The brilliant modern-day rebirth of an off-roading icon will introduce a whole new generation to the Defender name. 

Upper Large SUVs are the Swiss Army knives of four-wheel drives. They must be comfortable and spacious, capable on-road, practical and well-equipped. That list of expectations satisfies one type of buyer. 

But then there’s a completely different buyer who expects them to be able to tackle any off-road track, tow with competence and efficiency, and be the ultimate outback touring vehicle.

This duality of purpose makes Upper Large SUVs the vehicles with the biggest breadth of capability on the Australian new car market. So it takes an accomplished machine to win the Drive Car of the Year Best Upper Large SUV award.

That’s exactly what the reborn Land Rover Defender is: one of the most accomplished and capable vehicles on sale in Australia today.

We’ve clocked tens of thousands of kilometres testing variations of the new Land Rover Defender on-road and off, and every time we get behind the wheel it impresses us with its consummate blend of quality, refinement and ability.

For most of us, the first time we drive a Defender will be on a sealed road, and you’d scarcely believe that a four-wheel drive of this quality around town would be as capable as it is off-road.

Of course, that’s part of the Land Rover brief. It had to be capable of both roles, without compromise. Even in standard trim, a Land Rover Defender will go a very long way off-road no matter how skilled the driver.

The styling nails the brief. The cabin is exceptional in both its design and execution, and the driving experience from behind the wheel is typically Land Rover. That is, a high seating position, excellent visibility, and powerful, effortless performance.

Between petrol and diesel, short and long wheelbase, there’s a Defender to suit almost any application, whether you intend to cross the continent or simply run around town.

Defender’s pricing spectrum sits it within the range of the Toyota LandCruiser, too, although neither can compete with the Nissan Patrol for outright value stakes. Still, even an entry-level Defender with steel wheels doesn’t feel like a cheap and cheerful proposition.

The ace up the Defender’s sleeve is the sense of luxury and quality it delivers for the driver. We followed the research and development journey for this new model from the beginning, and got the sense that the design and engineering teams knew exactly how serious the job was.

The judges unanimously noted the way the Defender transitions from on-road to off-road without raising a sweat and is capable of tackling anything that you throw at it.

In every sense, the Defender is the quintessential Land Rover – stylish, beautiful to drive on-road, incredibly capable off-road, and just as comfortable in the valet parking at a hideously expensive hotel as it is crossing the Simpson.

_{^{Article Credit: Trent Nikolic
Full Articles: https://www.drive.com.au/news/land-rover-defender-wins-2022-drive-car-of-the-year-best-upper-large-suv/}}

Paint it yellow, and the back half of this 1993 Defender 110 might give you some serious American school bus vibes. Jokes aside, if you’re in the market for a fair priced Land Rover from 29 years ago, then you might just have an opportunity here. This one’s pretty.

Right from the get-go you should know this Defender is not one that sat in a pretty place for all its life. The odometer is showing approximately 75,000 miles (121,000 kilometers), which means it has seen its fair share of the land. After all, that’s why it was made. But this car’s story is the one that captured our interest. It was brought from Poland! It landed on U.S. soil in 2019, was sold in 2021, and the current owner wants a new home for it.

As it seldom is with old cars, people worry about the quality of the service done before and the current state of the vehicle. Fortunately, this owner took proper care of his Defender 110 before putting it up for sale. They replaced a lot of parts like the center muffler or the engine mounts and made sure the dual-range transfer case and the locking center differential were working accordingly. Down below, you’ll even find a cold start video.

This Land Rover was repainted in black and now looks almost like brand new, apart from some tiny flaws. The presence of rust has been noted on the passenger doors and on the driver’s side windshield bracket. You’ll also be happy to know it comes with spare parts, so you won’t have to worry for a while about getting what’s needed. Still, it might need some attention.

Looks continue to impress when you get inside, as the seats have been reupholstered with a very British-like brown leather that presents itself with a delightful quilted aspect. It’s no doubt now that this Defender looks good, even though it didn’t have an easy life. As the seller confirms on BaT, the Carfax report is clean, and the entire service history is available.

Some passionate owners or connoisseurs of the brand might have noticed that the Land Rover badges should be replaced because they’re not correct neither in size nor shape. Mudflaps should also be repositioned. Clearly, it needs some attention. That’s not a dealbreaker, though. These tiny errors can be corrected without much effort.

This version of the Land Rover Defender was initially known as the Land Rover 110 (read as One Ten). It got its current designation at the beginning of the ’90s. As was the case with 4x4s back in the day, this one also drew inspiration from the Willys Jeep that transformed and improved military mobility during World War II. The British, however, added a couple of features that molded this car into a legend. They made it friendlier, easier to live with it, and gave it off-road capabilities that not even today are easily matched by competitors. The electronics might fail sometimes, but the engine, the transmission, and the structural integrity won’t leave you stranded.

