On its last day in production, we remember the time (back in 2011) when we drove Land Rover's Defender concept, a car that could preview what's to come when the moniker returns to production.
What is it?
Now they're getting serious. At this week's Los Angeles motor show, Land Rover is showing a third iteration of the Defender concept (dubbed Land Rover Defender DC100 Sport) it first revealed a couple of months ago in Frankfurt - and has backed this up by allowing Autocar an exclusive beach drive of the DC100 V8 Sport, second of its design proposals and the one most obviously aimed at a life in the Californian sun.
More than three years before production, Land Rover people understandably keep insisting that these concepts are "merely a toe in the water" and a "place to start as we work towards replacing the icon for 2015". But the more the world sees of its honest, all-modern face, the more clear it becomes that certain fundamentals of the machine earmarked to replace Land Rover's 54-year old rag-topped icon have been laid down already. Sure, there's an enormous amount still to do, but hasn't Land Rover just finished teaching us - via the hugely successful Evoque project - that these days it doesn't build concepts just to throw them away?
What’s it like?
Drive the Sport, and you soon get the message. Stand beside the impressively compact, low-screen, speedster-style Sport and you're instantly aware of a few things that won't make production: the Metalflake yellow paint job and the 22-inch wheels with hand-cut tread, for instance. But if the central plan is to match the current Defender's extreme off-road capability and better its performance of softer, more conventional duties, then this DC100 Sport is the perfect demonstrator. Very similar in length and wheelbase to a current Defender 90, with a very short front overhang and an almost non-existent rear, the Sport has all the ground clearance of an extreme off-roader needs, yet it's lower, it has bigger doors and much easier access, and its twin bucket seats are much more inviting.
Slip behind the wheel, and you'll notice no similarities to the original beyond a general feeling of simplicity and durability in the controls/instrument layout. The designers have preserved almost nothing, but the many negatives are gone. You sit high in the vehicle, but in it, not on it. There is room for your elbow inside the driver's door. It is possible to move away from the wheel. The fascia is a panorama, not a cliff-face. The metal trim parts, especially the elegant twin pedals, make it clear the car is tough. But elegant tough, not industrial tough. Even the hose-out floor covering has colour and an interesting texture.