E.C.D. Automotive Design, the world’s largest Land Rover restoration company, has finished yet another fantastic-looking restomod. An older 110 served as the canvas for this build, which is rocking an eight-speed automatic and a supercharged V8 powerplant of General Motors origin.
The coil-sprung Defender was introduced in 1983 as the Land Rover One Ten, followed by the Ninety in 1984, with these numbers spelled in full. The replacement for the Land Rover series would be renamed for the 1991 model year Defender, which came in short-wheelbase 90 and long-wheelbase 110 flavors. North America received the 110 for the 1993 model year, whereas the 90 was offered from 1994 through model year 1997.
Extensively modified to comply with U.S. regulations, the Defender 110 was originally equipped with a Buick 215-based Rover V8 engine, LT-77 five-speed manual transmission, and LT230 transfer case. The subsequent Land Rover Defender 90 that replaced the 110 stateside was canned over airbag and side-impact requirements introduced for 1998.
500 units of the NAS Defender 110 were delivered stateside, plus 25 to Canadian customers, making it the most valuable of North American-spec vehicles. Even after the European 110 became eligible for importation, the NAS Defender 110 continued to be revered by off-road enthusiasts.
“Project Sweet Pea” isn’t a NAS Defender 110, but a 1995 model that was imported under the 25-year rule. A one-off commission finished in Ford Brittany Blue Metallic, the Landy pictured in the gallery features white wing top checkers, wing top air intakes, and side steps. The 16-inch alloy wheels are mounted with BFGoodrich all-terrain rubber boots, as you would expect from an off-road vehicle. Up front, you’ll notice the original grille gone in favor of the Kahn X-Lander from British outfit Project Kahn.
Finished in white and yellow, said grille is complemented by an ARB bull bar that promises extensive front-end protection. It further integrates a remote-controlled winch supplied by Warn. The 2+2+4 interior flaunts Recaro Sportster Cross front seats with custom-embroidered headrests.
The middle-row seats are also featured, whereas the load area boasts four inward-facing jump seats. The Caressa Porcelain leather upholstery benefits from Chatham Navy accents and alligator inserts. The wood grain steering wheel frames Esquire instrumentation, and on-board entertainment comes courtesy of a Kenwood eXcelon head unit connected to Infinity Kappa speakers and a subwoofer. Lacquered teakwood flooring in the cargo area and four mid-section cupholders pretty much seal the deal.
E.C.D. Automotive Design didn’t mention what kind of numbers that LT4 generates at the crankshaft, but we do know that Chevrolet sells an LT4 crate engine with 640 horsepower and 630 pound-feet (854 Nm) of torque on deck. Essentially an LT1 with a blower on top, the LT4 produces these figures thanks to an Eaton R1740 TVS supercharger that spins at up to 20,000 revolutions per minute, generating more than 9 pounds of boost.
The rugged SUV’s capabilities are still intact, but new architecture gives it better road manners.
Land Rover resurrected its legendary Defender nameplate with an entirely refashioned 2020 model capturing the original’s adventurous essence, but incorporating the latest in contemporary engineering and technology.
There are two versions of the 2020 Defender: the four-door 110 model and two-door short wheelbase 90 model. I drove the Defender 110 and the information you read here is concentrated on that model.
The new Defender’s shape is as boxy as you can get. Nearly nonexistent front and rear overhangs add to the visual effect but also contribute to the SUV’s exceptional off-road capability. The spare wheel is mounted outside the vehicle, on the traditionally Defender-style side-hinged rear door. It saves space elsewhere, makes the short rear overhang possible, and gives Defender’s overall character a big boost.
Unibody construction replaces the old Defender’s body-on-frame design, providing a threefold increase in torsional rigidity and the foundation for the fully independent suspension that replaces the old solid axle. These changes are the recipe for the new Defender’s tranquil ride on the highway, something not found on the oldies.
