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After a winter's night crossing of Chelsea Bridge, the night lights of Battersea welcome the weary traveller.
Today 6/8/17 I visited Grampian Transport Museum in Alford Aberdeenshire, I'm a member there, great exhibits, lots to see and do with various events spread across the season that attracts thousands.
Wandering around the exhibits looking for something new to photograph I saw this Bentley, new to me so I took a photo, feeling frustrated though as the car is stuck in a corner with little access other than the cars front available to capture .
A few minutes later I met a young member of staff, I asked him, "Whats new for the 2017 season and interesting ?" he replied " Cristiano Ronaldo's Bentley that he bought when he started playing for Manchester United is just over there" , my jaw dropped, sure enough the Bentley I had just photographed is THE one owned by the famous footballer himself, there is loads of photos on Google of the player back in his Manchester United days driving around in this beautiful car, I could not believe it was sitting in front of me, "why is it stuck in a corner rather than a feature of the museum?" I thought , guess its an insurance decision.
Anyways, made my day seeing this beautiful car, please find below some info I've found on the internet of the cars history with Cristiano Ronaldo.
Registration: MX58 FEV
Chassis Number: SCBCF63W68C058724
Engine Number: Not Specified
Number of cylinders: 12
CC: 5998
Year of Manufacture: 2008
The Bentley Continental GT Speed was the fastest and most expensive version of the car when new in 2008. This particular car was supplied new to Cristiano Ronaldo on the 5th September 2008 and finished in his choice of Sapphire Blue with Magnolia leather upholstery.
Often ranked as the best football player in the world, Cristiano Ronaldo is world famous and plays for both Real Madrid and Portugal. He is Captain of the Portuguese national side, has won the FIFA Ballon D'Or in 2013 and 2014, and is currently ranked by ESPN as the world's most famous athlete.
Cristiano used this car for several years whilst playing for Manchester United and the car has been maintained by Bentley main dealers ever since. It has been main dealer serviced every year of its life, with the most recent at Bentley Glasgow in April of this year at 35,000 miles. The book pack and service record are complete and present, as are all past MOT certificates making the current mileage guaranteed. It is offered in outstanding condition throughout, with the benefit of a transferable Bentley Dealer Warranty until April of next year.
Cristiano's name is still visible on the V5C as the previous owner. A great car with a significant past that will always distinguish it in the future
A 200mph Bentley first owned by Cristiano Ronaldo has been put up for sale on Auto Trader.
The superstar footballer was regularly photographed driving the 2008 Continental GT Speed to and from Manchester United's training ground.
He also picked up a number of parking tickets in the high-powered car, which would have originally cost him more than £170,000.
But unlike the star's old Ferrari 599 GTB, which he famously crashed near Manchester Airport, the Bentley hasn't got a scratch on it, having been meticulously looked after.
Under the bonnet is a 6-litre W12 engine which develops more than 600bhp - giving it a 0-62mph time of 4.3 seconds and top speed of 202mph.
However, it is a thirsty car, managing just 17mpg.
An experiment in Night Photography. The red comes from a car's rear lights racing by. The blue is part of the bridge design.
Challenge - Night Photography
keep my car and free my body
i have to catch and enjoy goodies
line of car waiting to enter to car park ...
This is from my trip to NYC... what an adventure it was!!
I accomplished most of my city "to do's"
1. don’t get lost
2. eat an authentic Spanish churro (didn't get to this, unfortunately)
3. see the Statue of Liberty
4. capture street light bokeh (check :])
5. take lots of pictures of different city things... details, people, places, etc. (all while attempting to be 1/100 of my street photography inspiration, ichigo!!. =] his work is amazing!)
6. catch some subway/sidewalk performances
7. "experience" the city
I think these were lights from a semi coming home from Chicago...thought it looked cool, so I put it up here :)
Monday Morning Challenge: Make a photo of some interesting or beautiful curves. You can think outside the box, the box has no curves anyway.:)
To see all of the creative answers to this challenge, please see the group.
In the darkness of your mind, when you tell yourself that you can't do it, you won't ever make it, that what you have been asked to do is impossible; there is that small flicker of hope and resistance that gives you the strength and courage to stand up, one more time.
