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These Restomod Land Rover Defenders Epitomize Old-School-Cool

The originals definitely would have.

Gone are the days when SUVs and off-road vehicles were considered second-class vehicles, only fit for farm work. Today, some of the world’s most prestigious auto manufacturers offer SUVs that are not only capable off-roaders, but also more comfortable than a five-star hotel. The Bentley Bentayga and Rolls-Royce Cullinan are a couple extreme examples. But for some, the rough-and-ready attitude of old-school SUVs is more appealing.

The folks at E.C.D. Automotive have always asked, ‘Why not both?’ The British company prides itself on reviving old Land Rovers, and it’s latest two cars, named ‘Project Blue Tide’ and ‘Project C2’ are an excellent showcase of what the classic Land Rover Defender can become with a bit of love and attention.

These two summer-ready Defender 110s feature soft-tops and are the perfect getaway vehicles for outdoor lovers and adventurers. Co-founder of E.C.D. Tom Humble explains the differences between the two projects: “Although both share the same base model and similar blue exteriors, these D110s represent wildly different approaches to the custom build process. Project C2 features a more classic restoration, keeping true to the traditional style while Project Blue Tide takes on a more ornate and modernized focus.”

Project C2 retains most of its stock parts, including the original TDI diesel engine and four-speed auto transmission, suspension setup, brakes and gauges. Project C2 is painted in Marine Blue and rolls on 16-inch WOLF steel wheels wrapped in BF Goodrich All-Terrain T/A tires. The interior features Avion Caramel Garrett leather seats and features JL Audio speakers and subwoofers, a Sony stereo with Apple CarPlay and Bluetooth streaming and even blind-spot assistance.

Project Blue on the other hand features an LT4 V8 and an eight-speed automatic transmission that sends power to a set of 18-inch Sawtooth silver wheels wrapped in BF Goodrich All-Terrain T/A tires. Project Blue Tide rolls on a set of E.C.D. Air Ride shocks.

The exterior features four Hella 500 series driving lights, a multi-point roll cage and NAS style roof rack. The interior has teak wood flooring with blue-tinted caulking, a custom Momo steering wheel, selected matte distressed leather upholstery, and tech gadgets such as a wireless phone charger, and Infinity Kappa speakers.

This is where old-school brawn meets luxury, and we’re all for it.

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Article Credit: Michael Butler
Full Article: https://carbuzz.com/news/these-restomod-land-rover-defenders-epitomize-old-school-cool

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2022 Land Rover Defender 110 D300 SE review

Land Rover Defender diesel is a functional balance of nostalgic design and modern technology

Things we like
– Clever styling throughout
– Superb diesel engine
– Surprising dynamics
– Excellent ride

Not so much
– Weird brake and accelerator pedals
– Expensive options


I have very fond memories of the Land Rover Defender. As a young lad growing up in rural southwest Britain, the most enduring and hardworking Landie was synonymous with the country and as much a part of West Country life as Cheddar cheese and Scrumpy cider.

If you were raised in the Australian equivalent of Somerset, your vision of farming and living on the land is likely to include a kelpie in the back of a Toyota Hilux but, for me, it’s a collie with a hay bale in the Defender.

But farmers are not known for being idealistic or impractical types and, just as the Toyota worked incredibly hard to earn its place in Australian agriculture, as did the Land Rover Defender at the other end of the world.

Whether it was the long-wheelbase 110 or nimble 90 with a four or five-cylinder diesel under the bonnet (or a V8 if you’d had a couple of really good wheat years), the iconic boxy model became one of the nation’s favourite all-purpose farm machines through a combination of stoicism and unstoppable all-terrain ability.

In fact it was so good, most owners found it easy to look past the meticulous maintenance required to keep a Defender happy and reliable, as well as the seriously compromised on-road manners.

However, badged as the Defender, the model’s origins are in 1983 but it can effectively trace its roots back to the original Land Rover of 1948 and there’s only so long the recipe could be tweaked, refreshed and revamped. The inevitable end came in 2016 when, for the first time in a metaphorical sense, the Defender went out to pasture.

