Land Rover Defender - Wikipedia, the free encyclopedia http://en.wikipedia.org/w/index.php?title=Land_Rover_Defender&print...

From Wikipedia, the free encyclopedia

The Land Rover Defender (initially called the

Land Rover Defender
Land Rover Ninety and Land Rover One Ten) is
a British four-wheel-drive off-road utility vehicle
developed from the original Land Rover Series 2007
launched in 1948. Defender

1 Name and badge distinctions

2 Land Rover Ninety & One Ten
2.1 The 127 and 130 Manufacturer Land Rover
2.2 Engine development
2.3 Sales turnaround Also called Land Rover Ninety, One Ten & 127
3 Defender (1983-90)
3.1 Td5 engine
Production 1983-present
3.2 2007 model
4 Export and foreign-built versions Assembly Solihull, West Midlands, England, United
4.1 Defender in Australia Kingdom
4.2 Defender in the USA Shah Alam, Malaysia (SMA)[1]
4.3 Defender licensees and
Istanbul, Turkey (Otokar)[2]
clones
5 Military Defenders Aqaba, Jordan (LRAAP; CKD)
6 Special editions Thika, Kenya (KVM)[3]
7 Replacement Predecessor Land Rover Series
8 Notes
9 References Class Off-road vehicle
10 External links Layout Front engine, four-wheel drive

The model was introduced in 1983 as the Land Rover Ninety and the Land Rover One Ten, the numbers
representing the wheelbase in inches. The number was spelt out in full in advertising and in handbooks and
manuals, and the vehicles also carried badges above the radiator grille which read "Land Rover 90" or "Land
Rover 110", with the number rendered numerically. The Ninety and One Ten replaced the earlier Land
Rover Series, and at the time of launch, the only other Land Rover model in production was the Range
Rover.

In 1989, a third model was brought out by Land Rover to be produced in parallel with the other two: the
Land Rover Discovery. To avoid possible confusion, from 1991 the Ninety and the One Ten were renamed
the Defender 90 and Defender 110. These carried front badges that say "Defender", with a badge on the rear
of the vehicle saying "Defender 90" or "Defender 110". The current model, from 2007, still has the space
above the radiator for the badge, but this is simply blank, and they have "Land Rover" spelt out across the
leading edge of the bonnet in raised individual letters. At the rear is a new '"Defender" badge with an
underlining "swoosh". On these current models there are no badges defining the wheelbase model of the
vehicle.

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The 127-inch (3,226 mm) wheelbase Land Rover 127 available from 1985 was always marketed with the
name rendered numerically. Following the adoption of the Defender name, it became the Defender 130,
although the wheelbase remained unchanged.

North American Specification (NAS) Defenders sold between 1993 and 1997 said only "Land Rover" with
no "90" or "110" numeric designation.

Production of the model now known as the

Ninety, One Ten & 127
Defender began in 1983 as the Land Rover One
Ten, a name which reflected the 110-inch
(2,800 mm) length of the wheelbase. The Land
Rover Ninety, with 93-inch (2,362 mm) wheelbase,
and Land Rover 127, with 127-inch (3,226 mm)
wheelbase, soon followed.[4]

Outwardly, there is little to distinguish the

post-1983 vehicles from the Series III Land Rover.
A full-length bonnet, revised grille, plus the fitting
of wheel arch extensions to cover wider-track axles
are the most noticeable changes. While the engine
and other body panels carried over from the Series
III, mechanically the Ninety and One Ten were
modernized, including:

Coil springs, offering a more comfortable

ride and improved axle articulation
A permanent four-wheel-drive system
borrowed from the Range Rover, Production 1983–1990
featuring a two-speed transfer gearbox
Body style 3-door station wagon (Ninety)
with a lockable centre differential
5-door station wagon (One Ten)
A modernised interior
A taller one-piece windscreen 2-door pickup (Ninety/One Ten)
A new series of progressively more 3-door van (Ninety/One Ten)
powerful and more modern engines 2-door High Capacity Pickup (One Ten)

Engine 2.3 l 75 hp (56 kW) I4 petrol (1983–1985)

The One Ten was launched in 1983, and the Ninety
followed in 1984. From 1984, wind-up windows
were fitted (Series models and very early One Tens
had sliding panels), and a 2.5-litre (153 cu in), 68
horsepower (51 kW) diesel engine was introduced.
This was based on the earlier 2.3-litre (140 cu in)
engine, but had a more modern fuel-injection
system as well as increased capacity. A low
compression version of the 3.5 litres (210 cu in) V8
Range Rover engine transformed performance. It
was initially available in the One Ten with a
4-speed transmission with integral transfer case,
then later in conjunction with a high strength
'Santana' 5-speed transmission.[5]
2.3 l 62 hp (46 kW) I4 diesel (1983)
2.5 l 68 hp (51 kW) I4 diesel (1984–1993)
2.5 L 83 hp (62 kW) I4 petrol (1985–1993)
2.5 L 85 hp (63 kW) I4 Turbodiesel
(1986–1990)
3.5 l 113 hp (84 kW) V8 (1983–1986)
3.5 l 134 hp (100 kW) V8 (1986–1993)
Transmission LT95 4-speed manual (One Ten early V8
engines only)
LT77 5-speed manual
LT85 5-speed manual (Ninety and One Ten
V8)

This period saw Land Rover market the utility

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Land Rover as a private recreational vehicle.

