Land Rover Defender 2013 Review

Land Rover Defender

The Land Rover Defender is one of those vehicles that feels like it’s been around forever. In fact, it has been with us in one form or another for the better part of 65 years.

But it might surprise you to know that this body style is only six years old, and that the current engine – which shares its lineage with the Ford Transit – has only been residing under the bonnet for three years.

It’s a nod to the viability of the Defender’s design that a formula conceived seven decades ago can survive in the modern age. Though, perhaps sadly, modernity has finally caught up with the Defender.

Land Rover’s most iconic model will cease to be in just a few years time, and with a quick check of both ANCAP and Euro NCAP websites showing the Defender doesn’t have a crash rating (nor does it have electronic driver aids or airbags), it is perhaps not hard to see why.

But for its lack of safety features, and indeed refinement, the Defender proves it still has what it takes to battle even the toughest of off-road conditions.

The standard test regime we place passenger-oriented 4WDs through was simply no match for the Defender. Its long suspension travel, generous ground clearance and ample geometry proved why the aging model is held is such high esteem in off-road circles.

At 250mm, the Defender’s axles have more ground clearance than most SUVs have body clearance. It will climb and descend a full 45 degrees, and with approach and departure angles of 47 degrees, you don’t need to be too concerned with your angle of attack, either.

Land Rover says the Defender offers 500mm of wading depth, which would likely be improved by the addition of a snorkel. It was this element of the Defender’s capabilities that saw us balk at a river crossing we know Ford Ranger’s 800mm has no trouble with.

Tested here is the Defender 90. The model on test picks up extras such as a Firenze metallic paint ($600), Santorini Contrast Roof ($730), Partial Leather Seats ($720), and Black Saw Tooth Alloy Wheels ($1220), but at its heart remains a full ladder chassis, turbo-diesel power, live beam axles front and rear, and a proper dual-range transfer case.

Power for the Defender comes from a 2.2-litre four-cylinder turbo-diesel which develops 90kW and 360Nm. It is mated to a six-speed manual Getrag gearbox, and while a centre differential lock is also offered to help the Defender free itself from tricky situations.

Alas, the gearbox is a bit clunky, especially when cold, and suffers with the demands of fast-paced urban traffic.

But with a variable-geometry turbocharger, the Defender doesn’t suffer too much from step-off lag and proves strong in its early reaches, delivering 315Nm from just 1500rpm. That ready supply of low-down torque also helps to save fuel and, combined with an anti-stall feature, makes a meal of mogul crossings.

At 1815kg, the Defender is no feather-weight, so – combined with the aerodynamic properties of a house brick – a combined fuel economy figure of 10.2L/100km really isn’t too bad. On test, through a mix of city, highway and off-road work, we managed 11.5L/100km.

The old worm-and-roller steering is hydraulically assisted and suffers little from bump steer off-road. But on-road this means the Defender can get the wanders, and also proves difficult to manoeuvre in tight spots. The turning circle is rated at a less than impressive 12.8 metres.

Then there are the other issues that make driving the Defender a chore. Its body sits 314mm from the ground, and without handles or side steps, getting in and out is less than dignified.

The controls are quite heavy too, and the switchgear very outdated. There are only two ventilation outlets at chest height and the cabin noise at freeway speeds is near intolerable.

But for all these downsides the Defender is something of a bargain when the going gets tough. Priced from $42,800 (or $46,070 as tested), it undercuts the Toyota FJ Cruiser by more than $5000 and the similarly-capable Mercedes-Benz G 350 BlueTEC by over $105,000.

In this category, the only cheaper competitor is the Jeep Wrangler, which undercuts the Defender by as much as $10,300.

So if you live on the land, enjoy your off-roading or have sadomasochistic vehicular tendencies, the Defender might just be the ticket. However, if you’re expecting the modernity of an SUV – forget it.

The Defender is an off-roader first and foremost, and sadly one that is now very much beginning to show its age.