Buying used Land Rover Defender (1992-2007)

On paper the most advanced workhorse 4WD, the Defender was let down by ancient styling, poor ergonomics and indifferent build quality that prevented it reaching its potential. By the time Land Rover lifted its production game in the late 1990s the damage to the Defender’s reputation had been done.

However, there are many Land Rover addicts who are prepared to forgive the marque almost any indiscretion, citing in its favour class-leading chassis strength, driveline design and superior ride and handling.

They’re correct in stating that there’s no workhorse ute or wagon in the market that can match the Defender’s full-time 4WD driveline, rigid chassis and all-coil suspension.

Australian-market Countys were powered by the thirsty 3.5-litre Rover petrol V8 or, locally, by the same Isuzu 4BD1, 3.9-litre, four-cylinder diesel that Rover Australia bolted into the Army Land Rovers.

There was no factory diesel available, because Land Rover UK had bailed out of diesel engine production.

That changed in 1992, when the Discovery wagon and the Defender (a slightly reshaped County) were introduced, powered by a 2.5-litre Land Rover diesel.
The new engine was a technological breakthrough, featuring direct injection, turbocharging and intercooling at a time when nearly all Japanese diesels were naturally aspirated, pre-chamber types. Claimed maximum output for the 200Tdi was 80kW at 3800rpm, with peak torque of 255Nm at 1800rpm.

The Rover turbo-intercooled, direct-injection diesel quickly proved to be the most economical 4WD ute powerplant in the market.

The Defender chassis was formed from 2mm-thick box-sections and mounted four-coil suspension with live axles front and rear.

The Defender came with a bush-capable 3.3:1 deep reduction gear ratio and full-time 4WD. The centre differential lock could be engaged and disengaged in both high and low range.

The Defender ute was rated at 1.3 tonnes payload, with a trailer towing capability of four tonnes, giving it a clear edge over its Japanese competitors.

Initially, only the cab/chassis Defender was available in Australia and sold for $30,000 without sales tax. It was soon joined by a four-door wagon and a two-door, long-wheelbase hard-top.

The Australian Army ordered more Land Rovers in June 1994 and there was a strong rumour that the Army 6x6 machine’s wide-cab, with its ample interior space, would become commercially available, but that proved to be a furphy.

However, later that year, Rover Australia released the 130 Crew Cab Defender, on a longer wheelbase that allowed much more payload – 1.4 tonnes – than any other crew cab 4WD ute.

The 130 and the 1995 model-year 110 ute picked up the new Land Rover R380 transmission and the 300 Tdi engine. Pricing for the 130 Crew Cab was $40 grand for tax-exempt buyers.

The 300 Tdi was a significantly upgraded 2.5-litre diesel, with 83kW output at 4000rpm and peak torque of 265Nm at 1800rpm.

In November 1994, Rover Australia released a limited-edition, Tanami version of the four-door wagon. Promoted by bush-tucker man, Les Hiddins, the Tanami featured a full-length roof rack, a ‘roo bar with twin 100-watt driving lights, a snorkel, a shovel, axe and pick strapped to the bonnet, a radiator insect screen and ‘Tanami’ decals. It retailed for $42,995.

By 1999, when Land Rover launched the five-cylinder Td5 diesel, the two-door, long wheelbase hardtop and the 110 cab/chassis had faded away, so the lineup for the new century was down to the 110 wagon, the 130 cab/chassis and 130 Crew Cab.

However, the Defender ‘Xtreme’ wagon option offered features not available in any other medium-priced wagon. It came with 7x16 aluminium wheels, 235/85 tyres, ABS braking and electronic traction control.

The four-cylinder Tdi continued in the short-cab ute and the new Td5 powered the Crew Cab and the wagons.

The Td5 was class-leading, having camshaft-driven, high-pressure unit injectors that reduced emissions and increased output over the previous four-cylinder diesels. The new engine was rated at 90kW at 4200rpm and 300Nm at 1950rpm. Oil change intervals were extended from 10,000km to 20,000km, but the recommendation for off-road Defender Td5s was for an oil drop at 10,000km.

The R380 five-speed transmission was upgraded in 1999, with larger bushes, improved synchromesh (including reverse) and a quieter gear train, and the transfer case was fitted with a cable selector.

That’s how the lineup continued until late 2002, when the short-wheelbase Defender 90 was introduced, in Xtreme specification, powered by the Td5 engine. It proved to be a short-lived model, being dropped three years later, after disappointing sales.

With 90kW and 360Nm, the new engine had 315Nm at a low 1500rpm - more torque than the five-cylinder did at any point in the rev band.

The 2007 Defender dashboard was a single-piece moulding incorporating a plastic-covered binnacle with large, legible instruments, including – for the first time – a rev counter!  Real Landie freaks noted that the twin fresh air vents at the base of the windscreen no longer opened.