Whilst the basic pick-up, Station Wagon and van Wheelbase 92.9 in (2,360 mm) (Ninety)
versions were still working vehicles, the County 110 in (2,794 mm) (One Ten)
Station Wagons were sold as multi-purpose family 127 in (3,226 mm) (127)
vehicles, featuring improved interior trim and more
Length 160.5 in (4,077 mm) (Ninety)
comfortable seats. This change was reflected in
Land Rover starting what had long been common 181.1 in (4,600 mm) (One Ten)
practice in the car industry - detail changes and Width 70.5 in (1,791 mm)
improvements to the County model from year to
Height 80.2 in (2,037 mm) (Ninety)
year in order to attract new buyers and to
encourage existing owners to trade in for a new 84 in (2,134 mm) (One Ten)
vehicle. These changes included different exterior Related Land Rover Wolf
styling graphics and colour options, and a Santana PS-10
introduction of new options, such as radio/cassette
players, styled wheel options, headlamp wash/wipe
systems, as well as accessories such as surfboard carriers and bike racks. The switch from leaf spring to coil
spring suspension added to the new models' success. It offered improved off-road ability and load capacity
for traditional commercial users, whilst the improved handling and ride comfort.

The 127 and 130

From 1983 Land Rover introduced a third wheelbase to its utility line-up, a 127-inch (3,226 mm) twin-axle
vehicle designed to accommodate larger, heavier loads than the One Ten. Called the Land Rover 127, it was
designed specifically with use by utility and electrical companies in mind, as well as military usage.[4] In its
standard form it is a four-door six-seater consisting of the front half of a One Ten Station Wagon, and the
rear of a One Ten High-Capacity Pick Up (HCPU). The logic was that this allowed a workcrew and their
equipment to be carried in one vehicle at the same time. The 127 could carry up to a 1.4 tonnes (1.4 long
tons; 1.5 short tons) payload, compared to the 1.03 tonnes (1.01 long tons; 1.14 short tons) payload of the
One Ten and the 0.6 tonnes (0.59 long ton; 0.66 short ton) of the Ninety.

127s were built on a special production line, and all started life as One Ten Station Wagon chassis (the model
was initially marketed as the One Ten Crew Cab, before the more logical 127 name was adopted). These
were then cut in two and the 17 inches (432 mm) of extra chassis length welded on before the two original
halves were reunited. 127s did not receive their own dedicated badging like the other two models, instead
they used the same metal grille badges as used on the Series III 109 V8 models, that simply said Land-Rover.

Although the standard body-style was popular, the 127 was a popular basis for conversion to specialist uses,
such as mobile workshops, ambulances, fire engines or even flatbed transports. In South Africa, the Land
Rover assembly plant there offered a 127 Station Wagon with seating for 15. Land Rover also offered the
127 as a bare chassis, with just front bodywork and bulkhead, for easy conversion.

Initially held back by the low power of the Land Rover engines (other than the thirsty petrol V8 engine), the
127 benefited from the improvements to the line-up, and by 1990 was only available with the two highest
power engines, the 134 hp (100 kW) 3.5-litre V8 petrol, and the 85 hp (63 kW) 2.5-litre Diesel Turbo.

Engine development

The original One Ten of 1983 was available with the same engine
line-up as the Series III vehicles it replaced, namely 2.25-litre
(137 cu in) petrol and diesel engines, and a 3.5-litre (210 cu in) V8
petrol unit, although a small number of 3.2-litre (200 cu in) V8s were
produced. In 1981 the 2.25 l engines were upgraded from 3- to
5-crankshaft bearings in preparation for the planned increases in

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capacity and power. Defender 130CC / Project Rhino

The 2.5-litre version of the diesel engine, displacing 2,495 cubic

centimetres (152.3 cu in) and producing 68 hp (51 kW), was introduced in both the One Ten and the newly
arrived Ninety. This was a long-stroke version of the venerable 2.25 l unit, fitted with updated fuel injection
equipment and a revised cylinder head for quieter, smoother and more efficient running. A timing belt also
replaced the older engine's chain.

In 1985 the petrol units were upgraded. An enlarged 4-cylinder engine was introduced. This 83 hp (62 kW)
engine shared the same block and cooling system (as well as other ancillary components) as the diesel unit.
Unlike the diesel engine, this new 2.5-litre petrol engine retained the chain-driven camshaft of its 2.25-litre
predecessor. At the same time, the 114 hp (85 kW) V8 was also made available in the Ninety- the first time a
production short-wheelbase Land Rover had been given V8 power. The V8 on both models was now mated
to an all-new 5-speed manual gearbox.