There are six trim levels of the Defender 110: Standard, S, SE, HSE, First Edition and X. Pricing starts at $51,250 including the $1,350 destination charge for the Standard trim and maxes out at $82,250 for the top-tier X model.
Standard and S models have a 2.0-liter turbocharged four cylinder engine with 296 horsepower, 295 pound-feet of torque, and a 0-60 mph acceleration time of 7.7 seconds. The fuel economy rating is 17 mpg city, 20 mpg highway and 18 mpg combined.
All other Defender 110 models come with a 3.0-liter turbocharged and supercharged six-cylinder mild hybrid (MHEV) powertrain producing 395 horsepower, 406 pound-feet of torque, and a 0-60 mph time of 5.8 seconds. The fuel economy rating is 17 mpg city, 22 mpg highway, and 19 mpg combined.
Both engines are paired with an eight-speed automatic transmission and a two-speed transfer case for a set of low-range ratios essential for towing or off-road driving when extra control is required. By the way, Defender’s maximum towing capacity is 8,201 pounds.
My Defender test vehicle was the SE model ($63,600), the entry level for the six-cylinder engine. Other features it adds include 20-inch wheels, automatic high-beam headlights, power adjustable front seats, digital gauge display and a 400-watt Meridian audio system with 10 speakers. A slew of optional equipment items provided adaptive cruise control, cold climate protection, enhanced off-road capability, a panoramic roof and more.
Defender’s interior is intriguing, a cross between upscale and spartan, rough and futuristic. An exposed magnesium cross bar beam spans the length of the dash, looking cool but also contributing to the vehicle body’s overall strength. Other exposed hardware is seen in the door panels.
The six-cylinder engine is an impressive performer, powering the 5,035-pound Defender effortlessly. The brakes tend to get excited a little too easily, kicking in a bit hard when normal pressure is first applied to the pedal. I adjusted, used less-than-normal pedal pressure, and all was well.
Land Rover offers many ways for buyers to customize their new Defender, including four optional Accessory Packs: Explorer, Adventure, Country, and Urban. The packs have features specifically designed for various activities, from extreme travel to stylin’ in the city.
Classic Land Rover Defenders are quite rare and have gained a cult following in the US.
The 2020 Land Rover Defender is the first new Defender to be sold here from the factory since 1997.
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Nearly a quarter of a century has passed since a new Land Rover Defender arrived on US shores.
But for the first time since 1997, we finally get a fully federalized, fully road-legal Defender straight from Land Rover itself. You no longer have to wait for the 25-year import rule to expire or hit up a customization shop to get your hands on a Defender, and that in itself is a relief.
The 2020 Defender still retains the original’s boxy shape, but much of what made a Defender a Defender has been smoothed and ironed out to befit a brand that no longer uses military surplus to build cars. You’ll notice a sleeker face and larger dimensions. Electronic seats. A heated steering wheel. Fancy air suspension mon Dieu.
From the driver’s seat, the only way you’d be able to tell you were driving a Defender is by reading the name stamped across the steering wheel. But I’ll let you in on a little secret: The original Defender is bad! I’ve driven it.
The new one? It’s good.
The 2020 Defender 110: Out with the old
The Defender legacy began in 1983 with the Defender 90 and Defender 110, their numbers a reference to the size of their wheelbases – or the length of the space between the centers of a vehicle’s front and rear wheels.
1995 Land Rover Defender 90.Land Rover
Defenders didn’t come to the US until 1993 and left just as abruptly in 1997 because they couldn’t meet our safety standards. (Specifically, they lacked airbags and side-impact door protection.) As a result, the trucks were little-known and rare, becoming a kind of a hidden gem for fans and enthusiasts.
Regardless of US regulations, though, Defender production kept right up until 2016. Following that came the current Defender for the 2020 model year, finally available to buyers in the US.
Details and safety ratings: A straight-six smooth as silk
The 2020 Defender starts at $46,100 and comes with two engine options. My loaner, a Defender 110 SE, started at $62,250 and landed at $72,780 with options and fees.
