4x4 Magazine - December 2021 by Assignment Media Ltd

4x4

NEWS • TECH • DEBATE • TRAVEL • MODIFIED VEHICLES • GREEN LANING UNVEILED Full details of the new Range Rover

THE UK’S ONLY 4X4 AND PICK-UP MAGAZINE

LOOK SHARP!

This Storm-built Jeep Wrangler Rubicon is a seriously capable off-roader. But when all’s said and done, what really matters is The Look…

Feeling humble in the shadow of Iceland – and its mighty 4x4s…

£4.99

Roadbook: An epic adventure on the UK’s highest lanes

DEC 2021

A meek old 90 that’s actually a street sleeper par excellence 4x4 Cover Dec.indd 1

22/10/2021 22:46

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19785 Allmakes Ltd 4x4 Magazine - 3 page advert - Discovery.indd 1

21/08/2020 10:39

The World’s best accessories for Land Rover Discovery

At Terrafirma we stand behind every product we sell, we believe that quality is the definition of something superior, more than fit for purpose and that meets customer’s expectations. Terrafirma Serious 4x4 Accessories now come with a Certificate of Conformity, the ultimate statement of quality and an industry first!

19785 Allmakes Ltd 4x4 Magazine - 3 page advert - Discovery.indd 2

21/08/2020 10:39

Terrafirma accessories are available from over 100 distributors worldwide Wheels, Brakes and Drivetrain

Suspension

Protection

Exterior

Lighting

Interior and Performance

For more information visit www.terraﬁrma4x4.com email sales@terraﬁrma4x4.com

19785 Allmakes Ltd 4x4 Magazine - 3 page advert - Discovery.indd 3

21/08/2020 10:43

EGR ROLLTRAC.

INTRODUCING THE WORLD’S BEST ELECTRIC ROLL TOP COVER.

EGR RollTrac is the all new roll top cover that keeps cargo fully protected, wherever your pickup truck is heading. Just the job for even the toughest of rides, it boasts a lightly textured black powder coating that’s water and scratch resistant to boot.

And if security’s top of mind, the EGR RollTrac simply won’t disappoint. With an aluminium interlocking slat system, it’s impossible to cut through, or pull apart.

Find out more and buy online at www.4x4ni.com 30 | AUGUST 2020 Ad spreads.indd 30

What’s more, the EGR RollTrac is fully integrated into your vehicle’s electrical system. No hassle. It opens or locks shut with just the click of your key fob.

EGR RollTrac. Bring it on.

4x4 30/06/2020 17:05

Available exclusively from

SMART TECH • SECURE • WATER-RESISTANT • TOUGH • CENTRAL LOCKING

4x4 Ad spreads.indd 31

AUGUST 2020 | 13

30/06/2020 17:05

December 2021

CONTENTS

‘Land Rover says it will have “the all-conquering that has been a Range Rover hallmark for more

4 | DECEMBER 2021

AWAITING SUBS PAGE Contents Dec.indd 2

4x4 26/10/2021 23:02

64 SUBSCRIBE AND LIGHT UP YOUR LIFE! You can save almost 50% by subscribing to Britain’s only 4x4 magazine – and we’ll send you a FREE Ring workshop inspection lamp worth £9.99 as well! 4x4 Scene: News, Products and More… 14 16 16 18 22 24 25 26

Jeep Grand Cherokee All-new model unveiled and on the way next year Ineos Grenadier New off-roader will be backed by full dealer network Dacia Commercial model widens appeal of new Duster range BXCC Kielder safari takes 2021 title race to the wire Terraﬁrma New range of off-road kit introduced for Discovery 2 Jeep Wrangler Mopar tube doors make latest model cooler than ever ARB Britpart range of in-car fridges gets bigger yet again Toyota Hilux Wide range of genuine accessories now at main dealers

Driven 28 32 34

Skoda Enyaq iV Electric SUV puts the future on your driveway now Jeep Wrangler 80th Anniversary First drive of the latest JL 5-door Mercedes-Benz GLS Monster 7-seater does everything very well indeed

Every Month 6 65 66 80

Alan Kidd You’re not going to be able to hide from electric vehicles forever Subscribe Get 4x4 for almost half price – and get a free lamp from Ring too! Roadbook An epic and very varied route in the North Pennines Next Month It’s time for our annual Pick-Up of the Year review

Features 8 40 46 54

Range Rover Inside the all-new ﬁfth-generation version of a 4x4 legend Not a 90 A LR that looks anonymous but is in fact a street-sleeping monster Cool Wrangler Highly modded Rubicon that’s more than just an off-road hero Polaris Camp Annual ATV bash comes to Britain for the ﬁrst time

Travel 56

Iceland Second part of a Landcruising circuit of the strangest place in Europe

66 N.Pennines Roadbook

off-road capability than half a century”’

4x4 AWAITING SUBS PAGE Contents Dec.indd 3

DECEMBER 2021 | 5

26/10/2021 23:02

4x4 Tel: 01283 553243 Email: enquiries@assignment-media.co.uk

Alan Kidd Editor

You’re not going to be able to avoid electric vehicles forever

ooner or later, every single one of us is going to have to face the truth. However much we’d like to, we’re not going to be able to avoid electric cars forever. You’re probably like me in this respect. You understand that we’re making a horrible mess of the planet, and you care. You’ve got kids and you don’t want them to inherit a perpetual state of climate catastrophe from you. But you drive a truck with a diesel engine. It’s an old truck, from the days when trucks were still trucks, and you don’t know what its CO2 rating is but you suspect it’s probably off the scale by today’s standards. You don’t like to think about this too much but you comfort yourself with the thought that by keeping hold of your truck forever, you’re punking out of the cycle of manufacture and obsolescence that makes the mainstream car industry so damaging. If you don’t include pick-up trucks in the equation, probably more than half the vehicles we test drive now are plug-in hybrids. But it’s still relatively rare for us to ﬁnd ourselves behind the wheel of a full EV. That’s changing fast, though. And even if you don’t have the immense good luck to test drive new 4x4s as part of your job, rest assured it’s coming your way too. This month’s issue contains a report on one of the best of the current crop of electric SUVs, the Skoda Enyaq iV. I wasn’t sure what I was going to make of it, but in typical Skoda fashion they’ve got it right on the money – not just as an electric car, but as a car full stop. Most of my previous sessions aboard EVs have been quite short, however my week with the Enyaq included my ﬁrst experience of a journey long enough to require a charge-up somewhere other than on my own driveway. That somewhere was a supermarket car park in Swindon. Prior to this, the most challenging thing I’d ever had to do at a fuel station was learn to tell the difference between petrol and diesel pumps, so this was going to be the moment of truth, There was an app, of course. There’s always an app. There was registering my email address, and my credit card, and all

6 | DECEMBER 2021

Edline Dec.indd 4

that sort of stuff that you don’t want to have to do when you just want to Get On With It, but I made it through and before long I had an actual green light. Game on. The idea is that in the time it takes you to do your weekly shop, you’ll be fully charged. I only went in for ten minutes to get a sandwich, but out I came afterwards to check the app and… estimated charging time remaining, six hours. I was in Swindon for the football, and we’d lost, so this was not what my mood needed. On investigation, though, turns out I was using the wrong cable; swap over to the fast charger in the Enyaq’s boot, start a new session and now the time is down to about 50 minutes. If only Swindon Town’s home form was as easy to ﬁx. So, that was a little lesson for me. And having learned it, I have to say that the Enyaq was enough to convince me. I get the idea with PHEVs, but almost everyone I know who’s got one sees it as a tax dodge and never charges it up. Full EVs, on the other hand, force you to do it right – and to learn that if you do, the result is an easy, clean and very cheap form of motoring for just a small change in the way you live. We all know that EV batteries provide an environmental challenge all of their own. At present, it seems that fuel cells will be the way out – but there are at least two generations of cars to come before that technology, and the infrastructure it needs, becomes widely usable. For now, I think EVs are the answer, far more than plug-in hybrids. Though after driving the Enyaq to Swindon and back, I started considering one for a trip I’m planning to southern France next year. So I did some research and read about all the apps, and cables, and network cards, and sheer luck I would need. And boom, the range anxiety I’ve now got rid of has been replaced by good old technophobia. I love the Enyaq, but my familiar, trustworthy old diesel truck still feels like an old friend. I’m ready to face the truth… just, not quite yet.

Web: www.totaloffroad.co.uk www.4x4i.com Online Shop: www.toronline.co.uk Facebook: www.facebook.com/totaloffroad www.facebook.com/4x4Mag Editor Alan Kidd Art Editor Samantha D’Souza Contributors Dan Fenn, Paul Looe, Gary Noskill, Gary Simpson, Tom Alderney, Olly Sack, Betty van Breukelen, Gerard van Vliet, Mike Trott Photographers Harry Hamm, Steve Taylor, Richard Hair, Vic Peel, Andy Agar Group Advertising Manager Ian Argent Tel: 01283 553242 Advertising Manager Colin Ashworth Tel: 01283 553244 Advertising Production Sarah Moss Tel: 01283 553242 Subscriptions Sarah Moss Tel: 01283 553242 Publisher and Head of Marketing Sarah Moss Email: sarah.moss@assignment-media.co.uk To subscribe to 4x4, or renew a subscription, call 01283 553242. Prices for 12 issues: UK £42 (24 issues £76); Europe Airmail/ROW Surface £54; ROW Airmail £78 Distributed by Marketforce; www.marketforce.co.uk Every effort is made to ensure the contents of 4x4 are accurate, but Assignment Media accepts no responsibility for errors or omissions nor the consequences of actions made as a result of these. When responding to any advert in 4x4, you should make appropriate enquiries before sending money or entering into a contract. The publishers take reasonable care to ensure advertisers’ probity, but will not be liable for loss or damage incurred from responding to adverts Where a photo credit includes the note ‘CC BY 2.0’ or similar, the image is made available under that Creative Commons licence: details at www.creativecommons.org 4x4 is published by Assignment Media Ltd, Repton House 1.08, Bretby Business Park, Ashby Road, Bretby, Derbyshire DE15 0YZ

4x4 22/10/2021 22:45

Super Strong Super Light ANTHRACITE - GLOSS

ANTHRACITE - MATT

BLACK - GLOSS

HIGH POWER SILVER

SILVER

WHITE

BLACK - MATT

DA2437

Discovery 2/Range Rover P38 16 x 8 Rims > 38mm + VE offset > 1,400kg rating > 12.0kg each DA2433 Anthracite - gloss DA2432 Black - gloss DA2438 Black - matt DA2431 Silver DA2430 White 18 x 8 Rims > Part number includes wheel adaptor ring > 36mm + VE offset > 1,400kg rating > 12.0kg each DA2458 Anthracite - gloss DA2459 Anthracite - matt DA2456 Black - gloss DA2457 Black - matt DA2461 High Power Silver DA2460 Silver

Discovery 3/Discovery 4* Range Rover Sport - Mk1* Range Rover L322* 18 x 8 Rims > 36mm + VE offset > 1,400kg rating > 12.0kg each DA2452 Anthracite - gloss DA2453 Anthracite - matt DA2450 Black - gloss Black - matt DA2451 DA2454 Silver *Note - Zu rims will not fit any Range Rover L322 Supercharged or Range Rover Sport Supercharged fitted with Brembo brake calipers. Will only fit Discovery 4 with 2.7ltr engine. Defender/Discovery 1/Range Rover Classic 16 x 7 Rims > 11mm + VE offset > 1,400kg rating > 10.4kg each DA2437 Anthracite - gloss Black - gloss DA2436 DA2439 Black - matt DA2435 Silver DA2434 White

> Super strong > Super light > TÜV approved and meets or exceeds UK - European - U.S. - Canadian - Australian - South African and Japanese wheel manufacturing specifications > Uses standard Land Rover alloy wheel nuts > Easy to balance > Centre caps and wheel nuts not included > Note - It is the responsibility of the vehicle owner to ensure that the wheels fitted to their vehicle have an appropriate load rating. The minimum required load rating can be determined by taking the manufacturers recommended maximum axle weight and dividing by two.

www.britpart.com Find your nearest stockist - www.britpart.com/stockist

LAND ROVER TAKES THE COVERS Fifth-generation version of Solihull’s ﬂagship luxury 4x4 looks familiar at ﬁrst glance but Words: Olly Sack Pictures: Land Rover

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OFF THE NEW RANGE ROVER promises to be the most revolutionary Range Rover since the original

and Rover has lifted the wraps on the new Range Rover – with the promise that the fifth generation of its flagship vehicle will remain true to its roots. Despite being, in Land Rover’s words, ‘defined by presence and formality, achieved by the harmony of proportions, surface and lines’, the vehicle promises ‘the all-conquering off-road capability and command driving position that have been Range Rover hallmarks for more than half a century.’ As with the current model, the Rangey will follow the pattern introduced towards the end of the Classic era by being available with a choice of two wheelbases. The standard model will be based on a 118” layout, while for customers wanting extra space in the rear compartment this is stretched to 126” for the LWB model. A five-seat layout is standard throughout, however the LWB can also be optioned with a third row turning into a seven-seater. Based on Land Rover’s MLA-Flex platform, the Range Rover retains the all-independent suspension that’s now common to all the company’s vehicles, with unequal-length double wishbones at the front and five-link geometry at the rear. It will enter production with a choice of petrol, diesel and plug-in hybrid powertrains then, two years into its life, will also become available as a full EV.