But there was more: four, fan-fed air vents that piped air-conditioned air, a CD/radio, switches for the front powered windows and a passenger-side bin with a solid grab handle.

A new gear stick poked out of the sound-deadened transmission tunnel, stirring a six-speed manual gearbox. The Defender 110 wagon also had class-leading traction control and ABS braking.

All this, for $48,990 and there were optional ($2000) third-row seats.

The only 2007 Defender ute available in Australia was the 130 crew cab. It came as a cab/chassis for $50,990 or with a locally-made, high-quality, steel drop-side tray, for another four grand. Additional 110 and 130 ute models were introduced the following year.

We found it much easier to get comfortable behind the wheel of the Troopy than the Defender’s. As many owners – and even Land Rover salesmen – say: you can’t complain about the ergonomics in the Defender, because it doesn’t have any.

Unfortunately it was impossible to divorce the powertrain, chassis and suspension from the cabin environment, because with a different body on top of it the Defender running gear would show its true nature.

The suspension was firm and controlled on road, with some bump-steer when unladen, but provided neutral handling, without body sway. Short front and rear overhangs contributed to a pitch-free ride.

The little 2.5-litre, five-cylinder pulled lustily and sipped fuel frugally – an average of 11.5L/100km on our test, compared with the Troopy’s 15L/100km.

Although the Defender bodywork was aged, post-2002 vehicles seemed to fit together better and we were pleased to note an absence of wind noise at cruising speeds.

The Troopy couldn’t hang with the Defender through the twisty stuff, as the Toyota’s coil/leaf suspension did its best to help the tall vehicle deal with radically different front and rear roll centres. The rear anti-sway bar helped control rear-end sway, but was less than desirable off road.

The high-set driving positions of both vehicles gave excellent over-bonnet vision when driving in steep off-road conditions. Accelerator control was also very good, with the Defender boasting a different pedal response program when low-range was selected.

We ran the Defender’s traction control out of puff on a long, loose uphill climb that saw the system working almost constantly. It seemed to be good for about a half minute of full-time work before needing a rest, after which it resumed as normal.

We noticed a considerable difference in traction control behaviour with the centre diff unlocked – it was best in severe conditions to lock the centre diff, to ease the load on the traction control equipment.

The obvious step for serious Land Rover Defender owners was to fit Maxidrive diff locks front and rear, picking up a set of much-needed, heavier half-shafts in the process. Sadly, Maxidrive is no more.

The 90 is a rare beast in the used market, but if you’re not in a hurry you should be able to find one. Production quality of all Land Rovers was on the improve in 2003, so we didn’t hear the old horror stories about the 90 model.

Despite all-coil springing the suspension was very firm – too firm unless it was fully loaded – and the 90 bounced around on bumpy sections. Even with full-time 4WD the 90 was quite tail-happy on loose and slippery stuff.

Post-2007 models are by far the best Land Rover Series/County/Defender vehicles. The Transit’s common-rail, light-truck diesel was built to lug happily and had an anti-stall function, making hill starts and steep, off-road climbs a breeze.

The six-speed teamed well with the engine and transfer case, giving an overall reduction of 63:1 in low-low and a cruising speed of 100km/h with only 2000rpm on the clock in overdrive sixth (0.74:1).

There was useful gradeability in top gear, so most freeway hills could be handled without a downshift. Not that shifting was a problem, because the clutch was light and the shift action superb. Even the transfer case lever worked positively, selecting low range or centre diff lock functions without baulking.

The combination of long-travel suspension and powerful traction control made the new Defender a formidable bush weapon and very few standard vehicles could stay with it when the going got tough.

Shock absorber durability was an ongoing problem with Defenders and many used vehicles have after-market shocks. Tired shocker symptoms include wheel bounce and vibration at speed, or excessive steering wheel kick.

Land Rover diesels need professional servicing, including valve clearance adjustments every 20,000km and camshaft timing belt replacement every 80,000km. If in doubt about the belt's age, allow around $500 for a replacement.

Avoid buying a diesel that lacks a service history, because poorly maintained Tdis will have reliability problems.
A Defender with a Salisbury rear axle needs to be checked for cracking where the axle tubes meet the diff housing.

Later model Defenders seem to be very reliable and while there are still instances of oil leaks, failed wheel bearings and electrical dramas, there's no consistent problem pattern.

Early Transit diesels had vacuum pump failures, but a new pump is said to have fixed that issue.

Servicing costs should be no higher for a Defender than for any other 4WD - less in the case of the Rover diesel, which doesn't need the Japanese-diesel 5000km engine oil drain.

Maintenance and repair parts for Defenders are among the lowest priced on the 4WD market.