But, after a hiatus that had been drawn out and extended several times, the Defender name was finally reforged last year and it lives again.

When I picked up this 110 D300 SE, attached to its key were many emotions. Excitement to get behind the wheel of this incredibly hyped and anticipated Land Rover, nostalgia thanks mostly to the styling that is brilliantly retro but also modern, and scepticism. How can the 2020 Defender possibly live up to the reputation its forefathers established over many decades and, more personally, the way I remember it?

For a start, Land Rover’s engineers knew the new Defender had to be capable off-road if the company was to avoid a justified public lynching and, happily, it really is. In previous tests we found the new model tackled serious off-road duties with confidence and composure, calling on a combination of traditional mechanicals supplemented by electronic enhancements.

After a hiatus that had been drawn out and extended several times, the Defender name was finally reforged last year and it lives again.

But today’s automotive landscape is very different from the one into which the previous generation Defender was launched and the new version cannot prevail with off-road excellence alone. It has to take on the blacktop and succeed there too.

It does. Taking the underpinnings of the new Discovery as its basis, the Defender no longer has the ladder chassis and live axle combination that made it such a challenge to live with on the road. Instead, the monocoque and fully independent air suspension is a delight, offering a manner that defies the Defender’s size and 2.3-tonne weight.

The steering has a surprising sensitivity to it despite a relatively slow 2.7-turn lock-to-lock ratio and the air suspension maintains good control of the body even if you choose to carry more speed in corners. The rest of the time, the Defender’s ride is beautifully lithe with just enough of an edge to remind you there is a solid connection to the road.

In diesel/110 combination, the Defender cannot entirely hide its mass but it does a decent job of managing it along with a feeling of security and the sense of superiority that brings.

As impressive as the ride and handling is the D300’s engine, which takes the form of a 3.0-litre straight six diesel. Developed in-house by Jaguar Land Rover, the Ingenium unit is a masterpiece, combining the inherent smoothness and linear performance delivery of the configuration, with a conventional turbocharger, electric supercharger and 48-volt hybrid system.

Both the power figure of 220kW and 650Nm torque rating feel under-clocked thanks to the immediacy of performance and flat torque curve through the revs. The turbo and supercharger work cleverly to eliminate lag almost completely and the diesel donk even sounds appealing too.

Hanging off the back of the excellent Ingenium six is an equally accomplished eight-speed automatic transmission that operates seamlessly and would lend itself very well to towing duties. And while some modern autos can hunt around the ratios a little too eagerly, eight gears seems to be the sweet spot for the Defender’s diesel.

The throttle pedal lets the side down a little with a lazy modulation that gives a false impression of the engine being a bit gutless. Prod the right pedal a bit further though, and the true nature of the silky six comes through. It feels more tuned for off-road use where accidental stabs at the accelerator won’t result in kangaroo diesel but it ironically makes the Defender difficult to drive smoothly on-road.

The pedal to its left is not without strange characteristics either. Initial brake pedal feel is positive and firm with light braking but a heavier push reveals a squashy zone. Push harder still and the pedal firms back up again.

It’s not an unpleasant feel and most likely the effect of mild regenerative braking but it takes a little getting used to. Beyond those two small foibles, it’s hard to say anything unkind about the Defender at all.

Styling inside and out has been wonderfully executed with an unmistakable nod to the original but sharp design details that launch the model into the future. Light clusters front and rear are eye-catching and immediately recognisable, along with convincing modern interpretations of the skylights above the boot and second-row areas. It clearly works and you’d have to be in a Lamborghini Urus to turn more heads.

The rear-mounted spare on a side-hinged tailgate is another nice homage with genuine practical advantages, especially as the reversing radar is calibrated to accommodate the extra length added by the tyre. Less practical are the bonnet chequer plates that look great but are certainly not designed to accept a size-12 Hunter welly. Sorry, gumboot.

The rear-mounted spare on a side-hinged tailgate is another nice homage with genuine practical advantages, especially as the reversing radar is calibrated to accommodate the extra length added by the tire.