Cleanliness and purity of design are at the heart opf the Range Rover’s appearance, with smooth surfaces and flush fitting windows and fixtures employed wherever possible. It looks similar to the current model at first, but the differences become more evident the longer you look at it. And despite its immense luxury, it’s still an off-roader – as proved by an extensive testing programme in harsh environments such as the heat and power-sapping sand dunes of the Dubai desert

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The Range Rover is based on Land Rover’s MLA-Flex architecture, giving it the ability to accommodate every kind of powertrain currently in use. The launch range will be composed mainly of mild hybrids, though a traditional V8 petrol engine is also listed, but the platform is primed for electriﬁcation – you can see the positioning of the batteries here. Two plug-in hybrids will be available from the word go, and in 2024 these will be joined by a fully electric model

The plug-in hybrids can be driven at up to 87mph on electric power alone and will offer a real-world range of around 50 miles

Like all modern Land Rovers, the Range Rover uses independent suspension all-round with unequal-length wishbones at the front and a ﬁve-link set-up at the back. Air suspension is standard equipment, offering height-adjustability and priming the vehicle for corners using horizon data. Articulation is good by the standards of an all-independent system, albeit nowhere near the level for which Range Rovers used to be famed, however the vehicle’s off-road technology includes centre and rear diffs which lock automatically, the latter via the brakes in response to torque vectoring inputs

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The petrol engines start with a 3.0-litre straight six mild-hybrid unit available with a choice of 360bhp and 400bhp outputs. These are backed up by torque figures of 369lbf.ft and 406lbf.ft respectively. Then, at the top of the range, is a new 4.4-litre twin-turbo V8 whose 530bhp and 553lbf.ft propel the vehicle’s 2585kg mass from 0-62mph in just 4.6 seconds. On the diesel side, a 3.0-litre straight six mild-hybrid will be tuned for a choice of three outputs. Even at the base of the pyramid, the entry-level 249bhp unit comes with a towering 443lbf.ft of torque; moving up, you can also choose 300bhp with 479lbf.ft or, at the top of the diesel line-up, 350bhp with 516lbf.ft. Quoted fuel economy figures for all three diesel engines climb to 37.2mpg on the combined cycle. Even the V8 achieves 24.8mpg on the same test; hardly frugal by today’s standards, but a far cry from the eye-watering consumption of the old Rover V8 in the days of the Mk2 Rangey. These figures are quoted for standard-wheelbase models, however the heavier LWB is only fractionally less fuel-efficient. For the greatest economy, however (and, of course, to avoid the most astronomical tax bills), there will also be a choice of two plug-in hybrid models. These mate the 3.0-litre petrol engines to a 105kW electric motor to offer a choice of 440 or 510bhp outputs. Land Rover says they can be driven at up to 87mph on electric power alone, and that they will combine a real-world range of around 50 miles with the ability to be charged to 80% capacity in less than an hour, allowing zero-emissions use to be a realistic prospect in the vast majority of everyday driving scenarios. Plug-in models will only offer a towing capacity of up to 2500kg, whereas the rest of the launch range will be able to haul 3500kg. Every Range Rover will be a highly capable off-roader, however, with more electronic driver aids than ever before on top of the MLA-Flex platform’s ‘outstanding off-road suspension geometry.’ Among the innovations making their debut in the new vehicle are Dynamic Response Pro, which using 48-volt electronics to neutralise body roll. Operating continually, this can deliver up to 1033lbf.ft to the active anti-roll bars – with as much as 664lbf.ft available within 200 milliseconds. When the vehicle is being used off-road, the bars decouple to free up greater articulation and the system’s actuators work to enhance traction by helping the wheels follow the ground. The Range Rover also features Land Rover’s latest Terrain Response 2 system, with an Auto mode priming the vehicle to suit the conditions without any driver input. Height adjustable air suspension is standard, as are intelligent all-wheel drive and an active rear diff using Torque Vectoring by Braking to stabilise the vehicle in corners and enhance its traction off-road. Also standard on all models is four-wheel steering, which aids stability when changing lanes on the motorway and manoeuvrability at lower speeds. Land Rover quotes a ground clearance of 295mm for all versions of the Range Rover (oddly, this drops to 294mm at the rear only on the LWB model). Approach, departure and breakover angles are 34.7, 29 and 27.7 degrees respectively

SVO Range Rover to launch in 2022

THE NEW RANGE ROVER will be available from launch in SV form, with its own styling identity and a choice of Serenity and Intrepid design themes. All models built by Land Rover’s Special Vehicle Operations unit will feature a body-coloured roof and silver-coloured exterior detailing; Serenity models add further touches in the cabin to highlight the vehicle’s status as a luxury car, while the Intrepid finish ‘reflects a more purposeful and dynamic character.’ Inside, all SV models are equipped with Land Rover’s Executive Class Comfort Plus seating. Customers can upgrade this to the new SV Signature Suite option, whose four-seat configuration is centred around a full-length floor console featuring a deployable Club Table whose operation is described by Land Rover as ‘choreographed’ and ‘an exquisite piece of technical engineering.’ With the arrival of the new Range Rover, SVO itself is also getting a slight rework. Previously, its vehicles have been identified as SVR or SVAutobiography depending on whether their focus is on performance or luxury; now, all will be brought under a single SV brand and identified by a ceramic roundel badge made using techniques from the production of luxury watch faces. The Range Rover SV will be available with the top petrol, diesel and plug-in hybrid engines from the standard line-up. It will go on sale during 2022; prices, which are yet to be announced, can confidently be expected to start north of £150,000.

Serenity (left) and Intrepid (right) design themes add individual character to the SV’s interior. The SV Signature Suite option (below) sets out the rear cabin around a full length console featuring a deployable Club Table

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Land Rover’s intention with the vehicle’s cabin was to ‘create a calm sanctuary for all occupants, turning every trip into an experience to savour’ (the latter drops to 25.2 degrees on the LWB) and wading depth is 900mm across the board. At first glance, the new Range Rover looks similar to the current model. However when seen together, its design is more minimal, with smoother profiles and larger, heavier flanks creating an impression of heft (or bulk, if you prefer). It does however retain features which link it back to the original, including the iconic clamshell bonnet – whose shut lines, once the butt of r a thousand

automotive music hall jokes, are now just half the width of the previous model’s. In addition, gloss black pillars create the impression of a ﬂoating roof whose strong horizontal emphasis is matched by a strong, uninterrupted waistline. In the words of JLR Design Director Massimo Frascella, ‘everything is so pure and free from any superﬂuous ornament.’ The same philosophy is seen in the cabin – in which, according to Interior Design Director Alan

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Sheppard, ‘the emphasis has been on delivering a serene, simple and calming interior.’ The Range Rover will be available in ﬁve and seven-seat form – and also as a four-seater, with the second row replaced by a pair of Executive Rear Seats. This latter option can be expected to be taken up primarily by customers who employ chauffeurs. Up front, the familiar high-command driving position is retained. Throughout the vehicle, the surfaces and materials ‘create a calm sanctuary

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At first glance, the new Range Rover looks very similar to the current L405 model. Seeing them together, however, the differences are clear. The Mk5 version has notably cleaner, less cluttered lines, with a floating roof very much part of the design. There’s a greater impression of heft, particularly around its rear haunches, and the shut line beneath the clamshell bonnet runs the whole length of the vehicle to become a styling element in its own right for all occupants, turning every trip into an experience to savour.’ Especially if you savour big touchscreens, because Land Rover’s Pivi Pro system appears on a 13.1” curved, floating display at the centre of the dash. Offering high-definition graphics and haptic feedback, this is complemented by a 13.7” Interactive Driver Display to provide a tech-rich environment for the driver and front passenger alike. Those in the back aren’t left out, either, with an 8.0” touch-screen controller available as an option when ordering Executive Rear Seats – and and entertainment system combining 11.4” HD screens with media inputs and smart TV via an onboard wifi hotspot.

Naturally, there’s a wide range of colour and material options available for the cabin – including various high-tech fabrics made using recycled plastic. These add to the Range Rover’s environmental credentials while opening up new options for customers who, for example, want to avoid traditional leather. Every bit as naturally, none of this is going to come cheap. The new Range Rover will start at £94,400, with the top model costing £137,800 plus options – and that’s before prices go live for the SV range. As it is, we went on to Land Rover’s conﬁgurator for the new model and within the space of three and a half minutes we had managed to spec one up to more than £170,000.

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When Autocar tested the original Range Rover in 1970, they quoted its list price as £1528. That’s just over £24,000 in today’s money. So there’s one way in which the new model doesn’t stay true to its roots – though it certainly is following the pattern the vehicle has set in its more recent past. The truth is that the Range Rover has become a very different vehicle during those 51 years. Land Rover has, however, gone to enormous lengths to ensure that it remains authentic and continues to lead with a level of capability that brooks no argument. It may have outgrown the original pot – but ﬁve generations on, the Range Rover is still grown from the same seed. The order book is open now, with ﬁrst deliveries due in the spring.

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NEW 4X4S

Jeep lifts wraps on new Grand with UK launch due next year All-new ﬂagship off-road wagon • Trailhawk model available from launch • 4xe plug-in

eep has unveiled the new fifth-generation Grand Cherokee, which will go on sale in the UK in the second half of 2022. The company’s flagship vehicle will maintain the combination of luxury and off-road ability that’s been the Grand’s trademark since the original ZJ model was launched in 1993. Based on a unique platform which Jeep describes as ‘mission-specific’ to the vehicle, the Grand Cherokee will be the first ever to be available with a choice of two wheelbases. The standard model is a five-seater with a 121.7” wheelbase and an overall length of 193.5”, while the

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Grand Cherokee L (which is already on sale in America) stretches this to 121.7” and 204.9”. Depending on the market, the Grand Cherokee will be offered around the world with a choice of traditional 3.6-litre V6 and 5.7-litre V8 petrol engines and, in some cases, a single-speed transfer box. However the focus in the UK will be on high-spec models with low range – and, in particular, on the 4xe, a plug-in hybrid combining a 2.0-litre unit with two electric motors to achieve 375bhp and 470lbf.ft. In the US, Grand Cherokees with the 4xe drivetrain will be rated to tow 2720kg. An oﬃcial UK ﬁgure will

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NEW 4X4S

Cherokee – EXCLUSIVE TO SILVERLINE 4X4

hybrid set to account for bulk of UK sales INTRODUCING THE NEW MUD TERRAIN TYRE FROM BRIDGESTONE

come later, but this does illustrate the vehicle’s physical ability. The quoted figure with the 5.7-litre V8 engine is 3265kg. With an estimated 57mpg and 25mile electric range, the 4xe drivetrain will be mated to an eight-speed auto box and two-speed transfer case. Jeep’s UK line-up is yet to be confirmed, but there are seven different trim levels in the US; the 4xe drivetrain will be available on the top five of these, which is likely to cover everything be get here. Crucially, there will be a Trailhawk model, giving the all-independent Grand Cherokee a level of off-road ability befitting its Jeep badge. Available with conventional and 4xe powertrains, this adds Jeep’s Quadra-Drive II active transfer case along with a rear electronic LSD and air suspension, allowing up to 11.3” of ground clearance. Further hardware includes heavy-duty steel skid plates, 18” all-terrain tyres, recovery hooks and sway-bar disconnects, and the vehicle is also equipped with Selec-Terrain software, Selec-Speed Control and an off-road camera system. Jeep claims ‘class-leading traction, ground clearance, manoeuvrability, articulation and increased water fording capability of up to 24 inches’ for the Trailhawk. The 4xe

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version has slightly less ground clearance at 10.9” but retains the same wading depth – and with a 47.4:1 crawl ratio, a prototype version has already conquered the entire Rubicon Trail under electric power only. While the typical Grand Cherokee owner will be happy to know that their vehicle can do such things, most will be more interested in the levels of luxury and connectivity in their vehicle’s interior. And they’re unlikely to be disappointed. In particular, passengers appear to be very well looked after, with a 10.25” interactive display available for the front passenger and a high-definition rear-seat entertainment system with Amazon Fire TV. The front two rows are available with heated and vented seating, too, and the fronts offer a massage function as well as 16-way adjustability. Prices for the Grand Cherokee are still some way from being announced, as is a UK model range. By the time it arrives in Britain, however, Land Rover will have launched a fifth-generation flagship model of its own in the shape of the new Range Rover. This is expected to move yet further upwards in the market, meaning the Discovery is likely to be provide the new Grand with its most direct head-to-head competition.

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www.silverlinewheels-tyres.com DECEMBER 2021 | 15

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NEW 4X4S

INEOS SETS OUT PLANS FOR DEALER AND SERVICE NETWORK INEOS AUTOMOTIVE HAS REVEALED more of its plans for the dealer and after-sales structure that will support its highly anticipated new Grenadier when the vehicle goes on sale next summer. The company intends to launch with a global network of around 200 sales and service points – though this will also be supported by as many as 10,000 Bosch Car Service locations in 150 countries around the world. Ineos is also looking to work with its engine supplier BMW to give customers access to the German company’s service centres in some territories. And in a major departure from the approach taken by most manufacturers, Ineos says that ‘enthusiasts, modiﬁers and those who wish to work on their own vehicles will beneﬁt from specialist technical support from Ineos HQ, and will have access to online interactive 3D workshop manuals and parts catalogues.’ Where parts are not immediately available, the company’s target is to offer 24-hour delivery into major markets. Impressively, given the overland expedition travellers to whom the

Grenadier intends to appeal, Ineos says ‘most customers will never be further than 50 kilometres from an accredited workshop.’ It also intends to have teams of ‘ﬂying spanners’ service staff on call in every market to support its dealers. In addition to a strong physical presence, Ineos says its dealer network will be supported by digital services allowing any part of the purchasing process to be done online. It promises to ‘make buying as convenient and painless as possible’, with simple trade-in and ﬁnance arrangements as well as transparent pricing designed to take negotiation out of the process.

Talking of pricing, Ineos says the Grenadier is expected to start at £48,000. That’s for the two-seat Commercial model; the five-seat Commercial will cost in the low £50k bracket, as will the five-seat Station Wagon. Ineos has also confirmed that the vehicle will come with a 36-month, unlimited-mileage warranty. It will be offered with a small palette of options to keep the range simple; as we reported in a previous issue,

these will include front and rear locking diffs. With 23 UK retail outlets expected to be fully operational when the Grenadier is launched, Ineos says it intends to be a global operation from day one. The order book opened at the end of September for a vehicle which promises to deliver something the off-road has been desperate for since well before the old-shape Land Rover Defender breathed its last.

