Land Rover Yearbook 2021 by Assignment Media Ltd

The essential annual for Land Rover owners and enthusiasts

Land Rover

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YEARBOOK £7.99

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pages of the best prod year’s uc your Lan ts for d Rover

ONE-OFF PUMA This Heritage-look 2.4 TDCi 110 is among the very best restored Land Rovers we’ve ever seen

Is this the real thing?

New 110 driven at last

SENSATIONAL SIII

Exquisite 88” remanufactured from scratch

ON TEST

✔ Enhanced ✔ Restored ✔ Preserved ✔ Modiﬁed

One great Land Rover after another inside

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RANGE ROVING

Exploring Sudan in the ﬁrst L322 ever to cross Africa 03/11/2020 20:47

three generations of automotive passion

LICHFIELD

Land Rover Defender Accessories /masai4x4

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Always original quality

www.masai4x4.com

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DEFENDER RESTORATIONS

Sound Deadening & Insulation

Defender Accessories & Upgrades

Full Vehicle LED Light Kits

Driving & Work Lights

Headlinings for 90, 110 & Crew Cab

Aluminium Styling Upgrades

Full Body Resprays

LED LIGHT UPGRADES

LED Headlights

INTERIOR TRIMS

Replacement Seat Covers EXPEDITION ACCESSORIES

Lockable Sporting / Storage Box

Roof Racks for 90, 110 & Crew Cab

Bumpers & Steering Guards

WINDOWS

Side Steps

Spare Wheel Carriers

Lamp Guards

Light Mounting Bars

Wheels

Tree Sliders

Bonnets & Scoops

NAS Rear Steps

Snorkels

Chequer Plates

Rear Ladders

Heated Windscreens

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Contents

Features 4

4 26

DEFENDER 110 TESTED

First impressions of the new Defender are that it’s very good. But is it very good at being a Defender, or another kind of Land Rover altogether?

DISCOVERY 3.0 SD6

It’s often sneered at for being too much like a Range Rover – but the Discovery 5 is a true all-rounder

VELAR D180

The ultimate style wagon gains one of Land Rover’s most efficient engines to prove that looking a million dollars needn’t cost the earth

RR SPORT P400 HST

One step down from the full-house SVR, the Range Rover Sport HST has swagger to burn – and a mighty turn of pace to go with it

CLASSIC WORKS TOUR

Part museum, part factory, all treasure trove, Land Rover’s Classic Works is a truly fascinating place to visit. We’ve had a sample of what you’ll be able to find there just as soon as they’re allowed to open the doors again

DISCO 3: WORTH THE RISK?

People often wax lyrical about what a wonderful all-rounder it is. But they’re also often to be heard lamenting all the money they have to pour into owning one. So in the words f the experts, is the Discovery 3 worth the risk?

PRODUCTS

Prepping a Landy for off-roading? Bringing and old one back from the dead? Making it better as an everyday car? Whatever your project, here are the bits, pieces, tools and more to help you get it done

120 BUYERS GUIDE

If you don’t currently own a Land Rover, this magazine will make you want one. And the good news is that we’ve also got a treasure trove of info to help you scratch that itch without making yourself bleed

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Vehicles Vehicles

100

From the team that brings you…

38 PUMA PERFECTION

A hard-worked TDCi goes in for a cosmetic restortation – and emerges as a glorious Heritage-themed soft-top

01283 553243 alan.kidd@assignment-media.co.uk Web: www.thelandy.co.uk Facebook: www.facebook.com/thelandyuk

44 STREET SLEEPER RANGEY

A Range Rover Classic built in the USA, that looks a little modfied – but has the heart of a monster

48 TAMING THE WOLF

Fresh out of the Army, a Wolf-spec 90 gets turned into a more modern, less basic Defender – but one that’s still as tough and robust as ever

52 ULTIMATE 110 Arkonik announced its return to the British market in the best way possible – by

Workshop 96

Founding Editor Alan Kidd

MODDING A DEFENDER

There was a time when this would have been all about taller springs and bigger tyres. But this is the modern world…

100 DEMODDING A DEFENDER We bought our Project 90 as someone else’s old modified off-roader. Here, the journey begins towards taking it back to the way it was in its youth

building a sensational Chevy-engined 110

56 TREASURED SERIES I

If running a classic Landy simply costs too much, do you get rid… or do you lock it away for a decade and a half until the glorious day finally dawns when you can enjoy it once again?