This didn't turn out exactly as I had planned. Sorry for being such a slacker this week. ;)
22:365+1| it looked pretty great out yesterday with all the fog. we were driving to eat at our favorite pizza place.
Happy Monday everyone xo
Picture taken on the 3rd of February 2013 and as you can see its £1.32p a litre for unleaded petrol.
And at the time of writing this ( 28th December 2014 ) the price is £1.10p per litre for unleaded petrol.
A petrol station captured at night with a car on the forecourt ready to fill up.
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To view this picture large just press L on your keyboard.
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**** Disclaimer ****
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I love long exposures, everything to do with night time, the dark, sunrise and sunset.
I like to take pictures mainly at night , sometimes during the day and in dull and fading light and I will sometimes display the time and date the picture was taken too.
I tend to take pictures of Light trails, Motorway traffic, Street lights, Buildings, Landscapes, Bokeh, Night bokeh and Hexagonal Night Bokeh in England.
All of my pictures are 100% natural and untouched in every way without ever been Photo shopped or altered or messed about with in anyway whatsoever, No multi layered photography, No HDR's and No image manipulation of any kind, all of my pictures look just the way they did when I saw them at the time of taking and I'm VERY PROUD of that.
I don't do any photo processing at all, I don't even own any photo software.
All of my starbursts are all 100% natural without using any filters or anything else, as is all my bokeh, night bokeh and hexagonal night bokeh, its all natural, no funny gimmicks at all.
I don't do anything with my pictures apart from take them and then upload them , 99.99999% of my pictures don't even get cropped , they are all 100% natural and untouched and then uploaded.
All of my pictures are copy right, © All rights reserved, you MAY NOT use any of my pictures without my written consent, you also MAY NOT change, alter, adjust or rearrange my pictures in anyway what so ever.
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© All rights reserved.
The sun slowly peeks it's way through the heavy clouds as the citizens of Townsville sleep in on Sunday.
OK, here's the deal: I'm stupidly afraid of heights and this is at least 80 feet off the ground... oh please don't mention ground!... The pedestrian walkway is on the West side of this bridge, this photo is taken facing East. It's 11PM with not much traffic. All I could think about was standing there, in the traffic lane (Summit Street isn't that big or busy at 11PM), and having some crazy idiot aim his car for me. Only place for me would be over the edge... NO THANKS!... So I was in the middle of a 60 second exposure when I noticed car lights coming my way. Time to grab the tripod and head to the ped lane, tucked safely behind cement barriers. When I looked at the photo the next morning I was plesantly surprised at what was there. I like this, another attack of the worms (happened in Nashville last week); same result. I adjusted the light less than 10% and it turned out purple, I like that too. Enjoy.
PS, parked in the KC branch of the FBI private parking lot so figured I was a bit safe on this shoot.
Movie ticket: 95 SEK
Popcorn: 0 SEK as I'm on a diet
Walking home in the pouring rain, watching the glistening streets, holding the umbrella over the camera while taking this shot, seeing the result on the LCD then running home to upload it (I live in the house on the right): PRICELESS
Car lights creating an artistic streak of light along University Ave in downtown Toronto. If you like my city photographs please visit www.torontophotographs.com or www.fulcrumimaging.com for more. Copyright 2014.
Took this one infront of the street that separated me and the Royal Palace / Louvre Museum. A wild coposition of the slidely monochromatic style of the photo and the colorful car lights that happened while shooting! (longexposure)
....as a car-mad 4 year-old c.1969, one of the things I remember noticing was the newest MkII British Leyland ADO16 saloons (1100/1300 models) had 'smooth' rear light units (rather than the pointed ones in the more upright 'fins' of Mk1s & estates) to me they seemed more modern & smarter - I learnt years later that these were actually introduced in 1967 - also to be seen on the classic London taxi.
Crossing a zebra-crossing.
I´m nothing but a shadow
among the shadows, I´m
an invisible dreamer :)
Cruzando un paso de cebra.
Solo soy una sombra entre
las sombras, soy un soñador
invisible :)
The ground beneath my feet. The skin of our small blue planet. The places where I walk my lonely shadow.
