Ed Wiseman

Takes the latest Land Rover Defender down Memory Lane.

two individual, forward-facing chairs. A lot of what makes a Defender a Defender remains. The driving position is cramped, the handbrake is on the floor and the windscreen wipers clear only a narrow strip of glass through which the driver has to peer. It’s all part of the fun though, and despite all the improvements this legendary car has retained a lot of its character. Externally the new Defender is almost indistinguishable from the old Defender, which was essentially the same as the 90 and 110 which preceded it. The only noticeable difference is that bonnet bulge (there to accommodate EU regulations and a slightly larger engine) which arguably improves the car’s profile. It would be disingenuous to criticise the Defender for its on-road performance. The fact that it can keep up with modern traffic is good enough for something which is so clearly designed with muddy fields in mind. It’s quick away from the lights and the antistall will keep you rolling in congested streets, alleviating the inevitable strain on your left foot from the (still very firm) clutch. In the mud they’re unstoppable. No other car comes close to the Defender’s go-anywhere dependability, nor to the versatility of the cabin itself. There’s still nothing I’d rather take off-road. Defender handling takes some getting used to. The turning circle is its only real downfall – ten-p oint turns aren’t always possible in urban situations – because everything else (like the understeer) can be dealt with. A key improvement is the sixspeed manual. B roads are a breeze and you can keep up with motorway traffic at a comfortable 2,000rpm. Any faster than that and you risk a serious drop in fuel economy – a high-speed motorway hop from Maidstone services to the big Tesco at Willesborough cost about £6. Defender residuals are good. The model I tested was priced at just over £30k; expensive but, for a lot of people, completely worth it.