Thread: Another 2007 Defender Review

No doubts about the Defender's ability to climb mountains, plough through mud, ford streams (up to 500mm) or cross deserts, but when it comes to road use, it really shows its age. The new gearbox is a huge improvement on the old five-speeder - you stand a far better chance of actually finding a gear - and the brakes have been sharpened up, but the turning circle is immense and it's not the easiest car to manoeuvre in a tight spot. The clutch is easier to operate, giving less leg ache on a long journey, but the high/low-ratio transfer box is still pig-awkward until you get the hang of it.

The high and upright driving position gives a good view out to all four corners, but the seat adjusts very little and there's no window-side elbow room. Worth noting, too, that on-road vibrations are so harsh that the rear-view interior mirror has a double-vision effect, which can make motorway lane-changing interesting.

The 122bhp, four-cylinder, 16-valve engine is a lot more responsive than the old Td5, with a peak 266lb-ft of torque at 2,000rpm. With help from the closer-ratio lower gears, it pulls strongly from rest, as you'd expect from a vehicle capable of towing or carrying up to 3,500kg, and ticks over happily when climbing steep, slippery hills. Top speed is only 82mph, its acceleration isn't going to set any records, but what more do you need? Motorway cruising at 70mph is much less of a struggle, and far quieter than before, too, thanks to that sixth gear.

Some models have anti-lock brakes and traction control, and all seats are now forward-facing and have three-point seatbelts, but otherwise there's a comprehensive absence of modern safety features - not so much as an airbag, and no stability control either, a very useful aid in a high-riding vehicle like this.

The Defender does meet EU minimum safety standards, if not those required for US sales, but would be unlikely to cover itself with glory in the NCAP crash tests. A solid structure, though.

As for security: best lock it in the barn as Land Rovers are often targeted by thieves. Bar the sturdy door locks, there's little here to deter them.

Desirability on the second-hand market means the Defender holds its value extremely well; it's a good investment, returning about half its new price after three years. No official fuel consumption/carbon dioxide emissions figures as yet, but these should be competitive, given the new engine, the six-speed gearbox and the Defender's relatively light alloy body (1,638kg to 2,007kg, depending on version).

Much better than the last model, though still pretty awful in comparison to modern, passenger-orientated SUVs. It's noisy and hard-riding, with harsh vibrations from most surfaces. The heating and ventilation (and optional air con) system's much better than it was, though - so at least you won't freeze in the winter, or sweat too much in the summer.

The new one-piece dash and facia - made from a single piece of injection-moulded plastic - squeaks and rattles less than before, and the redesigned dials and controls are more easily read. The repositioned passenger-side grab handle's a welcome improvement.

Seats are still upright and unsupportive, especially under-thigh, and window-side elbow room still very tight. Up to seven seats can be fitted, but rear legroom is always in short supply; there's no longer a nine-seat option, which means no more dodging the London congestion charge on the grounds that your Landie's a minibus. There's plenty of headroom in that tall, flat-roofed cabin, though, and with the rear seats folded away there's lots of luggage/cargo space on the flat floor.

Stowage facilities include a large centre console or tray, cupholders and map pockets. There's even been an upgrade to the audio system, with tweeters and MP3/iPod compatibility optional - and given the improved sound insulation, you could now hear Farming Today or The Archers while on the move.

Most of the cabin is upholstered in wipe-clean vinyl or durable cloth, and you can kit it out with hose-down rubber mats.