1986 saw an improvements in engines to match the by more

advanced offerings by Japanese competitors. The "Diesel Turbo"
engine was introduced, a lightly turbocharged version of the existing
2.5-litre diesel, with several changes to suit the higher power output,
including a re-designed crankshaft, teflon-coated pistons and nimonic
steel exhaust valves to cope with the higher internal temperatures.[4]
Similarly, an 8-blade cooling fan was fitted, together with an oil
cooler. The 2.5 diesel, 2.5 petrol and Diesel Turbo engines all shared
the same block castings and other components such as valvegear and
cooling system parts, allowing them to be built on the same Diesel Turbo engine
production line. The Diesel Turbo produced 85 hp (63 kW), a 13%
increase over the naturally aspirated unit, and a 31.5% increase in
torque to 150 lb·ft (203 N·m) at 1800 rpm. Externally, turbodiesel vehicles differed from other models only
by having an air intake grille in the left-hand wing to supply cool air to the turbo. The engine was adopted as
the standard engine for UK and European markets. Early turbodiesel engines gained a reputation for poor
reliability, with major failures to the bottom-end and cracked pistons. A revised block and improved big end
bearings were introduced in 1988, and a re-designed breather system in 1989. These largely solved the
engine's problems, but it remains (like many early turbodiesels) prone to failure if maintenance is neglected.

At the same time that the Diesel Turbo was introduced, the V8 engine was upgraded. Power was increased to
134 hp (100 kW), and SU carburettors replaced the Zenith models used on earlier V8s.

Sales turnaround

The new vehicles with their more modern engines, transmissions, and
interiors reversed the huge decline in sales that took place in the
1980s (a 21% fall in a single year, 1980–1981). This growth was
mainly in the domestic UK market and Europe. African, Australian
and Middle-Eastern sales failed to recover significantly. The
company itself adopted more modern practices, such as using
marketing campaigns to attract new buyers who would not previously
have been expected to buy a Land Rover. The operation was
streamlined, with most of the satellite factories in the West Midlands The amphibious Ninety built in 1989
that built parts for the Land Rover being closed and production for the Cowes Week sponsorship
brought into the Solihull factory, which was expanded. events. The base vehicle is a standard
Diesel Turbo Soft Top.
To maximise sales in Europe, Land Rover set up the Special Vehicles
division, which handled special low-number conversions and
adaptations to the vehicles. The bulk of the division's work was the construction of stretched-wheelbase

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mobile workshops and crew carriers for British and European utility companies, often including
6-wheel-drive conversions, but more unusual projects were undertaken, such as the construction of an
amphibious Land Rover Ninety used by the company as part of its sponsorship of Cowes Week from 1987 to
1990. The Special Projects division also handled specialised military contracts, such as the building of a fleet
of 127-inch (3,226 mm) V8-powered Rapier missile launchers for the British Army. The Rapier system
actually consisted of three Land Rovers: a 127 which carried the launching and aiming equipment, and two
110s which carried the crew and additional equipment.

The biggest change to the Land Rover came in late

Land Rover Defender
1990, when it became the Land Rover Defender,
instead of the Land Rover Ninety or One Ten. This
was because in 1989 the company had introduced
the Discovery model, requiring the original Land
Rover to acquire a name.[4] The Discovery also
had a new turbodiesel engine. This was also loosely
based on the existing 2.5-litre turbo unit, and was
built on the same production line, but had a modern
alloy cylinder head, improved turbocharging,
intercooling and direct injection. It retained the
block, crankshaft, main bearings, cambelt system, Production 1990-present
and other ancillaries as the Diesel Turbo. The
Body style 3-door station wagon (Ninety)
breather system included an oil separator filter to
5-door station wagon (One-Ten)
remove oil from the air in the system, thus finally
solving the Diesel Turbo's main weakness of 2-door Single Cab pickup (Ninety)
re-breathing its own sump oil. The 200Tdi as the 4-door Double Cab pickup (One-Thirty)
new engine was called produced 111 hp (83 kW) 2-door Hardtop (Ninety,One-Ten,One-Thirty)
and 195 lb·ft (264 N·m) of torque, which was Engine 2.5 L 107 hp (80 kW) I4 turbo diesel
nearly a 25% improvement on the engine it (1990-1994)
replaced (although as installed in the Defender the
2.5 L 111 hp (83 kW) I4 turbo diesel
engine was de-tuned slightly from its original
(1994-1998)
Discovery 111 hp (83 kW) specification due to
3.9L 182 hp (136 kW) V8 petrol
changes associated with the exhaust).[4]
2.5 L 122 hp (91 kW) I5 turbo diesel
This engine finally allowed the Defender to cruise 2.4 L 122 hp (91 kW) I4 turbo diesel
comfortably at high speeds, as well as tow heavy Transmission LT77 5-speed manual
loads speedily on hills while still being economical.
R380 5-speed manual
In theory it only replaced the older Diesel Turbo
ZF4-HP22 4-speed automatic
engine in the range, with the other 4-cylinder
engines (and the V8 petrol engine) still being GFT MT-82 6-speed manual
available. However, the Tdi's combination of Wheelbase 92.9 in (2,360 mm) (1990s 90)
performance and economy meant that it took the 93 in (2,362 mm) (2000s 90)
vast majority of sales. Exceptions were the British 110 in (2,794 mm) (110)
Army and some commercial operators, who
127 in (3,226 mm) (130)
continued to buy vehicles with the 2.5-litre
naturally aspirated diesel engine (in the Army's Length
144 in (3,658 mm) (90 pickup)
case, this was because the Tdi was unable to be 153 in (3,886 mm) (2000s 90)
fitted with a 24 volt generator). Small numbers of 172 in (4,369 mm) (110 Pickup)
V8-engined Defenders were sold to users in 182.3 in (4,630 mm) (2000s 110)
countries with low fuel costs or who required as 183 in (4,648 mm) (110 Hardtop)
much power as possible (such as in Defenders used