64 SUPREME SERIES III

Falcon Design doesn’t just restore old leafers – it remanufactures them from scratch. And the results are better than new

Adventure 104 SUDAN

The first stop after Egypt on a journey down through Africa is when you really are no longer in the world you knew. But as with every unfamiliar land, there’s more to Sudan than meets the eye…

Brought home from Japan, this Discovery 1 went on to have an unusual life – what secrets might its unique spec hold?

Overlanding specialist Ardventures has adopted the Discovery 4 as its tour-leading truck – and it’s not looking back

80 TERRAFIRMA 110

It’s designed to show off what its owner’s accessories can do – but in creating it, Terrafirma has built one of the classiest off-road projects of all time

86 OFF-ROAD RANGEY SPORT

Yes, really – a Mk I Range Rover Sport that’s been modified for playdays and hardcore green laning

Photographers Steve Taylor, Harry Hamm, David Sharp, Richard Barnett, Louis Dunbar, Vic Peel Group Advertising Manager Ian Argent Tel: 01283 553242 Advertising Manager Colin Ashworth Tel: 01283 553244

Subscriptions Sarah Moss Tel: 01283 553242

70 MYSTERY DISCO

74 OVERLAND DISCOVERY 4

Contributors Mike Trott, George Dove, Paul Looe, Dan Fenn, Gary Noskill, Olly Sack, Rob Boseley, Barrie Dunbar, Raymond and Nereide Greaves

Advertising Production Sarah Moss Tel: 01283 553242

60 A LANDY DOWN UNDER

Moving halfway round the world normally means selling your car and preparing to get a new one in your new home land. Not when your car is a trusty old IIA, though…

Art Editor Samantha D’Souza

110 CELTIC ADVENTURE

A new venture in the overland scene offers you the chance to hire a prepped Discovery 4 and go exploring in the wildest corners of Britain

114 BOTSWANA

Not many UK-based 4x4 tour operators offer fly-drive safaris in Botswana. But then, not many of them are owned by guys who come from down that way…

Publisher and Head of Marketing Sarah Lowe Email: sarah.lowe@assignment-media.co.uk To subscribe to The Landy, or renew your subscription, call 01283 553243 Current price for 12 issues: UK £28 The Landy is available from newsagents, priced at £2.99 a copy, and free through selected Britpart dealers Every effort is made to ensure the contents of The Land Rover Yearbook are accurate, however Assignment Media Ltd accepts no responsibility for errors or omissions nor the consequences of actions made as a result of these When responding to any advert in The Land Rover Yearbook, you should make appropriate enquiries before sending money or entering into a contract. The publishers take reasonable steps to ensure advertisers’ probity, but will not be liable for loss or damage incurred as a result of 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 The Land Rover Yearbook is published by Assignment Media Ltd, Repton House 1.08, Bretby Business Park, Ashby Road, Bretby DE15 0YZ

104

90 DISCOVERY CAMPER

Further proof that overlanding doesn’t have to mean roughing it. This Discovery has been superbly converted into a fullhouse off-road motorhome

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DRIVEN

LAND ROVER DEFENDER

New Defender doesn’t try to impersonate the old model – but manages to be a very credible successor to the Discovery 3 FIRST DRIVE Defender 110 D240 S