There´s a lot of vanity in Flickr. Sorry if you love it, but I´m not one of that kind, ´cos I´m modest and my ego enters in my pocket. I´m shy and all my selfportraits are a therapy. Until I opened this gallery I din´t know that other people took pictures like this ones. Worst have been to find feet perverts. I had to delete all their comments. Now they are all blocked!
El suelo bajo mis pies. La piel de nuestro pequeño planeta azul. Los sitios por dónde paseo mi solitaria sombra.
Hay mucha vanidad en el Flickr. Lo siento si a ti te gusta, pero yo no soy así, porque yo soy modesto y mi ego cabe en mi bolsillo. Soy tímido y mis autorretratos son una terapia. Hasta que abrí esta sección no sabía que había otra gente que también hacía fotos así. Lo peor ha sido encontrarme con pervertidos de los pies. Tuve que borrar sus comentarios. Los bloqueé a todos!
SONY DSC-W300
8mm
f/2,8
1/4s
ISO 400
natural light, reflex of a car and traffic lights
luz natural, luces de un coche y
de un semáforo
no tripod, just my hand :)
sin trípode, solo mi mano :)
no photoshop
sin fotochop
original size: 4224 x 3168
22th october 2009
Dawn breaks like a bull through the hall,
Never should have called
But my head's to the wall and I'm lonely.
Nikon F50
Nikkor 50mm 1.8G
Fujichrome Provia 100F
F/5.6
25' exposure
This is the first site i have been able to find that has both on and off slip roads visible together with the motorway sandwiched in the middle.
While i was taking pictures at this site i missed a police car with its bule lights on coming off at the left hand slip road and then turning right to go over the bridge, i think he must have been going to a burglary in progress because he only had his blue lights on and nothing else all the way.
This is the 3rd time i have been taking light trails and the emergency services have gone by, and its the 3rd time i have missed them all.
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To view this picture large just press L on your keyboard.
.
**** Disclaimer ****
.
I love long exposures, everything to do with night time, the dark, sunrise and sunset.
I like to take pictures mainly at night , sometimes during the day and in dull and fading light and I will sometimes display the time and date the picture was taken too.
I tend to take pictures of Light trails, Motorway traffic, Street lights, Buildings, Landscapes, Bokeh, Night bokeh and Hexagonal Night Bokeh in and around the North East of England.
All of my pictures are 100% natural and untouched in every way without ever been Photo shopped or altered or messed about with in anyway whatsoever, No multi layered photography, No HDR's and No image manipulation of any kind, all of my pictures look just the way they did when I saw them at the time of taking and I'm VERY PROUD of that.
I don't do any photo processing at all, I don't even own any photo software.
All of my starbursts are all 100% natural without using any filters or anything else, as is all my bokeh, night bokeh and hexagonal night bokeh, its all natural, no funny gimmicks at all.
I don't do anything with my pictures apart from take them and then upload them , 99.99999% of my pictures don't even get cropped , they are all 100% natural and untouched and then uploaded.
All of my pictures are copy right, © All rights reserved, you MAY NOT use any of my pictures without my written consent, you also MAY NOT change, alter, adjust or rearrange my pictures in anyway what so ever.
.
.
© All rights reserved.
If you enjoy taking pictures of Car Light Trails At Night please feel free to join the group.
All of my pictures are copy right, © All rights reserved, you MAY NOT use any of my pictures without my written consent, you also MAY NOT change, alter, adjust or rearrange my pictures in anyway what so ever.
.
.
© All rights reserved.
Strolling through Old Aberdeen on my way to the University this beauty caught my eye, just had to capture the image to archive on Flickr.
Vehicle make: LAND ROVER
Date of first registration: October 2012
Year of manufacture: 2012
Cylinder capacity (cc): 2198 cc
CO₂Emissions: 266 g/km
Fuel type: DIESEL
Export marker: No
Vehicle status: Tax not due
Vehicle colour: BLUE
Vehicle type approval: N1
Wheelplan: 2 AXLE RIGID BODY
Revenue weight: 2505kg
The Land Rover Defender (initially called the Land Rover Ninety and Land Rover One Ten) is a British four-wheel-drive off-road SUV developed from the original Land Rover Series launched in June 1948.
In October 2013 Land Rover announced that production would end in December 2015 after a continuous run of 67 years.