Dacia adds Commercial variant to new-look Duster range DACIA HAS INTRODUCED a new Commercial model to the Duster range. This is a two-seater with a flat load floor in lieu of the rear seats and opaque tinting on the windows aft of the B-posts. The vehicle is also fitted with a mesh bulkhead behind the seats. For security, the load area has a cover and the vehicle is protected by an intruder alarm. Homologated as an N1 commercial vehicle, the Duster offers payload from as much as 503kg and a cargo volume of 1623 litres. It’s available with a choice of petrol and diesel engines, however if you want all-wheel drive (and you do), this shrinks down to just the 1.5-litre Blue dCi diesel. Thus equipped, the Duster Commercial 4x4 has 115bhp and 192lbf.ft, the latter at 2000rpm, and returns 53.3mpg and 139g/km. The extra weight of the transmission brings the vehicle’s payload down to 471kg, so not a huge drop on the headline figure for the 4x2 model. Towing capacity is 1500kg across the board. Spec-wise, the Duster comes with a choice of two trim levels. These are Essential, which includes air-con, cruise and DAB/Bluetooth, and Comfort, adding alloys, fogs, parking sensors and an 8.0” media system with smartphone Apple CarPlay and Android Auto. Pleasingly, you don’t have to spring for the higher spec to get four-wheel drive, though Dacia says only the Comfort model gets hill descent control and a locking centre diff. The company also boasts that the Duster is ‘the most affordable 4x4 LCV in the UK.’ It starts at £20,479 OTR including VAT, with the Essential model stretching this to £22,039, so the Suzuki Jimny Commercial is slightly cheaper though not necessarily comparable. Orders are open now, with first deliveries expected before Christmas.

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4x4 25/10/2021 12:36

WINTER. BRING IT ON.

£299 WINTER SERVICE OFFER AND SAFETY CHECK* FOR 3+ LAND ROVERS, INCLUDING £750 MOT WARRANTY COVER.** With the winter weather beginning to set in, now’s the time to make sure your Land Rover is fully prepared for the colder months with our Interim Service and Winter Safety Check, for Land Rovers between 3 and 10 years old.*

WHAT’S INCLUDED: £299 Interim Service* £750 MOT Warranty Cover** Full Winter Safety Check: – Battery check – Washer fluid top-up – Wash & vac – Software update if required***

For just £299 including VAT, our Land Rover trained technicians will check on the condition of key components from wiper blades to brakes.* What’s more, when it’s time for your next MOT we’ll cover the cost of any work your Land Rover needs, up to £750.** Search Land Rover Winter Service oﬀer. *Standard Interim Service includes: oil and oil filter change, pollen filter replacement, brake fluid change, air filter replacement (if required, dependant on model) and updated Online Service History. **Subject to terms and conditions. For full terms please visit https://www.landrover.co.uk/ownership/servicing/index.html ***Land Rover mandated updates only, excludes satellite navigation mapping. Always check route, surface, base and exit before entering frozen terrain. Oﬀer available until the end of January 2022. Only applicable at participating authorised Land Rover Retailers.

MOTORSPORT

Marfell conquers Kielder as BXCC title race gets set to go to the wire Words and Pictures: Gary Simpson / Songasport

drian Marfell and Paul Bartleman took their second win of the season at a very challenging Britpart British Cross Country Championship (BXCC) event in Kielder Forest. Going into the event, Marfell and Richard Kershaw had been tied at the top of the championship leaderboard. But Kershaw’s hopes of a good result were ended on the first day when a stone knocked off his car’s alternator belt, causing it to stop just short of the finish line. Marfell, on the other hand, got off to a great start in his Fouquet Nissan. He set the fastest time on the first run – then went one better later in the day by posting the quickest time of the entire weekend.

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Despite this, a one-minute penalty meant Marfell was only second on the overnight leaderboard, with Mark Jacques and Simon Kerfoot leading. Justin Birchall and Andy Powell were in third. Undaunted, Marfell continued his relentless pace on the second day. And with Jacques also incurring a one-minute penalty, he ﬁnally won the event by more than two minutes. ‘It was a very enjoyable event at a beautiful venue,’ said Marfell. ‘The course was fast and ﬂowing and it was very well organised. We had a trouble-free weekend and the competition was very tough – it feels like everyone is upping their game.’ Jacques ended the event in second place in his Lofthouse LS3: ‘What a great event. The course

was very demanding and put a lot of strain on car and crew, but we’re delighted with the result.’ Birchall’s Lofthouse, meanwhile, suffered a ﬁre on day two which led to its retirement from the event. That left Dave and Antony Hooper to round off the podium positions in their Simmbugghini – their best ever BXCC result. ‘I enjoyed it,’ said Dave. ‘The course was better than I expected after walking it on Friday. We managed to avoid getting any penalties and kept the car out of the ditches. The exhaust fell off on the penultimate run but other than that we had no problems.’ Excite Team GB enjoyed another good event in their ﬁrst BXCC season, the team making a 900-mile

round trip from Dorset to take part. ‘The Kielder stage suited our T2 Mitsubishi,’ said Team Principal John Hardy. ‘It ran faultlessly and we had no punctures all weekend. Driver Jade Paveley is finding her feet with the car and she put in steady runs and didn’t get any penalties for hitting the stage furniture. After fitting new brake calipers and rebuilding the steering rack after the last round the service crew didn’t have much to do apart from a spanner and tyre pressure check after each lap. We tried different tyres through the weekend and the crew gained valuable experience and seat time.’ Nick Pritchard finished 8th overall and won his class in his DV8 Buggy after overcoming several issues. ‘I

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MOTORSPORT

Adrian Marfell and Paul Bartleman (left) set a cracking pace right from the off. In the final reckoning, the sheer speed of their Fouquet Nissan was too much for the rest to live with George and Jacqueline Bryson (above) had a torrid time of it with issues ranging from a wiring fire ahead of the first run to fitting mismatched tyre sizes on the rear! didn’t have the best of starts as the clutch started to slip,’ he said. ‘So it was back to the pits to fit a new one before the first run. ‘The day went well but then there was a nasty drive noise on the final run and we found the diff was trying to escape, so we had to rebuild it and weld the mounts into place. On day two, the car stopped briefly on Ford Ranger Big Brake Kit Ad - Jan 2020 - UK.pdf

28/01/2020

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one run and then I lost fourth gear. I’m over the moon with the result.’ Mike Wilson and Ian Letman had a diﬃcult event with transmission issues before the competition had even started. ‘We had problems in the service area which made us late for the recce lap,’ they commented. ‘We had to do the recce in low range just to get around. We changed the

belt and set out on the ﬁrst run and it went well – what a great stage. However, the clutch broke on the second run, leaving us stranded. Such a shame as we were looking forward to this one, but we’ll ﬁx it and on to the next event.’ George and Jacqueline Bryson’s event got off to a very dramatic start, too, when they broke down on

the recce lap – before also suffering a wiring loom ﬁre before their ﬁrst competitive run. Despite this, they battled through to take ninth place overall and third in class. ‘We thought it was bad when the fuel pressure disappeared on the recce run and we had to get towed back into service,’ commented George. ‘Then the loom set on

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MOTORSPORT Left: Nick Pritchard finished 8th overall and won his class in his DV8 Buggy – though any sort of result seemed a long way away when his clutch started to slip before the first run. He also had to rebuild the vehicle’s diff during the course of an event which he finished without fourth gear Below: The Simmbugghini is a bit of a classic vehicle in comp safari circles these days. But Dave and Antony Hooper proved that it still has what it takes, bringing theirs home in third place overall

fire as we worked on the car and we thought it was all over. But no, our good friends from 4wdni, who were over helping us, set about the car. Seat out, tunnel out, fuel pump replaced, dash out and wiring replaced. We lost so much time that we had to do back to back runs at the end of the day, but we got there and were blown away to be in 11th place overnight. ‘Sunday was going well, but then the tracking went out and the car was handling badly. Then the rear tyres were looking a tad used, so we replaced them but this made the handling worse. We tried reducing the pressures but the car was still all over the place. ‘After we finished, I noticed that the tyres on the back were different sizes! Totally my fault, as I assumed all the tyres I bought with the car were the same size. At least we know why it was so bad now! ‘I’m absolutely delighted to finish 9th on a British Championship event and third in the largest class, I can’t believe it. Massive thanks to our 4wdni friends – without them we would have been going home on Saturday morning.’ Another crew having problems early on were Mike Faulkner and Peter Foy, who are in their first year of off-road

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racing after many years of rallying. ‘Our weekend didn’t go to plan,’ admitted Foy. ‘We had a hectic preevent preparation as we waited for gearbox parts from America, but it all came to nothing when we retired after the first run. ‘It looks like the heat and dust at Sweet Lamb created more issues than we appreciated, and we stopped before damaging our magnificent Chevy engine. We knew this was going to be a learning and developing year and we enjoyed the early part of the weekend. It’s back to the shed now to see if we can get the car ready for the final round, but I think it’ll be a tall order.’

Rebecca Clarkson was going well in her Warrior Rivet – until a stone broke the alternator belt and main oil pipe. ‘What an absolutely cracking event,’ she commented. ‘I seriously upped my game and actually drove the Rivet this time, rather than it driving me like at the previous rounds. ‘Saturday was going well until the brakes decided only to work intermittently. I also had a ball joint go in the steering, so we changed that and messed with the brakes ready for Sunday. We were going well, dipping under 13 minutes for a lap for the ﬁrst time, but then we had the issues which forced us out.’

Martin James made the long trip from West Wales with his Lofthouse and he was rewarded with 13th place ﬁnish: ‘We had a great, trouble-free weekend and the car didn’t miss a beat! It was the best venue I’ve ever raced at.’ With one event left to go in the truncated 2021 BXCC title race, Adrian Marfell is currently in prime position for the title with two wins and a third. However with results based on a team’s best three results, Richard Kershaw would leapfrog him with victory at the ﬁnal meeting. A literal case of winner takes all as the 2021 championship approaches its conclusion.

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Terraﬁrma introduces wide range of off-road equipment for Discovery 2

erraﬁrma has launched a major new range of off-road accessories for the Land Rover Discovery 2. Designed to help turn the vehicle into a workable alternative to the old-shape Defender, this includes suspension upgrades, armour, recovery equipment and more.

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‘With Defender values skyrocketing and their owners feeling all precious about getting them dirty,’ explains Terraﬁrma, ‘the Discovery 2 now has a lot of appeal. It’s relatively easy to work on, comfortable, capable and affordable. ‘Land Rover directed a lot of effort into improving the road manners of

the D2 over its predecessor, to such an extent that some of its off-road credentials were compromised. This has provided the development team at Terrafirma with the perfect opportunity to enhance its off-road performance with not just the target of matching a well set up Defender, but also to create a brand new look.’ Leading the way on the latter point is Terrafirma’s new ‘Raid’ style winch bumper. With tubular construction and infill panels with swaged holes, this was inspired by Baja and rally raid spaceframe vehicles whose design combines light weight with extreme strength. Terrafirma’s bumper improves the Disco 2’s approach angle while also offering good protection against impacts and a sturdy mounting point for a winch. There’s also a matching rear bumper, which will accept the vehicle’s original tail lights and can incorporate both standard towing equipment and Terrafirma’s own receiver hitches. In addition, it can be specified with a swing-away spare wheel carrier on one side and a jerry can/shovel and high-lift jack carrier on the other.

Both bumpers are fitted with swivel recovery points. And to complement the Raid bumpers, a new set of rock sliders has been introduced to create a barrier between the Disco 2’s sills and any ill-intentioned rocks. You wouldn’t expect all this to come without a suspension lift, and sure enough Terrafirma offers a solution here too. More than one solution, in fact. ‘To follow a Defender through the rocks,’ it says, ‘a brand new set of +5” travel 8-Stage Adjustable Remote Reservoir shocks have been specified which when fitted can enable the D2 to flex with the best. Add front and rear hydraulic bump stops and you can tackle obstacles in full attack mode. ‘For something less extreme, the +3” 4-Stage Adjustable Shocks give four levels of damping from comfort through to sport, while significantly increasing wheel travel.’ Good suspension is not just about the springs and shocks, of course, and Terrafirma offers everything you could imagine in the way of associated hardware. High-angle watts linkages, caster correction bushes, dislocation cones, anti-roll

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PRODUCTS

suspension set-ups will give your Discovery 2 a fantastic new look and incredible off-road capability,’ says the company. If you’re reasonably capable with the spanners, you should be able to instal everything you see here on your driveway – and

get on the way down long hills. bar links, extended turrets, crossTerrafirma recommends that to member spacers… there’s a world avoid rubbing, 265/75R16 is indeed of ways in which you can make a the ideal size for a Discovery 2 Disco 2 better off-road, and they’re built using its new range of kit. You all covered here. won’t need to worry about messing On the steering front, Terrafirma’s up your overall gearing at this size, well known RTC damper can be either – and though a height of 31.6” fitted using a kit tailored to the Disco sounds like not a lot compared to 2. And since stopping matters every the madcap Defenders you still see bit as much as going, the company’s from time to time, in the real world wavy-edged CDG brake discs are and in the right hands that’s more now available for the vehicle. These than enough for a Disco 2 to be able promise significantly improved to follow almost everywhere the stopping power, especially when heavy mob can go. combined with Terrafirma’s PerforFurther items in Terrafirma’s new mance brake pads and 2” or 5” long Disco 2 range include a spare wheel stainless brake hoses. mount to let you fit a tyre of this As always, braking can be an size on the vehicle’s back door. And easy area to overlook when you’re of course there’s always room for speccing up an off-road project. But a raised air intake: also new to the it doesn’t take much of an increase range, this has a reversible ram air in tyre size to make brake fade an intake made from high grade UV issue – we used to run one a Disco and temperature-stable rotational 2 with a V8 engine, auto box and no moulded plastic. compression braking at all – and ‘Terrafirma’s new range of Raid-Page 1 even just on 265/75R16s, we’ll never 20.10.21.VDEG.ad.5Nov.4x4.mag .qxp_Layout 1 20/10/2021 21:05 inspired accessories and long-travel forget how alarming things could

Terrafirma promises that in the process of doing so, you’ll only need to make the minimum in the way of cuts or modifications to the fibre of the vehicle itself. You can find out a whole lot more by paying a visit to terrafirma4x4.com.

Sold out! It was going to be a simple reprint. . . But ... well, you know how it is . . .

Things happen. New things you need to know about. So what’s new in VDEG Edn.5 ? OK, 618p, bigger page size for better diagram legibility but that’s just the icing on the cake. Six sections of the book (seven compared with Edn 4.1) have essential updates – among them: Sections 1.2 Shipping, 2.8 Electrical power, 5.2 Navigation and 5.5 Emergencies. And if you’re a stickler for detail – you should be if you’re planning a trip – you’ll appreciate the superlative standard of printing!