The first engine option is a turbocharged, 2.0-liter four-cylinder, good for a claimed 296 horsepower and 295 pound-feet of torque. The second, which is what my loaner came with, is a mild-hybrid, turbocharged and supercharged 3.0-liter straight-six, good for a claimed 395 horsepower and 406 pound- feet of torque.
Both engines are hooked up to a slick eight-speed ZF automatic transmission. There’s also permanent four-wheel drive and locking differentials, making the Defender as legit as any serious off-roader
And while the new 110 won’t offer rear bench seats like the old one famously did, you can option it with a three-person bench seat in the front, which is quite rad. Excitingly, the two-door 2020 Defender 90 will also be available here for the 2021 model year.
What stands out: Driving on stilts
Surpassing the original Defender – a rough, utilitarian thing – is a low bar, but it’s a bar nonetheless. To the surprise of no one, the new Defender passes it with flying colors, although it’s a bit like saying Usain Bolt runs faster than I do.
Immediately, you’ll notice a crispness to the way the 110 drives, one that seems at odds with its 5,000-pound curb weight. The throttle response is immediate, agile, and light. There’s good low-end power, lending to the truck’s smooth power delivery. This is certainly due to the help of that mild hybrid system.
As an added bonus, acceleration is accompanied by a throaty straight-six exhaust rasp, a delightful reminder of the old BMW straight-six engines. Steering feel is also vastly improved over the original truck’s. It feels responsive and modern.
Because of the Defender’s tall stance, you, in turn, sit tall as well. I felt like I was a half- to a whole head taller than everyone else on the road. People driving Honda Pilots only came up to my chest. I was practically sitting on the roofs of Toyota Camrys.
It was a great vantage point from which to observe the road, because hardly anything blocked my view – though, of course, I did become a big obstacle for everyone else to see around. You win some and you lose some, folks.
But driving the Defender over low traction surfaces – in this case ice and snow – is where it really shines. There, you get a sense of absolute tankiness, a sense of powerful unstoppability. It was ice and snow I’d eye nervously if I was in my C-Class sedan, but the Defender marched right over it like it was a minor puddle after a spring shower.
For me personally, these feelings were validated when I happened upon my friend who’d gotten his Porsche Boxster stuck in a snowdrift because it didn’t have enough ground clearance. (He dug it out eventually, don’t worry.)
What falls short: Busy screen
I didn’t love the feel of the plastics in the Defender. They just didn’t respond to my touch with the solidity that I’d expect from a truck that starts at more than $60,000 in the 110 SE trim I was testing, although I will say that the door handles and parts of the dash were wrapped in a cool wetsuit-like polyurethane material that seems like it would be very easy to clean if it got dirty.
My first impression of the infotainment system was one of being overwhelmed. There were so many menu items, all presented on one menu. The navigation, phone connection, and music were conveniently located off to the side, but the system also presented seat and climate options alongside its valet mode, eco data, wade sensing, and vehicle dimensions. These, I felt, could have been tucked into some other menu folder to reduce clutter.
I also got the distinct sense that I was not the correctly shaped person Land Rover had in mind when designing the new Defender. If you’ve ever sat in an original Defender, you’d know that the cabin is actually quite cramped and narrow. For me, it was nearly perfectly scaled.
With this new Defender, I felt like Goldilocks sitting in Papa Bear’s chair: the seat was too long and kept hitting me in the back of my calves so that my legs were never comfortable in the footwell. (And before you ask, no, there is no adjustment for this part of the seat. I checked.)
Even the visibility worked against me. Rear visibility is already quite bad, but even with the seat raised up as high as it would go, I still found the wing mirrors positioned directly in my line of sight, blocking pedestrians crossing intersections.
At least there are a myriad of cameras all over the truck. They make the otherwise impossible task of parking possible.