Production finally ended on 29 January 2016 when the last Defender, H166 HUE, rolled off the production line at 9:22.
Jaguar Land Rover announced their intention to launch a replacement new Defender, which motoring journalists speculate will be different from the original version.
The model was introduced in 1983 as "Land Rover One Ten", and in 1984 the "Land Rover Ninety" was added - the numbers representing the respective wheelbases in inches. (In fact the Ninety was nearer 93 inches at 92.9".)
The number was spelled in full in advertising and in handbooks and manuals, and the vehicles also carried badges above the radiator grille which read "Land Rover 90" or "Land Rover 110", with the number rendered numerically.
The Ninety and One Ten replaced the earlier Land Rover Series, and at the time of launch, the only other Land Rover model in production was the Range Rover.
In 1989, a third model was brought out by Land Rover to be produced in parallel with the other two: the Land Rover Discovery.
To avoid possible confusion, from 1991 the Ninety and the One Ten were renamed the "Defender 90" and "Defender 110". These carried front badges that said "Defender", with a badge on the rear of the vehicle saying "Defender 90" or "Defender 110".
The most recent model, from 2007-2016, still featured the space above the radiator for the badge but was blank. Instead had "Land Rover" spelled across the leading edge of the bonnet in raised individual letters, in keeping with the Discovery and Freelander. At the rear was a new style of '"Defender" badge with an underlining "swoosh". On these last models there are no badges defining the wheelbase model of the vehicle.
The 127-inch (3,226 mm) wheelbase Land Rover 127, available from 1985, was always marketed with the name rendered numerically. Following the adoption of the Defender name, it became the "Defender 130", although the wheelbase remained unchanged.
The North American Specification (NAS) Defender 110 sold for the 1993 model year carried a badge above the radiator grille which read "Defender," whereas the NAS Defender 90 sold for the 1994 to 1997 model years had "Land Rover" spelled across the top of the radiator grille in individual letter decals. NAS Defenders also carried a cast plaque on the rear tub in the original style of the Series Station wagons with "Defender 110" or "Defender 90" below the Land Rover lozenge and the vehicle's unique limited edition production run number.
Production of the model now known as the Defender began in 1983 as the Land Rover 110, a name which reflected the 110-inch (2,800 mm) length of the wheelbase. The Land Rover 90, with 93-inch (2,362 mm) wheelbase, and Land Rover 127, with 127-inch (3,226 mm) wheelbase, soon followed.[4]
Outwardly, there is little to distinguish the post-1983 vehicles from the Series III Land Rover. A full-length bonnet, revised grille, plus the fitting of wheel arch extensions to cover wider-track axles are the most noticeable changes. Initially the Land Rover was also available with a part-time 4WD system familiar to all derivatives produced since 1949. The part-time system failed to sell and was quickly dropped from the options list by 1984. While the engine and other body panels carried over from the Series III, mechanically the 90 and 110 were modernized, including:
Coil springs, offering a more comfortable ride and improved axle articulation
A permanent four-wheel-drive system derived from the Range Rover, featuring a two-speed transfer gearbox with a lockable centre differential
A modernised interior
A taller one-piece windscreen
A new series of progressively more powerful and modern engines
The 110 was launched in 1983, and the 90 followed in 1984. From 1984, wind-up windows were fitted (Series models and very early 110s had sliding panels), and a 2.5-litre (153 cu in), 68 horsepower (51 kW) diesel engine was introduced. This was based on the earlier 2.3-litre (140 cu in) engine, but had a more modern fuel-injection system as well as increased capacity. A low compression version of the 3.5-litre (214 cu in) V8 Range Rover engine transformed performance. It was initially available in the 110 with a four-speed transmission with integral transfer case, then later in conjunction with a high strength "Santana" five-speed transmission.[5]
This period saw Land Rover market the utility Land Rover as a private recreational vehicle. While the basic pick-up, 4x4 and van versions were still working vehicles, the County 4x4s were sold as multi-purpose family vehicles, featuring improved interior trim and more comfortable seats. This change was reflected in Land Rover starting what had long been common practice in the car industry — detail changes and improvements to the County model from year to year in order to attract new buyers and to encourage existing owners to trade in for a new vehicle. These changes included different exterior styling graphics and colour options, and the introduction of new options, such as radio-cassette players, styled wheels, headlamp wash and wipe systems, as well as accessories such as surfboard carriers and bike racks. The switch from leaf spring to coil spring suspension was a key part of the new model's success. It offered improved off-road ability, load capacity, handling, and ride comfort.
