2015 Land Rover Defender review

2015 Land Rover Defender

MSRP $39,999.00

“Rugged, rugged and timeless, the Land Rover Defender is the pinnacle of efficient design that transcends function.”


  • Time-tested design

  • Extremely capable of off-road driving

  • Well educated in the city

  • unique in the market


  • out of production

  • outdated interiors

Car identification plates are regularly recycled. You can’t buy a new third-generation C-Class anymore, but you can drive home from your local Mercedes-Benz dealership in a much-improved fourth-generation model that uses the latest advances in automotive technology. For three decades the Land Rover Defender has managed to avoid this evolutionary pattern, so its demise marks the end of an entire era, not just the retirement of a nameplate.

Introduced in 1983, the Defender is an icon on four wheels that no longer needs an official presentation. The version tested here is the Heritage Edition 110 (Land Rover refers to the long wheelbase), one of three limited edition models released to mark the end of the famous Defender production run. It stands out for its retro-inspired design with a classic grille, vintage-look badging on both ends, body-color steel wheels, and two-tone Cashmere Green/Alaskan White paint. The “HUE 166” stickers on the bumpers are a reference to the registration number carried by the first pre-production Series I that was built and registered in 1947.

If it ain’t broke…

Land Rover has not made any mechanical changes to the Heritage Edition. It’s powered by Defender’s standard 2.2-liter turbodiesel four-cylinder engine that sends 122 horsepower and a generous 265 N-ft of torque to all four wheels via a six-speed manual transmission and gearbox. two speeds. A four-cylinder engine has been the only unit offered for the past several years, though the Defender has previously been available with four, five, six, and even eight-cylinder engines.

We need to dispel the myth before we move on: The rugged Defender bears more than a passing resemblance to the Series I, II, and III models that were produced from the late 1940s through the early 1980s, but the only components that shares with its predecessors are a small mount, a plate that helps hold the hood in place, and a rear undercarriage support strut. In other words, it’s not as old as you think.

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Still, his age definitely shows behind the wheel. he has a radius of gyration of BatiloClass supertanker and understeer in turns with the tilted fuselage of the Airbus A380. At over 82 inches tall, the Heritage model won’t fit in most parking lots, adding a touch of excitement to a late-night beer garden outside of Paris, France.

Wellington boots are optional but recommended.

To call these eccentricities bugs would be to miss the point entirely. No one ever bought a Defender thinking they were going to get a supremely comfortable SUV equipped with the latest tools. You don’t need a voice-command infotainment system or wall-to-wall leather upholstery because it has a 48.7-degree approach angle and can drive through 20 inches of water. You can go where most other SUVs only dream of, and that’s more important to your target audience than any comfort. It’s primarily made for work, not flaunting it at the mall.

Spectacularly tough, the oldest member of the Land Rover lineup eats SUVs for breakfast and crossover snacks.

With full-time four-wheel drive and nearly ten inches of ground clearance, the Defender is remarkably capable off the beaten path; eat SUVs for breakfast and snacks in crossovers. It carves its way through muddy hills with surprising confidence, making rocks and other obstacles commonly found on the trail feel like flat backs in a 20mph school zone. A two-speed transmission helps the soldier get going. In fact hard. Take one for a trip into the woods and it will quickly become clear why it has been the vehicle of choice for emergency services and travelers around the world for decades. It is unique in the market because its practical and impeccable design has stood the test of time exceptionally well.

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A job well done

The Defender handles surprisingly well on tarmac, though the suspension is happy to share every imperfection in the road with your spine. It’s fast enough to keep up with other cars as it pulls away from stop lights and will handle a steady 75mph on the freeway with no problem. Driving the older Series III through a small town takes as much effort as riding a bull, but the Defender offers peace of mind in the form of light handling, responsive brakes, and great visibility thanks in part to the ultra-thin A-pillars. As an unexpected bonus, it’s so big that drivers stuck in late-model econoboxes are simply afraid to interrupt or stop it. We will consider this a passive safety feature. Everything helps in a vehicle that is not equipped with airbags.

2015 Land Rover DefenderRonan Glon/Digital Trends

Ronan Glon/Digital Trends

From the outside, the Defender looks like it’s been teleported since the early 1980s. For better or worse, the same is true of the interior. Getting behind the wheel is like watching a parade of hard plastics and old-fashioned parts like little turn signal knobs that look like they came right out of an Austin Mini. The classic feel of the car is further emphasized by the fact that there’s as much room to move around as you’d find in an air-cooled Volkswagen Beetle. The Defender is raw, but it’s the ultimate expression of efficient design that transcends form. It will effortlessly transport seven passengers from point A to point B, even if there’s a mountain range somewhere in between.

Few will be surprised to learn that the assembly process at Land Rover’s Solihull plant in England has remained largely the same since the early 1980s. Current members of the Land Rover lineup, such as the Evoque and Discovery Sport, They’re built by robots, but the 7,000 individual parts that make up the Defender are still mostly assembled by hand. So it takes 56 man-hours to build one from start to finish; To put that figure in perspective, the Discovery Sport takes 48 hours to build. The laborious production process partly explains why the Defender 110 has a base price of £27,620, a sum that translates to roughly $40,000 in its country of origin. The short-wheelbase Defender 90 starts at 25,265 pounds, or about $33,200.

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There is one obstacle Defender cannot remove or simply cross: legislators. Strict safety and emissions regulations finally got the better of it, and the latest example rolled off the assembly line in Solihull, meaning it’s too late to buy a new one. It is also the last of its kind. The Mercedes-Benz G-Class has been transformed into a $120,000 luxury barge, the Jeep Wrangler focuses more on leisure than work, while the Ladina Niva, which Soviet officials summed up in the early 1970s as a Renault 5 on a Land Rover chassis, it’s just as old-fashioned and even more rustic, but not quite as capable. Even the Toyota Land Cruiser inevitably makes some concessions in the name of opulence.

The second-generation Defender will arrive before the end of the decade, but details of what form it will take are sketchy at best, likely because they haven’t been finalized yet. It may retain the solid-body construction in the outgoing model’s framework, but it may not; Maybe it has a rear spare tire and old round headlights, maybe not, only time will tell. What is certain is that it will have bigger shoes to fill than any new car introduced in recent times.

editor’s recommendations

Categories: GAMING
Source: newstars.edu.vn

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