Keep on planning !

Check it out / buy only at: www.desertwinds.co.uk Vehicle-dependent Expedition Guide – sold in 57 countries, used by Special Forces in UK and US

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MOPAR TUBE DOORS MAKE WRANGLER COOLER THAN EVER

FEW THINGS IN LIFE are as perfect as the way a Jeep Wrangler looks when it’s got a set of tubular doors in place. One of those few things is the way that self-same Jeep Wrangler feels when you’re sitting in it with a set of tubular doors in place. We’re assuming the sun’s out and that you are, ideally, cruising your way up to the head of the Rubicon Trail while breathing in the crystal clear air of the high Sierras. A wet, windy day in Aberdeen or a rancid July afternoon sitting among the superheated fumes of Croydon probably doesn’t work as well. Still, if you’ve got a current Wrangler (that is, the JL model made since 2018) and you want ‘the freedom of the open trail and a sense of security with two inches of rounded steel by your side,’ these tube doors from Mopar’s Jeep Performance Parts division are ideal. Coming to you from Jeep’s own factory, they’re designed to look good and also to maximise space in the cabin. Using the vehicle’s own production hinges and rubber bump stops, the doors promise ‘added strength and factory fit and finish’ as well as the minimum in the way of shakes and rattles. They’re available for the two and four-door Wrangler, priced at $745 and $1195 respectively; as this suggests, you’ll have to go shopping over the Atlantic to find them.

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Britpart range of ARB fridges now bigger than ever

SPECIALIST 4X4 VEHICLE DISMANTERS JEEP - LAND ROVER SPECIALIST 4X4 VEHICLE DISMANTERS AND MOST MAKES AND MODELS JEEP LAND ROVER QUALITY GUARANTEED USED PARTS AND MOST MAKES AND MODELS QUALITY GUARANTEED PARTS SOME OF THE VEHICLESUSED WE HAVE RECENTLY DISMANTLED: SOME OF THE VEHICLES WE HAVE RECENTLY DISMANTLED:

HAVE YOU STARTED THINKING about overlanding again yet? For a large part of the last two years, it’s seemed like it was never going to be possible again, and parts of the world are still going to be off-limits for some time to come yet, but as humankind comes to terms with illness that will sooner or later go from pandemic to endemic, expedition travel can start going back to something that’s not an impossible dream. Obviously, there’s a lot to do before you hit the highway, and you can rest assured the paperwork and bureaucracy will get you even more hot and bothered than it used to. Which, in a world of carnets de passage, is saying something. But at least there’s some stuff you can keep your cool about. Like fridges. If your 4x4 is going to become your home, it’s going to need to become your kitchen. And while you can literally barbecue your way around the planet, should that be your aim, having fresh food to chuck on said barbecue is quite important if you don’t also want to vomit your way around the planet. Everyone who knows what they’re talking about says that in the expedition prep game, you should only take what you genuinely need but what you do take, you should take the best. So if a fridge is on your list, pay attention, because plenty of people would say ARB’s overlanding kit fits that description like a glove. The Australian off-road giant has five of its Zero range of cool boxes available in the UK through importer Britpart. These range from 36 to 96 litres and include units with dual compartments; all run on 12/24V DC or 100-240V AC and have Bluetooth so you can monitor them from your phone. Of the five, only the entry-level 36-litre Single-Zone Coolbox is new to the market in this country. But the whole range is still relatively recent in the UK and given what’s been happening since You Know What showed up, chances are this is the first time you’re looking at a fridge. Look at www.bripart.com and you’ll find them there. • Britpart also offers a range of Transit Bags for ARB’s Zero fridges. Made from tough polyester, these protect your investment from knocks and scrapes and are insulated to increase cooling efficiency. You can get them to suit top and side-opening cool boxes ranging in capacity from 44 to 96 litres; once again, www.britpart. com is the place to go.

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PRODUCTS

Wide range of approved Hilux accessories now available at Toyota main dealers

oyota has introduced a range of manufacturerapproved accessories for the current Hilux, which was launched in revised form just under a year ago. These include tailored items for the Invincible and Invincible X models which are keyed in to these vehicles’ individual styling themes. The Invincible look is based on chrome while the Invincible X goes with matt black, and each finish is available across a variety of items including an aluminium roll-top bed cover, sport bar and side bars with integrated steps. In each case, the accessories are available separately rather than in packs, allowing you to choose whichever items you want rather than being forced into taking stuff you don’t. Toyota says all its accessories are tested for WLTP efficiency and emissions standards compliance and meet its OE quality standards – and to back this up, when purchased with a new vehicle they come with the same five-year/100,000-mile warranty. You can include them in your dealer finance package, too.

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A further benefit of doing it this way is that the accessories can be fitted pre-registration, meaning your Hilux is ready to go the moment you pick it up. Included in the range of accessories is a variety of precision-moulded, hard-wearing polyurethane bed liners, as well as aluminium and spray-in alternatives. If your storage needs are more sophisticated, on the other hand, Toyota also offers bespoke lockable storage boxes tailored to the exact dimensions of the Hilux’s load bed. In addition, a sliding deck floor is available with a working capacity of up to 300kg. To keep loads of this nature safe and secure, it’s fitted with lashing hooks and has a textured non-slip surface. Up top, a range of load area covers is available. These include a tough vinyl soft cover, manual roll

covers and a lockable aluminium tonneau cover, as well as a full colour-matched hard-top with pop-out side windows and interior LED lighting. Aerodynamically shaped lockable cross bars are also on offer; these can be ﬁtted either to the roof of the cab or across a hard tonneau cover. On top of all this, Toyota’s accessory range includes tow bars with 7-pin and 13-pin adaptors, textile and rubber ﬂoor mats, high-beam LED driving lamps, alloy wheels and dash cams. If you want to turn a new Hilux into an expedition truck or off-road weapon, the aftermarket is still the only place to

go, but for the sort of stuff 99% of owners need Toyota aims to have it covered. You can ﬁnd it all while speccing up your vehicle at toyota. co.uk or by going to a dealership and making the sales guy work for his money.

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FIRST DRIVE

SKODA ENYAQ iV 60 LOFT All-electric family wagon blurs the lines between SUV and crossover estate. After setting the world on ﬁre with its traditional 4x4s, can Skoda pull off the same trick in the new world of zero emissions?

A LOT OF CAR BUYERS ARE STILL WARY OF ELECTRIC VEHICLES. Maybe it’s because you’re still risk-averse in terms of range, or you’re a traditionalist at heart, or you just like DRIVING things with proper engines and gearboxes, dammit… either way, you don’t have to look far to find someone whose barriers are still up. Since this magazine is read in good part by people who drive old-school 4x4 trucks which are very diesel indeed (or very petrol, in a few cases, but either way they’re very it), it’s probably reasonable to assume that there’s an above average amount of electroscepticism in 4x4 land. We’d better get used to it, though, because this definitely is the way the wind is blowing. As you’ll know, the entire Land Rover range is now available in plug-in hybrid form. The Jeep Wrangler will be following suit imminently. The Suzuki Jimny isn’t, and look what’s happened to that. Read also the Toyota Landcruiser, which is diesel only and has seen its range constricted the same way the Volkswagen Amarok did towards the end of its glorious reign. But plug-ins are only a step along the way. So too are full EVs, you might say, with an eye to some nebulous promise of a hydrogen-happy future, but they’re also growing at a phenomenal rate. And they’re not just plonky old shopping carts with a range of five miles any more. That cliche is as old as four-star, of course. But there’s a truth in it, which is that EVs have gone from being a bit of a laughing stock to the talk of the car market. And that means not just cars, but SUVs. Hardcore 4x4 will follow, but for now more and more soft-roaders are coming on to the market with full electric propulsion. The Skoda Enyaq iV is one of them. And it’s one you’re going to be seeing a lot of on the road. Well, it’s a Skoda SUV, so go figure. Skoda has form. Every SUV the company has made has been excellent. Brilliant, in the case of the Kodiaq. This sets a high bar for the Enyaq iV, but from the moment climb on board you know it’s cut from the same cloth as

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the petrol and diesel 4x4s that have made the company such a powerhouse. Actually, since we’re talking about cloth, it’s cut from a style all of its own. The Enyaq’s interior is distinctively different – and possibly the most pleasing we’re yet to experience in an EV. The time is coming when EVs aren’t EVs any more, they’re just Vs that are E, however for now manufacturers are still trimming and styling them a little differently to ICE models. They tend to be quite minimalistic and ultra-modern, and that’s the Enyaq in a nutshell – but done very, very well. There are ﬁve ‘Design Selection’ options in the range, giving you a choice of materials and colourways for the seats, dash, doors and ﬂoor console. Our test vehicle was an entry-level Loft model – which might be the cheapest in the range, but it’s trimmed in a combination of fabrics whose tones and textures are beautiful to look at and touch. They’re complemented by

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The Enyaq iV’s cabin is skilfully designed and built to an exceptional standard. It’s available in various trims (or ‘Design Selections,’ to use Skoda’s phrase) – what you see here is the entry-level Loft option, but after a week on board if someone had told us it was the rangetopper we wouldn’t have queried them. You can upgrade to full leather in a variety of colours and there’s also a wool-based fabric treatment in a wonderfully distinctive set of colours. The only disappointment is that buyers insisting on four-wheel drive are denied the opportunity to express their individuality through these options leather look seat inserts and strong, classy dash plastics whose appearance is similarly excellent. Further up the range, the Lounge and ecoSuite model add gorgeous looking grey and brown leather treatments for £1140 and £1570 respectively, though we’d go for the fabulously quirky Lodge option which, for £525, trims out the cabin in a combination of wool-based fabrics. There’s a traditional black leather option too, but what it all comes down to is that even the base-specced tested here comes over as a premium vehicle with high-quality design and materials. Either way, the whole thing is topped off by an immense media screen that’s used for almost everything. It takes a bit of learning, but soon enough

you get your head around it and ﬁgure out what matters to you and what doesn’t. In particular, you’d never have guessed how many modes they could invent for the air-con, but phone integration is a cinch and as always with VW Group products the screen and system alike are crystal clear, instantly responsive and easy to ﬁnd your way around. All good, but what’s it like to sit in? After all, one look at the Enyaq iV will tell you that it’s more like a crossover estate than a Kodiaq-sized SUV. The answer is that you’d never believe how spacious the seats are. The driver and all passengers all get buckets of head, leg and elbow room; one six-foot adult can sit behind another very comfortably, and even with a fast A-post and high waistline everyone gets a good view of their surroundings.

Opposite left: The dashboard is dominated by a huge media screen which handles the majority of vehicle functions. It’s crisp, clear and very easy to use, and it will pair seamlessly with your smartphone for all the functionality in the world Above left: Oddment stowage is about the best we’ve ever seen, with a huge range of places to put your stuff. These include a massive cubby box in a floor console whose floating top contains two huge bins and whose base is one big, grippily based tray Above right: The boot is big enough for more or less anything a family needs to carry. A multi-height floor is available as an option if you need it. The seats fold to make it bigger than ever, though they lie some way from flat so it’s not the perfect cargo-carrier

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FIRST DRIVE

For the average punter, ‘wow’ would be an appropriate response. If you’re given to pondering on these things, however, you’ll find yourself noticing that the lack of a traditional drivetrain offers all sorts of packaging opportunities to a car’s designers – and concluding that Skoda has done a fine job of using them. Similarly, the stowage opportunities for odds and ends in the front of the cabin is little short of breathtaking. And we’re not even sure if we found them all. There’s a decent glovebox, really good door pockets and a floor console that almost defies belief. In it, you’ll find a huge, deep cubby box with a liftout tray, a big storage slot, a deep bin with all the USB and other connectivity gubbins and, beneath an elegant floating upper section, a vast bin with a grippy, rubberised base. If you somehow manage to bring in enough stuff to fill up all the stowage this car offers, you really need to declutter your life. It’s not quite so impressive in the boot, where the seat-backs drop some way from flat to leave a floor that’s long but has a big step in it. There’s a variable height floor on the options list, which goes some way to countering this, and you certainly don’t want for luggage space when the back seats are up, but it does’s feel as clever back here as it does up front. It’s still a seriously practical family car nonetheless, though.