The 127 (and 130)
From 1983, Land Rover introduced a third wheelbase to its utility line-up, a 127-inch (3,226 mm) wheelbase vehicle designed to accommodate larger, heavier loads than the 110. Called the "Land Rover 127", it was designed specifically with use by utility and electrical companies in mind, as well as military usage.
In its standard form, it is a four-door six-seater consisting of the front half of a 110 4x4, and the rear of a 110 high-capacity pick up (HCPU).
The logic was that this allowed a workcrew and their equipment to be carried in one vehicle at the same time. The 127 could carry up to a 1.4 tonnes (1.4 long tons; 1.5 short tons) payload, compared to the 1.03 tonnes (1.01 long tons; 1.14 short tons) payload of the 110 and the 0.6 tonnes (0.59 long tons; 0.66 short tons) of the 90
Land Rover 127s were built on a special production line, and all started life as 110 4x4 chassis (the model was initially marketed as the 110 crew cab, before the more logical 127 name was adopted). These were then cut in two and the 17 inches (432 mm) of extra chassis length welded on before the two original halves were reunited. These models did not receive their own dedicated badging like the other two models, instead they used the same metal grille badges as used on the Series III 109 V8 models, that simply said "Land-Rover".
Land Rover Defender 130; fully equipped car in the desert
Although the standard body-style was popular, the 127 was a common basis for conversion to specialist uses, such as mobile workshops, ambulances, fire engines and flatbed transports. In South Africa, the Land Rover assembly plant offered a 127 4x4 with seating for 15. Land Rover also offered the 127 as a bare chassis, with just front bodywork and bulkhead, for easy conversion.
127" chassis with double cab and bimobil camper module
Initially held back by the low power of the Land Rover engines (other than the thirsty petrol V8 engine), the 127 benefited from the improvements to the line-up, and by 1990 was only available with the two highest power engines, the 134 hp (100 kW) 3.5-litre V8 petrol, and the 85 hp (63 kW) 2.5-litre turbo diesel .
Engine development
The original 110 of 1983 was available with the same engine line-up as the Series III vehicles it replaced, namely 2.25-litre (137 cu in) petrol and diesel engines, and a 3.5-litre (210 cu in) V8 petrol unit, although a small number of 3.2-litre (200 cu in) V8s were produced.
In 1981 the 2.25 l engines were upgraded from three- to five-crankshaft bearings in preparation for the planned increases in capacity and power.
The 2.5-litre version of the diesel engine, displacing 2,495 cubic centimetres (152.3 cu in) and producing 68 hp (51 kW), was introduced in both the 110 and the newly arrived 90. This was a long-stroke version of the venerable 2.25-litre unit, fitted with updated fuel injection equipment and a revised cylinder head for quieter, smoother and more efficient running. A timing belt also replaced the older engine's chain.
In 1985 the petrol units were upgraded. An enlarged four-cylinder engine was introduced. This 83 hp (62 kW) engine shared the same block and cooling system (as well as other ancillary components) as the diesel unit. Unlike the diesel engine, this new 2.5-litre petrol engine retained the chain-driven camshaft of its 2.25-litre predecessor. At the same time, the 114 hp (85 kW) V8 was also made available in the 90- the first time a production short-wheelbase Land Rover had been given V8 power.
The V8 on both models was now mated to an all-new five-speed manual gearbox.
The year 1986 saw improvements in engines to match the more advanced offerings by Japanese competitors. The "Diesel Turbo" engine was introduced in September, a lightly turbocharged version of the existing 2.5-litre diesel, with several changes to suit the higher power output, including a re-designed crankshaft, teflon-coated pistons and nimonic steel exhaust valves to cope with the higher internal temperatures.[4][6] Similarly, an eight-bladed cooling fan was fitted, together with an oil cooler.
The changes for the turbo diesel were kept as slight as possible, in the aim of making the car saleable in Land Rover's traditional export markets across the globe.