There’s an air of the Jeep Wrangler’s functionality about the cabin, only with an added sophistication including lovely acorn wood-look panelling, exposed screw heads and an unusual material for the steering wheel that looks and feels like it has been 3D-printed.

Balancing the traditional, there is just as much new. Just when you think you’ve found all the digital displays – one for the driver instrument cluster, and another for the central touchscreen – another pops up in the rear-view mirror with a flick of the tab, very handy for when the back is completely loaded and thanks to the camera’s high positioning, It’ll peer over all but the tallest trailers.

Speaking of making things invisible, more camera technology has enabled the clever invisible bonnet feature that processes camera images from around and beneath the vehicle to create a moving picture of what the Defender is driving over. The ghostly image indicates the position and angle of the front wheels but all else is unseen – a hugely effective tool for off-road but still very cool on the school run if a little unnecessary. The various maneuvering aids are almost without rival, presented in crystal sharp resolution.

Notable omissions include a head-up display and optioning the folding fabric roof panel fitted to our car will add an extra $4000 to the bottom line but you won’t care about that the first time you concertina the top open on a perfect balmy beach day.

Options aside, the SE gets plenty of standard practical features, with a multitude of storage cubbies and device charging options. At the back there’s a pretty respectable third row that cleverly folds into the boot floor. Every time you stow the seats, you’ll thank that spare for hanging out on the rear door.

Hop into seats six and seven and occupants are treated to yet more charging sockets, their own air-conditioning control and those cool skylights boost the sense of space. When they’re not occupied, the boot measures a whopping 857 litres or nearly 2000L if you banish passengers from the second row too.

While many lines and comparisons can be drawn between the equally retro Defender and Jeep Wrangler, the Land Rover is the model that better balances the ratios of off-road prowess, on-road agility and lifestyle-focused design and features.

But wait, I hear you say. How will the kind of Defender owner that likes to grease trunnions on the weekend, stand on the bonnet and chuck livestock in the back accept this new more refined and sophisticated Defender?

Simply, they won’t. If you ply Land Rover executives with a few Old Speckled Hens they might tell you that developing a Defender that would not satisfy the demands of the traditionalist was a deliberate move.

The Defender is the model that better balances the ratios of off-road prowess, on-road agility and lifestyle-focused design and features.

While the Defender diehards represent a relatively small audience, targeting a new altogether larger crowd makes far better business sense. That’s why Land Rover chose to reform the Defender into a resoundingly more refined machine that conquers a broader range of duties at only slight cost to its core utilitarian skills.

To that end, the new Defender is a complete success and while $96,000 sounds like a lot of cash, the 110 diesel delivers a lot for the money and represents great value.

And if you insist on reliving a nostalgic fantasy of a former youth long ago, there’s nothing stopping you loading the Landie up with a sheepdog and a few bales and hacking off across a field because the new model is still an incredibly impressive all-round performer. I should warn you though, that it took me more than an hour to clear out every last straw.

Article Credit: Daniel GARDNER
Full Article: https://www.whichcar.com.au/reviews/2022-land-rover-defender-110-d300-se-review-australia

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2021 Land Rover Defender 90 First Edition Review

OK, when I say Land Rover and what do you picture?

Boxy, utilitarian off-roader running through tall elephant grass or African Savanna grass, a photographer’s head and camera poking from the open roof. Maybe an elephant, giraffe or even a lion wandering in the background?

That’s because in 1948 Land Rover started cranking out said utilitarian boxes after Jeeps had invaded the British landscape during World War II. The Brits were relatively quick to duplicate and improve upon the Jeep for its own market and, Boom! Rovers sold like elephant ears at the State Fair. Those early models not only had high ground clearance, big rugged tires and four-wheel-drive, but fold down windshields and rear doors where we call fancy hatches these days.

Well, the good ol’ days are back (sort of) as Land Rover jumps back in to the more utilitarian end of the huge SUV market with its Defender series, which had disappeared in 1997 as Rover romped full force into the more profitable luxury SUV market.

