The Grand Tour’s Richard Hammond is a big fan of the original Land Rover Defender, but is he as fond of the new one?
In typical Drivetribe fashion, this isn’t an ordinary review and instead revolves around the British journalist driving to the countryside to take his dog for a walk. Yes, really.
The example tested by Hammond was the Defender 110 D240 that features a turbodiesel 2.0-liter inline four-cylinder producing 237 hp. Given the size and weight of the new Defender, it comes as no surprise that it isn’t particularly quick.
Approximately halfway through the video, Hammond showcases his first-generation Defender that he has been in the process of restoring for the last decade. It’s a very special thing and, while the new Defender is much more capable than the original and loaded with the latest technologies and luxuries, is it actually as good as its predecessor?
Hammond doesn’t seem to be all that fond of the new Defender and towards the end of his review, after taking his dog for a walk, says that this isn’t really a Defender and should be badged as a Discovery.
While the new Defender has certainly ruffled a few feathers among the most faithful of Land Rover enthusiasts, we do expect it to sell in relatively high numbers. Sales will no doubt spike following the automaker’s recent decision to drop the four-cylinder turbodiesel engine that Hammond tested in favor of a new Ingenium six-cylinder diesel sold in D300 guise with 296 hp and 479 lb-ft (650 Nm) of torque.
Does a diesel engine make the new Defender even more desirable?
There is no diesel-powered Defender in the U.S. lineup, so the Land Rover Defender 110 D240 is forbidden fruit for Americans. It’s also a rare beast: You can’t order one anymore, even in its home market.
After less than a year on the market, the Defender’s 2.0-liter turbodiesel I-4 powertrain—available in both 197-hp and 237-hp tune—has been replaced by Jaguar Land Rover’s new 3.0-liter twin-turbodiesel mild-hybrid inline-six oil-burner, tuned to deliver 197 hp, 247 hp, or 296 hp, depending on how much you want to spend. But as the mild-hybrid six-cylinder diesel has yet to officially hit the road in the Defender (the new engine has just made its debut in the flagship Land Rover Range Rover), the Defender 110 D240 is all we have to answer the question: Does a diesel engine make the new Defender even more desirable?
Torque and fuel efficiency are a diesel engine’s strong points, and both are desirable characteristics in an off-road-capable SUV weighing more than 5,100 pounds. But as we found while testing the 2020 Jeep Wrangler Unlimited Rubicon EcoDiesel, there are some downsides, too.
The Land Rover Defender is of course MotorTrend’s 2021 SUV of the Year, and deservedly so. As we’ve discovered, after driving it in Africa, Europe, and the U.S., the Defender’s ride and handling, comfort and refinement—on and off the road—set new benchmarks for a seriously off-road-capable 4×4. In terms of all-round usability and go-anywhere drivability, it’s the pick of the current Land Rover lineup, and that includes the high-zoot Range Rovers. OK, you don’t get the glamor of a Rangie, nor—for now—the option of a high-performance V-8 engine. But the utilitarian luxury of the Defender seems appropriately on point in these troubled times.
In D240 spec, the 2.0-liter diesel four delivers 237 hp at 4,000 rpm and 317 lb-ft of torque at 1,400 rpm. That torque peak is almost midrange in a low-revving diesel, which is why our highly optioned Gondwana Stone 110 D240 S felt a little leisurely pulling away from a standstill. JLR’s own figures suggest a 0 to 60 mph acceleration time of 8.7 seconds and a top speed of 117 mph.
Although the Defender 110 D240 will happily cruise the freeway at 80 to 85 mph, the little engine murmuring throatily in the background, the 2.0-liter gasoline turbocharged I-4 in the Defender 110 P300 delivers better performance. It boasts 59 more horses than the little diesel—296 hp at 5,500 rpm—yet, crucially, produces just 7 percent less torque—295 lb-ft from as little as 1,500 rpm. According to JLR, the 110 P300 is a whole second quicker to 60 mph than the D240-powered model, and 2 miles per hour faster.