The 2.5 diesel, 2.5 petrol and Diesel Turbo engines all shared the same block castings and other components such as valve-gear and cooling system parts, allowing them to be built on the same production line. The Diesel Turbo produced 85 hp (63 kW), a 13% increase over the naturally aspirated unit, and a 31.5% increase in torque to 150 lb·ft (203 N·m) at 1800 rpm.
Externally, turbo-diesel vehicles differed from other models only by having an air intake grille in the left-hand wing to supply cool air to the turbo. The engine was adopted as the standard engine for UK and European markets.
Early turbo-diesel engines gained a reputation for poor reliability, with major failures to the bottom-end and cracked pistons. A revised block and improved big end bearings were introduced in 1988, and a re-designed breather system in 1989. These largely solved the engine's problems, but it remained (like many early turbo-diesels) prone to failure if maintenance was neglected.
At the same time that the Diesel Turbo was introduced, the V8 engine was upgraded. Power was increased to 134 hp (100 kW), and SU carburettors replaced the Zenith models used on earlier V8s.
Sales turnaround
The new vehicles with their more modern engines, transmissions, and interiors reversed the huge decline in sales that took place in the 1980s (a 21% fall in a single year, 1980–1981). This growth was mainly in the domestic UK market and Europe. African, Australian and Middle-Eastern sales failed to recover significantly - Land Rover had not been immune to the poor reputation caused by poor build quality and unreliability which had afflicted the rest of British Leyland, of which Land Rover was still part. In these markets Japanese vehicles such as the Toyota Landcruiser and Nissan Patrol gradually took over what had been a lucrative export market for Land Rover for decades. Meanwhile, the company itself adopted more modern practices, such as using marketing campaigns to attract new buyers who would not previously have been expected to buy a Land Rover. The operation was streamlined, with most of the satellite factories in the West Midlands that built parts for the Land Rover being closed and production brought into the Solihull factory, which was expanded.
To maximise sales in Europe, Land Rover set up the Special Vehicles Division, which handled special low-number conversions and adaptations to the vehicles. The bulk of the division's work was the construction of stretched-wheelbase mobile workshops and crew carriers for British and European utility companies, often including six-wheel-drive conversions, but more unusual projects were undertaken, such as the construction of an amphibious Land Rover 90 used by the company as part of its sponsorship of Cowes Week from 1987 to 1990.
The Special Projects Division also handled specialised military contracts, such as the building of a fleet of 127-inch (3,226 mm)
V8-powered Rapier missile launchers for the British Army. The Rapier system actually consisted of three Land Rovers: a 127 which carried the launching and aiming equipment, and two 110s which carried the crew and additional equipment.
Land Rover Defender
The biggest change to the Land Rover came in late 1990, when it became the Land Rover Defender, instead of the Land Rover 90 or 110. This was because in 1989 the company had introduced the Discovery model, requiring the original Land Rover to acquire a name.
The Discovery also had a new turbodiesel engine, the 200TDi. This was also loosely based on the existing 2.5-litre turbo unit, and was built on the same production line, but had a modern alloy cylinder head, improved turbocharging, intercooling and direct injection.
It retained the block, crankshaft, main bearings, cambelt system, and other ancillaries as the Diesel Turbo. The breather system included an oil separator filter to remove oil from the air in the system, thus finally solving the Diesel Turbo's main weakness of re-breathing its own sump oil. The 200Tdi, produced 107 hp (80 kW) and 195 lb·ft (264 N·m) of torque, which was nearly a 25% improvement on the engine it replaced (although as installed in the Defender the engine was de-tuned slightly from its original Discovery 111 hp (83 kW) specification due to changes associated with the turbo position and exhaust routing).
This engine finally allowed the Defender to cruise comfortably at high speeds, as well as tow heavy loads speedily on hills while still being economical.
In theory it only replaced the older Diesel Turbo engine in the range, with the other four-cylinder engines (and the V8 petrol engine) still being available. However, the Tdi's combination of performance and economy meant that it took the vast majority of sales. Exceptions were the British Army and some commercial operators, who continued to buy vehicles with the 2.5-litre naturally aspirated diesel engine (in the army's case, this was because the Tdi was unable to be fitted with a 24 volt generator). Small numbers of V8-engined Defenders were sold to users in countries with low fuel costs or who required as much power as possible (such as in Defenders used as fire engines and ambulances).