And what’s it like to drive? It’s like a crossover estate, actually. If you’ve not driven an EV yet, it’s natural to assume that it will feel very different to a traditional vehicle, but apart from the lack of engine noise it’s remarkably similar. We’ll hold back on some of our impressions from behind the wheel as the only example of the Enyaq iV Skoda was able to give us at the time of our test was a base spec 60 model – which only has rear-wheel drive. We’ll be testing the 80X model in a future issue, which has four-wheel drive – as well as 33% higher battery capacity, meaning a useful increase in both performance and range. On the latter point, our Enyaq iV 60 quotes a range of 256 miles. All sorts of factors can affect this but having charged it to the max, the indicator on the dash said 211 miles, then after a journey of 120 miles it said there were 55 remaining. Not the most inspiring set of numbers. On the plus side, and it’s a big one, we had no problem finding a charging point (this was in Swindon, admittedly, and if you struggle in a town of that size something is badly wrong) and 40 minutes later our Enyaq was juiced back up and ready for the journey home – at a cost of about £12.50. As a solo driver with a laptop to work on or a load of shopping to do, that’s pretty much perfection defined; the guy next to us was struggling to keep his kids under control while he tried to download an app and tap in his credit card number to get the charger to work, which is definitely where the dream turns into a nightmare, but the latter are teething troubles and the rest is about managing your life. Back to the driving impressions. It’s quiet, of course, with a gently synthesised engine

There a lot of stuff going on under the bonnet, but an engine is not among it. The layout of a full electric vehicle gives car designers a whole new set of challenges – and opportunities, too. You’ve probably never seen coolant and screenwash bottles in positions like these before, but get used to it. Our test vehicle was a 60 model, which is the entry-level powertrain in the UK; there’s also an 80, with a bigger battery, and an 80X, with the same bigger battery plus twin motors and four-wheel drive

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Electric vehicles tend to have particularly large wheels; it’s an efficiency thing. The 60 Loft model tested here would normally come on 19” rims, but this one has a set of optional 235/50R20s. Happily, the time when low-profile tyres on Skodas automatically translated into a teeth-rattling ride have long gone; the Enyaq iV is not only smooth to drive, its refinement even over shattered British roads is highly impressive note in the cabin. All too often in EVs, road and wind noise are that much more intrusive, but in this case the former is well damped out and the latter is almost absent. You do hear the suspension working over broken surfaces around town, but even on our tester’s 235/50R20 tyres (a no-cost option in lieu of the standard 19-inchers) the thumps were never harsh. Certainly, it’s a world away from the days when we recommended people to avoid top-spec versions of the Yeti because they needed as much rubber as possible to make them ride properly. The Enyaq handles very well, too, with alert steering and a real tautness to its suspension. This is where we’ll limit what we say, on account of this one being rear-wheel drive only, but even if the 4x4 model doesn’t corner quite as sportily we’re 100% confident that it will still handle with panache. There’s also going to be a vRS model further down the line, again with four-wheel drive, and with 301bhp and 339lbf.ft it doesn’t exactly sound like a blunt instrument. As it is, the 60 model tested here has 177bhp and 229lbf.ft. It’s not blindingly fast but certainly does feel very progressive, enough to suggest that the 261bhp and 313lbf.ft of the 80X will make it fairly eye-opening. We’re certainly looking forward to driving the 4x4 model with great anticipation. It cruises beautifully on the motorway, too, and provides an entertaining experience on A and B-roads. Basically, four-wheel drive apart it’s everything a family SUV should be. Another reason for choosing the 80X is that it has a longer range, at 303 miles. The standard single-motor 80 model is the best of the lot in this way, with 331 miles, but you’re here for the 4x4s and while it’s not an off-road,

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you could use the right Enyaq perfectly acceptably on a certain kind of green lane. Which we intend to prove as soon as we get our hands on one. The 80X costs from £46,610, however, compared to the £34,510 of our 60. And, very boringly indeed as far as we’re concerned, it comes with any Design Selection you want so long as it’s black. So, while we would never discourage anybody from choosing four-wheel drive, if all you want is a family SUV we wouldn’t discourage you from sticking with a basic 60 or 80 either and making the most of the options they offer for having the funkiest car in the charging bays. There are many all-electric vehicles to choose from now, and less and less reason to be risk-averse in term of range anxiety. Most of all, at the outset we suggested that you might just like driving things with traditional engines and gearboxes. We do. But we also loved driving the Enyaq iV. It’s a brilliant EV – and, aside from that, simply a brilliant vehicle.

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FIRST DRIVE

JEEP WRANGLER 80TH ANNIVERSARY Jeep celebrates its big milestone with a special edition that goes straight to the top of the Wrangler range – and also provides a ﬁrst glimpse at the latest revisions for the new model year

THIS YEAR, IT’S EIGHT DECADES since the ﬁrst Jeep went into production. And when car makers are presented with an opportunity like that, you know what happens. Hence the Wrangler 80th Anniversary. This is a special edition celebrating Jeep’s big birthday – and as things turn out, it’s also our ﬁrst opportunity to experience a set of revisions the company has made to the whole of the Wrangler range for the new model year. The most noticeable of these is a new set of colour options including the fragrantly titled Nacho, Snazzberry and Hydro Blue. Hellayella is no longer available, which is a pity, but you can also now get your Wrangler in Sarge

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Green – the colour of the 80th Anniversary five-door model we’ve reporting back on here after a brief but entertaining session on the road. The new range is powered by a revised version of the 2.0-litre petrol engine that’s standard on all models (diesel does appear to be gone for good now). This is unchanged in terms of output but now produces 10g/km less CO2 than before on most models. That’s a step in the right direction but, given that the official figure is still 243-251g/km, you might reasonably feel that the forthcoming 4xe plug-in hybrid version can’t come soon enough. All Wranglers also now gain adaptive cruise control, autonomous emergency braking and automatic main beam assist. None of these were things we experienced in any way during half an hour of A, B and C-roads, and for obvious reasons nor were the off-road features Jeep has added for the new model year. These are Selec-Speed control (a form of off-road cruise control allowing you to set a steady speed for the vehicle to maintain over rough ground) and an audible alert, programmable through the standard 8.4” infotainment screen, which tells you when you’ve reached your target pressure when airing down the tyres. That’s a feature which shows Jeep knows what people do with its vehicles. The Wrangler may have become a highly specced and wince-inducingly expensive vehicle, but it remains one of the least compromised off-road machines there is. In America, Jeep executives joke that the average buyer starts modifying his or her new Wrangler within an hour of getting it home: it might not be quite that extreme in Britain, but if you’ve got the cash behind you it’s likely to be the Wrangler you choose for a new-car project.

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And will it be the 80th Anniversary Wrangler? It might be, actually, because there’s definitely a school of thought that says you should spec one up yourself through the aftermarket rather than opting for Jeep’s own Rubicon with all its fitted-as-standard hardcore toys. Having said that, there’s also a school of thought which says £54,450 is a lot to spend when you know you’re going to have to spend a whole lot more just to make the most of what your new truck can do. We still marvel at how the Wrangler went from being priced in the high teens to low twenties when the previous-generation model was launched to where it is now. And what does the 80th Anniversary give you for all that money? Special 18” alloys is one answer. Grey styling accents up front, LED headlights, a body-colour hard-top and unique badging on the front wheelarches and rear swing gate are others. There’s more badging inside, along with black leather on the seats and dashboard. So it’s a little distinctive and very self-aware but mainly it’s a Wrangler, with all that that brings. Our test vehicle had a couple of major options from the list in the shape of an anti-spin rear diff and Jeep’s Sky One-Touch Power Top. We didn’t experience the former in action, but the Power Top was a definite winner in the late summer sun (note that the pictures on this page were taken at a different event but are of exactly the same vehicle).

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What does it all add up to? In short, a Wrangler that’s just as competent as ever, only now with some extra image and the ability to look after you better when things get either muddy, dark or dangerous. It drives like it always has, which is to say very well for such an uncompromised off-roader. The availability of the Power Top is easily the most distinctive change from the old model and when it’s open, things get hilariously blowy inside. It really is a huge hole that’s left above you, dwarﬁng even the largest of panoramic roofs, and it lets in no end of light and fresh air. That’s a key element of what a traditional Jeep is all about, of course. So it’s nice to see the 80th Anniversary harking back to those early Willys and CJs by letting the outside world come in to meet you. Whether it’s a better Wrangler than what you can get for less money is a debating point, but it certainly is in touch with its past – and for that alone, it’s a worthy addition to the range.

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DRIVEN

MERCEDES-BENZ GLS 400 d

The vehicle at the top of Mercedes’ conventionally powered SUV line-up is a lavishly equipped luxury 4x4 – and a capable performer off-road, too ON TEST Mercedes-Benz GLS 400 d AMG Line Premium Plus Executive

n the world of premium saloon cars, the Mercedes-Benz S-Class is the one to beat. Few parts of the market are so absolutely dominated by one single benchmark vehicle. Unfortunately, if you’re Mercedes, the premium 4x4 segment is one of them. The GLS is the equivalent of the S-Class in its SUV range – which means it has the Range Rover to beat. A tough ask. As you can read elsewhere in this issue, there’s a new Range Rover on the way and it’s going to move further upmarket than ever. Broadly speaking, the GLS already sits between it and the Discovery in terms of price, so perhaps this will open up more space for a vehicle whose proposition is a

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tempting blend of luxury, practicality and, if you choose the Off-Road Engineering package speciﬁed as the only option on the example tested here, remarkable capability in the rough. The GLS tested here is a 400 d 4Matic AMG Line Premium Plus Executive. It was registered in May, since when the range has been amended slightly; the equivalent model now is the Night Edition Executive. Prices currently start at £84,430 and climb to £171,620 for the ultimate V8 model with the full Maybach luxury treatment; ours, meanwhile, listed at £93,610 with a price as tested of £95,105. Thus the GLS can be seen as a vehicle with two separate sides to its character. There’s the 400d part

of the range, which is very luxurious and well equipped but probably comes across as a more expensive alternative to a Discovery, and the V8-powered AMG and Maybach models whose pricing puts them up against high-rolling versions of the Range Rover.

CABIN AND PRACTICALITY As you’d expect from a Mercedes, the GLS is beautifully put together inside. Its design is pleasing on the eye, its materials reek of quality and it’s built to a very high standard. Needless to say, it’s packed with premium equipment – including a combined media display and digital

dashboard which stretches about two and a half feet across the top part of the dash. The former operates a wide range of functions, with inputs from a finger pad on a floor console that’s so stout, it feels like part of the chassis. This being the case, it’s possibly surprising that there are still so many physical buttons in an extraordinary range of different places. There are HVAC controls on the facia, off-road function switches on the floor console and a staggering array of buttons on the doors to operate various seat functions. You’ll find more clustered around the headlight switch in front of your right knee, in the roof lining and surrounding the aforementioned finger pad.

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The GLS’ cabin has a beautifully crafted feel to it, with excellent materials and absolutely top-class build quality. The one-piece digital dashboard and infotainment screen is a powerful bit of kit and controls more functions than you knew existed, however there’s still a huge number of physical buttons around the place too. It’s a vehicle you can jump into and drive without a second thought, but getting the most from it involves no small amount of learning As this suggests, the GLS is a vehicle with an astonishing amount of functionality. And while it’s not at all intimidating to drive, if you want to get the best from it (which, at knocking on for a hundred grand, we’d imagine you do), there’s a lot of learning to be done. It’s very, very conﬁgurable and at times it can be bewildering. We found it easy to get a good seating position, for example, with immaculate comfort and a very ﬁne view of the road ahead. Navigating to the massage options was a breeze and very nice they were too.

In the main, the controls you access from the driver’s seat are intuitive, quick to respond and easy to operate, though we found the ﬁnger pad a touch over-sensitive on the move and resorted to tapping the media screen instead. Dropping the rear seats for cargo-carrying, on the other hand, is a case of experimenting with yet another array of buttons, this time on the boot walls, which make the second and third rows fold up and down either separately or all at once. There are loads of them, and the graphics don’t make it

particularly clear which is which, so you can ﬁnd yourself jabbing away at them while things happen that you didn’t even know were possible. There are media screens for passengers in the second row, too, as well as a lift-out tablet that appears when the armrest is dropped down. Again, there’s a lot of learning to be done if you want to get the best from these. Obviously, they’re a powerful tool for keeping your kids entertained – though since they can be used for operating things like the panoramic sunroof and ambient lighting, your kids

can find them a powerful tool for entertaining themselves by giving you a torrid time, too. The screens can even be used for switching other passengers’ seat functions on and off, so be prepared for games of Massage Wars to kick off behind you. Of course, there’s a way of disabling all this from the driver’s seat: of course, we couldn’t figure out how. We mentioned that there are second and third rows of seats, and both can be used to carry tall adults. The final row is less spacious than those ahead of it but

With enormous adjustability in the front and second rows of seats, it’s easy for the big GLS to accommodate a full complement of tall adults in plenty of space and comfort. The driver gets more electronics than anyone else – but with multi-function screens in the seatbacks, and a lift-out tablet stowed in the drop-down armrest between them, your children will absolutely love this car

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DRIVEN

The 400 d engine is a 3.0-litre straight six delivering 330bhp and a staggering 516lbf.ft from just 1200rpm. Even with a kerb weight just shy of two and a half tonnes, it’ll still shift the GLS to 62mph in 6.3 seconds. Our test vehicle was equipped with the optional Off-Road Engineerin package, giving it a variety of extra functions including low range, inter-axle diff locking and specialised drive modes, though 285/30R23 might not be your ﬁrst choice of tyre size for the sort of conditions it’s capable of tackling the GLS is very capable of carrying seven six-footers in comfort. Those in the front two rows just need to yield a couple of inches of legroom and everyone will be ﬁne. Headroom is adequate in the back and huge everywhere else, even with a pan roof, and the seats are positioned next to windows rather than pillars so nobody needs to end up feeling at all claustrophobic. That is of course as it should be in such a vast vehicle, and the enormous space inside the GLS can also be used for carrying similarly big loads of cargo. The tailgate opens to reveal a gaping aperture with a usably low lip, and with all the seats down it can take a heftily

van-like 2400 litres of stuff. Our only issue here is that the second row doesn’t fold 100% ﬂat, however it gets acceptably close – and the sheer length of the boot in this conﬁguration means you’ll be doing well to run out of space. We’ve already alluded to the sheer quantity of equipment in the GLS, and this is mirrored by the quality of its materials and design. Everything you touch feels classy and well made, from the switches to the seat leather, and the media system is top-drawer in its graphics, display and response. Build quality is bomb-proof, with no more than a few slight creaks from the facia vent panel when it’s prodded, and

the seats are as comfortable as they are adjustable. Their leather trim is above-average too, if not as soft and luxurious as you’ll ﬁnd on some top-end SUVs. Like the Maybach GLS, for example. With such a huge leap in price from the bottom to the top of the range, it’s perhaps inevitable that the GLS tested here feels more like an executive vehicle than a full-on luxury 4x4. This is something we said about the previous model, too; its cabin design is very good, but it’s similar to that of Merc’s smaller GLC and GLE models. Both of these are very ﬁne premium SUVs in their own right, but this does mean the range-topper above them lacks

something in the way of deﬁnition. However pleasing it is (and it is), both the Discovery and Range Rover serve up an innate sense of occasion which we found ourselves missing here.