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he new Defender is going to appeal to people who’ve had a Discovery 3 or 4, but who feel that the Discovery 5 is not for them. There. That’s the answer to the question many people have been asking themselves ever since the first pictures of it came to light. We know this because the man from Land Rover told us. Farmers won’t use them to plough their fields, he said. Those days are past. Farmers have air-conditioned, GPScontrolled combine harvesters now. What he also said, and this cuts right to the chase, is that Land Rover wasn’t selling enough of the old Defender. People loved it, and nobody wanted to see it die, but it was getting sand kicked in its face by newer vehicles. So here’s what we did. On the driving route at the UK launch, which wound its way from near Kenilworth, through the Cotswolds and on to Eastnor Castle, we counted the number of old-shape Defenders we saw. And we also counted the number of Hiluxes, Rangers, Navaras, D-Maxes, Amaroks and L200s we saw. It wasn’t pretty, but it made the point conclusively. For each oldshape Defender, we saw a total of 21 pick-ups. And every single one of those vehicles had been bought by someone who, once upon a time, would have bought a 109 or 110 to do the same job. So that’s why the new Defender is the way it is. It might not be the way a lot of us would have wanted, but the business case for keeping it the way it used to be wasn’t there. You can argue about the Jeep Wrangler and Ineos Grenadier all day long, but the fact of the matter is that the old Defender wasn’t selling. And, thus far, the new one is.

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DRIVEN

The Defender’s driving position is as imperious as ever, only now there’s enough leg and elbow room. Its design goes to great lengths to look as if they’ve not gone to great lengths on it, with exposed fixings and lots of simple geometric lines, but it manages to come across very convincingly and doesn’t appear contrived. That might be different if they hadn’t also got the basics right, but they certainly have – it feels well made and fit for purpose, and in terms of practicality it’s absolutely immense, with stowage opportunities everywhere you look So let’s cast aside any preconceived notions and simply take it as a new launch. Not as the truck that killed the old Defender; just as a new truck.

And yes, ‘truck’ is the word. It’s not one you’ve been able to apply to any new Land Rover products for a few years, and we all know how much hardcore off-roaders hate it

when you describe a namby-pamby SUV that way. But while it is an SUV, strictly speaking, the Defender does have a truck-like feel to it, albeit in a very modern way.

It’s based on Discovery underpinnings, but with much heavier-duty construction. You don’t know that just by looking at it, but you certainly can see the sense of purpose in its design. It looks strong, robust, businesslike… it’s immediately recognisable as a modern Land Rover, but somehow harder-edged and more technical than the Discovery, Evoque, Velar and all. More so than the Jeep Wrangler and Toyota Landcruiser? No. It’s s different kind of off-roader. It’s more expensive than them, too (the 110 D240 S model we drove starts at £52,110, and as tested would cost £62,830), but it manages to look like a decent bit of Land Rover for your money by today’s standards. We can’t quite believe we’re saying that about a £62,830 Defender. But that’s what the Defender has become – and when you look at the way private punters are rebuilding old sheds into street machines to make a killing on them, you can see that. It’s not Land Rover’s doing: it’s the market’s. When the 90 comes along, the entry-level price point will come

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Land Rover says the Defender will appeal to people who have owned a Discovery 3 or 4 but passed on the Discovery 5. The practicality in the boot area bears that out – it’s not as clever as the old Disco, but the rear seats fold 100% flat to give you a long, firm-based loading area whose enormous height and width is complemented by a huge tailgate aperture. Another fine example of an interior that gets the basics right

down. In commercial form, it’ll start in the low forties (or mid-thirties if you get your VAT back). That’s for a little later in the year. For now, we have the 110 and here we are on board – after all these years, finally sitting behind the wheel of the new Defender. And it feels good. Great, actually. There’s the familiar high-command driving position, from which you get a mightily dominant feeling towards all around you. The Defender is laden with safety features, but a mighty view of the road will always be the best of them. There’s also a wonderfully purposeful dash design featuring a full-width horizontal storage tray whose size and grippy base make it genuinely practical. So too is a massive floor-level bin, part of a huge centre console featuring a cubby box that’s big enough to take all the odds and ends you could ever want. The door pockets are enormous, too, and though the glovebox is on the small side the