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as fire engines or ambulances).

174.7 in (4,437 mm)
Along with the 200Tdi engine, the 127's name was 157.1 in (3,990 mm) (1997-2000s 90)
changed to the Land Rover Defender 130. The 160.5 in (4,077 mm) (1990-94 90)
181.1 in (4,600 mm) (1990s 110)
wheelbase remained the same; the new figure was
simply a tidying up exercise. More importantly, (130 Double Cab)
130s were no longer built from "cut-and-shut" 204 in (5,182 mm) (130)
110s, but had dedicated chassis built from scratch.
Width 70.5 in (1,791 mm) (1990s)
1994 saw another development of the Tdi engine, 70 in (1,778 mm) (2000s 90)
the 300Tdi. Although the 200Tdi had been a big
Height 80 in (2,032 mm) (2000s 90)
step forward, it had been essentially a reworking of
the old turbocharged diesel to accept a direct 80.2 in (2,037 mm) (1990s 90)
injection system. In contrast the 300Tdi was 90.0 in (2,286 mm) (110)
virtually new, despite the same capacity, and both Related Land Rover Wolf
the Defender and the Discovery had engines in the Santana PS-10
same state of tune, 111 bhp (83 kW), 195 ft·lbf
Iveco Massif
(264 N·m).[4]

Throughout the 1990s the vehicle attempted to climb more and more upmarket, while remaining true to its
working roots. This trend was epitomised by limited-edition vehicles, such as the SV90 in 1992 with roll-over
protection cage, alloy wheels and metallic paint and the 50th Anniversary 90 in 1998 equipped with
automatic transmission, air conditioning and Range Rover 4.0-litre V8 engine.

A new variant was the Defender 110 Double Cab, featuring a Station Wagon style seating area, with an open
pick up back. Although prototypes had been built in the Series days, it was not until the late 1990s that this
vehicle finally reached production.

Land Rover South Africa offered a unique Defender during the period the group was owned by BMW.
Between 1997 and 2000, the Defender 90 and 110 were offered with a BMW petrol engine alongside the
normal Tdi engine. The engine was the BMW M52 2800 cc, straight-six, 24-valve engine as found in the
BMW 328i, 528i, 728i and the Z3. Power and torque output for this engine was 142 kW (190 hp) @ 5500
rpm and 280 N·m (207 lb·ft) @ 3500 rpm. This option was offered due to a demand for a petrol-driven
alternative to the diesel engine after production of the V8 Defender had ended. The vehicles were built at
Rosslyn outside Pretoria. Total production for the 2.8i was 632 Defender 90s and 410 Defender 110s. Early
models were not speed-restricted, but later models were limited to 160 km/h.

Td5 engine

In 1998 the Defender was fitted with an all-new 2.5-litre,

five-cylinder in-line turbodiesel engine, badged the Td5. The Tdi
could not meet upcoming Euro III emissions regulations so the Td5
replaced the Tdi as the only available power unit. The engine used
electronic control systems and produced 122 hp (91 kW) @ 4850
rpm, 11 hp (8 kW) more than the Tdi, with improved refinement.
Traditionalists were critical of the electronic systems deployed
throughout the vehicle, but concerns that these would fail when used The South African Defender
in extreme conditions proved unfounded.[4] BMW-engined 2.8i (1997-2000)

2007 model

From Spring 2007 a series of changes were made to the Defender, most of which were implemented to meet
emissions and safety legislation. The biggest change was to the drivetrain. The Td5 engine was replaced by

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an engine from Ford's DuraTorq line (AKA the puma engine), built in their factory in Dagenham, making the
Td5 the last Land Rover engine to be built in-house at Solihull. The engine chosen was from the ZSD family,
being a version of the 2.4-litre four-cylinder unit also used in the highly successful Ford Transit. The engine's
lubrication and sealing system has been adapted for use in wet, dusty conditions and to maintain lubrication
at extreme angles in off-road use. The power level remains the same at 122 hp (91 kW), but with a lower
power peak speed for towing and better acceleration. Torque output rose from 221 lb·ft (300 N·m) to
265 lb·ft (359 N·m) due to the fitting of a variable-geometry turbocharger. This produces a wider spread of
torque than the Td5, from 1500 rpm to 2000 rpm. The engine is mated to a new 6-speed gearbox. 1st gear is
lower than the previous gearbox for better low-speed control, whilst the higher 6th gear is intended to reduce
noise and fuel consumption at high speeds.