DRIVING As we mentioned at the outset, the GLS tested here is equipped with the optional Off-Road Engineering package. It’s also equipped with 285/40R23 tyres, and there’s a reason why the old military G-Wagen didn’t come with those, but despite the need for circumspection that comes with such a wide footprint and tiny

The GLS is a seven-seater when you want it to be, and all three rows are spacious enough to house adults. When the third is dropped ﬂat, it becomes a ﬁve-seater with a vast boot; when the second goes down too, it’s like a squash court in there – albeit one with a bit of a slope towards the end. Seat folding is all done electrically, which can be very helpful at times though it has the potential to be an annoyance too

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sidewall we can still tell you that the vehicle is capable of remarkable things off-road. Obviously, there’s a certain kind of mud that’s a test of tyres and nothing else. For the sort of sloppy, grotty conditions you see so much of for half the year and more in Britain, though, the GLS offers loads of sure-footed grip. This is off-roading in the real world, because you need to rather than for fun – and since owning one of these vehicles frequently goes with having a house a very big house in the country, it actually adds up. We’d imagine that when it comes to off-roading the game, as opposed to off-roading the necessity, most times you see a GLS in action it’ll be on sand dunes. That might be a grinding cliché, but they’re unlikely ever to become a common sight at Tong or Devil’s Pit. Though with low range engaged, the

air suspension hiked up to max and all the traction management human ingenuity can deliver, if you were to take it somewhere like that the limits would be deﬁned by the tyres, of course, and the degree to which you were unwilling to risk doing thousands of pounds of damage to the sills, bumpers and panels. Safe to say that few people will have a need, or a desire, to put their GLS through the sort of stuff the Off-Road Engineering package makes possible. If you want to do it, though, this is for sure a hell of a tool. It’s a tool with 330bhp and 516lbf. ft, the latter from a scintillating 1200rpm, so despite weighing two and a half tons it doesn’t half shift. It’s not madcap (that’s where the V8 models come in), but in the 6.3 seconds it takes to ﬁt 62mph you’re left in no doubt that this is a mightily strong engine. It feels

★★★★✩

Mercedes-Benz GLS 400 d A celebration of high-tech luxury on a grand scale that’s so much more than just a big SUV The GLS is a mighty great thing, with conspicuous road presence and the all-round performance to match. It’s glorious to sit in and drive, and it dishes up premium equipment with a largesse that’s almost embarrassing. There’s precious little to fault about it, apart perhaps that at this level it feels more like an executive vehicle and left us wanting a little for the sense of occasion we’re used to getting from the best luxury SUVs

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like the same acceleration would be possible with a 3500kg trailer in tow, too. Whether it has the handling to match is open to discussion. There’s a Sport mode available, though to us the main beneﬁt of this is to tie its ride down on the crests and hollows of an undulating B-road. Body control is always good, but if you’re leaning on it a bit a little extra is welcome. Certainly, you can hustle the GLS on a cross-country run. It’s taut and positive to steer, it grips well and it stays commendably upright in fast corners without unsettling you with the feeling that you’re in a tall object that’s being pinned down against its will. At lower speeds, meanwhile, all this translates into soothing progress with loads in reserve.

Around town, you do get an element of suspension noise and a few distant bumps as those lowprofile tyres rumble over the tragic surfaces of modern-day urban Britain. The air suspension does a good job of drawing the sting from bigger holes in the road, but it’s the smaller, crummier bits of damage you notice. In terms of refinement, though, it’s supreme. There’s no vibration whatsoever at any speed and the engine only raises its voice, and then only politely, when you absolutely floor it. It’s very quiet at cruising speeds, with a gentle rustle from around the base of the A-posts and a distant murmur of tyre noise whose lack of volume means they don’t really count as a disturbance on the motorway.

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MORE THAN MEETS

On the face of it, this is a fairly unremarkable Land Rover 90. But if you take a closer look, you’ll spot a pair of leaf springs poking out from under its front bumper. And the more you poke around, the more you realise that they’re pretty much the most original thing about classic off-road sleeper Words: Gary Noskill Pictures: Mike Trott

ndrew Poulson is a proper Land Rover man. He’s never happier than when he’s in his workshop, ﬁxing or fettling something with a green oval on its grille – and especially when it’s one from the days before they got all modern and computerised. By this, we mean 1998 – when the Tdi era came to an end. Working on old Series Landies, pre-Defender 90s and 110s and Tdi-era trucks is where it’s all at for Andrew. Not that this means he’s afraid to step out of his comfort zone. In fact, he’s been places in the workshop that most of us only dream of. And he’s brought back some stunning results – such as what you’ll ﬁnd when you begin to explore this rather meek looking old Land Rover. ‘It might look like a 90, but I can tell you that underneath there’s very little that resembles a Defender,’ Andrew tells us. This is a classic example of a hybrid – one man’s idea of a best-ofeverything build, and all too often another man’s view of the worst thing imaginable. The good thing is that if you’re the person building it, you don’t need to worry about what that other guy thinks. Which is just as well, because there are plenty of Land Rover fans who have an inbuilt aversion to anything Japanese. Andrew, however, is very much not That Guy. So if you’re the kind of person who refuses to park your Land Rover next to anything with a Toyota badge in case it catches some sort of infection, stop reading now. Oh, you already had. Hopefully (though it’s a touch unlikely, we must confess), you’ve gone off to watch some Scandal or Stereopony videos on YouTube, because

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THE EYE

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The Land Rover’s gearbox and axles are from a Toyota, but really it’s all about the engine. Taken from a 7.5-tonne Leyland DAF truck, it’s a 5.9-litre Cummins ISB unit whose quoted output is 325bhp at 2900rpm and 610lbf.ft at 1600rpm. Not so much just stump-pulling grunt as enough to bring down an entire forest in one go. You can hardly begin to imagine what a leaf-sprung hybrid is like to drive with this monster up front – but Andrew clearly enjoys doing exactly that, because he does it every single day of the week

you’ll come back suddenly feeling much warmer towards all things Japanese and we’ll be able to carry on where you left off. But in the meantime, the rest of us will stick with the plot and see what it is that Andrew created. Underneath, you’ve got a Series II chassis. And it might look like a 90, but it still has leaf springs. So is it actually a hybrid at all, then or just a Series II with some newer panels? Well, take a look at the axles and gearbox – both of which were donated by a Toyota Landcruiser. Andrew says he chose them for their extra strength, which is good because they’re not exactly known for their weakness. ‘The body is from a 90,’ continues Andrew. ‘But there are other changes inside too, like the seats, which are from a Volvo V40.’ And jolly comfortable they are too; comfortable and upholstered in leather, like so many of the best things to have come out of Sweden.

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But do you get the feeling that we’re beating around the bush a little here? We’ve mentioned the Land Rover’s chassis, its body, its axles, its gearbox… but there’s something missing. That something is the engine. And not just any engine. It’s a prime reason for needing that Landcruiser gearbox – because it’s the 5.9-litre straight-six Cummins diesel from a 7.5-tonne Leyland DAF truck, with 325bhp at 2900rpm and 610lbf.ft at 1600rpm. That’s a bit like taking the heart of an elephant and squeezing it into a dormouse – you’re going to see a difference! Andrew tells me that one of his friends had bought an American pick-up truck previously and he’d seen how the engine could be used, admitting it ‘tickled his fancy.’ That happens. ‘In my honest opinion, the ﬁrst thing to do when buying a Land Rover is to take out the original engine and throw it away!’ exclaims Andrew. You could just sell it, mind, given that a good original

Landy engine, particularly a Tdi from a Defender, will always be in demand. Still, nothing succeeds like excess. ‘I’ve always been into bigger engines. I have this thing where I like to ﬁt the biggest engine possible into the smallest vehicle I can.’ Not exactly in a minority of one there, then. Power-toweight ratio is kind of a four-wheeled holy grail. And here’s another of Andrew’s experiments. When he was 14, he decided to put the engine from a London taxi into a 1952 Series I. Try doing that these days and they’ll be coming after you with pitchforks. But back to the hybrid. It is a collection of carefully chosen parts which all come together to make quite the package. Which is of course what building a hybrid is all about. The result is that Andrew sits in comﬁer, more supportive seats, enjoying the performance of a sodding great engine and the strength of a bomb-

4x4 22/10/2021 22:41

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The Landy’s cabin doesn’t look any more blingy than its body, though it’s not short of unoriginality either – those seats are from a Volvo V40, and very nice they are too in all their leather-clad glory. The carpeting in the back helps keep the noise down, at least as much as that’s possible in a Series II with a 5.9-litre diesel engine under its bonnet proof drivetrain. But what he’s driving is still an old leafer – albeit one that looks like a 90. Purists may shudder. But while this is, or was, a classic Land Rover, it’s also a classic example of what makes Land Rover ownership what it is – ingenuity, hard work and an endless thirst to make your vehicle better. It’s not some pickled museum piece, either – this is the real thing. ‘I use it every day,’ says Andrew. ‘And obviously the highlight is the six-cylinder Cummins engine. But I really like the fact I’ve done it all and managed to do what I set out to do

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– and best of all, there are no electronics on it!’ Sacrilege? Some would see it that way, but others might see what a clever truck he’s created and find themselves being gradually won over. And then there are those who we sent off to watch some Scandal and Stereopony videos, though they’re probably still watching Scandal and Stereopony videos (Koisuru Universe on repeat, probably). When they finally come back, what they’ll see is a vehicle with many parts that aren’t Land Rover, but which is more of a Land Rover than the

sum of its parts. And more than anything else, perhaps, by being a simple, unremarkable looking do-it-all truck you could say it’s more of a ‘Defender’ than the kind you see that might be 100% Land Rover but, with all their bling, are a million miles away from the engineering philosophy from which they came. And that’s because it’s the work of a man who’s not scared to do things that upset a certain kind of purist. Just like Land Rover itself, in fact. And that’s Andrew Poulson for you: definitely a proper Land Rover man.

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Unit F2, Swinton Bridge Industrial Estate, Whitelee Road, Swinton, Mexborough, S64 8BH Folios Classifieds 2020.indd 53

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It’s all about The Jeep Wrangler is incredibly capable off-road, thanks in no small part to its function-over-form design. But ironically, that same design has ended up making it one of the coolest cars in the world – and when you mod one up to make it better than ever off-road, you can hardly help but make it cooler than ever to look at. And as this JL Rubicon demonstrates, it also works the other way round… Words: Paul Looe Pictures: Harry Hamm

ost off-roaders are fiercely proud of all the time they spend in their garages or on their driveways. ‘Built not bought,’ proclaim the stickers, each of them a badge of independence that says I Worked For This. Some of the rigs you see being created on the back of this self-reliant philosophy are nothing short of incredible. In a good way, we hasten to add. But some are, well… also quite incredible, but in more of a ‘no-one gets out of here alive’ kind of sense. Our respect for the skills and ingenuity of Britain’s down-home 4x4 builders is immense and very well documented. But being good at your job and earning enough money to pay someone to build your truck better than you could ever hope to do yourself… what exactly is wrong with that? Every time we interview someone about their truck, we ask them if they do their own spannering. Here’s how Lance Oliver reacted: ‘Good grief, no! that’s why Storm Jeeps is on speed dial!’ Here’s a man who’s not pretending. The truck he’s talking about is a 2.0-litre Jeep Wrangler JL Rubicon which he and his wife Nic bought with 4500 miles on the clock when it was six months old. It’s her toy, mainly (he also has a Renegade 75th Anniversary as her daily driver) and follows a long line of other Jeeps in the family which has included five Cherokees, a Grand Cherokee and three other Wranglers. ‘Nic ran it stock for about three weeks,’ Lance recalls. So, about three weeks longer than Jeep’s own executives say is the average time it takes for new owners to start modifying their Wranglers. Though she could afford to take her time – those previous Jeeps were a lot more than just family runabouts, so it was just a case of getting to grips with the JL and sizing up what she wanted to do with it. ‘Our love affair with Jeep started in Scotland in 1998 when we bought our first Cherokee, a Moss Green XJ,’ explains Lance. ‘We soon realised how capable Jeeps were but more importantly, just how much fun you can have. We played in the snow, in forests and even in a hurricane! ‘We then had a further three Cherokees before joining the Wrangler family in 2003, when Nic bought a silver TJ Grizzly. The 4.0-litre petrol was a dream and we loved how the whole Jeep rocked when you revved the engine! ‘We kept the TJ stock as it was a soft-top anyway. We had moved back to Yorkshire by this stage, so we enjoyed plenty of time going topless on the east coast. ‘We bid farewell to the TJ in 2005 when our son Caleb came along and we realised that putting a baby seat in and out of it wasn’t much fun. So we returned to a more practical Cherokee – but we always knew Wranglers were our thing. ‘Off-roading found us in 2019 when we bought Rubi, our 4-door JL. She was built by Storm Jeeps and came to us with some serious trekking history, but we think she’s much cooler now with the stuff we’ve added! ‘Nic now had Wrangler envy, but she wanted to do her own thing. So in December 2019, we started looking for a JL Rubicon 2-door.

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the image

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Left, above: 35x12.50R17 BFGoodrich KM3 Mud-Terrains are mounted on 6-spoke Teraflex Nomad rims. These are fitted with the same company’s Rapid Air Deflator Valve, allowing them to be quickly aired down to preset pressures of as low as 10psi Below: The JL has been lifted by 2.5” using a Sport ST2 suspension system from Teraflex in conjunction with Falcon shocks. In this case, ST stands for ‘street and trail’ – it’s designed to be equally at home both on and off-road and in addition to the longer springs, it comes with front lower control arms designed to optimise steering geometry for improved handling on tarmac. Teraflex says these systems can be ‘installed on Friday, wheeled on Saturday and driven to church on Sunday’ – these guys know about suspension, but they definitely don’t understand what makes the typical British off-roader tick…

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‘First she wanted Hellayella, then she didn’t. Next it was Punk’n Orange, then it wasn’t. And all because the red dash clashed with the base colours!’ ‘God, it was stressful! Nic designs a car like she goes dress shopping! First she wanted Hellayella, then she didn’t. Next it was Punk’n Orange, then it wasn’t. And all because the red dash clashed with the base colours. ‘To be fair, she was right. Granite Crystal does look fantastic with the red accents she chose.’ So, three weeks later, off goes one recently purchased, six month old JL, ready and waiting for the guys at Storm Jeeps to turn it into more than the sum of its parts. And there was going to be a lot of parts. ‘I think Nic put them under nearly as much pressure as me when she pointed out that with this build it was “all about the look”,’ continues Lance. ‘Our initial plan was to complete the build in two stages, but Caleb and I secretly plotted with Andy and Mick at Storm to have everything finished in one hit ready for her birthday in February. ‘The Storm guys did a fantastic job – and thus Roxy was born.’ Nic’s wish list was a long one, and as you can see in the pictures the Wrangler might be all

about the look – but it’s not short of function to go with its form. As with all good builds, it’s as much about what you leave alone as what you change, and in this case the chassis is completely stock – as is the entire drivetrain, all the way from the 2.0-litre engine to the next-gen Dana 44 axles. It’s not until you get to the ends of the axles that you find something non-standard. That

something is a set of 35x12.50R17 BFGoodrich KM3 Mud-Terrains on Teraflex Nomad forged alloy rims. On the basis that it’s all about the look, we suppose these might have been chosen for their Rapid Air Deflator Valves, which do go very nicely with the bow shackles on the front bumper, but they’re a mighty fine set of wheels and tyres either way.

