JDNSW
21st October 2008, 07:12 AM
Current price list has only 110 wagon and 130 crew cab.
Over the years since the introduction of coil spring Landrovers (I may have a few errors, which I am sure others will correct!) :-
Initially, 110 wagon; 110 cab chassis, hardtop (note - with side windows), only engines, V8 or Isuzu 4BD1.
Later, 120 cab/chassis, Isuzu 4BD1 only; 6x6, 4BD1T only added to range. A special order of 110 dual cab V8s was supplied in 1987 (about 20).
All utility Landrovers ceased to be available with the introduction of the Discovery in 1990.
Defender was introduced in 1992, diesel only (200Tdi), 110 wagon, 130 cab chassis, 130 dual cab (Hicap body but often replaced by tray), 110 hardtop (with side windows), 110 cab chassis. This remained the lineup pretty much to 2007, except that the 90 hardtop (side windows, only two seats) was briefly offered during the TD5 production. The 110 hardtop and cab chassis seem to have dropped out some time.
The new Defender was initially offered only as the 110 wagon, but it seems the dual cab 130 is now available.
Through virtually all this period, there has been no choice of trim level. For example, all pre-Defender 110 wagons were County trim (and these dominated sales), so that the term "County" has become virtually synonymous with pre-Defender coil sprung Landrovers.
John
foz.in.oz
21st October 2008, 11:55 AM
SNIP.
The new Defender was initially offered only as the 110 wagon, but it seems the dual cab 130 is now available.
John
The dual cab 130 has always been "available" as the puma variant. Unfortunately though it is only sold as a cab chassis, ie it has no rear body, high capacity or otherwise. And to rub salt into your wounds it retails in Australia at a higher price than the 110 station wagon. In the UK they are cheaper!!
Foz
EchiDna
21st October 2008, 12:19 PM
LandRover (http://allisons.org/ll/4/LandRover/)
quote from the above (with photos removed):
1990: The Defender name was introduced, for what had been the 90-110 (http://allisons.org/ll/4/LandRover/90-110/) range, to cash in on the military (http://allisons.org/ll/4/LandRover/Military/) connection.
1994: R380 5spd full-time 4WD transmission used.
1994 late: Engine limited to 300-series 2.5L TDi (except to special order).
1994 November: D130 crew cab made available in Australia: 2.5L TD, 5spd (R380), full-time 4WD, locking centre diff. Unladen 2110kg, GVM 3500kg, payload 1390kg. 1996 LandRover Defender 110, Station Wagon-Top, 5+4 seats, 5 doors Loa 4599mm, width 1790mm, height 2059mm, weight 1923kg (unladen) GVM 3050kg, towing 750kg (unbraked), 3500kg (overrun), 4000kg (coupled) Wheelbase 2794mm (110"), track 1486mm/1486mm, grnd clearance 215mm Approach 50, departure 35, ramp break over 152 Turning radius 6.4m 300-series, 2495cc, diesel, 4cyl, Tdi (turbo direct-injection intercooled), 2v/cyl, ohv Bore 90.5mm, stroke 97mm, c.r. 19.5:1 Power 83kW at 4000rpm, torque 265Nm at 1800rpm Transmission 5m, hi/lo, full-time 4WD, lockable centre diff' Suspension live-coil/live-coil, brakes disc/disc, transmission h/brake Tyres 7.50x16, fuel-tank 80L Rrp $40,590 ($au 1996) Notes Also available as cab-chassis; hard-top (panel van) was dropped late 1996 (Aus)
1998/ 1999: The Land Rover Defender got the new Td5 5-cylinder turbo-charged, intercooled diesel, in place of the 300-series 4-cylinder engine.
2001 LandRover Defender Xtreme, station wagon, 5+4 seats, 5-doors
Loa 4599mm, width 1790mm, height 2035mm, ground clearance 215mm, wheelbase 2794mm Approach 50°, departure 35°, ramp break over 152° Weight 1977kg (unladen), GVM 3050kg, towing 750kg (unbraked) Td5, 2495cc, 5-cyls, common rail, 2-valves/cyl, ohv Bore 84.5mm, stroke 89mm, c.r. 19.5:1 Power 90kW at 4200rpm, torque 300Nm at 1950rpm Transmission 5m, 2-speed transfer case, full-time 4WD, centre diff', traction control Suspension live-coil/ live-coil, brakes disc/disc ABS Tyres 235/85R16, fuel-tank 75L
Also available:
Defender 110 chassis cab
Defender 110 station wagon (not Xtreme, i.e. Rdinary))
Defender crew cab.
2001 prices: 110 Chassis cab Td5 manual $37,563, 130 Chassis cab Td5 manual $41,940, 110 Wagon Td5 manual $38,033, 110 Xtreme Td5 manual $41,790, 130 Crew cab Td5 manual $44,618, air con' +$2.65K ($au 3/2001).