The other major changes were to the interior. The dashboard layout of the original One Ten from 1983
(which was in turn very similar to that used on the Series III from 1971) was replaced with a full-width fascia
and different instrumentation. Instruments came from the Discovery 3, and some of the centre panels come
from the Ford Transit. Some steering column switchgear was carried over from the previous interior. A new
heater/ventilation system improved de-misting and heater performance.

Other interior changes were to the seating layout. Legislation from the European Union outlaws the inward-
facing seats used in the rear of previous Land Rover Station Wagons. The 2007 Defender replaced the 4
inward-facing seats with two forward-facing seats. This makes the Defender 90 Station Wagon a four-seater
vehicle (reduced from six or seven), and the Defender 110 Station Wagon a seven-seater (reduced from
nine). This brought the Defender in line with its competitors which have generally used this layout for many
years. A new bodystyle was introduced on the 110 Station Wagon chassis- the 'Utility'. This was a 5-door
Station Wagon body but with the rearmost seats removed and the rear side panels left without windows,
producing a 5-seater vehicle with a secure, weatherproof load space.

The only external changes were detail changes. The bonnet was reshaped with a bulge to allow the new
engine to fit in the engine bay whilst meeting pedestrian safety rules. The new dashboard and ventilation
system necessitated the removal of the distinctive air vent flaps underneath the windscreen which had been a
feature of all previous Land Rover utility models. Whilst the flaps have been deleted, the bulkhead pressing
remains the same, so the outlines of where the flaps would be are still present.

The "XS" Station Wagon was introduced in 2002 as a top-specification level and the "County" package
could be applied to every model in the line-up. XS models come with many "luxury" features, such as heated
windscreen, heated seats, air conditioning, ABS and leather seats.

At the other extreme, basic models are available for commercial users, such as emergency services. The
models are sold in over 140 countries. A range of special conversions are available that include hydraulic
platforms, fire engines, mobile workshops, ambulances, and breakdown recovery trucks. The 130 remains
available with the 6-seater HCPU bodystyle as standard.

Defender in Australia

In the 1980s the Australian Army ordered Defenders made to their own specification, called the Land Rover
Perentie, some of which were 6x6 drive. The Perentie has proven to be highly vulnerable to land mines, and
the Army's new specification calls for optional armour. Thus, the Perenties are to be replaced with Mercedes
G-Wagons. Whilst the Defender has been in use in the Australian military for many years, as a consumer
product it has lagged far behind 4x4 work vehicle offerings from Toyota and Nissan in popularity. Mid 2009
Land Rover expanded the model range to include 110 and 130 Cab-Chassis, Panel Van and High Capacity
Pick-up versions and late in the year announced the re-introduction of the 90 station wagon model for sale
from early 2010.

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Defender in the USA

In 1993 Land Rover launched the Defender in the North American

(i.e. the United States and Canada) market. Although the Range
Rover had been sold there since 1987, this was the first time utility
Land Rovers had been sold since 1974. To comply with the strict
United States Department of Transportation regulations, ranging from
crash safety to lighting, as well as the very different requirements of
American buyers, the North American Specification (NAS)
Defenders were extensively modified. The initial export batch was
525 Defender 110 County Station Wagons. 500 to the United States 1993 NAS Defender 110
and 25 to Canada. They were fitted with the 3.9-litre V8 petrol
engine and 5-speed manual transmission. All the vehicles were white
(except one specifically painted black for Ralph Lauren). They sported full external roll-cages and larger
side-indicator and tail-lights. All were equipped with the factory-fitted air conditioning system.

For the 1994 and 1995 model year Land Rover offered the Defender
90, fitted with a 3.9-litre V8 engine and a manual transmission which
was clearly intended to compete with the Jeep Wrangler. Initially, the
Defender 90 was only available as a soft-top, but later version was
offered with a unique, removable, fibre-glass roof panel or regular
Station Wagon hard-top.

In the final year of US production the engine was improved,

designated 4.0 and mated to a 4-speed automatic transmission. In
1998 regulations changed to require the fitting of airbags for both
front seat passengers in all vehicles, as well as side door impact NAS Defender 90 soft-top
requirements. The Defender could not be fitted with these without
major modifications, which given the small numbers of NAS vehicles sold in relation to Land Rover's global
sales, were not economically viable. Land Rover retired its utility vehicles at the end of 1997 to focus on its
more upmarket Discovery and Range Rover models, as well as the newly launched Freelander.