It’s a Rubicon, so it comes as standard with plenty of off-road kit that would normally count as modifications. Both axles contain locking diffs, for example – and up top here you can see the actuator housing for the front sway-bar disconnect

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Left: Up front, a Rugged Ridge Venator stubby front bumper is home to a Warn VR Evo winch and an over rider mounting a bank of Vision X Quad GC2 multi-LED light cannons Below left: The Wrangler is already very well shaped so as not to damage itself on breakovers, and the combination of a 2.5” lift and 35” tyres makes it that much less likely that it should ever ground out. If it does, a set of Spartan side steps and nerf bars, again from Rugged Ridge, means it would have to do so tremendously hard for the sills ever to even notice Below: Protecting the back of the vehicle is a heavy-duty bumper from, you guessed it, Rugged Ridge. The same company also supplied its Spartacus spare wheel carrier, as well as the very cool Halo LED Brake Light Ring seen through the spokes of the wheel itself

50 | DECEMBER 2021

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Some raised air intakes can be incredibly vulnerable to suffering damage among trees or on enclosed or sunken green lanes. But the AmFib Snorkel from Rugged Ridge is very cleverly shaped to lie mainly within the lines of the vehicle itself, and its modular design means you can remove the upper extension when it’s not required

The aforementioned bumper, which is home to a Warn VR Evo winch, is from Rugged Ridge. So too is the one on the back, as is a whole lot else – the side steps, light guards, snorkel and spare

4x4 6pp Oliver JL Rubicon.indd 51

wheel carrier all come from the same source. The other big supplier was Teraflex. In addition to those alloys, it provided a 2.5” suspension kit designed to enhance the Wrangler’s road manners as well as boosting its stance over rough terrain. Which, of course, also adds to the look – and the control arms have nice stickers on them with red logos, too. Can you have enough redness? Possibly. Mick at Storm Jeeps was at one point considering putting red rock lights on the vehicle. ‘Thankfully,’ says Lance, ‘he remembered the Wrangler was going to be used more in Yorkshire than Amsterdam!’ Mick and Andy also had to put in an emergency phone call at one point, too, ‘because they were desperate to get the Vision X lights just right and needed Nic to sign off the positioning.’ Quite right too. But it was worth all the effort, because once the final spanner had been turned they were left with a Jeep whose abilities are immense – and by that

we include its ability to pull admiring glances from all around. ‘The most memorable moment of the build was Mick standing back to admire Roxy and finally admitting that yes, it was all about the look after all,’ says Lance. And the biggest part of the image Nic was going for? That came from Jeep’s own Mopar parts operation. This is a Sunrider Soft-Top – if you think a Jeep never looks quite right with a hard-top, you’re definitely not alone, and with the canvas open is gains the jaunty appearance that puts you in the mood to take on a trial in the High Sierras or go cruising around town on a warm summer’s evening. Which modifications have worked best, we ask Lance? ‘The soft-top,’ he says. And what are his future plans for the vehicle? ‘Never to put the hard-top back on.’ That’s impressively frank, and when you’re talking about a vehicle with this many mods it shows a very definite clarity of thought. The Wrangler might be a function-first design, but it’s still an achingly cool vehicle – and this one has been made cooler than ever. Lance, Nic and Caleb aren’t scared to use it properly, but that’s fine because a Jeep looks just as good covered in mud as it does when it’s clean and shiny. And when all’s said and done it is, indeed, all about the look.

DECEMBER 2021 | 51

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HAPPY CAMPERS Quad and side-by-side riders converge on North Wales for the ﬁrst annual running of Words: Tom Alderney Pictures: Polaris

ifteen years ago, Polaris quad and sideby-side owners in France were given the opportunity to become founder members of Club Polaris. Describing itself as ‘the exclusive community of Polaris off-road recreational customers,’ this set out to bring owners together and give them more opportunities to get out there and ride together. As time went on, the club became more and more successful, spawning the Polaris Camp

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– an annual get-together which became a major event in the ATV calendar. And this year, following the launch of Club Polaris in Britain last December, saw the ﬁrst ever edition of Polaris Camp UK. Hosted in collaboration with quad racing experts Nora 92, this was based at Bodrhyddan Hall, near Rhyl in North Wales. The largest SXS and ATV off-road event exclusively for Polaris owners, it attracted more than 100 guests and no less than 82 vehicles.

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Polaris Camp UK – a Club Polaris event with all the off-roading they could handle

also put their skills to the test in a Gymkhana arena course featuring slaloms, tight turns, reversing areas and obstacles – all leading to the Gymkhana Finale on Sunday afternoon to determine who was the quickest. ‘Polaris Camp UK was an event to remember and it has certainly set the precedent for Club Polaris events in the future,’ said Polaris UK’s Amy Cahill. ‘We’ve caught up with some familiar faces over the weekend, but also met some great new customers who have just joined the Polaris family. A big, big thank-you to everyone that’s been involved this year, and we can’t wait to see you all again soon.’ Want to know more about Club Polaris? Customers in the UK with a Polaris recreational vehicle within warranty can register to become a member for free via their dealer, or online on the Polaris Basecamp blog site – you’ll ﬁnd it at blog. polarisbritain.com/club-polaris/

At the centre of the fun was a long trail-riding route around the Welsh countryside which featured a wide variety of technical off-road challenges. These included water crossings with rocks to negotiate and a long hillclimb with the reward of a wide-open rally-stage style area in which riders could cut loose once they reached the top. Close to base camp, back in the hall’s grounds, there was a fast timed route combining a mixture

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of open ﬁelds and technical, dense forest terrain as well as a mixed course designed to provide the maximum fun and adventure for all abilities. Riders could

DECEMBER 2021 | 55

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JOURNEY TO THE CENTRE OF THE Iceland is on every overlander’s list. There aren’t many places you can go that are unlike

Words and pictures: Betty van Breukelen and Gerard van Vliet

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EARTH

Part 2

anywhere else – and where you can watch Planet Earth being created before your eyes

ast month, in part one of the story of our travels in Iceland, we recounted the adventure of getting to this unique island, acclimatising ourselves to the Midnight Sun and the piloting our 100-Series Toyota Landcruiser camper through a strange, other-worldly landscape of naked rock and black sand. Like every overlander who visits Iceland, we visited a string of spectacular waterfalls, marvelled at the scale of the glaciers and enjoyed the novelty of bathing in natural hot spas. And, of course, we drove. On The 1, the main road which more or less follows the coast around the entire island, but mainly on the unsurfaced trails which allow suitable vehicles to disappear into the wilds of Iceland’s interior. Here, owning a 4x4 is not just something you do for status. It’s something you do because the alternative is to stay put. The character of Iceland’s unique geography is well known. It sits on the diverging Mid-Atlantic Rift and the resultant non-stop volcanic activity means there’s always somewhere on the island that’s erupting. The land is constantly evolving; even when it’s not active in a violent sense, hot water bubbles to the surface and geysers shoot steam high into the air. Combine this with its location just to the south of the Arctic Circle and you have a combination of snow, ice and fire that’s as beguiling as it is volatile. It doesn’t matter where you come from: Iceland is nothing like home. Having sailed from Hirtshals in Denmark, as everyone else does when visiting on four wheels, we started our Icelandic travels in Seydisfjördur on the eastern side of what is Europe’s second largest island. Travelling through the interior, we passed between the ice sheets of Vatnajökull and Hofsjökull, the former a vast glacier more than half a mile thick which covers an area the size of North Yorkshire, before fetching up at Latrabjarg – a wild, stormy place whose claim to fame is that it’s the westernmost tip of Europe.

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The question is, what sort of vehicle makes tyre tracks like these? Another question might be how do you make a modified 100-Series Landcruiser Amazon look small? In each case, the answer is in the picture on the opposite page…

Here, we had crossed Iceland from one side to the other. Which meant our next job was to cross it back. Not a chore. After a wonderful night’s camping in Patrekfjördur, where we were able to relax in a natural hot tub and sit eating dinner while watching the sun set, we pointed our Landcruiser back towards The 1 and headed for Husafell. This is where you’ll find the Deildartunguhver – Iceland’s largest hot spring.

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This is one of those places that leave you in awe of nature. About 180 litres of near-boiling water is forced upwards per second; the energy is enough to heat the cities of Borgarnes and Akranes, 34 and 60 kilometres away, as well as all the greenhouses in the vicinity. Continuing south on a rough stone track alongside Langsjökull, we came to Klaki base camp and saw no end of classic Icelandic 4x4s with enormous tyres. The glacier

has become big business. The first of them had already passed before we were up the following morning to head for Thingvellir. More than a thousand years ago, the world’s first parliament, the Alping, met here. Laws were passed, justice was administered, convicts were executed and marriages were consecrated. Icelandic citizens travelled to Thingvellir from all directions to experience all this and attend its markets and parties.

If you think that’s old, though, pay heed to the aforementioned Mid-Atlantic Rift. Here, the Eurasian and North American tectonic plates are moving apart at a rate of 2-2.5 centimetres per year. Give or take, this means that in the aeons of human development since the days of the Alping, the Rift has moved by about 25 yards. From a plateau on the North American Plate, we looked out over a mountain range on the Eurasian

22/10/2021 22:39

Plate. In between is a sunken piece of land that belongs to neither. Here, literally, the surface of Planet Earth is being created before your eyes. Blink and you’ll miss it… After touristy visits to Reykjavik, the Blue Lagoon and Strokkur, Iceland’s only regular geyser, we found a dirt road heading through bushes and trees towards the mighty waterfall of Gullfoss. Driving through impenetrable greenery is a special treat in Iceland…

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The going eventually gave way to black lava fields leading up to the edge of Langjökull, where we looked on in awe until a group of French Landcruisers arrived to share the spot. Later that night, back in the nearby campsite, it was like a Toyota convention – one involving much wine and lots of singing… The next morning, all the other vehicles drifted off one by one until we were left alone in the beautiful surroundings at the foot

of Langjökull. It was grey and wet, but nothing could mask the majesty of the landscape. Moving on to Gullfoss, things were very different, with throngs of tourists everywhere, but we managed to admire the golden veils of this thunderous waterfall before the rain arrived to wash all the colour out of the scenery. Further on, at Skógar, an incredibly bumpy trail led back to the edge of the glacier – where we found a dilapidated building

abandoned mournfully in the barren, hostile and snow-covered surroundings. Who would ever have built it there in the first place? From the town of Vik, we headed east in a bid to explore Lakagigar, a 40-kilometre line of about 100 individual craters. The first attempt didn’t end well, when we came to a house whose owner said the route was still five kilometres away but he wouldn’t even attempt it on his quad. It’s a swamp, he explained – and if we get stuck there we’ll need a helicopter to get us out. In comparison, navigating our way through a landscape where everything including the road had been swept away by floods a few months previously seemed quite tame. We did eventually find the Lakagigar (‘Laki’) route, and it was well worth it even in pouring rain. There’s a lava field here which defies description. But we’ll try. In 1783, the Laki erupted – and for nine months, magma poured from a fissure measuring some 18 kilometres in length. The result was the Eldrhaun, a lava field of almost 600 square kilometres in size. As far as the eye can see, there are the erratic shapes of the solidified lava. A thick layer of green moss is draped over it like a

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Turf houses are quintessentially Icelandic, and so are geothermal energy pipes – both are from very different times, obviously, but each is a classic example of humankind adapting itself to thrive in the most hostile of climates soft pillow. It took us three hours to cover 20 kilometres through this gigantic natural work of art – both because of the savagery of the ground and the fearsome magnificence of the landscape. As we eased our way through the razor-sharp rocks, we felt like Max Verstappen trying to save his tyres. There’s a steady stream of fords on this route, too – including an actual challenge. In front of us was the so-called ‘widest ford’ in all of Iceland. It may or may not have been, but waddling through the water and over large boulders was definitely hard work. Continuing east on The 1, we had Vatnajökull to our left and, to our right, an enormous plain of sand formed by glacial meltwater. The rivers that emerge from the glaciers

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are immense – seeing them up close is an experience like no other. So too is Jökulsarlon, which our guidebooks proclaim to be the most beautiful glacial lake in Iceland. As we walked from where we had parked the Landcruiser, a blue and white symphony unfolded. In the distance was the glacier itself; in front of it, the intense blue lake, set off by white and blue formations of ice, was framed by the blue sky and white clouds. Moving on to the Fjal glacier, the wind had grown to a stormy strength. Climbing steadily via a series of hairpins, we drove right alongside the ice and looked back down towards the coast as the wind battered away at us. We tried getting out and were promptly engaged in a frantic game of Catch The Flying

Sunglasses; taking pictures wasn’t possible, because we could hardly hold on to our equipment. More hairpins took us back up on to the endless plains around Vatnajökull. A beautiful session behind the wheel led us through black mountains, lit up in the greyness by colourful moss, towards the 1800-metre peak of Snaefell, a volcanic granite mouth covered with a ferocious layer of ice. A barely traveled path led from here through a huge volcanic gravel and stone plain and back to the Askja route. The landscape was completely black and the terrain incredibly stony at times, then at once it would give way to gravel and sometimes deep sand. As we set up camp that night at Kverkfjöll, an old German chap

in a Land Rover pulled up next to us and asked if he was meant to leave his engine running all night to prevent it from freezing. He has, he told us, ‘honestly’ experienced that! Nice to be able to provide some reassurance… Back on the Askja route, we had to get used to other traffic again. We were close to Herdubreid here, a mountain dubbed the ‘Queen of Iceland’, and everyone seemed to want to see it. We, on the other hand, were looking for something even more regal. We had read about a warm waterfall and were determined to find it… so imagine our delight when we discovered that we had gone steaming past it some time ago. Undaunted, we turned round and finally spotted a white sign in the

4x4 22/10/2021 22:39

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middle of the plain a little way from the path. It pointed us to a path which descended through a series of sharp hairpins to a valley ﬂoor, where a river meandered… and, falling from a rock in a shimmering veil down into the pool below, is a beautiful stream of hot water. To make things even better, it started raining. This deepened the experience even more – and makes our clothes wet. Awesome!