It’s no wonder that a vehicle with the Land Rover badge can quickly become an international star. The name is simply one that inspires by its own virtue. This carmaker helps its customers roam the land, not just drive on the road.

There are six days left. The current bid is just $25,000. For now, it’s a catch considering similar models have gone under the hammer for $70,000 or much more. Keep in mind that it needs some extra love to be up to standard.

Article Credit: Florin Amariei
Full Articles: https://www.autoevolution.com/news/beautiful-1993-land-rover-defender-110-is-up-for-grabs-needs-small-repairs-182691.html#

We get a drive of the new Ineos Grenadier ahead of its arrival in Australia.

This wasn’t in the script. On the day we were set to drive the new Ineos Grenadier off road in prototype form, heavy rain fell upon the disused construction site chosen for the test. Challenging in the dry, even more so in the rain with deep, slippery mud to churn through, the Grenadier would have its work cut out. We have already completed a ride-along in Australia, but now we’re getting to drive a prototype as final production nears.

On paper, though, it should be up to the task. The Grenadier takes obvious inspiration from the previous Land Rover Defender, and looks to reinvigorate the concept of the original with modern tech. Like the Defender, it too features a square design, body-on-frame construction and beam axles, but the Grenadier is a ground-up project that shares no parts with the Land Rover. Reservations in Australia are open now and orders will begin in April this year, with prices starting from around $85,000 before on-road costs.

Behind that bluff nose lies a choice of 3.0-litre turbocharged straight-six engines from BMW – a diesel with 180kW and 550Nm of torque, or a petrol version producing 210kW and 450Nm, which we drove. Whichever you choose, drive is sent through an eight-speed ZF automatic transmission, and there’s permanent all-wheel drive with selectable low range for serious off-roading. The centre diff is a mechanically locking item, with optional electronically actuated units on each axle.

Inside, the Grenadier is a clean-sheet design with a blend of contemporary tech and no-nonsense utility. The 12.3-inch infotainment system is also sourced from BMW and runs a re-skinned version of iDrive, and apart from the gear selector, the rest of the cabin is bespoke.

There’s no traditional gauge cluster, and the boxy dashboard architecture trades luxury for a hard-wearing plastic construction. The control panel on the dashboard features large, clearly labelled switches for the climate and audio controls, designed for use with gloves, and the view out of the letterbox windscreen will be familiar to previous Defender owners – albeit with much more elbow room.

The Grenadier looks best caked in grime, and approaching our pre-production test car, it’s not short on presence. It’s a larger vehicle than an original Defender, and with black plastic cladding jutting out from the bodywork and optional off-road tyres, it looks even more purposeful. At over two metres tall you really do climb into the Grenadier, but the trade-off is 264mm of ground clearance and a usefully high vantage point from behind the wheel.

Aim the nose at the terrain, ease into the throttle and the turbocharged straight-six unit has little trouble shifting the SUV with its smooth torque delivery. The Grenadier immediately feels robust, and although soft mud doesn’t test structural integrity like a rocky track might, the cabin feels well isolated from the worst of the surface.

The progressive-rate Eibach spring and Bilstein damper set-up is compliant over large bumps, and coupled with impressive wheel articulation from the live axles, you get the sense that the car is maximising grip from all four tyres.

The Grenadier finds remarkable traction over the most challenging sections. Some patience is required while the car snakes around over the thick ooze, but it rarely runs out of ability. The Ineos was occasionally stopped in its tracks when scrambling up some slopes, but with a touch more commitment it scaled the trickiest inclines.

Shift to manual gearbox control, select first gear and the Grenadier is equally impressive on the way down. Using engine braking with feet off both pedals, the car crawls along safely without losing grip, and doesn’t catch the bodywork when it meets flat ground thanks to approach and departure angles of 35.5 and 36.1 degrees respectively.

Unsurprisingly, the steering felt eerily light over the slippery wet surface, but more of an issue was the steering wheel itself. While navigating tighter sections and working the wheel, the two-spoke design means it’s not easy to judge its orientation when applying armfuls of lock, despite the red stripe at the 12 o’clock position.

The Grenadier is genuinely impressive off-road, and with its sturdy ladder chassis, beefy body protection and hard-wearing interior, its utilitarian feel is far closer to the original Defender than the new one.

The bigger question is how it will perform on tarmac – the off-road focused componentry suggests that it could be compromised as an SUV for lifestyle-oriented buyers, so we’ll save our final judgement for the full road test.

From this early taste of a pre-production prototype, the Ineos Grenadier is seriously capable in the rough stuff. It has the off-road prowess you’d expect from a reinvented Land Rover Defender, but with a dose of modern tech that should broaden its appeal. We’ll have to wait and see whether this all-terrain focus has compromised its road manners, but the Grenadier fits the bill so far.