Defender had been Rover’s entry-level more rugged Jeep-like models and now the new Defender 90 and 110 are that, with a healthy helping of luxury ladled on board. I tested the 110 back in January. It rides on a longer wheelbase and features four doors and a luxury price tag.

This time I romped the suburban tundra in a stylish (retro) Defender 90 First Edition two-door. This special trim was $65,450 and with just two options hit $66,475. Yet a base model with a less powerful 2.0-liter turbo I4 engine starts at down-market price of $47,125.

On looks alone the Defender 90, especially decked out in a light gray-green metallic Pangea Green paint scheme, is a rock star. Folks gawked, a few asked questions!

A Jeep-like vehicle with a short wheelbase is normally about as much fun to drive as a square-wheeled peddle car, but the Land Rover Defender feels refined and quite comfy on most city streets and in limited off-road romping.

This rides on a compact 101.9-inch wheelbase, but still looks muscular and stout. It clears the ground by 8.9 inches, will wade in 35.4 inches of water, and in First Edition trim packs an energetic 395 horsepower 3.0-liter inline 6-cylinder with mild hybrid system to power its electronics. A fine 8-speed automatic transmission easily melds with the big power unit for a luxury feel.

Trust me, a Jeep-like vehicle with a short wheelbase is normally about as much fun to drive as a square-wheeled peddle car. Think Flintstones! But the Land Rover Defender feels refined and quite comfy on most city streets, and in limited off-road romping. There is some bump felt on severe or sharp road imperfections, but the ride is generally pleasant indeed.

Power is luxury sedan smooth and instantaneous. Driving the Defender is fun as you can get on the gas and be quickly up to highway speeds. In fact, I found myself over accelerating initially in highway jaunts, needing to whoa this boxy beast down to avoid the constabulary.

Handling is precise and firm with moderate steering effort required and Defender corners well for a tall short-wheelbase vehicle. It never felt tippy, although from outward appearances you might assume it to be top-heavy. I did not get to use this in rugged terrain, but it’s capable and has numerous off-road settings, all controlled via a big touchscreen. I’d prefer a knob or button.

The Land Rover Defender features lots of handles for both driver and riders to hug when bounding around boulders. The dash also has a rail across the top and at both edges if you need to hang on for dear life.

Off-road options include mud ruts, rock crawl, grass/gravel/sand, sand, and wading for those nearly three-foot deep streams that need forded, or should that be Rovered? Comfort and a customizable Configurable settings also are available. Comfort works on city streets and highways.

So nimble is the Defender that parking is a breeze! One assumes that would help in dodging trees and rocks once off into the bush country too.

Speaking of which, there are a bunch of “dear Jesus” handles for both driver and riders to hug when bounding around boulders. The dash also has a rail across the top and at both edges if you need to hang on for dear life.

Otherwise the interior looks utilitarian. Door panels show exposed metal as in a Jeep and overhead there’s a cool fold-back cloth panoramic sunroof, powered of course. Seats are a mix of cloth and perforated leather-like material that would be easy to clean. Some of that texture is carried over into the doors and dash. These were a dark gray to black in the test truck with light gray trim on the doors and dash, which also had a shelf along its top face for storing sunglasses, phones, and rhino tranquilizer darts.

The Defender’s interior is fairly utilitarian. Door panels show exposed metal as in a Jeep and overhead there’s a cool fold-back cloth powered panoramic sunroof. The seats are a mix of cloth and perforated leather-like material that would be easy to clean.

Seats are fairly flat, but powered and heated up front (controlled through the touchscreen) and there’s a jump seat in the middle that can be folded up to allow more elbow room such as that needed when off-roading. Put it down and there are cup holders in its back for the front seat occupants. However, that seat is quite thick and feels pretty confining for the front seat folks and a bit high for a comfy armrest. Put it up though and it somewhat blocks rearward vision.

In fact, rear vision is tough much of the time with the rear seat headrests and spare tire on that back door blocking the view. Thank goodness for the backup camera, mounted overhead in the shark fin antenna housing on the roof.

