According to many German automotive engineers few things turn out to be more permanent than a temporary solution.
So it was with the 1948 Land Rover. A stop-gap export vehicle to extract a more generous steel ration from the post-war Labour ‘austerity’ government, the 'farmer’s friend' took just over a year to match Rover’s passenger car production and, two years later, it was two-to-one.
So it was with the 1948 Land Rover. A stop-gap export vehicle to extract a more generous steel ration from the post-war Labour ‘austerity’ government, the 'farmer’s friend' took just over a year to match Rover’s passenger car production and, two years later, it was two-to-one.
Model Year 2012 versions arrived last November. Main change is the adoption of the 2.2-litre four-cylinder turbodiesel engine found in the latest Ford Transit.
The previous Transit 2.4-litre motor which was fitted (together with a six-speed gearbox) in 2006 under the Ford regime had to go since it was no longer EU5 compliant.
Apart from catalytic converters, European market models get a diesel particulate filter which, together with improved combustion and engine management, lessen NOx, CO and HC emissions. A full acoustic engine cover improves refinement.
These new components and key aspects of the drivetrain have either been sited out of harm’s way and/or toughened up for more serious 4x4 operation. But, with a nod to the leisure market which has built up for the ‘original’ Land Rover there are two add-on option packs: ‘Comfort’ (air-con,CD/aux audio, electric windows, etc); ‘Off-Road’ (ABS, heavy duty wheel/tyre, tow ball and under-ride protection).
The new engine delivers the same power and torque (122PS at 3,500rpm and 360 Nm at 2,000rpm) as the old 2.4 and 0-62mph time is a similar 14.7 secs. Top speed rises from 82 to 90 but CO2 stays at 266g/km (‘90’) and 295g/km (‘110’ and ‘130’) – still attracting top rate Road Tax at £460. The manual gearbox carries over with a broad range from low ratio 1st gear crawl to on-road high ratio 6th.
The 90 Station Wagon has two full-size rear seats which can be folded and stowed sideways and these are third row (extra cost) options on the 110 SW. The traditional body on separate chassis allows factory production of 14 variants on three wheelbases: hard top; soft top; pick-up; crew cab; station wagon.
The gruff old 2.4 engine suited the Land Rover (big ‘torquey’ 4 cylinder engines tend to be good for 4x4 use) and, although the performance figures match, the new engine does not seem to pull as strongly (on road) in the lower gears. The usefully higher top speed, however, does mean that 70mph is more relaxed.
Off-road, there is little change. Manual low range and centre differential selection remains ‘mechanical’ and an appealingly ‘retro’ contrast to the “electric switch” of most 4x4s now. “Ground gears” or not however, the transmission has to be ‘coaxed’ into engagement – it can be a bit stiff (when new at least) but the Land Rover in high range 4WD can cope with quite a lot before low range lock-up is required.
Despite the availability of air conditioning, heating remains crude – it’s either too hot or not warm enough. Major revisions in the 1980s brought coil springs and (a return to) full-time 4WD but beam axles front and back, short wheelbase (90 especially) and large wheels and tyres make for a ‘lively’ ride but the steering, although not saloon-car sharp, is communicative and road-holding feels secure.
Front seats are comfortable and encourage sitting up straight rather than a slouch but, if 5’10” or over, the driving position is tight. The driver’s seat can’t be made to move further back apparently but some height adjustment would have been a help - shouldn’t have to use a garden chair cushion in a car today!
Asking prices range from £21,895-£32,295 (incl.VAT) and an official (combined) figure of 28.3mpg translated into 24/25mpg on test suggesting close to 30 driven more gently on-road. The ‘original’ Land Rover is a remarkable vehicle and, as someone said recently has a “personality and magnetism” possessed by few others. It is a survivor from a bygone age and, by all accounts, will be with us until 2015 at least. But the time has come, it seems sales have begun to ease off.
By Huw Thomas
First published in Welsh Farmer, the newspaper of the Farmers' Union of Wales
The previous Transit 2.4-litre motor which was fitted (together with a six-speed gearbox) in 2006 under the Ford regime had to go since it was no longer EU5 compliant.
Apart from catalytic converters, European market models get a diesel particulate filter which, together with improved combustion and engine management, lessen NOx, CO and HC emissions. A full acoustic engine cover improves refinement.
These new components and key aspects of the drivetrain have either been sited out of harm’s way and/or toughened up for more serious 4x4 operation. But, with a nod to the leisure market which has built up for the ‘original’ Land Rover there are two add-on option packs: ‘Comfort’ (air-con,CD/aux audio, electric windows, etc); ‘Off-Road’ (ABS, heavy duty wheel/tyre, tow ball and under-ride protection).
The new engine delivers the same power and torque (122PS at 3,500rpm and 360 Nm at 2,000rpm) as the old 2.4 and 0-62mph time is a similar 14.7 secs. Top speed rises from 82 to 90 but CO2 stays at 266g/km (‘90’) and 295g/km (‘110’ and ‘130’) – still attracting top rate Road Tax at £460. The manual gearbox carries over with a broad range from low ratio 1st gear crawl to on-road high ratio 6th.
The 90 Station Wagon has two full-size rear seats which can be folded and stowed sideways and these are third row (extra cost) options on the 110 SW. The traditional body on separate chassis allows factory production of 14 variants on three wheelbases: hard top; soft top; pick-up; crew cab; station wagon.
The gruff old 2.4 engine suited the Land Rover (big ‘torquey’ 4 cylinder engines tend to be good for 4x4 use) and, although the performance figures match, the new engine does not seem to pull as strongly (on road) in the lower gears. The usefully higher top speed, however, does mean that 70mph is more relaxed.
Off-road, there is little change. Manual low range and centre differential selection remains ‘mechanical’ and an appealingly ‘retro’ contrast to the “electric switch” of most 4x4s now. “Ground gears” or not however, the transmission has to be ‘coaxed’ into engagement – it can be a bit stiff (when new at least) but the Land Rover in high range 4WD can cope with quite a lot before low range lock-up is required.
Despite the availability of air conditioning, heating remains crude – it’s either too hot or not warm enough. Major revisions in the 1980s brought coil springs and (a return to) full-time 4WD but beam axles front and back, short wheelbase (90 especially) and large wheels and tyres make for a ‘lively’ ride but the steering, although not saloon-car sharp, is communicative and road-holding feels secure.
Front seats are comfortable and encourage sitting up straight rather than a slouch but, if 5’10” or over, the driving position is tight. The driver’s seat can’t be made to move further back apparently but some height adjustment would have been a help - shouldn’t have to use a garden chair cushion in a car today!
Asking prices range from £21,895-£32,295 (incl.VAT) and an official (combined) figure of 28.3mpg translated into 24/25mpg on test suggesting close to 30 driven more gently on-road. The ‘original’ Land Rover is a remarkable vehicle and, as someone said recently has a “personality and magnetism” possessed by few others. It is a survivor from a bygone age and, by all accounts, will be with us until 2015 at least. But the time has come, it seems sales have begun to ease off.
By Huw Thomas
First published in Welsh Farmer, the newspaper of the Farmers' Union of Wales
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