opportunities to stash stuff seem endless. In a vehicle that’s designed to be a tool of everyday life, that’s a great start. Behind you, the rear seats have enough legroom for one six-foot adult to sit behind another. Their knees will just touch the back of the seat ahead, but not so much as to be uncomfortable, and with a similarly elevated perch from which to watch the world go by it’s a nice place to be. Thus far, it’s like chalk and cheese with the old Defender. Those Discovery 3 and 4 owners will feel right at home, though. And it gets better still. The rear seats drop 100% flat to create a loading bay with a full-length rigid floor that makes it superb for carrying big loads. The mechanism isn’t as clever as the old Disco’s (you tilt the seat bases forward, remove the headrests and drop the seat backs into the space that’s been freed up, in a very 1990s kind of a way), but it creates a big,

van-like cargo area that’s accessed through a good, wide tailgate. Simple and very effective. The Defender’s vibe is very much that of a vehicle whose practicality will never fail you. In this, it does remind us of the Discovery 3. It’s relentlessly usable and everyone who sits in it is well looked after. It has a technical feel to its fixtures and fittings that speaks of fitness for purpose, but this doesn’t come at the expense of luxury. And it’s packed with equipment – some of it indulgent, perhaps, but all of it presented with a businesslike sense of purpose. The seats on our S-spec model, for example, were trimmed in a mixture of fabric and leather. We

preferred the former; the hide is tough rather than sumptuous, and the fabric is dense and hard-wearing, so it’s the kind of seat you’d expect in a premium off-roader rather than a premium SUV. There’s a blend of manual and electric adjustment, which is unusual but works well – especially as the electric bits include an excellent multi-directional lumber support to keep you comfortable. It helps make the Defender an easy vehicle to settle in to. You have ample head, leg and elbow room, the layout of the cabin is pleasing to look at and easy to use and there’s an overall feeling of quality that’s entirely in keeping with what we’ve come to expect of Land Rover. The

For the first time ever, a picture of a thing called a Defender being driven on the road is actually relevant. Coming to it from the Discovery 3 or 4 will feel like a natural progression – it’s very poised and remarkably refined at all speeds, with a blend of ride and handling that’s entirely right for a modern SUV

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DRIVEN

Above: Land Rover says the Defender is the most capable off-roader it has ever built. It’s a very high-tech form of capability, with an electronic transfer case and no end of traction management including, on the vehicle tested, an auto-locking rear diff. Ground clearance is aided by air suspension on 110 models, too Right: Articulation is clearly limited by the all-independent suspension. It shows that there’s more than one way to skin a cat, however traction aids are fundamental to its entire design in a way they’re not on a beam-axled vehicle

seats are as comfortable as the view is panoramic, and it takes little work to get it set up the way you want and ready for the off. The 1999cc D240e engine is pleasingly muted and delivers its power with impressive smoothness through the standard eight-speed auto box. It’s very, very refined, with loads of pull but almost no grabbing or shunting in the drivetrain, however you choose to drive it Similarly, the Defender rides smoothly on the road, gliding along on the motorway and drawing the sting of typical A and B-road peaks and troughs. It handles well, too, with positive and predictable

steering and body control that’s taut but not overly so. The feeling of being sat on top of a tall, top-heavy mass that’s fighting against the forces trying to keep it from rolling is thankfully absent. All-round independent suspension helps here. But every other serious off-roader on the market has at least one beam axle, and the Jeep Wrangler has two – so how is the Defender going to perform off-road? This is, after all, what Land Rover calls the most capable vehicle it has ever made. The answer, at least as far as we’ve been able to figure one out from the limited off-road experience

we’ve had so far aboard the Defender, is that yes, it’s a worthy successor… to the Discovery 3. It’s the same sort of deal but the electronics are newer and there’s more of them. The auto-locking diffs come in faster, the Terrain Response system is cleverer, the gearbox is better at doing what you tell it, that sort of thing. For example, the Defender has Hill Descent Control. The instructors coaching us through our off-road test drive were forever telling us when to use it, but we wanted to know if being able to drive the old way is still relevant in this day and age so we left it alone and, with the auto box in manual mode, relied on that instead. And it worked, very successfully, even on the steepest descents Eastnor had to offer. We did use Terrain Response at times, though the bone-dry ground only really warranted using the Mud and Ruts programme and even then, with enough traction to drive up the side of a house, there was little to tell us if it was making any difference. Raising the air suspension seemed like a good idea, however, even if only