Rear Vision is a challenge with the Defender since the jump seat blocks some of the view, along with rear seat headrests and a spare tire on the back door. However, the backup camera mounted overhead in the shark fin antenna housing on the roof certainly helps.

Rear seat folks also get a little ambient light from side skylights built into the Rover’s white metal top. Opening that cloth sunroof helps, too. The skylights are retro styling touches, as are the little round taillights and so much more here. All good, as the styling communicates modern retro inside and out.

Storage room behind the seats is even less than a Jeep Wrangler, which isn’t much. There’s enough space for maybe four or five upright grocery bags. Seats will fold down, of course, and there’s a power height button inside that rear-opening back hatch door. So if you’re loading up and need the vehicle higher or lower for loading comfort that’s a plus.

I’m no fan of a rear-opening door, especially with a big 20-inch tire mounted on it. The door is heavy and the tire partially blocks rear visibility. Does it look macho and rugged? You bet. But it’s style over function.

What surprised me the most about the Defender was the interior’s quietness. This being a box on wheels, I expected a lot more nubby off-road tire noise (20-inch tires here added $350 to the price), or more wind noise. Not so. Its interior is quiet as a near luxury sedan, allowing you to hear the fancy Meridian sound system, with volume easily adjusted by a roller on the steering wheel.

On the practical side, the powerful Defender is a fine trailer puller and will tow 8,200 lbs., and if the rear seats are down there’s decent cargo space in back. If you’re going to tow you’ll need the trailer hitch receiver, a $675 option.

Rovers are not known for stellar gas mileage, and the Defender 90 is not a true hybrid. It’s rated at 17 mpg city and 22 highway by the EPA, and I got just 17.1 mpg in a mix of city and highway drives.

However Rovers, now owned by India-based Tata Motors, are known for being electronic gremlins. I found only one slight glitch this time — the rearview camera liked to stay on when the SUV was in Drive for several minutes, but did switch to a front view. Hmm, maybe for watching out for wildebeests, or boulders!

Handling on the Land Rover Defender is precise and firm with moderate steering effort required and it corners well for a tall short-wheelbase vehicle.

Overview: 2021 Land Rover Defender 90 First Edition

Hits: Snazzy retro looks, awesome color, off-roading ability in spades, strong smooth power, good handling, and a nice ride for short wheelbase. Quiet interior, cloth folding panoramic sunroof, heated seats, radio volume roller on wheel, Meridian sound system, easy to park.

Misses: Poor rear visibility, rear hatch opens out like door, tire on door makes it heavy, fold-down optional middle front seat very thick making for uncomfortable arm rest, rearview camera stays on when in Drive for several minutes.

Made in: Nitra, Slovakia

Engine: 3.0-liter I6, 395 hp

Transmission: 8-speed automatic

Weight: 4,780 lbs.

Wheelbase: 101.9 in.

Length: 180.4 in.

Cargo: 58.3 cu.ft.

Tow: 8,200 lbs.

MPG: 17.1 (tested)

Base Price: $65,450 (includes delivery)

Invoice: $61,604

Major Options: Tow hitch receiver, $675

Off-road tires, $350

Test vehicle: $66,475

Article Credit: Mark Savage
Full Article: https://www.wuwm.com/2021-08-15/2021-land-rover-defender-90-first-edition-review

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Manhart Gives Land Rover Defender 500-HP Of Attitude

This particular Defender prefers tarmac to gravel.

It’s safe to say that the all-new Land Rover Defender is a success. The British marque has battled to keep up with strong demand for the SUV, which has proved itself to be a superb off-roader. But there is a group of buyers who will also buy the Defender for its appearance and image, not necessarily to go hunting down Jeeps in the wild. For them, Manhart has just revealed its new Defender DP 500. The German tuner has gained prominence for making some already great sports cars even better than the stock model, so it’s no surprise that the DP 500 is a Defender with upgrades aimed at making it even better on-road, but maybe not as good off-tarmac.

