Land Rover will disappear from the market as a brand. Tata Motors, current owner of both this firm and Jaguar (now associated in the so-called JLR group), has decided that the three Land Rover models -Range, Discovery and Defender- will become a brand, each with its own identity. Thus an icon of the automobile industry disappears, although its emblem will continue to appear discreetly.
This is a half-surprise because the Range Rover, since its appearance, was considered by customers as a separate brand, given the great difference with the Land Rover. In addition, this of turning a model into a brand is something already seen: Mini, Mustang, DS, RAM or Cupra were models or versions rather than brands.
In fact, Land Rover somewhat followed these steps. It was born as a Rover car, but it was so specific and popular that it became a brand. What was meant to be Rover Land became Land Rover and eventually acquired independent company status. The Defender name was used to name the latest generations based on the original model
Legend has it that the design began little more than by chance. Maurice Wilks, designer for the Rover Company, had an extensive family farm in Newborough. He and his brother Spencer lacked a suitable vehicle to travel those roads that the usual British rains turned into mud. And this made them think that many other farmers and landowners were in the same situation.
Maurice and Spencer got a Jeep – after World War II, there was a large remnant of these vehicles that armies and governments wanted to sell – and they used it on the farm. Maurice saw great potential in the car. His fondness for design and mechanics led them to modify it to create a utility suitable for agricultural use.
What began almost as a game, in 1947, gradually gained scope. Maurice was a designer at Rover, while Spencer was the company’s CEO. Hence the fact that Rover gave the green light to the project – initially the construction of 50 prototypes – was a purely formal matter.
The idea was to develop a car that was easy to manufacture and sell, that would be in production for two or three years to provide the economic flow necessary to relaunch the company. Of the original Jeep, only the chassis and the two axles with leaf springs remained. A body with straight lines was outlined and the driving position was central. It was painted green – war surplus – which was used for airplane cabins. The gasoline engine was the one used in the Rover P3 passenger car.
The construction of the body had a problem: the shortage of steel caused him to be rationed. On the contrary, there was an aluminum surplus and was cheaper. Today, an aluminum car is considered an advanced technological choice to limit consumption. Then its use responded to simply a necessity, although in reality it was an aluminum and magnesium alloy called Birmabrigth.
The chassis used the robust system of side members and cross members on which the body box was fixed. The initial model was a two-door model, with a canvas roof, but there was also a version with a metal roof (the Jeep lacked these elements).
But one of the great innovations was to equip a power take-off, both front and rear, which was very important to be able to operate agricultural machinery. Thus, in a way, he could do tractor work.
Changes were made before reaching production. The steering wheel was placed on the right, as in British passenger cars, and the bodywork was simplified to make production easier and cheaper. The engine was replaced with a more powerful one, a 1,600 cc with 50 HP and a new ‘transfer’ box with reduction gear, coupled to a 4-speed Rover P3 transmission. The end result was that there was nothing left of the Jeep. It was a completely new car, somewhat shorter but wider, heavier and more powerful, more practical.
The first Land Rover was the 80, so named because the wheelbase was 80 inches (2.03 meters) with two side doors and one rear door. Later the wheelbase was extended to 88 inches (2.18 m) and a pickup version was made with the wheelbase increased to 107 inches (2.72 m) to provide additional cargo space. Later they would go to 89 and 109 inches.
From the latter, a four-door, 7-seater variant was made. The bodywork was done by Tickford who also worked for Rolls Royce. It was made of wood and was considered tourism; It had luxury details, such as leather seats.
The Tickford version disappeared but a metal variant with five doors and 10 seats was born – the rear seats were side benches. A 2-liter gasoline engine and a diesel of the same displacement would also arrive.
It was born to be in production for two or three years, but ten years after its official presentation – in 1948 – it was still being manufactured and the second generation of Land Rover arrived. It had become an appreciated vehicle in rural areas and essential for police, fire and even army services.
There were four generations before the model was called Defender from 1983. A name change and a bit of philosophy, since it sought out the private public, more demanding in terms of performance, comfort and equipment. Until its disappearance it was evolving in this sense.
The model was manufactured until 2016, with notable improvements, more luxury and comfort – in fact, it was the economic alternative for those who could not aspire to a Range Rover -, six-cylinder engines and even a gasoline V8.
It reappeared in 2020. It kept the name, but not the initial philosophy, that of a work SUV. It directly attacked the SUV segment, but offering superior off-road characteristics. Monocoque bodywork, suspension, tires, very powerful engines and even hybrids. Something very different… although it keeps the name.
