epic drive to mark Land Rover's 60th anniversary, there has not been a single drama aside from the odd flat tyre.And, thanks to the attention paid to build quality under BMW and Ford's ownership of the famous British brand, the fleet is pleasantly free of rattles and loose bits.All of them prove to be great touring and rough-track machines on this run across Australia (despite outback tales of certain Japanese makes being the only means of travel out here).The Vogue is — surprise, surprise — the pick of the Land Rover bunch: elegant and effortless.The Range Rover Sport is very good but, for desert tours, the Discovery wagon is probably a better bet. The Sport is quite capable but with a bias towards on-road handling, while the Discovery sits on a longer wheelbase.If the Vogue is the flagship of the fleet, the acclaimed Discovery is the battleship and the Defender the minesweeper: a tough wagon to send out if the going turns really gnarly and some forward scouting is needed. This square-jawed, 2.4-litre machine is hard to stop, and dings and scratches will only enhance its character.Where the Defender loses out is in cabin ergonomics, ride comfort and noise levels on rough, corrugated roads.The wagon, priced from $48,990, is acceptable if the sweet spot can be found — up the Tanami Track, that was around 90 km/h.That leaves the surprise packet of the convoy, the Freelander. This is the patrol boat, quick and game for anything.Unlike the Range Rover or the Discovery, the Freelander has no low-range gearing or suspension height adjustment (the bigger wagons have air suspension that adjusts the ride height according to the terrain).But the diesel Freelander, with its six-speed transmission and clever four-wheel-drive system, is forever willing to tackle both high-speed runs down dirt roads or off-road crawls.Like its bigger mates, the Freelander has Land Rover's All Terrain System, which sets engine and transmission parameters to suit the work involved — more torque and lower gearing for rocks, more power and quicker changes for sand.On all Land Rovers (aside from the Defender) this system is best proved by setting the centre console dial to the wrong spot.Try to slip through sand and mud with the rocky road setting, and the vehicle bogs down. Try to climb a rock-strewn hill with the sand setting, and it bounces around with too much ground speed.The system does help the Freelander (from $49,990 in petrol form, $52,490 for the diesel) get further than may be imagined; this is arguably the best of the premium compact SUVs for combining good road manners and some rough paddock ability with a fair degree of comfort.It's also a fun machine on a soft dirt road, stability control turned down to allow more tail slides, driver's arms crossed in rally style.All the while, the Freelander's 2.2-litre diesel is returning better than 10 litres per 100km through the scrub. The big Vogue can achieve close on 10 litres on a run down the track, out to a reasonable 13 litres when it's needed to work harder down a bush track.These machines allowed a disparate group of travellers to explore some of Australia's most desolate country, then the magnificent Kimberleys.There are many vehicles capable of such a trip, but this fleet of Land Rovers added extra style and comfort to the journey.For, despite some hiccups over the past 60 years, the British maker (now owned by India's Tata) has been doing it with a passion for the brand and the adventure — characteristics not always seen among the Johnny-come-latelys of the four-wheel-drive business.