2001 late: The 2002 m.y. Defender gets electric windows and one key now operates the doors and ignition (and remote locking). Heated seats and a heated wind-screen are options! The rear station-wagon style door is stronger and of zinc plated steel.
2002 October: LandRover announced it would start imports of the short wheelbase LandRover Defender 90 into Australia. "Australian specification Defender 90 will be available in a two-seat hard top wagon with 2.5-litre five-cylinder turbo diesel engine capable of 90kW at 4200rpm and 300Nm at 1950rpm." Also ABS brakes, traction control (ETC) and air-conditioning.
2003 February: There was a D90 Xtreme at the Melbourne Motor Show, but they are still not on sale (in .au) yet. It had electric windows(!) and the doors shut with a satisfying clunk.
July 2003: Finally saw a new D90 Xtreme for sale -- at au$50.3K, although au$46K has also been mentioned.
2007: The 2007 model-year LandRover Defender got a Ford engine, and a 6-speed gearbox. Power is about the same as the outgoing Td5 but, usefully, at lower revs and torque is up. The (.au) range seems to be a 5-seat 110 and 130, and a 7-seat 110. 50% more airflow is claimed for a new heater and ventilation system. All four seats in the D90 are forward facing, ditto the optional 3rd row in the D110 station wagon. LandRover even quote an acceleration figure: 0-100km/h in 15.8secs. "14 separate body styles - from pick-ups and soft-tops to crew-cabs and station wagons - are produced on the mainstream production line." and "[since] 2002, Defender has consistently sold an average of 25,000 units a year worldwide." [-LR]
2007 LandRover Defender 110 station wagon, 5/7 seats, Loa 4639mm, width 1790mm (body), 1992mm (mirrors), height 2021mm, wheelbase 2794mm, track 1486mm/ 1486mm, ground clearance 314mm(?), turning circle 6.4m, weight from 2041kg (unladen), towing 750kg (unbraked), 3500kg (braked), approach 49°, departure 35°, ramp-over 150°, Engine 2402cc,, 4-cyl., turbo-diesel, "common rail", 4-valves/cyl., cast iron block, alloy head, power 90kW at 3500rpm, torque 360Nm at 2000rpm, bore 89.9mm, stroke 94.6mm, c.r. 17.5:1,
Transmission GFT MT 82, 6-speed manual, 2-speed transfer case, full-time 4WD,
1st 5.443:1, 2nd 2.839:1, 3rd 1.721:1, 4th 1.223:1, 5th 1.0:1, 6th 0.742:1, (reverse 4.935:1), hi-range 1.211:1, lo-range 3.269:1, diff ratio 3.54:1,
Suspension coil/coil, live axles, brakes disc/disc,
Tyres 235/85R16, fuel tank 75-litres, claimed fuel consumption 9.5 litres/100km (highway), 11 litres/100km (urban), 13.5 litres/100km (combined),
Prices: D110 stn wgn $48,990 (7-seats +$2K), D130 crew cab chassis $50,990 ($au, 2007 +orc),
110 stn wgn $48,990 (7-seats +$2K), 130 crew-cab $51,990 ($au 3/2008 +orc).
2008 June+, LR 60th anniversary: Defender SVX limited (1800 ww) edition $62,990
($au) rrp, black 110 stn wgn with some extras, such as Recaro front seats.
isuzurover
21st October 2008, 12:33 PM
JD is on the money. Except that I have never seen an early 110 cab/chassis, only 120" versions. I didn't know they brought any here? The 120 was released in late 84/ early 85, so if 110 cab chassis were sold it would have only been for 12 months???
JDNSW
21st October 2008, 01:32 PM
JD is on the money. Except that I have never seen an early 110 cab/chassis, only 120" versions. I didn't know they brought any here? The 120 was released in late 84/ early 85, so if 110 cab chassis were sold it would have only been for 12 months???
It is quite possible that the occasional one I have seen has been a conversion of a hardtop (or even a wagon)! But I would be surprised if the 110 cab chassis had not been sold until the 120 became available - in those days they were still chasing the utility market, and the best selling model at the end of S3 was probably the cab chassis 109.
John
isuzurover
21st October 2008, 03:41 PM
It is quite possible that the occasional one I have seen has been a conversion of a hardtop (or even a wagon)! But I would be surprised if the 110 cab chassis had not been sold until the 120 became available - in those days they were still chasing the utility market, and the best selling model at the end of S3 was probably the cab chassis 109.
John
Maybe you are right and there were a few. The only ones I have seen were personal imports with 2.5(T)D engines - and they were hardtops.
so how many 90s do we think were imported, and how many 130s sold to date, or is that a hard ask!
