Built in 2006, this is a late Defender 110 with the Td5 engine (superseded by the 2.4-litre TDCi in 2007) that's on sale for £13,900. It’s got 64,000 miles on the clock - peanuts if it’s been well looked after - and it’s MoTed until August.
The Td5 is often described as the best engine ever put into a Defender, thanks to its combination of power, smoothness and reliability, without too many electrics to go wrong (less than the TDCi anyway). Those built after 2002 are easy to remap via the OBD port, without having to remove the ECU, and also benefit from a revised dash, and zinc-plated doors for corrosion resistance. And they’re holding their value extremely well.
If your typical payload consists of sheep, earth, or large hunks of Land Rover, then carrying it about under an Ifor Williams canopy on the back of a Defender 110 is definitely a good idea. It’s secure, out of the weather, and it means you don’t have to share your driving compartment with your bleating, leaking cargo.
Being a double cab, rather than truck cab or hard top, you can also squeeze a few offspring into the back, making this particular body style especially versatile.
If you ask me, it’s one of the most purposeful-looking Defender body styles available. But most of my colleagues at LRO disagree with me...
A double cab is no good, they say, if you need to transport long stuff (axles, floorboards, ladders, for example), or adults (rear legroom in any Defender is stingy) or sleep in the vehicle (just where would you do that, exactly?). You also can’t reach over the back seats to access your luggage, and visibility in the rear view mirror is poor. So they’ve got a point!
If you want a Land Rover for travelling, look for a Defender 110 station wagon or hardtop. If you don’t need to carry many passengers or big loads, you want Defender 90. But if you’re a family man with a penchant for smelly cargo, get one of these 110 double cabs!