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Road Test: Defender 110 2.2 122 Manual | Top Gear

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Old-school like inkwells and corporal punishment. The new ‘Eco’ Defender isn’t subtle, but is still the ultimate off-roader

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that was quick. Just two months ago Land Rover unveiled the DC100

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previewed the next generation of eco-aware

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modern Defender. And now here it is: a shiny new Defender

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closely accompanied by a press release bearing strange

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'efficient' and 'diesel particulate filter'. A rapid turnaround indeed. Actually

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it isn't. As you have no doubt spotted with the aid of your eyes

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this is not an all-new Defender. This is a very gentle revision of the nearly-seventy-year-old original Defender

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lightly massaged and treated to a DPF see it through the new Euro V emissions regulations. The old 2.4-litre diesel has been downsized to 2.2 litres

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with power and torque staying unchanged at 122PS and a bovine 360NM. CO2 emissions are down (to a still-less-than-saintly 295g/km for the longer-wheelbase versions) and economy is up. Fear not. Despite this dangerous talk of efficiency

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the calloused Defender hasn't turned into a prim

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there's a new acoustic engine cover to reduce noise

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this is the trad Defender: heavy-duty suspension

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driving position straight out the 1950s. Though the new engine is a huge improvement on the old unit

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doing its work far more smoothly and chuntering quietly rather than bellowing throughout the cabin

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it's still a hairy old thing by the standards of modern turbodiesels. This is an powertrain more suited to hauling a bison from a bog than hauling down the M6

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Vibration and Harshness' as goals rather than flaws. Euro V compliant it may be

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but most will still view the Defender as an irrelevancy in a world of monocoques and turbocharging and the ability to have a conversation with your front seat passenger while travelling at 60mph. Let them. This is still an extraordinary machine with truly staggering off-road ability: despite submerging our Defender up to its windowline in a muddy river

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it continued to plug cheerily along. What else

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a car's ability to conquer a Himalaya probably ranks some way below

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a turning circle tight enough to allow you to negotiate mini-roundabouts. And

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it's best not to consider what'd happen to a Defender in the event of a fast crash with something large and unyielding: a wall

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or a Scotsman. But for those who require a mechanical beast of burden

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there's little to match the old Defender. These tweaks may not transform it into a faddish 21st century SUV

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but they're enough to allow the Defender to survive until 2017 when

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even the most ardent Land Rover sources concede

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it will die - likely replaced by something much closer to the DC100 than this pig-iron masterpiece. This is the end of the line.

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Well, that was quick. Just two months ago Land Rover unveiled the DC100, a concept that, it said, previewed the next generation of eco-aware, modern Defender.

And now here it is: a shiny new Defender, closely accompanied by a press release bearing strange, foreign words like 'refined', 'efficient' and 'diesel particulate filter'. A rapid turnaround indeed.

Actually, it isn't. As you have no doubt spotted with the aid of your eyes, this is not an all-new Defender. This is a very gentle revision of the nearly-seventy-year-old original Defender, lightly massaged and treated to a DPF see it through the new Euro V emissions regulations. The old 2.4-litre diesel has been downsized to 2.2 litres, with power and torque staying unchanged at 122PS and a bovine 360NM. CO2 emissions are down (to a still-less-than-saintly 295g/km for the longer-wheelbase versions) and economy is up.

Fear not. Despite this dangerous talk of efficiency, the calloused Defender hasn't turned into a prim, moisturised, modern SUV. OK, there's a new acoustic engine cover to reduce noise, but beyond that, this is the trad Defender: heavy-duty suspension, ladder chassis, driving position straight out the 1950s.

Though the new engine is a huge improvement on the old unit, doing its work far more smoothly and chuntering quietly rather than bellowing throughout the cabin, it's still a hairy old thing by the standards of modern turbodiesels. This is an powertrain more suited to hauling a bison from a bog than hauling down the M6, a car that regards 'Noise, Vibration and Harshness' as goals rather than flaws.

Euro V compliant it may be, but most will still view the Defender as an irrelevancy in a world of monocoques and turbocharging and the ability to have a conversation with your front seat passenger while travelling at 60mph. Let them. This is still an extraordinary machine with truly staggering off-road ability: despite submerging our Defender up to its windowline in a muddy river, it continued to plug cheerily along. What else, bar perhaps a Hilux, could do that?

For the vast, vast majority of the world, a car's ability to conquer a Himalaya probably ranks some way below, say, a turning circle tight enough to allow you to negotiate mini-roundabouts. And, with not a crumple zone in sight, it's best not to consider what'd happen to a Defender in the event of a fast crash with something large and unyielding: a wall, say, or a Scotsman.

But for those who require a mechanical beast of burden, there's little to match the old Defender. These tweaks may not transform it into a faddish 21st century SUV, but they're enough to allow the Defender to survive until 2017 when, even the most ardent Land Rover sources concede, it will die - likely replaced by something much closer to the DC100 than this pig-iron masterpiece. This is the end of the line.

# data.attributes.body.processed
Well, that was quick. Just two months ago Land Rover unveiled the DC100, a concept that, it said, previewed the next generation of eco-aware, modern Defender.

And now here it is: a shiny new Defender, closely accompanied by a press release bearing strange, foreign words like 'refined', 'efficient' and 'diesel particulate filter'. A rapid turnaround indeed.

Actually, it isn't. As you have no doubt spotted with the aid of your eyes, this is not an all-new Defender. This is a very gentle revision of the nearly-seventy-year-old original Defender, lightly massaged and treated to a DPF see it through the new Euro V emissions regulations. The old 2.4-litre diesel has been downsized to 2.2 litres, with power and torque staying unchanged at 122PS and a bovine 360NM. CO2 emissions are down (to a still-less-than-saintly 295g/km for the longer-wheelbase versions) and economy is up.

Fear not. Despite this dangerous talk of efficiency, the calloused Defender hasn't turned into a prim, moisturised, modern SUV. OK, there's a new acoustic engine cover to reduce noise, but beyond that, this is the trad Defender: heavy-duty suspension, ladder chassis, driving position straight out the 1950s.

Though the new engine is a huge improvement on the old unit, doing its work far more smoothly and chuntering quietly rather than bellowing throughout the cabin, it's still a hairy old thing by the standards of modern turbodiesels. This is an powertrain more suited to hauling a bison from a bog than hauling down the M6, a car that regards 'Noise, Vibration and Harshness' as goals rather than flaws.

Euro V compliant it may be, but most will still view the Defender as an irrelevancy in a world of monocoques and turbocharging and the ability to have a conversation with your front seat passenger while travelling at 60mph. Let them. This is still an extraordinary machine with truly staggering off-road ability: despite submerging our Defender up to its windowline in a muddy river, it continued to plug cheerily along. What else, bar perhaps a Hilux, could do that?

For the vast, vast majority of the world, a car's ability to conquer a Himalaya probably ranks some way below, say, a turning circle tight enough to allow you to negotiate mini-roundabouts. And, with not a crumple zone in sight, it's best not to consider what'd happen to a Defender in the event of a fast crash with something large and unyielding: a wall, say, or a Scotsman.

But for those who require a mechanical beast of burden, there's little to match the old Defender. These tweaks may not transform it into a faddish 21st century SUV, but they're enough to allow the Defender to survive until 2017 when, even the most ardent Land Rover sources concede, it will die - likely replaced by something much closer to the DC100 than this pig-iron masterpiece. This is the end of the line.

# data.attributes.body.summary
Old-school like inkwells and corporal punishment. The new ‘Eco’ Defender isn’t subtle, but is still the ultimate off-roader