Ford transplanted the 2,4-litre fourcylinder turbodiesel (90 kW) from the Ford Transit panel van into the new Defender. It replaces the old 90 kW 2,5-litre five-cylinder, which was never a big success. It’s a smaller engine, but we reckon it’s better, because panel-van drivers are harder on engines than any other kind of driver. This one got a good workout in the Transit, and it has proven that it lasts. With a new six-speed gearbox, you can tow more than 3,5 tons with the engine’s 360Nm torque (60Nm more than the old TD5). There is also less cabin noise when you’re cruising on the freeway in sixth gear. The new American turbocharger on the engine is a big improvement. The problem with turbos in 4x4 engines, which do most of their work at low revolutions, is “turbo lag”, the gap between the moment your foot hits the accelerator pedal and when the turbo’s power kicks in. This is very pronounced at low revolutions. This problem has been solved with the Defender’s new Honeywell Garrett turbocharger, and there’s plenty of torque at the engine speed at which off-road workhorses do most of their work.

The front panels and instrument panels are brand-new. It looks more like the interior of the previous Discovery range. Mercifully, the air conditioning also works better. Land Rover claims interior circulation has been improved by half. A radio with a CD changer is available only in the two top models, the 90 and 110 station wagons. Although it looks much better on the inside, ride quality is still very uncomfortable. While driving, you still have to rest your arm on the open window, because there’s nowhere to cradle your elbow. It’s also mystifying that the handbrake is still mounted down below on the left, where you often bump your leg on it. Also forget about legroom for any front- or back-seat passengers older than 10. The good thing is that you can clean the steel-and-rubber floor with a garden hose, and the foldout seats in the back now face forward and not towards each other.

Yes. It might have a new engine and interior, but it still feels impeccable in the veld. I tried it on a wet and slippery 4x4 course outside Krugersdorp. In low-range first gear, with the central diff locked and a foot tickling the accelerator so the electronic traction control does its thing, it proved its off-road capabilities. One attribute that makes the Defender so tough in the veld is that you can keep all four wheels on the ground with maximum traction. A problem with the old TD5 was that the engine tended to stall on difficult terrain because you were going too slowly and the engine revolutions were too low. A new electronic engine control system largely eliminates this problem. It’s not merely a gimmick; it works.

Not too bad if you’re used to a tractor! Yes, it’s still harsh and uncomfortable. Compared with the previous model, the TD5, the new Defender’s clutch and gearbox are an improvement, but they’re still clunky. Noise levels are lower, but you’ll still battle to hear whether it’s Abba or the Bee Gees on the radio.

It’s great that Land Rover didn’t fiddle much with the iconic styling. It remains the original 4x4, with excellent off-road capabilities. The interior is easy to clean, and the electronic off-road systems really work. ABS brakes are a lifesaver in the wet, and it’s one area in which it trounces its arch-rival, the Toyota Land Cruiser 70. Because the Defender has been around for so long, there is a large range of accessories available.

Apart from a handle on the dashboard for the front passenger, there are no interior snatch points for passengers for when the terrain gets bumpy. Despite the rugged interior and the bumpy ride on tar, you always wonder about Land Rovers’ build quality – I broke off a door button during the launch. I also wonder why Land Rover uses electronic traction control to do the work of a front diff lock. The 75-litre fuel tank on the 110 and 130 models and the 60-litre on the 90 model are too skimpy to tackle the long road north with confidence. At R306 100 for the shortwheelbase model (the 90 station wagon) and R349 000 for the longwheelbase (the 110 station wagon), the Defender is hardly cheap. The Land Cruiser 70 station wagon, which has an excellent reputation, costs R362 000.

(Note: Prices accurate in December 2009)