to overcome the psychological hurdle of trying to put your trust in a vehicle on 255/60R20 tyres with a mild all-terrain pattern. There’s no denying that the Defender does have a great looking stance on such distressingly low profile rubber. It’s available on 18” steel rims at the bottom of the range, and the S model comes on 19s as standard, while the example tested was running its 20s as a £2625 option. Back to the air suspension. This is standard on all 110 models and will also be available on all but the most basic 90s. It does what air suspension does and typically of Land Rover, it does it well – even in off-road mode, with the springs stretched towards their maximum height, the vehicle still manages to ride comfortably and articulate over uneven ground. That said, there was nothing on the launch route to push the suspension beyond its limits, and we’ve seen nothing to suggest the Defender can flex anything like as effectively as Land Rover’s old beam-axled products (or its current beam-axled competitors).

We lost track of the number of times Land Rover’s instructors told us to use Hill Descent Control. As far as we’re concerned, a true off-road vehicle with a low-range transfer case shouldn’t need such a thing, so we left it switched off and put our trust in the standard auto gearbox instead – and were pleased to find that it worked every bit as well as the manual unit on the original Defender

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That’s where electronic traction management comes in; the locking rear diff, without which we’d have some concerns for the vehicle’s ability in a number of common offroad scenarios, is part of a £1435 option pack. Certainly, we’d be very interested to see what the Defender is like in coil-sprung form and with all its toys turned off. We’ll also be interested to see how long it is before the aftermarket starts offering lift kits for this vehicle, allowing it to be fitted with taller tyres. The driveshafts are able to cope with major short-term lifts on air-sprung models, at least up to a certain speed, so presumably they won’t spit out their dummy when it’s fetched into the air full-time. That’s another story, of course. For now, what we can say is that it was more than a match for the admittedly rather basic tests we were given the chance to set it at Eastnor – and that when things did get a little more technical, it remained unruffled. Low first works just as it should for seat-of-thepants descents, HDC comes in seamlessly if you somehow contrive to put the auto box in too high a gear halfway down, and the traction

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control systems intervene much more quickly and subtly than they did on older Land Rover products, to the extent that most of the time you won’t even notice them. Again, this was on parched ground with a few ruts but no great unevenness to speak of, but there was never any sense of the vehicle being pushed even close to the edge of its comfort zone. This is a very classy, very purposeful family wagon with adventure writ large in its DNA. In this way, it really does feel like a

successor to the Discovery 3 – and an extremely good one. Does it feel like a successor to the old Defender? No, not really. But that hardly matters. Those customers had already gone, years before the old Defender breathed its last. What it does show is that in Land Rover’s world, the vehicle that used to bear its name had long since become an anachronism, an old-school truck made by a resolutely new-school manufacturer. It wasn’t what Land Rover wanted to make, and it sat

awkwardly in the showrooms like a square peg in a round hole. This one is rock-on Land Rover. It’s a practicality monster in a premium package, and it takes what the company already does and adds a new layer of strength and durability on top. In its own way, this really is Solihull going back to its roots. And you can call it a ‘truck’ without getting into trouble with traditionalists. Don’t think about the Defender in terms of what it’s not. Think about it in terms of what it is. And what it is is very good indeed.

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DRIVEN

LAND ROVER DISCOVERY

No longer the newcomer in Land Rover’s model line-up, but still the one whose all-round abilities every other vehicle aspires to matching ON TEST Discovery 3.0 SD6 HSE

he Discovery has been around for long enough now to feel like a well established part of the premium SUV landscape. Of course, Land Rover has just recently celebrated thirty years since the original was launched – and what a difference between that vehicle, basically a 100” Defender with a different shaped body and a nicer cabin, and the high-tech luxury wagon we have today. Tested here is the high-spec HSE model, equipped with Land Rover’s

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306bhp SD6 diesel engine. It’s a high-speccer with a mighty list of equipment, which is as you’d expect for £65,205, and this one adds still more in the shape of £7565’s worth of options.