Refreshed and clean, we headed back to our Landcruiser and, amid a sweeping plain with the glittering river and mosses on one side and the Snaefell on the other, pondered on how keenly we were going to miss the peace, space and landscapes of Iceland… First, in Saenautasel, we visited a traditional turf house which has been turned into a museum. Larger on the inside than it appears from

The authors must be among the best-travelled 4x4 drivers of all time. Since 2002, they’ve been exploring almost non-stop, aboard a variety of vehicles and on every continent in the world. Their website tells a whole world of tales which will make you yearn to pack your life into your truck and head off in search of adventure – you can ﬁnd it by visiting www.exploringtheworld.nl.

6pp Iceland Pt2.indd 63

the outside, it gave us a good impression of how people lived in these remote places. The museum is open from May to September – three summer months in which Iceland’s tourism and agriculture sectors must earn the lion’s share of their annual income. With that, it was time to cruise back to Egilstadir, where we provisioned ourselves for the ferry crossing before heading on to Seydisfjördur. Our French friends were there and so of course the champagne ﬂowed once more prior to an excellent ﬁnal meal on Icelandic soil.

Early the next morning, an employee from the Smyril ferry company came round, knocking on the doors of all the campers. It’s better to check in right away, he explained, because later it gets busy. Not the kind of service you get on the Dover-Calais crossing, then… On the return crossing, we talked Landcruisers with the French guys – and it must have been absorbing, because though the ferry docked in the Faroe Islands en route we never even noticed! And then it was over, we were back behind the wheel and our Landcruiser was again on Danish ground. The sun shone for a short while, but even when the clouds gathered it was still about twenty degrees warmer than we had known for a long time. We arrived home after covering 7300 kilometres in 37 days, including 5400 kilometres and 28 days in Iceland itself. It’s a hard, harsh land, but a beautiful one, and a place that’s unique in the world. Volcanoes, glaciers, plains of lava, warm water pools, geothermal areas where the earth steams, bubbles and hisses… Iceland has a way of reminding you that mother nature is in charge. It’s an honour to be her guest – an honour which every overland traveller should resolve to experience at least once.

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ROADBOOK

SOUTH NORTHUMBERLAND A fabulous variety of top-quality byways amid a spectacular landscape

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ROADBOOK This roadbook will literally have you on top of Britain. It includes the famous Coldberry End – a right of way which can claim to be the highest point in England’s road network. By the time you get there, you’ll have explored a variety of wooded valleys, expansive forests and bleak, open moors, all of them on trails whose combination of driving and scenery is top-drawer. There are also several long road liaisons in the route, but that’s no hardship – because even when they’re tarmacked, the roads up here are nothing short of fantastic

USING OUR ROADBOOKS Our roadbooks guide you through the countryside on a mixture of surfaced and unsurfaced roads. The tracks we use are public rights of way, either Byways Open to All Traﬃc or Unclassiﬁed County Roads, all commonly referred to as green lanes.

NAVIGATION

We’ve deliberately made it as easy as possible to follow the route, using a mixture of instructions, tulip diagrams and grid references. We normally only include junctions at which you have to make a turning or don’t have right of way, so stay on the main road or continue straight ahead unless we tell you otherwise. You’ll ﬁnd a guide to using grid references on the legend of any OS map. Our aim is for you to be able to do the route without maps, whether paper or online, but you should certainly take a set with you.

SAFETY

The notes on thee pages advise you of how suitable the route is for your vehicle. These are just guidelines, however. We’ll warn you of any hazards or diﬃcult sections, but the nature of any green lane can change quickly. Wet weather can make a huge difference to the conditions underfoot, and what’s wide open in winter can be tightly enclosed and scratchy in summer. The responsibility is yours! Our roadbooks are designed to be safe to drive in a solo vehicle. We do recommend travelling in tandem wherever possible, however. The risk of getting stuck can be greater than it appears – and even the most capable of vehicles can break down miles from anywhere.

RESPONSIBILITY

Irresponsible driving is a big issue on green lanes. In particular, you must always stay on the right of way. Never drive off it to ‘play’ on the verges or surrounding land, even if you can see that someone else has; doing so is illegal and can be tremendously damaging. This kind of illegal off-roading is a key reason why green lanes get closed. If you see others doing this, they are NOT your friends. They’re criminals, and you are their victim. If it’s safe to do so, ﬁlm them in the act and pass it to the police.

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Elsewhere, let common sense and courtesy prevail. Keep your speed down, be ready to pull over for others and show the world that we are decent people just like them.

ANTIS

Anti-4x4 bigotry does exist, but it’s less common than you’d think. By and large, it’s limited to organisations who just want to get the countryside all to themselves. These organisations are beyond being reasoned with, but it’s rare to encounter real hostility even from their rank-and-ﬁle members. If you’re friendly towards the people with whom you share the countryside, the vast majority will respond in kind. There are always bad apples, but no more so than anywhere else. Likewise, most local residents will accept your presence if you’re driving sensibly. What suspicion you do encounter is likely to be from farmers worried that you’re there to steal from them, so be ready to offer a word of reassurance. Once satisﬁed that you’re not after their quad bikes, their mood will lighten.

DO…

• Keep your speed right down • Pull over to let walkers, bikers and horse riders pass

• Leave gates as you found them • Scrupulously obey all closure and voluntary restraint notices

• Ensure you have a right to be

there. We research the routes on our roadbooks very carefully, but the status of any route can change without notice Be prepared to turn back if the route is blocked, even illegally If you ﬁnd an illegal obstruction, notify the local authority Stick absolutely scrupulously to the right of way Always remember that you are an ambassador for all 4x4 drivers

• • • •

DON’T…

• Go in large convoys: instead, split into smaller groups

• Drop litter. Why not carry a bin bag pick up other people’s instead?

• Go back to drive the fun bits, such as mud or fords, again

• Cause a noise nuisance, particularly after dark

• Get riled up if someone challenges you. Be ﬁrm but polite, stay calm and don’t let them turn it into a ﬁght

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ROUTE GUIDE

is it suitable?

START FINISH HOW LONG? TERRAIN HAZARDS

TYRES

OS MAPS

Slaley (NY 975 577) Alston (NY 717 464) 65.7 miles / 6-7 hours Woods, forestry and open moorland Other users; Occasional ruts, at times deep; Isolation; Some rocky sections; Deep water; Road traﬃc Landranger 86 (Haltwhistle & Brampton) Landranger 87 (Hexham & Haltwhistle) Landranger 91 (Appleby in Westmorland)

Step

NY 975 577

Start outside the Rose and Crown on Main Street in Slaley. Zero your trip with the pub to your left and set off heading west to start the route

0.0 Step

WEATHER LOW BOX SOFT-ROADERS SCRATCHING DRIVING DAMAGE

At least an all-terrain for safety, and low proﬁles are unsuitable Avoid in deep snow or fog Not much fun without it Might make it, but they’ll be pushed Shouldn’t be a problem Great care, discipline and ground reading skills required throughout Possible ground contact in places

Step

0.45 NY 970 577 Turn left for Blanchland on the B6306 then immediately right again – it’s signed as a byway

0.3 Step 6: It looks a lot like a private drive when you turn left into Shield Hall, but this is a bona ﬁde public right of way

Step

0.9 Step

Caution – this is a main road

1.35 Step

NY 957 586 Turn left into Shield Hall. The stone gateposts aren’t very welcoming, and nor is the “you are being watched” sign in the tree, but this is a Byway Open to All Traﬃc

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Step

You might as well get into low box straight away. The initial descent is only moderate but there are some steeper climbs and drops coming up, some of them quite rough and rutted

Step

2.0

3.9

Step

2.5

4.25

Step

2.65

5.3

Step

10 2.95

Slaley 212 Blanchland 7

14 Juniper Whitley Chapel

Dukesfield

NY 951 566 You’re entering Slaley Forest here. This is a very popular venue with every kind of rights of way user – including, sadly, the kind who think it’s okay to trash the adjoining land by going off-piste in their 4x4s. As always, it’s up to you to redress the balance by being an ambassador for motor vehicle users

Off to right, we see one of the many rights of way in and around Slaley Forest that have been closed to 4x4s

5.75

Step 13: This looks like it could be in the middle of nowhere. But what our picture doesn’t show is about half a dozen 4x4s and horse trailers parked up around the junction – be in no doubt, Slaley Forest is a busy, busy place

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Step

The surface starts getting rougher and more uneven, and suddenly it’s covered in pine needles too. The track ahead is still very well deﬁned, though

6.35 Step

16 6.5

Step

19 8.2

A sign at the junction conﬁrms that motor vehicle rights do exist in the forest, before going on to try and make 4x4 drivers and trail bikers sound as much as possible like criminals. Strangely, it doesn’t say anything about walkers dropping litter (we picked up loads) or loose dogs rampaging about the place

Step

20 Step

7.7

10.0

Step

7.8

10.7

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There’s a very sharp step down into a trough as you start to descend after the gate

9.75

Step

The surface gets rough as you climb the bank, and stays that way for something like half a mile to come

21 22

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Step 16: The sign at the junction makes it clear that you have the right to be here – but also encourages people to see motor vehicle users as little short of criminals

Step 19: The surface gets rough and uneven after you’ve left the forest, and stays that way for around half a mile Step 20 (right): As you start to drop off the moor top, the track splits in two with a short, sharp drop into a trough on what looks to us like the correct route

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Step

ZERO TRIP

11.3

7.25

Step

24 0.1

28 Hunstanworth Townsfield Rookhope

3 4

1 8

Step

Allenheads

12pp Roadbook Dec 21.indd 72

This is a well surfaced track between stone walls. Just as you prepare to turn, you’ll see the old mine workings ahead of you on the other side of the road – it’s well worth pausing to take a look

8.6

9.9 Step

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NY 910 392

Step

5.55

212

Step

25 5.35

Westgate

30 Ireshopeburn 4 Westgate 4

NY 892 406

10.8

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Step 30: The turning is fairly easy to spot after you’ve passed Middlehope Lodge on the left. It’s impressively good at picking up surface water (right)…

Step

11.6

1.95

31 Step

37 Step

ZERO TRIP

12.1

2.0

Step

1.2

6.85

33 Step

34 35

Caution over the main road as you turn right then immediately left for Langdon Beck. Note that there’s a village shop in front of you, and public toilets to the right!

39 It’s a very narrow turning between the buildings. You’ll see a Ford sign as you turn

1.6 Step

Fork right towards the Lakes and Dales Co-op which you’ll see ahead of you

Step

Alston B6277

NY 813 350

It’s easier to spot than you expect – there’s a road sign in advance warning of a road on the right, and it’s on its own in otherwise clear ground

10.1 There are stepping stones to the right of the crossing It might still be too deep even if you can see them but if you can’t, it’s deﬁnitely a bad idea

Step 40: There’s a long section of road liaison before this junction, but it’s easy to spot. There’s nothing else around it – and it’s that rarest of things, a green lane that’s signposted in advance

1.7 Step

36 1.9 4x4 12pp Roadbook Dec 21.indd 73

HARTHOPE ROAD

DECEMBER 2021 | 73

22/10/2021 22:32

Step 42: As you go through the gate and see the descent stretching out ahead of you, you’re at the highest point in the entire English road network Step

Immediately after the gate, follow the main track up the hill

When you get to the gate, you’re at the highest point on the entire English road network

47 6.05

Step

12.7

9.55 Caution – traﬃc shouldn’t be moving fast as it’s in a village, but this is a busy A-road

ZERO TRIP

14.5 Step

45 1.8 74 | DECEMBER 2021

12pp Roadbook Dec 21.indd 74

ZERO TRIP

Hexham Allendale Whitfield Carrshield

20 9 9 2

Step

49 2.1

When the road splits, stay on the main one – which, rather oddly, turns into a B-road here

Ropehaugh 34 Coalcleugh 412

Step

11.3

Step

This is in Allendale village – it’s a tight turning back over your shoulder

5.0

10.4 Step

Step

Whitfield 7 Ninebanks 4 Limestone Brae 112

Caution – it might not look like it as you approach the junction, but this is a major road

7.05 4x4 22/10/2021 22:32

Step

NY 775 549

7.2 Step

52 53 9.3

4x4 12pp Roadbook Dec 21.indd 75

Caution– this is tight over your shoulder on to a major A-road

ZERO TRIP

9.75 When the main track swings hard right, follow ahead through the gate on to a less distinct stone track

Step

55 1.95

7.3 Step

Step

The right of way becomes less distinct as it crosses the moor - look for the grass tracks dead ahead

Step

56 2.65

SPRING LANE

Extreme caution – this is very tight back over your shoulder. Start indicating and slowing well in advance, and use the verge to your left to swing wide – while watching for traﬃc overtaking you as you do so Carrshield 5 Ninebanks 112 1 2 Ouston

NY 777 520

Mohope

DECEMBER 2021 | 75

22/10/2021 22:32

Step 58: Not long after you’ve left the road, the surface starts getting steep, rough and rocky Step 61 (bottom): This descent is simple enough, but it does get steeper and rougher as you close in on the T-junction at the bottom of the hill Step

57 2.95 Step

Step

NY 773 517

61 OX DROVE

The climb quickly becomes steep, rough and rocky, and stays that way for about half a mile

5.95 Step

3.0

5.95

Step

5.45

6.2

59 Step

60 5.6

NY 736 498

Caution - this is a main road

The surface gets steeper and rougher towards the bottom of the hill – basically it’s a sea of rubble

Step

This is immediately after Step 61

Caution – it doesn’t look as if you’re approaching a junction, but you are

Caution –this is a main road

6.65 Step

Arrive outside the Alston House Hotel in Alston for the end of the route. NB there are fuel stations on the right just before and after this, too

8.5 76 | DECEMBER 2021

12pp Roadbook Dec 21.indd 76

4x4 22/10/2021 22:32

4x4 12pp Roadbook Dec 21.indd 77

DECEMBER 2021 | 77

26/10/2021 00:51

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