_{Article Credit: Yousuf Ashraf
Full Articles: https://www.autodaily.com.au/2022-ineos-grenadier-4×4-prototype-review/}

The Defender specialists have built this car from the ground up.

For many, letting go of the previous generation Land Rover Defender is proving to be a hard challenge to overcome. While the new model is an exemplary 4×4 that offers comfort and capability, it lacks the rugged charm of the last one. This is why so many aftermarket outfitters have put their wrenches to works on creating restomods in an attempt to modernize the design for slightly better usability.

A usual modification for these cars is the implementation of a Chevrolet-sourced V8 engine swap but as of late, it looks like the trend of electrifying this icon is becoming a bit more common. Just earlier this month, we were treated to ECD Automotive Design’s conclusive electric conversion which sourced the powertrain from a Tesla Model S.

The next to involve itself in this trend is Twisted Automotive who has installed an electric drive system that’s not quite as extreme as the one found in the Model S. Using the short two-door wheelbase of the 90 model with a truck bed, the company has built this model from the ground up and states that every aspect of the car has been revised by its team of technicians.

The electrical components and running gear is described to be modular which means that you can exchange parts for more powerful mechanisms later on down the line. As of now, it offers a power output of 268 horsepower and a battery range of 130 miles. Although the powertrain is rather new-age, Twisted promises that its Defender 90 maintains its off-road credentials thanks to a high- and low-range transmission, differential lock, and generous wading depth.

Twisted doesn’t give any performance figures for its electric Landy, but it says that drivers will benefit from Eco and Sport driving modes and energy regeneration through braking. The electric powertrain sourced is completely new and has been installed in the areas where the engine and fuel tank were once found.

The exterior design offers an eye-catching blend of modern tones on a classical design. For a tough look, the body is painted in a Corris Grey metallic shade contrasted by a black roof. A set of 18-inch classical wheels are wrapped in BF Goodrich all-terrain tires while braking capabilities are enhanced thanks to an Alcon brake system with six-piston front and four-piston rear brake calipers. The discs have been coated with a protective layer that helps them resist crude elements such as road salt.

Twisted gives little details regarding the suspension but it does say that it’s been reworked to be more progressive, making the Defender easier to control. To ensure a low center of gravity, the battery pack has been installed as close to the floor as possible. In a bid to save weight, the design team has also replaced all of the exterior fittings with stainless steel parts.

The truck bed is finished in a textured coating to create a protective layer and is supported by a color-coded tonneau cover that operates on gas struts. An underbody chassis protection means that you can take the Defender out to treacherous locations without having to worry too much about damaging any of the components.

Twisted Automotive’s electric Defender 90 is a rugged off-roader but the interior has been designed to ensure the comfort of the driver and passengers. The interior accommodates three individuals utilizing two sports seats and one jump seat positioned in the center. These, together with other elements of the cabin, are upholstered in contrasting black and tan leather.

A Motolita steering wheel allows the driver to enjoy more cabin space and improved control over the system. For entertainment purposes, a double DIN-radio with a digital display includes features such as Apple CarPlay, satellite navigation, and a view for the backup camera. Below this, you’ll find a second digital display for the car controls and key readings besides a set of buttons that control the gears and differentials.

Obviously, a lot of time has been put into the development of Twisted’s electric Land Rover Defender 90 which is why it is selling the model for £225,000 (approximately $307,000) before taxes.

The original car was produced at Land Rover’s Solihull in 2015 before being revised by the team at Twisted at its Thirsk facility. The model as seen has already covered just over 1,000 miles. It explains that more of these examples will be created, but if you’re too impatient, this is your best bet at getting behind the wheel of an electrified classic Defender.

^{Article Credit: Nikesh Kooverjee
Full Articles: https://carbuzz.com/news/electric-land-rover-defender-blends-old-and-new-for-300000}

Land Rover’s 518-hp brute remains righteously excessive even with four doors.

While performance SUVs may be a dime a dozen these days, it’s taken some time for automakers to apply their fire-breathing formulas to more utilitarian offerings. Land Rover, for example, is just now bringing a rumble to the jungle with its V-8-powered Defender. But as block-shaped missiles with six-figure price tags go, it was worth the wait. Safaris will never be the same.

If the Defender V8’s recipe seems familiar, it’s because Mercedes-AMG used a similar playbook when transforming Benz’s rugged G-class into the swaggering expression of superiority that is the G63. For the Defender V8, credit largely goes to the supercharged 5.0-liter V-8 beneath its hood. Cranking out 518 horsepower and 461 pound-feet of torque, it delivers the necessary aural cues to assert a menacing attitude. Even the quad exhaust tips out back seem cut from the same metallic cloth, though the soundtrack blasted through the pipes is more mellifluous in tone than the G63’s machine-gun rat-a-tat-tat.