As a starting point, Manhart used a Defender 110 P400. The stock P400 power plant is a 3.0-liter six-cylinder with turbocharging and a mild hybrid system that already produces a strong 395 horsepower (Manhart quotes the slightly higher 400 cv figure) and 406 lb-ft of torque. Naturally, Manhart thought that wasn’t quite brawny enough and increased outputs to 505 mechanical horsepower and 524 lb-ft with an engine control software remap, making it nearly as powerful as the new Defender V8. Manhart will also offer the option of lowering the suspension by 30 mm (about 1.2 inches) and a special stainless steel exhaust system with carbon or ceramic-coated tailpipes is said to be on the way.

Added performance aside, Manhart’s DP 500 looks as aggressive as any BMW M or Mercedes-AMG SUV. It rides on enormous 24-inch Manhart Forged Line wheels although smaller 22-inch wheels for off-road use are also available – we imagine without the suspension drop. This Defender also gets wing flares and silver stripes which contrast nicely with black paint. The cabin is highlighted by a mix of leather/Alcantara with various accent choices and Manhart ErgoMed front seats from Recaro. The tuner’s product page didn’t list an overall price for all these upgrades although the ECU software mapping does cost €2,973 ($3,550 at current rates) and the lowered, optimized air suspension costs €499 ($596).

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Article Credit: Karl Furlong
Full Article: https://carbuzz.com/news/manhart-gives-land-rover-defender-500-hp-of-attitude

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Land Rover Defender Crowned Best Design Car in the World

A third win for Land Rover in design category at annual World Car of the Year awards.

Land Rover’s new Defender has been judged the 2021 World Car Design of the Year, as part of the annual World Car Awards that recognise automotive excellence.

Highlighting new vehicles with innovation and style that push established boundaries, the World Car Design of the Year award is part of a broader competition that also includes World Performance Car, World Green Car, World Luxury and World Urban Car categories, as well as the overall World Car of the Year.

Cars eligible for the 2021 World Car Design of the Year award encompass all contenders competing in the other four award categories, so the judging panel had dozens of new cars and SUVs to choose from.

That panel consisted of seven highly respected world design experts, including Gernot Bracht (Germany – Pforzheim Design School), Ian Callum (United Kingdom – Director of Design, CALLUM, and formerly with Jaguar, Ford and Aston Martin), Gert Hildebrand (Germany – Owner Hildebrand-Design), Patrick le Quément (France – Designer and President of the Strategy Committee – The Sustainable Design School, and formerly with Ford and Renault), Tom Matano (USA – Academy of Art University, Former Head of Design – Mazda), Victor Nacif (USA – Chief Creative Officer, Brojure.com and Design instructor, NewSchool of Architecture and Design) and Shiro Nakamura (Japan – CEO, Shiro Nakamura Design Associates Inc.).

The panel was asked to first review each candidate, and then establish a short list of recommendations for the final vote. In addition to Defender, the short list included the Mazda MX-30, Honda e, Polestar 2 and Porsche 911 Turbo.

From this group, a 1 through 5 voting system determined the three finalists – Land Rover Defender, Mazda MX-30 and Honda e – which were announced on 30 March.

The final was held on 20 April, where the Defender was declared the ultimate winner, with 299 points, over the Honda e (239 points) and Mazda MX-30 (197 points). 

Prof. Gerry McGovern OBE, Chief Creative Officer, Jaguar Land Rover, said: “New Defender is influenced by its past but is not constrained by it and we are delighted it has been honoured with this award.

“Our vision was to create a 21st century Defender by pushing the boundaries of engineering, technology and design while retaining its renowned DNA and off-road capability. The result is a compelling 4×4 that resonates with customers on an emotional level.”

This year’s win is the third for Land Rover in the design category, following the Range Rover Velar in 2018 and Range Rover Evoque in 2012.

Article Credit: Mike Ryan
Full Article: https://practicalmotoring.com.au/4×4/news/land-rover-defender-crowned-best-designed-car-in-the-world/