1986 Land Rover Defender 90 Electric

We’ve come to realise over the years that old-school Land Rovers are Marmite.

Loved and loathed in broadly equal measure, Land Rovers rarely fail to raise voices, polarise opinion or make the pulse race, one way or another.

People who hate and despise Land Rovers with every fibre of their being usually cite slowness, loudness, painfulness, crudeness and a perceived propensity for broken-down-ness as their principal reasons for doing so.

“I don’t need to pull an angry camel out of some quicksand”, they’ll say, “so I’ll get something faster, more refined, civilised and pleasant.”

Those who adore them and worship at the altar of all things built in Solihull speak fondly of their ruggedness, toughness, simpleness, unpretentiousness and much vaunted usefulness.

“I’ll tell you what I won’t need next time I have to pull an angry camel of some quicksand”, they’ll opine, “and that’s anything comfortable, smooth, refined or equipped with unnecessary luxuries like a radio. Or heating.”

Now, we’re not sure we’ll ever convince the latter to soften their tastes and admit a little indulgence into their lives.

They’re a lost cause, frankly.

If ever separated from their beloved old-school Land Rovers, they would almost certainly take up self-flagellation to compensate for the sudden loss of pain and discomfort.

But we think we’ve found something that just might sway the first group – people who want a driveable, liveable, pleasurable vehicle that, should the need ever arise, also has the mechanical wherewithal to come to their rescue or, indeed, that of any unhappy quicksand-bound camelids.

The car we have with us today is unquestionably a Land Rover.

It has the dimensions, looks and 4X4 capabilities of a 1986 Defender 90 two-door pick-up.

If we imagine that when it was new it might have had a 2,495cc diesel engine, then it would have been summoning up a fearsome 68bhp (51kW) of push and an awesome 158Nm of twist.

Equipped with a 400V ECO Classic Kit, this electric conversion features a 150 kW motor, delivering 200 bhp and 310 Nm of torque, which is sufficient to drag any number of extremely grumpy camels out of all sorts of swampy matter.

And, with fast-charge capability and 80kWh battery capacity, it can travel up to 200 miles on a single charge.

What’s more, it is quiet, comfortable, smooth, fast and refined.

We have driven it.

It drives like a properly sorted and fettled car, not like a cross between a Sherman tank, a school bus and a French bread van.

It is pleasant to drive and to be driven in.

It is comfortable, well-equipped, modern, stylish and aesthetically stunning, inside and out.

In other words, it’s unlike any 1980s Defender we’ve ever driven.

And it is, of course, an EV.

We’ll just let that last line settle in and give you a chance to either cry hallelujah and hug your loved ones, or throw something at the cat while mouthing silent profanities.

Whichever camp you are in, you’d be hard-pressed to deny that this is a seriously good-looking piece of kit.

The car presents very well from every angle and the bodywork is free of any dinks, dents, creases, warps or other aberrations of real significance that we can see.

The shut lines and panel gaps are as crisp and consistent as you would want, and the grey paint aligns well with the car’s utilitarian origins while simultaneously managing to look really rather classy in a Farrow & Ball kind of way.

The paint is shiny and lustrous wherever you care to look, and even entirely standard stone chips, scuffs and scratches are far more notable for their absence than their presence.

The black wheels contrast well with the grey paintwork and are shod in chunky General Grabber AT3 rubber that clearly has many thousands of miles left in it.

The sand-coloured canvas cover is as good as new and manages to lend the car a sort of ‘SAS desert manoeuvres’ vibe that sits well with the overall aesthetic.

It fits as well as it could and we didn’t break into a sweat or start swearing more loudly than usual when trying to fit, adjust or remove it.

The black checker-plate panels add a further touch of class, as do the numerous black-pained exterior fixtures and fittings, all of which look to be pretty much untroubled by either time or use.

This being a Land Rover of a certain vintage, we naturally looked for rust in all the usual places – windscreen brackets, rear bumper, mud flap holders, roof gutters, etc – and were surprised and delighted not to find any.

Aside from the entire driving experience, which is truly revelatory, where this car most looks and feels different is on the inside.

Buttery ‘Burnt Ochre’ upholstery and trim, beautiful wood flooring throughout, plus a matching wooden dashboard, door cappings and gear lever surround?

It’s like a cross between a Bentley and a yacht on the inside, and it looks and feels all the better for it, in our humble opinion.

At the base of the bulkhead dividing the from and rear cabins you’ll find a very meaty-looking Audison SR2 amplifier and a couple of chunky speakers.

This could turn into a full-on party vehicle at the drop of a hat, we suspect.

The delightful wood-rimmed steering wheels looks like something you’d find in an E Type or an Austin-Healey, and it feels entirely appropriate in something that drives just like a car, not a farm vehicle.

But for all the charming retro touches, there’s also no shortage of high-tech gizmology, and the dashboard is fair bristling with various monitors and displays telling you something or other.

We can’t find any faults worthy of the name among the car’s various knobs, controls, switches, dials, instruments, levers and toggles.

As far as we’re aware, everything does what it’s supposed to do without delay or complaint.

The engine bay is spotlessly clean and dry.

It would be.

It doesn’t contain an engine.

The undersides of the car appear to be totally solid, sound, possessed of plenty of structural integrity and free of any kind of exhaust system.

Mmmmm... history.

Well, it used to burn fossil fuel and now it doesn’t.

We believe it started its transition in 2022 and, since then, it has covered no more than 1000 or so miles.

It doesn’t have any recent service history as such (it clearly doesn’t need oil, fluids, filters, spark plugs or other stuff like that), but it does have an MoT certificate, with no advisories, that’s valid until 3.12.25.

It also comes with a recent and clear HPI report, full sets of keys, a V5C showing that it is registered as an electric vehicle, and a user manual.

We think it should be perfectly legal and, indeed, encouraged, to hand out a damned good thrashing to anyone who even suggests removing the V12 engine from a Lamborghini Miura or Ferrari 250 GTO and replacing it with some batteries.

The engine is the living, breathing heart and soul of cars like that.

But it really isn’t in a Land Rover Defender 90.

Having driven this wonderful machine, we can’t think of a better way to extend the life of a classic Land Rover – while improving it beyond recognition – than this.

Registered as electric, it will soon be eligible for classic vehicle status due to its age.

It's worth noting that converting a classic car like this into an electric one with an 80kWh battery pack typically costs around £100,000, including the installation of the electric drivetrain, battery systems, and all the necessary modifications to ensure the vehicle retains its strength and off-road capabilities.

This car makes sense, looks great and drives far, far better than any other example of this model we’ve ever encountered.

Oh, and it’s doing its best to save the planet that its Solihull forbears did so much to open up and explore.

What’s not to like?

We are happy to offer this car for auction with an estimate in the range of £35,000 - £45,000.

Viewing is strongly encouraged, and this lot is located at Bonhams|Cars Online HQ. Viewings are STRICTLY BY APPOINTMENT and we are open weekdays between 10am - 12pm or 2pm - 4pm. To make a booking, please use the ‘Enquire About This Vehicle’ button on the listing. Feel free to ask any questions, or try our ‘Frequently Asked Questions’.