Defender licensees and clones

Defenders, derivatives and clones have been built by a number of manufacturers including Santana Motors
in Spain (licence expired), Morattab in Iran (using parts and molds bought from Santana), Otokar in Turkey
(in the 1980s under licence), and Karmann in Brazil (for three years in the 2000s under licence).[6]
Assembly also occurs in Pakistan, Malaysia and South Africa.

Land Rover Defender vehicles have been used by many of the

world's military forces, including the US in some limited capacity,
following experience with the vehicle during the first Gulf War,
where US forces found the British Army's vehicles to be more
capable and better suited to operation in urban areas and for
air-lifting than the Humvee. The British Army has used Land Rovers
since the 1950s, as have many countries in the Commonwealth of
Nations. The British Army replaced its Series III fleet with One Tens
in 1985, with a smaller fleet of Nineties following in 1986. Both used
Defender 110 patrol vehicles 'Wolf'
the 2.5-litre naturally aspirated diesel engine. These older vehicles
are reaching the end of their service lives, with many being sold onto

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the civilian market from the late 1990s.

In 1994 Land Rover created the Defender XD (XD= eXtra Duty) to replace and complement these vehicles.
Powered by 300Tdi engines, the XD has a much stronger chassis, with fibre webbing around the welded
joints in the chassis and around stress points to massively increase load capacity. The XD was available both
in Defender 90 and 110 forms and known to the British Army as Land Rover Wolves. Usually 110-inch
(2,794 mm) Soft or Hard Tops, they are used for patrol, communications and supply duties. 90XDs are less
common, but are generally ordered as Soft Top or Hard Top vehicles for light liaison and communications.
Short-wheelbase vehicles lack the load capacity needed by modern armies, and the increased power of
heavy-lift helicopters has made the larger 110s easily air-transportable- a historic advantage of the smaller,
lighter 90.

Land Rover offered its "Core" military Defenders with the 300Tdi engine rather than the more powerful but
more complicated Td5 engine offered in civilian vehicles. Before the 300Tdi engine was introduced, military
Land Rovers were offered with 2.5-litre petrol and diesel engines, as well as the 3.5-litre V8 petrol. Although
trials with the Td5 engine proved it to be reliable in battlefield conditions, it was decided that servicing and
repairing its electronic control systems should they fail was too complicated and reliant on having diagnostic
computers available. Land Rover were also unable to guarantee they could make the Td5 resistant to
electro-magnetic interference. The Australian Army also tested the Td5 and found it to be reliable, but was
concerned that the extra performance and speed that the engine gave would result in more accidents and
vehicle damage on rough tracks when driven by inexperienced drivers, so opted for the older engine as well.

The British police have used Land Rovers (including the Defender) in their service for many years, they are
supplied with the entire range from Land Rover itself.

In 2004 a fleet of 12 Long wheelbase 110 Td5 Land Rovers were

produced for the central German Government, varying between 110
Vans, 110 Hi-capacity pick-ups and 110 Station wagons. The German
Government did not renew the supply contract after 2006 instead
turning to Mercedes for their logistics fleet.

Vehicles produced for the German Government order were produced

in metallic grey with white roofs. The electrical installation on these
vehicles was a special order and kept "luxury" fittings and fixtures to
a bare minimum. Four FFR equipped vehicles were produced to
Sussex Police Land Rover
facilitate the VHF radios in service at that time with the German
Government and Police authorities. Following the change-over to the
Mercedes contract, the German Central Government sold their Td5 fleet.

With 300Tdi production stopping in 2006, Land Rover set up production of a military version of the
4-cylinder Ford Duratorq engine that is also used as a replacement for the Td5 in civilian vehicles.

The British Army's Land Rovers have been the subject of criticism following recent operations in Iraq and
Afghanistan. The majority of British Service Land Rovers carry no armour-plating and the composite
armoured SNATCH Land Rover (originally designed to withstand small arms fire and hand-launched
projectiles as experienced in Northern Ireland) is not immune to the larger roadside bomb and rocket attacks.
Some have called for British troops to be equipped with Humvees, or other such vehicles. However, similar
criticisms have been levelled at the American vehicle. Other proposals include the South African made
RG-31 or similar larger and more heavily armoured trucks or armoured vehicles that provide greater
protection.

There have been many rumours about a replacement vehicle type. This is most likely the larger, higher-
capacity 4x4 or 6x6 Pinzgauer forward-control vehicle similar to the now disused Land Rover 101 Forward
Control, given that the current Land Rover design is also reaching its weight limits due to the increasing

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amounts of communications and weapons gear used by modern patrol forces.

In recent years Land Rover has occasionally produced Special Editions of the Defender. These have usually
been little more than a vehicle being fitted with certain option packs and equipment, although more bespoke
Editions have been produced. Mostly they have been aimed at the more lucrative 'lifestyle' market than the
Defender's usual commercial and off-road markets.

