Defending a Legend

As Land Rover celebrates its 60th birthday, Michael Mwai looks at the then and now of an icon that has defied time

I took one look at the Land Rover line-up and was convinced that these were the warriors sent to protect their own. The Land Rover Defender is due for review again in 2010 but looking at the past 60 years, they might just throw in a more efficient engine and let us continue enjoying the ragged nature of this workhorse.

 

I spent four days gallivanting across the Rift Valley in one and I would be forgiven for thinking the car was in love with me and not the other way round; the parking brake lever kept on tagging at my trousers like a loyal canine.
The Defender is the only model that comes from the very beginning of the Land Rover story.

Always a short-wheelbase model, able to crawl over anything and everything, the Series I - as it was known in the ‘50s - was an underpowered farm hand meant to get things going after the war. It had an 80-inch wheelbase and only a 50bhp four-cylinder engine. It managed to twirl 80lb ft at 2000rpm and unfortunately no performance figures are available. It did not matter anyway, this vehicle was purpose built, and it did its bit. Years later in 1958, the Series II was unveiled and remnants of its original design are still utilised to this day. Designed by David Bache, it had curved shoulder lines with headlights located on the grill. Its most prominent throwback is the door handles, still in use today. The headlights design changed in 1969, while the diesel engine was updated to 2.25 litre and later to 2,286cc with a top speed of 108kph and ability to reach 100kph in 36.1 seconds. Although these early models are no comparison to the current ones in terms of power and handling, they were stars of their era.

The 1969 Series III lightweight, a military vehicle, was mostly unavailable to the public. It was heavier than the standard model since it was designed to withstand the impact of being dropped from warplanes. Series III was built for public use between 1971 and 1985 until it was finally replaced by the Stage I V8. With a 3.5litre, 98bhp engine and officially the first civilian Land Rover, it came with five doors and a long wheelbase. It was able to reach a top speed of 130kph and lead to the introduction of the Defender. Although the Defender was introduced in 1983, it was baptised thus in 1990. Now it’s popularly known as the 110. The short chassis, or the 90 is a very handsome vehicle and at 25 this year, it deserves this accolade. Popular with individuals seeking to break away from the crowd-chasing Rav 4s and CRVs, the 90 is a personal statement of wild at heart. Fitted with a 2.4 litre turbo diesel with 120 bhp, it’s quick and nippy. It can sprint from 0-100kph in under 15 seconds and reach a top speed of 132kph.

Unforgiving luxury
The Defender has remained faithful to the blueprint penned in 1948 and delivers raw off-road ability that is unforgiving to the soft tissue of modern city dwellers. This is not a comfortable car by any standards and my family found this out the hard way. At one point my son, 11, had taken a catnap and was jostled awake by an abrupt knock on his head that drew tears from his eyes. His sister knew better than to shut her eyes and decided to enjoy the beautiful Kajiado scenery.
This Defender was tweaked last year and its most notable improvement was the relocation of the spare wheel from the bonnet to the back. The horsepower is 120bh at 3,500rpm and torque peak is a massive 360Nm at 2,000rpm. More than 90 per cent of the power is available across the wide power band while 315Nm of the torque total stays available between 1,500 and 2,700 rpms, ensuring useful tractability.

Although I could not explore the limits of this beast, it was quite apparent that the new Defender is much improved. The engine is linked to a new six-speed manual gearbox, which allows a wider range of ratios: first gear is lower to reduce crawl speeds, while top gear is 20 percent taller to boost cruising refinement and fuel economy. The increased engine torque boosts in-gear acceleration and allows brisker dynamics.

 

Land Rover engineers have customised the response map of the electronic throttle for each individual gear to optimise throttle progression and control, while an improved anti-stall control extends the Defender’s ability to traverse seemingly impossible terrain. “These changes represent a significant vote of confidence in a product which is the foundation of Land Rover’s reputation for off-road excellence,” says Chris Diaz, Land Rover General Manager. “We believe these enhancements will win the hearts and minds of new and existing customers.”

By traditional Defender standards, the interior is splashed with ‘refreshing’ hospitality, notably more legroom for the passengers. The last row of seats has seat belts and head restraints. The fabric is tough, as expected and the in-car entertainment can only be described as laughable. The Clarion radio must believe it is in the bush even when packed right outside CCK, for its reception was horrible. Maybe it was the dangling, flexible aerial to the right of my front view.
What I loved most about the Defender is its ability to intimidate. I would be let through at junctions, even by brave daredevil matatu drivers. They did not dare try their antics whenever I exhibited any aggressive intentions.
A white standard trim Defender is one of the few cars that allows you the privilege to overlap in traffic. With headlights on, even the police salute you past, thinking you are on the same team and in the line of duty.
The Defender may be 60 years old but it has a lot longer to live, considering the passion that goes into keeping its iconic status flying high.