A reasonable number of 90s were brought in as personal/low volume imports (Before LR started selling them new here). There used to be a company in QLD that imported and sold 2nd hand V8 90s, and I know of a couple of TD 90s which were personally imported.
JDNSW
21st October 2008, 03:55 PM
so how many 90s do we think were imported, and how many 130s sold to date, or is that a hard ask!
I don't really have any idea, but the number of nineties would be fairly small, as they were only sold for a short time. Rather more 130s, I would think. As an indication, on a trip to Sydney over the weekend, I saw two Nineties, one in Lithgow, one in Sydney, about three 130s in Sydney, one in Mudgee and three or four on the road in the mountains, as against a total of perhaps a dozen to twenty 110s, all wagons.
In the mid nineties quite a few 130s were sold to organisations like Telstra and Railtrack, and most of these are still about, even if not with the original buyers.
John
JDNSW
22nd October 2008, 05:58 AM
Ive never heard of a 120, or indeed the chassis only variants. Most interesting.
If all goes to plan Sydney will soon have another 110DC TD5;)
Certainly all the replies make for interesting reading.
M<any thanks
Jon
The 120 was a local modification of the 110 chassis. It had an extra 10" welded into the chassis to make it a bit more competitive with the Landcruiser, which had the cab/chassis similarly extended (albeit in the factory) on the FJ45 from 104 to 121" at least as early as the mid sixties. This local initiative was almost certainly a forerunner for the 130 (whose wheelbase of 127 was set directly by the longest off the shelf prop shaft). Since Landrover Australia was already working on the 6x6 with a locally made chassis, this was not a big deal.
It was no doubt also encouraged by the fact that since the mid sixties the major demand for "utility" four wheel drives had become for a single cab ute with a dropside flat tray (I bought a 1961 2a 109 thus equipped in 1965) and while six foot trays were regularly fitted to 109s, the load centre was really a bit too far back, and the longer wheelbase allowed an even longer tray with a better position relative to the rear wheels.
Landrover had been selling the cab chassis for special customers since the Series 1, so this changed requirement was not a problem for the factory. The trays were locally built, either for the distributor, the dealer or occasionally the buyer built their own, although most were/are built by specialist body builders who also build trays for other truck makes of all sizes.
I have had thoughts about why things changed, and my view is that a major factor was the change in handling of rural supplies (and other) from hand loading to forklift, which is better suited to the dropside tray. I suspect that the major difference from the UK is that there there was/is a tendency to use a swb plus trailer, where this is less practical here with longer distances and often worse roads, especially since until recently many states restricted trailer weights to well below the manufacturer's figures.
John
andrew e
22nd October 2008, 09:23 AM
Current price list has only 110 wagon and 130 crew cab.
Over the years since the introduction of coil spring Landrovers (I may have a few errors, which I am sure others will correct!) :-
Initially, 110 wagon; 110 cab chassis, hardtop (note - with side windows), only engines, V8 or Isuzu 4BD1.
Later, 120 cab/chassis, Isuzu 4BD1 only; 6x6, 4BD1T only added to range. A special order of 110 dual cab V8s was supplied in 1987 (about 20).
All utility Landrovers ceased to be available with the introduction of the Discovery in 1990.
Defender was introduced in 1992, diesel only (200Tdi), 110 wagon, 130 cab chassis, 130 dual cab (Hicap body but often replaced by tray), 110 hardtop (with side windows), 110 cab chassis. This remained the lineup pretty much to 2007, except that the 90 hardtop (side windows, only two seats) was briefly offered during the TD5 production. The 110 hardtop and cab chassis seem to have dropped out some time.
The new Defender was initially offered only as the 110 wagon, but it seems the dual cab 130 is now available.
Through virtually all this period, there has been no choice of trim level. For example, all pre-Defender 110 wagons were County trim (and these dominated sales), so that the term "County" has become virtually synonymous with pre-Defender coil sprung Landrovers.
John
a few aditions....
110 utes re released in mid 92, but wagons and hardtops (now not county spec, but not poverty pac either) were not released until a year later. Some had disc rears, some didnt.
130 dual cab and cab chassis released late 94 or early 95.
96 was the last of the 2 door hard tops.
approx 96 or 97 a limited edition Tanami defender released with bullbar, roofrack and a few other cool additions.
99 a defender Extreme was added to the line-up. had bullbar, mags, metalic paint option.
about late 2000 or 2001 they stopped importing 110 cab chassis.
2002 130 single cab chassis not available
2003 extreme down graded, no bullbar etc. and base wagon not available standard anymore.
2003 to 2004 defender 90s were sold.
2008 SVX added in wagon format only.
Andy
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