The Defender’s roughly three-ton curb weight is responsible for taming its beastly engine, resulting in acceleration that’s more authoritative than urgent. Think 60-mph times in the low-five-second range—roughly a second or so quicker than the inline-six-powered 110 model that we last tested, but the V8 also carries around a few hundred more pounds. Still, it’s clear from the behind the wheel that the blown V-8 has fun countering this Rover’s prodigious mass, roaring gleefully all the way to its 6750-rpm redline. The Defender’s standard ZF eight-speed automatic transmission is a willing cohort, responding instantly to a click of the paddle shifters on the back of the steering wheel that only the V8 model gets. Once a gear is selected, the transmission will dutifully hold on to it until directed otherwise. Fortunately, the V8 model’s big brakes—14.9-inch front rotors, 14.3-inchers in back—are strong and inspire confidence, offering a reassuringly firm and progressive pedal feel, even after heavy use.

Further leaning into its inevitable role as a pavement-dwelling brute, the Defender V8’s Terrain Response system gains a new Dynamic mode, which sharpens the engine throttle response and stiffens up the adaptive dampers. Larger anti-roll bars and an electronically activated rear differential also conspire to give this portly top-heavy beast a commendable interpretation of agility. Hustling along the winding canyon roads through the Angeles National Forest, the Defender V8’s tenacity in corners surprised several drivers. Push it too hard, however, and the stability control will intervene with all the subtlety of a bear trap.

Of course, the Defender’s roots ostensibly remain planted off-road, despite its newfound pavement prowess. With the air springs cranked up to their maximum height—providing 11.5 inches of ground clearance—and the low-range transfer case engaged, there are few trails this Defender won’t be able to navigate. Climbing steep inclines is child’s play for the V8 model, which burbles contentedly just above idle, free of stress and full of torque. And while these back-road journeys are technically possible with the standard 22-inch wheels and all-season tires, we don’t recommend it. The slim sidewalls betray the suspension’s composure by transmitting every impact, however minor, straight into the cabin. If you’re determined to use the Defender V8 to its fullest potential, we heartily suggest opting for the no-cost 20-inch wheels and $350 all-terrain tires.

Those wanting even more options will be disappointed, as the Defender V8 comes fairly loaded in its base form. Color choices are limited to an uninspiring three shades—black, white, and gray—and the vehicle we drove looked as if it had been dipped in a black hole. As if that weren’t enough to absorb all the available light, the Extended Black Exterior package ($1180) slathered dark finishes on the remaining contrasting bits. Inside, the Pivi Pro infotainment system sports a larger 11.4-inch touchscreen—a $140 option on our example, look for it to be standard on 2023 models. We still find this system to be sluggish at times, though we appreciate the highly configurable options and well-organized Terrain Response menus, which include detailed descriptions for each mode. However, we wish that we could read up on a given mode without first having to engage it. And since the Defender V8 can tow up to 8201 pounds, we’d like the ability to more closely monitor the engine’s vitals beyond a lone water-temperature gauge.

But while these details might matter to us and a handful of others, we suspect the majority of Land Rover Defender V8s will be spotted with a trailer about as often as they will be found off-road—in other words, rarely. That’s partially attributable to the 2022 110 model’s starting price of $109,560. Unlike the Mercedes G-class, however, the Defender comes in plenty of milder flavors aimed at satisfying a more practically minded contingent—freeing the V8 models to revel in their supercharged excess.

Specifications

2022 Land Rover Defender 110 V8
Vehicle Type: front-engine, 4-wheel-drive, 5-passenger, 4-door wagon

PRICE
Base: $109,560

ENGINE
supercharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injection
Displacement: 305 in³, 5000 cm³
Power: 518 hp @ 6000 rpm
Torque: 461 lb-ft @ 2500 rpm

TRANSMISSION
8-speed automatic

DIMENSIONS
Wheelbase: 119.0 in
Length: 197.6 in
Width: 78.6 in
Height: 77.4–77.7 in
Passenger Volume: 110 ft³
Cargo Volume: 34 ft³
Curb Weight (C/D est): 6100 lb

PERFORMANCE (C/D EST)
60 mph: 5.1 sec
100 mph: 13.6 sec
1/4-Mile: 13.8 sec
Top Speed: 119–149 mph

EPA FUEL ECONOMY
Combined/City/Highway: 16/14/19 mpg

^{Article Credit: Jessica Lynn Walker
Full Articles: https://www.caranddriver.com/photos/g39091878/2022-land-rover-defender-110-v8-drive-gallery/?slide=58}