Where the D240 powertrain makes its strongest case over the P300 is in terms of efficiency. Official EPA numbers show the Defender 110 P300 returning 17/20/18 mpg city/highway/combined. Over a 530-mile stint that included mooching along narrow country lanes in Wales at 20-30 mph, extended freeway cruising at 70-80 mph, and grinding through stop-start London traffic, the Defender 110 D240 S returned an average of 24 mpg.
Does a diesel engine make the new Defender more desirable? On the basis of our time in the 110 D240, no. Sure, it’s more economical than the gas-powered P300. But it’s significantly slower.
The new six-cylinder diesel might change that verdict, though. On paper it’s a very compelling powertrain. In top-spec Defender D300 tune it produces 296 hp at 4,000 rpm and—more important—a meaty 480 lb-ft of torque from 1,500 rpm to 2,500 rpm. That’s 24 percent less power than the 3.0-liter gasoline mild-hybrid super- and turbocharged inline-six that currently powers top-spec Defender P400s in the U.S. but 18 percent more torque.
JLR’s own performance figures claim the Defender D300 engine delivers a 0 to 60 mph acceleration time of 6.7 seconds in the 110, neatly splitting the 110 P400’s 5.8 seconds and the 110 P300’s 7.7 seconds. And, according to the European WLTP combined fuel consumption numbers, it does that while being 28 percent and 33 percent more fuel efficient, respectively, than either gas engine. (The 2.0-liter engine has to work hard in the 110—even the U.S. EPA numbers show the bigger, more powerful six-cylinder has the same city fuel consumption as the little four-banger, and better highway mileage.)
Of course, there’s a price to pay: U.K. buyers have to order the SE trim level to get the D300 powertrain, but the increase in price from a Defender 110 P300 SE to a 110 D300 SE is only 6.9 percent, less than the 9.3 percent price differential in the U.S. between a 110 P400 SE and a 110 P300 S optioned up with similar equipment.
Offering good performance and impressive efficiency at a competitive price point, the D300-spec diesel looks, on paper, to be the best of all worlds. Is it the engine that makes this brilliant Land Rover even more desirable? We’ll let you know once we’ve driven a Defender 110 D300.
Hiking, history, and some really good tarts, thanks to Land Rover’s newest model
In these strange times of COVID-19 bubbles and limited travel, we need to find adventure close to home. With that in mind, my wife Claire and I embarked on a trek in search of fresh air, postcard vistas, home-baked treats and very large (carved) snakes. Our vehicle of choice was one of the most anticipated vehicles of the year (at least among the off-road and wannabe off-road crowd) – the 2020 Land Rover Defender 110.
Our journey would have us wending our way along some of my favourite scenic roads in Ontario, in the Halton region just north of Burlington. We’d go hiking in two of the seven Halton Region Conservation Parks, and conclude our day at Springridge Farm, where we would pick up some local apples and a few of their famous tarts.
Our Defender 110 P400 SE ($76,000 base price) was a tad over-qualified for the job, having been equipped for press fleet duties with just about every boonie-bashing option imaginable.
But dang, it looked the part in Pangea Green ($900), and sporting the Explorer Pack ($6,000) that bestows such suburban necessities as extra body cladding, an exterior side-mounted gear carrier (for un-muddied Hunter boots), lightweight roof rack (for that mega Holt-Renfrew shopping spree), matte-black 110 hood decal, spare wheel cover, and the all-important engine intake snorkel. This black plastic accoutrement runs up the driver’s side A-pillar and is there for those times when one is fording deep water. You know, those times. However, being just inches away from the driver’s head, in these environs the snorkel mainly serves to make said driver (moi) look like a posing Oakvillian dork. I’ll show those pretenders in their Mercedes G-Wagons.
The first nice stretch of tarmac we find is Sideroad No 2, running west off of Appleby Line, a few kilometres north of the QEW. This tree-lined lane crosses a babbling brook and then emerges onto a lovely open stretch that connects to Walkers Line. The cliffs of Mt. Nemo dominate the view. We turned right on Walkers and then made a left on Britannia, which took us to Guelph Line. Heading a few kilometres north from there had us motoring through the appropriately-named Lowville (fab bistro on the right) and up to Crawford Lake Conservation Park.