In 1992 the first Special Edition Land Rover Defender was produced. Called
the 90SV (SV stood for 'Special Vehicles', as all the vehicles were produced
by Land Rover's Special Vehicle Operations department), they were painted
turquoise and were fitted with a black canvas Soft Top with standard door
tops. Alloy wheels were also fitted, together with rear disc brakes (at that
time a first for a Land Rover). Despite the vehicle's sporty looks, it used the
standard 200Tdi turbodiesel engine. Only 90 were made for the UK market.

For Land Rover's 50th anniversary in 1998 two special editions were built.
The first was the Defender 50th which was essentially a NAS (North
American Spec) Defender 90 Station Wagon. It was powered by a 190 hp
(140 kW) 4.0-litre V8 petrol engine and was the first Land Rover outside
North America to be fitted with an automatic transmission. Air conditioning
made them very comfortable vehicles too. For the UK and Europe they were 50th Anniversary Defender
painted Atlantis Blue, a dark green/blue flip-flop colour and had a Safety
Devices roll-over protection cage for the front seat occupants. In total 1071 50th Anniversary Defenders
were built; 385 for the UK home market, the rest for Japan, Europe and Middle East.

The second 1998 Special Edition was the 'Heritage', intended to hark back to the early days of Land Rover
in the 1940s. Available in 90 or 110 Station Wagon form, the Heritage was only available in the two original
colours offered by the company - the dark Bronze Green or the light pastel Atlantic Green. A metal
mesh-effect front grille, body-coloured alloy wheels and wing mirrors and silver-painted door and
windscreen hinges were all employed to make the Heritage look similar to the original Series I of 1948.
Inside special instruments were used, with black-on-beige displays. The powertrain was the standard Td5
diesel engine and 4-wheel-drive transmission.

Possibly the best known Special Edition was the Tomb Raider of
2000, built to commemorate Land Rover's role in the first film of that
franchise. The Tomb Raider was designed to look like an off-road
expedition vehicle. Painted dark metallic grey with special badging
and details, the Tomb Raiders came equipped with a roof rack,
additional spot lights, winch, bull-bar and snorkel. They were
available either as a 90 Station Wagon or a 110 Double Cab, with
standard Td5 engines. The Defender actually used in the film (now
on display at the Motor Heritage Centre, Gaydon) was actually a
highly modified 110 High Capacity Pick Up with a specially fitted Tomb Raider 90 Special Edition
and tuned V8 petrol engine and a non-standard interior.

Following the first Land Rover G4 Challenge in 2003, G4-Edition Defenders became available. As well as
the distinctive Tangiers Orange colour of the competition vehicles, yellow and black versions were also
produced. Defender 90 and 110 Station Wagon versions were available, with front A-Bar, roll-cage,
side-steps and front spotlights as standard, as well as G4 badging.

Since then, Land Rover have produced less extravagant Special Editions. The Defender Black was a 90 or

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110 County Station Wagon with metallic black paint, roll cage and dark-tinted rear windows. The Defender
Silver was a 110 County Station Wagon with silver metallic paint, front A-bar and spotlights, metal
wing-protector plates and winch. The 1999 X-Tech was aimed at the commercial market, being a metallic
silver 90 Hard Top fitted with County-style seats, alloy wheels and Alpine window lights. The second model
year edition in 2003 was better equipped with wing protector plates and air conditioning.

There have also been various special editions of the Defender created by the company's overseas operations
for sale in their specific markets such as the 'Sahara' edition and '55th Anniversary' Defender 90s sold in
France- the former being a basic-spec Station Wagon painted in a sand-like tan colour and supplied with
special decals and the latter being a Station Wagon fitted with numerous luxury options and special badges in
the mould of the factory-built 50th editions. Sometimes individual Land Rover dealers have created limited
editions of vehicles to suite their markets. A dealer in Scotland created the 'Braemar' edition of 25 vehicles
to appeal to local agricultural and forestry buyers, being a 90 Hard Top supplied ready fitted with a winch,
off-road tyres, spotlamps and worklamps, underbody protection and chequer plate.

2008 saw Land Rover's 60th anniversary, for which a new series of special edition Defenders were
produced. Branded the 'SVX', three models were built. All were painted black with 'satin' effect body
graphics on the vehicles sides and bonnet carrying the '60th' logo used throughout 2008 at various special
events and on anniversary merchandise. Bespoke 5-spoke alloy wheels were used and a new silver-coloured
front grille design was used. This also incorporated a new design of headlamp with the sidelight lamp being
integral with the main headlamp unit, allowing the space previously used for the separate sidelight to be used
to fit a pair of high-intensity driving lamps. Inside the SVX models gained Recaro bucket seats in the front
row, alloy gearlever knobs and a Garmin GPS navigation system. The drivetrain was the standard 2.4-litre
diesel and 6-speed manual permanent 4-wheel-drive transmission. The SVX edition was available as a 110
Station Wagon (only available outside the UK), a 90 Station Wagon and a brand-new design of 90 Soft Top-
the first time a Soft Top model had been available through showrooms in the UK since 1992. SVX Soft Tops
had only the two front seats- the rear load bay being used to accommodate the spare wheel and a lockable
storage box. A new design of hood was used, sloping down towards the rear over a jointed folding frame,
unlike the standard square-framed hood used on other Soft Top Land Rovers.