How the new Defender compares to its competitors: Mid-tier pricing
The Defender shone during high speed cruising. It held to highway speeds just fine. The ride quality at 120 kph was no different than if we were going 40 kph. And because the Defender’s cameras provided such a comprehensive 360-degree view of its surroundings, I wasn’t terrified of navigating it through tight parking lots.
I could easily see myself using it as an everyday SUV. The low-traction stability was just an added bonus.
Through that lens, the $62,000 price tag makes sense. Though the inside of the Defender’s trunk was lined in a rubbery plastic – easy to clean if you put something muddy back there, like a dog – this is still a truck for a luxury buyer. One who might want to get it dirty only sometimes. I also suspect that for those who won’t ever take it overlanding, the mere knowledge that it won’t get stuck off-road is enough.
People liked the original Defender because it was ratty and bad. No creature comforts to speak of. There was an honesty to that. This new Defender is upscale, comfortable, and doesn’t punish you for committing the crime of being tall.
Not that Land Rover didn’t try and capture some of the old truck’s ruggedness, of course. There are fake diamond-plate inserts on the hood and exposed bolts all over the interior that may or may not be functional. The trunk is still accessible via a side-hinged swinging door. With “Defender” stamped all over the place, it sort of felt like the new truck was playing dress-up as the old truck.
But a name is just a name. There’s no rule saying that the thing the name represents cannot change and take on a new definition. Well, maybe there’s a rule if you’re a purist. Nevertheless, it seems like Land Rover took a stab at broader appeal here.
Land Rover makes luxury SUVs now. It can’t get away with selling people rickety bits of farming equipment anymore. But in a portfolio of only luxury SUVs, how is it supposed to differentiate yet another luxury SUVs to the public?
Easy. Lean on the storied Defender name, which carries a cult following mired in nostalgia. The most powerful kind of cult following.
I personally couldn’t care less what Land Rover calls the new truck. You shouldn’t either. It’s objectively nice. But for luxury buyers stuck on the idea and heritage of a Defender – and who also can’t square with a lack of amenities – the new Defender is perfect.
The generic British farmer is supposedly the prime target for the Land Rovers Defender, or at least that’s how it’s been with the off-roader’s previous generation. So, after hearing what automotive journalists and YouTube influencers think of the new model, how about listening to the opinion of those it was created for?
Well, to be fair, Harry is a bit of all three combined. He’s one of the people who founded the world-renowned British car magazine “evo” back in 1998, so he’s got the journalist part covered. He runs not one but two YouTube channels (maybe even more that we don’t know about) with a combined 500k subscribers, so he’s a decently sized YouTube figure. Finally, Harry owns a 2,000-acre (810-hectare) farm where he grows things like wheat and rapeseed, so he qualifies as a farmer too.
He also appears to be James May’s long-lost relative, sharing the same tone of voice, inflections, and accent as the more famous Grand Tour co-presenter. So, what that all means is he’s knowledgeable and pleasant to listen to, which is more than anyone could ever ask.
On to the 2021 Land Rover Defender (a pretty highly-specced P400 110, in this case, though not the HSE), you won’t be surprised to hear that Harry quite likes it. He owns a Series One Land Rover and a Range Rover, so, as you’d expect from a British farmer and car enthusiast, he’s no stranger to Land Rover products.
That means he can appreciate a good one when he sees it, and he seems to think the new Defender qualifies as such. Like so many people before him, though, Harry too is baffled by the price tag. Granted, you can have the Defender in a lower trim level and with a simpler, two-liter gasoline turbocharged engine (this one has a straight-six turbo with mild hybrid technology), which would lower the price, but as it stands, the SUV can easily go over the $100,000 milestone.
As Harry puts it, that’s more than a Discovery and damn near close to a Range Rover Sport. And all from what was once the brand’s workhorse. Well, we should get used to the fact it’s now become Land Rover’s workunicorn and just get over it. Harry seems to have. He’s planning on getting one to replace his Range Rover, but he’s waiting for the D300 diesel hybrid.