Currently, Conservation Halton requires visitors to book a time in advance (easy to do online) with entrance fees being $6.50 for adults, and $5.00 for kids and seniors (under 4 gets in free). Or, if you plan on multiple visits, a one-year individual pass costs $62 (seniors $50.50, family $135).
A cool feature of Crawford Lake is the reconstructed 15th-century Iroquoian village. The three longhouses, with numerous artifacts and displays, give a fascinating glimpse of what life was like for First Nations peoples 600 years ago.
The heart of the park is Crawford Lake, which visitors can circle via a raised boardwalk, built to protect the delicate marshland. This small body of water, a meromictic lake, is unique in that its depth exceeds that of its surface area, meaning little oxygen reaches the lowest lowest levels. Here, deep in the sediment, researchers found ancient corn pollen, tied to the nearby First Nations settlement. No, there are no deep lake monsters that we are aware of, but along the Hide and Seek Trail that leads to the lake, you’ll see larger-than-life wooden carvings of local species at risk that look as though they might have just slithered up from the depths.
A hiking trail connects Crawford Lake to nearby Rattlesnake Point Conservation Area, but since Halton park visits are currently limited to two hours, that trail is closed. Taking the easy route, Claire and I jumped back in the Defender and meandered over to the Rattlesnake Point entrance that sits atop a very steep and winding section of Appleby Line that runs north off Derry Road. This appropriately snake-like stretch of road once hosted the Rattle Snake Hill Climb, a major event for sports car enthusiasts beginning in 1950, with Porsches being dominant from 1960-64. Below is multi-winner Horst Kroll in his Porsche 356 Speedster hanging it out on the then-all-gravel road (thank you to F. David Stone for the photo).
Our ascent was considerably less eventful, as we enjoyed this toughest of Land Rover’s surprisingly refined comportment and torquey turbocharged/supercharged 395-hp straight-six. Once in the park, we trekked a section of the Bruce Trail that offers fantastic vistas from the edge of a rocky escarpment.
After a day of hiking one can get a bit peckish, so our next stop was nearby Springridge Farm to see what treats awaited us. Owned by the Hughes family since 1960, Springridge gradually grew from a pick-your-own-cherries operation in the 1970s into a very popular local destination offering fresh local produce, children’s activities, knick-knacks, cookbooks, preserves, and devilishly scrumptious baked goods that draw on recipes from original owner Jane Hughes. In 2017, John, Laura, Amy and Tom Hughes were officially recognized as a “Canada 150 Farm Family”, receiving a certificate for their commitment to advancing agriculture in Halton Region.
With the Defender suitably loaded with tarts, apples and dill pickles (Claire will not buy pickles anywhere else) we pointed the Landie’s khaki snout south and headed back to the ‘burbs. Not surprisingly, the Defender turned heads everywhere we went, actually attracting a small crowd in the Rattlesnake Point parking lot.
We had a fantastic day of enjoying the local sights and supporting local industry, although for me it was a somewhat perilous adventure. Not because of the Rattle Snake Hill Climb or peering over those rocky precipices, but purely for the reason that Claire has been in love with the original not-for-sale-here Land Rover Defender for years (too much British murder mystery TV) and I feared the availability this fresh world-market edition with its Range Rover level of refinement would cause all kinds of problems. Yes, she really wants her own Defender, but thankfully she’ll do without the snorkel.
Land Rover lovers unconvinced by the exterior frills and fripperies of the new-style Defender can now have all the mod cons, and a V8 engine, shoehorned into an old model’s boxy frame.
The service is offered by Arkonik, a Somerset-based company that painstakingly re-engineers veteran vehicles by restoring or replacing almost every component until they’re in better-than-new condition.
It also has an almost endless list of customisation options, from touchscreen infotainment to tweed-lined trim, electric windows and heated seats.