Along with the 200Tdi engine, the 127's name was changed to the "Land Rover Defender 130". The wheelbase remained the same; the new figure was simply a tidying up exercise. More importantly, 130s were no longer built from "cut-and-shut" 110s, but had dedicated chassis built from scratch. The chassis retained the same basic structure as the 90 and 110 models, but with a longer wheelbase.
1994 saw another development of the Tdi engine, the 300Tdi. Although the 200Tdi had been a big step forward, it had been essentially a reworking of the old turbocharged diesel to accept a direct injection system. In contrast the 300Tdi was virtually new, despite the same capacity, and both the Defender and the Discovery had engines in the same state of tune, 111 bhp (83 kW), 195 lbf·ft (264 N·m).
Throughout the 1990s the vehicle attempted to climb more and more upmarket, while remaining true to its working roots. This trend was epitomised by limited-edition vehicles, such as the SV90 in 1992 with roll-over protection cage, alloy wheels and metallic paint and the 50th anniversary 90 in 1998, equipped with automatic transmission, air conditioning and Range Rover 4.0-litre V8 engine.
A new variant was the Defender 110 double cab, featuring a 4x4-style seating area, with an open pick up back. Although prototypes had been built in the Series days, it was not until the late 1990s that this vehicle finally reached production.
2012 updates
In August 2011, Land Rover announced an update of the Defender for the 2012 model year. By this time, Land Rover publicly acknowledged that it was working on a project to produce an all-new replacement for the Defender. This would lead to the unveiling of the first DC100 concept vehicle in September that year. While emissions and safety regulations have threatened the Defender since the early 2000s, these had either been avoided or Land Rover had found ways to modify the vehicle to economically meet the new requirements. However, safety regulations due for introduction in 2015 requiring minimum pedestrian safety standards and the fitment of airbags to commercial vehicles cannot be met without a wholesale redesign of the Defender.
The main change for the 2012 models was the installation of a different engine from the Ford Duratorq engine range. Ford decided, due to cost reasons, not to modify the 2.4-litre engine introduced in 2007 to meet the upcoming Euro V emissions standards and so the engine was replaced with the ZSD-422 engine, essentially a 2.2-litre variant of the same engine. Although smaller than the existing unit the power and torque outputs remained unchanged and the same six-speed gearbox was used as well.
The engine included a diesel particulate filter for the first time on a Defender. The only other change was the reintroduction of the soft top body style to the general market. This had been a popular option for the Land Rover Series but by the introduction of the Defender had been relegated to special order and military buyers only. Land Rover stated that the option was being brought back due to customer feedback.
The last Defender, a soft-top "90" rolled off the Solihull production line at 9:22 on Friday 29 January 2016. The BBC reports that the Defender's replacement is due to be launched in 2018/2019.
Here's the day you hoped would never come
Don’t feed me violence, just run with me
Through rows of speeding cars
The paper cuts, the cheating lovers
The coffee’s never strong enough
I know you think it’s more than just bad luck
There, there, baby
It’s just text book stuff
It’s in the ABC of growing up
Now, now, darlin’
Oh don’t lose your head
'Cause none of us were angels
And you know I love you, yeah
Sleeping pills, no sleeping dogs lie never
Far enough away
Glistening in the cold sweat of guilt
I’ve watched you slowly winding down for years
You can’t keep on like this
Now is as bad of time as any
There, there, baby
It’s just text book stuff
It’s in the ABC of growing up
Now, now, darlin’
Oh don’t kill yourself
'Cause none of us were angels
And you know I love you, yeah
It’s okay by me
It’s okay by me
It’s okay by me
It was a long time ago
It’s okay by me
It’s okay by me
It’s okay by me
It was a long time ago
There, there, baby
It’s just text book stuff
It’s in the ABC of growing up
Now, now, darlin’
Oh don’t lose your head
'Cause none of us were angels
And you know I love you, yeah
There, there, baby
It’s just text book stuff
It’s in the ABC of growing up
Now, now, darlin’
Oh, don’t kill yourself
'Cause none of us were angels
And you know I love you, yeah
* Speeding Cars * ~ by Imogen Heap