Replacing the Defender with a new model has been in the planning stages for many years. The current
Defender has been in production since 1990. It does not meet the US safety requirements since 1998 and
since then Land Rover is offering US buyers more luxuriously equipped LR2 and LR3 instead. Total
replacement will be needed by 2015, when new regulations regarding crash safety for pedestrians will render
the current design obsolete in Europe.

Concept vehicles DC100 and DC100 Sport (http://www.landrover.com/gb/en/lr/defender-concept/dc100/) ,

on which the replacement is intended to be based, were revealed at the 2011 Frankfurt Motor Show. DC100
is a conventional three-door off-roader with 2.0L turbo-charged diesel engine and DC100 Sport is a
2-passenger pick-up with 2.0L petrol engine.[7] Unlike current Defender with 93", 110" and 130"
wheelbases, DC100 was presented in 100" wheelbase (DC100 = Defender Concept 100" wheelbase).

It is intended that the new vehicle will be in production by 2015.[8] and will replace the then 25-year-old
model which is the longest running production of any Land Rover vehicle. Land Rover is planning 60,000 -
80,000 units annually which would beat the 1970 record of between 55,000 and 60,000.[9]

1. ^ "Facilities | Ford Motor Company Newsroom" (http://media.ford.com/plant_display.cfm?plant_id=50) .

Media.ford.com. http://media.ford.com/plant_display.cfm?plant_id=50. Retrieved 2010-07-31.

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2. ^ "Otokar" (http://www.otokar.com.tr/en/corporate/history.aspx) . Otokar. 2010-07-24. http://www.otokar.com.tr

/en/corporate/history.aspx. Retrieved 2010-07-31.
3. ^ "KVM Online - - Assembly Works" (http://www.kvm.co.ke/supercategory.php?main=2) . Kvm.co.ke.
http://www.kvm.co.ke/supercategory.php?main=2. Retrieved 2011-04-04.
4. ^ a b c d e f g Dymock, Eric (=2007). Land Rover File: All Models Since 1947. Dove. ISBN 0-9534142-8-0.
5. ^ Matthias, Pfannmuller; Schmidt, Boris (1998). Fifty Years of the Best 4x4xFar. autovision.
ISBN 3-9805832-0-1.
6. ^ "Morattab and Otokar Landrovers" (http://www.webcitation.org/query?url=http://www.geocities.com
/guide2landrover/ckd.html&date=2009-10-25+23:35:45) . Geocities.com. Archived from the original
(http://www.geocities.com/guide2landrover/ckd.html) on 2009-10-26. http://www.webcitation.org
/query?url=http://www.geocities.com/guide2landrover/ckd.html&date=2009-10-25+23:35:45. Retrieved
2009-05-16.
7. ^ "Land Rover DC100 Sport (2011) at Frankfurt motor show" (http://www.carmagazine.co.uk/News/Search-
Results/First-Official-Pictures/Land-Rover-Defender-DC100-Sport-concept-2011-at-the-Frankfurt-motor-show/)
. Car Magazine. 13 September 2011. http://www.carmagazine.co.uk/News/Search-Results/First-Official-Pictures
/Land-Rover-Defender-DC100-Sport-concept-2011-at-the-Frankfurt-motor-show/. Retrieved 18 September 2011.
8. ^ "Land Rover confirms new version of its Defender model" (http://www.bbc.co.uk/news/business-14726189) .
BBC News. 31 August 2011. http://www.bbc.co.uk/news/business-14726189. Retrieved 31 August 2011.
9. ^ "Land Rover to Debut New Defender Concept in Frankfurt" (http://www.thetorquereport.com/2011/08
/land_rover_to_debut_new_defend.html) . The Torque Report. 6 August 2011. http://www.thetorquereport.com
/2011/08/land_rover_to_debut_new_defend.html. Retrieved 18 September 2011.

NAS Land Rover Defender Specifications (http://www.parkcity4x4classics.com/index.php/specs

/defender) (NAS stands for North American Specifications)
http://www.lrfaq.org/
http://www.landroverline.com/Features/history_of_land_rover.asp
http://www.rover.org.nz/pages/landrov/history.htm
http://www.landrover.com.au/au/en/vehicles/defender/overview.htm

Land Rover Global Home (http://www.landrover.com/)

Land Rover VIN codes on Wikibooks
Land Rover (http://www.dmoz.org//Recreation/Autos/Makes_and_Models/Land_Rover//) at the
Open Directory Project
Land Rover clubs (http://www.dmoz.org//Recreation/Autos/Makes_and_Models/Land_Rover
/Clubs//) at the Open Directory Project

Retrieved from "http://en.wikipedia.org/w/index.php?title=Land_Rover_Defender&oldid=466332215"

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