There’s a catch, though. The best of this luxury is rather expensive, and the vehicle we tried would set you back a staggering £180,000.
That’s partly due to its specification, which includes a 6.2-litre Chevrolet LS3 V8 producing 430bhp – more than six times the power of the 2.5-litre diesel engine found in many of this car’s contemporaries.
Hacking out some of the particularly pricey extras can bring that down to £110,000, which includes the cost of an Arkonik-sourced donor.
The company is also looking at the prospect of offering a conversion service for existing Defender owners which could, mercifully, bring the price within five figures.
But can a 30-year old Defender really be worth more than a brand new Aston Martin? In purely rational terms, the answer is probably no.
However, it’s the work that goes into restoring and customising these cars, rather than the modern equipment additions, that has apparently made them so alluring.
Arkonik Defender spec at tested
Engine 6.2-litre V8 petrol
Transmission six-speed automatic with manual mode
Power 430bhp@5,900rpm
Torque 576Nm@4,600rpm
Top speed 120mph
0-60mph 6sec (est)
Consumption 16mpg
Minimum underbody ground clearance, unladen 314mm
Axle ground clearance 250mm
Maximum wading depth 500mm
Kerb weight 2,125kg
Payload 925kg (seven-seat CSW)
Towing capacity 3,500kg
Price (as tested) £180,000
Base price from £110,000 (based on Defender 90 200 Tdi, including donor vehicle)
Warranty 12 months (vehicle) 24 months (engine and transmission)
The rebuild
“Each car is stripped completely and given a nut and bolt rebuild. It’s an overused term, but they really are better than new,” says Arkonik brand manager, Andy Stacey.
Many are destined for North America, where the vehicles must be at least 25 years old and fitted with their original chassis and engine to comply with import regulations.
However, for UK customers there’s the option of starting from a brand-new chassis.
In either case, the roof, bulkhead, seat boxes and rear tub are replaced with new versions fabricated on-site.
The remaining panels are removed and sanded back to bare metal before they are prepared, primed, baked and inspected. Each one is then refitted by hand to ensure perfect alignment.
“Over the years we’ve identified areas that are weaknesses of the original builds,” says Mr Stacey. “For instance, water ingress is a big issue on the Defender, so we seal off the vents on the new bulkheads and put membranes in the door skins. All our vehicles are pressure tested once they’re assembled.”
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Most are sold with the original Land Rover engines to comply with the US import regulations. These tend to be the 200 Tdi and 300 Tdi diesel engines or the 3.5-litre Rover V8 (all subject to a complete rebuild before installation).
The Chevrolet LS3 is an aftermarket conversion at Arkonik’s US facility in Charleston, South Carolina. This is a popular option in the States, accounting for around 60% of sales, but the company is now offering the LS3 conversion in the UK, too.
On the road
Our test car, a 1984 Land Rover 110 County Station Wagon, belongs to Arkonik’s founder, Andy Hayes. Rebuilt last year, it was originally intended as a tribute to the first car he restored in 2006.
But as the build progressed it evolved into a showcase for the company’s capabilities, complete with a digital dashboard, a touchscreen infotainment system and electrically retractable side steps.
“The initial idea was simply to recreate Andy’s original car, so we were going to stick with the Rover V8, but upgrade it to a 4-litre unit from a Range Rover,” says Mr Stacey.
“We actually had the engine in the workshop ready to fit, but we were getting more enquiries about LS swaps, so we decided to build it as our first right-hand drive LS-powered example.”
The big V8 has a creamy burble at low speeds that could almost be mistaken for the original Rover engine. It’s more than happy to potter around gently, allowing the six-speed automatic gearbox to shuffle its ratios discreetly in the background.
Put your foot down, though, and it turns into a very different animal, with a fantastically raucous soundtrack and a level of performance that’s totally at odds with this car’s relatively standard appearance.
Arkonik estimates the 0 to 60mph time at around six seconds. If anything, that feels a tad conservative.
Fortunately, the company has worked its magic on the chassis as well. Firmer suspension, an upgraded steering damper, poly bushes all-round and a slight reduction in ride height help to significantly tighten up the handling.
Even at low speeds, the extra precision is immediately apparent, as is the calmer ride. Aside from the fractionally lower ride height – offset by the new 18-inch wheels, in this instance – the off-road performance should remain unchanged.
For all these improvements, though, it still feels like driving a classic Land Rover. Arkonik uses the original steering box (along with the almost comically large steering wheel) which means that the boat-like turning circle remains.
Likewise, the upgraded brakes – 330mm Tarox discs all-round, gripped by six-piston calipers – provide plentiful stopping power, but the pedal still needs a good shove. Overall, it feels like a good balance between modernisation and authenticity.
Interior upgrade
The same applies to the interior. Every Arkonik build gets a custom wiring loom and complete re-trim, including new seat coverings, carpets and headlining. The leather and tweed upholstery feel suitably expensive and look in keeping with the traditional design.
Even the touchscreen infotainment system blends in well with the original centre console, although it can be a little fiddly to operate. Other refinements include LED headlights, a reversing camera and a heated front screen.
Of course, you’d get all of these features and far more if you had the financial firepower to spend £180,000 on a mainstream luxury car.
It certainly won’t be for everyone, but if you’re looking for the ultimate classic Land Rover experience, this might just be it.
Back to its roots
Based in the heart of Somerset, Arkonik is a rural business with a truly international reach. It employs more than 70 people locally and exports up to 100 vehicles a year.
The company’s roots stretch back to 2006, when founder Andy Hayes was laid up for two months following a motorcycle accident. His wife bought him a 1984 Land Rover Defender 110 County Station Wagon to restore once he left hospital.
When the time came to sell the car, Andy was struck by the level of interest that it generated, so he set up what is now Arkonik (originally called Land Rovers UK) in a small industrial unit in Midsomer Norton. The business grew rapidly and moved to its present home near Mells in 2010.
Over the years, the company’s work has evolved from mild restorations into nut and bolt rebuilds, with a comprehensive tailoring service that allows customers to build their dream Defender.
Initially, most of the cars were sold in the UK, but following the global financial crisis of 2011, Mr Hayes and his colleagues began to focus on exports. In particular, North America proved to be a key market, and it’s here that a majority of Arkonik’s projects now end up, with left-hand drive donors sourced from Europe.
The brand returned to the UK market in 2020 with the unveiling of its first Chevvy V8-powered version at this year’s Autosport Show.
Article Credit: Chris Pickering Photo Credits: James Cheadle Full Article: https://www.fwi.co.uk/machinery/4x4s/arkonik-upgrade-gives-old-land-rover-defenders-a-430hp-v8
Startech is no stranger to modifying various Land Rover products, such as the Velar or the Discovery to name a few. The tuner also came out with mods for the original Defender, so it was only a matter of time before they got their hands on the all-new model.
Even though they don’t have an official car to unveil, Startech released these computer generated renders depicting a sportier-looking Defender with a wide-body kit for improved road presence.
Aside from the larger fenders, other new exterior bits include the custom radiator grille, front fascia vertical elements, air intakes for the hood, roof element and a rear roof spoiler.
The end result is a Defender with a considerably more aggressive stance, especially if you also opt for the 23-inch Monostar E wheels, which are the largest ones available through Startech. You can also get 20-inch as well as 22-inch custom wheels, with colors ranging from silver to black and of course, dual-tone black/silver.
As for the interior, no images were provided, but there will be an available set of aluminum pedal pads, as well as a custom aluminum footrest featuring the Startech logo.
Now, if what you see here still isn’t good enough for you, then allow us to remind you what Lumma Design can do for the new Defender, courtesy of its CLR LD mod. That one even features a bespoke hood with a large power dome, as well as flared front and rear wheel arches that increase overall width by roughly 1.57 inches (40 mm).
PHOTO GALLERY
Article Credit: Sergiu Tudose Full Article: https://www.carscoops.com/2020/11/renders-reveal-all-new-land-rover-defender-mods-by-startech/