CABIN AND PRACTICALITY Inside, it’s what you expect from Land Rover, with a lovely, elegant design that’s deigned to make sure you don’t forget how much technology the vehicle is packing.

That said, the infotainment isn’t up there with the best – more recently launched systems from Volkswagen and Mercedes score higher for their wow factor. The graphics are good, nonetheless, and so is the system’s functionality. The screen itself is wide rather than tall, and it’s beautifully integrated into an overall dashboard whose build quality is everything it should be. So too are the materials around the cabin, with good quality leather upholstery on more or less everything that doesn’t move – including the seats, which of course do move but you get what we’re on about. They’re very comfortable, with an excellent driving position and loads of adjustability, and in addition in this model they’re both heated and cooled. They’re very roomy, too, with plenty of space in all directions and an absolutely imperious view all around. In this way, Land Rover has always been masterful, and the Discovery doesn’t change that.

It also lives up to its forebears’’ achievements by being a genuine seven-seater. The second row has bags of knee room and even the third can accommodate a pair of six-footers without those ahead being pushed so far forward as to be unusable. Land Rover’s use of space here is exemplary. It’s very good in terms of oddment stowage, too, with a big double glovebox, huge cubby and very decent usable door pockets as well as a nice, deep tray at the front of the floor console. You won’t struggle, however much you can produce from your pockets. For carrying big stuff, the second row folds very close indeed to flat, leaving no step at all. The result is a vast, van-like storage space, with a good low floor which you can drop even further down on the air suspension for easier loading. The third row folds completely flat, as you’d expect. It does so using a totally unnecessary jumble of buttons, which you might also expect. When Land Rover

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The Discovery’s interior is phenomenal in that it manages to combine elegant design, luxury, load-lugging capacity and genuine seven-seat accommodation in one stunningly ﬂexible package. Land Rover’s info tech package is extremely powerful but not the most intuitive to operate. 3.0-litre SD6 diesel engine has 306bhp and 516lbf.ft and feels utterly effortless in all it does, on and off-road launched the Discovery, it ran an advert showing some sort of celeb adjusting the seats by app while doing a parachute jump – great if you’re trying to win an award for the cringiest gimmick of the year, but if you’re trying to get three kids and a load of shopping on board in a busy car park in the rain, it could be so much simpler.

DRIVING The SD6 engine is wonderfully smooth, quiet and reﬁned – and as you’d expect with 306bhp and 516lbf.ft under your right foot, it pulls absolutely effortlessly. Some of us are old enough to remember a time when the triﬂing 180bhp and 231lbf.ft of the then-new 3.9-litre V8i felt absolutely unbelievable – the Disco tested here is about 15% heavier than that model, but this one gets you more than twice as far on a gallon of fuel and in terms of pace, it makes the old gas-guzzler look pedestrian. The gearbox on the back of it is excellent, too. It does what you tell it if you take control, but we found little need to do this as you can leave if in fully automatic mode and it reacts by doing exactly what you want, when you want it. There are various drive modes, too, which make subtle adjustments to the vehicle’s set up but which, again, aren’t really necessary as it’s very good at everything. That said, it’s not the most agile of vehicles in fast corners. You can tweak it with the mode menu, but ultimately if you want something that handles like a sports car there are better SUVs around. And sports cars. Considering the Discovery’s

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size and weight, though, both of which are necessary by-products of its excellence in other areas, it’s still pretty remarkable how composed it is. Its steering feels completely natural at all speeds, too, and it’s great under braking. It also rides beautifully, drawing the sting of large bumps and gliding along in near-silence on the motorway. You hear its tyres on pattery road surfaces, but in terms of vibration here there’s nothing at all to feel. And where there are other SUVs that beat it in fast corners, there’s pretty much nothing in its class that can touch the Discovery offroad. Which is why most people reading this will gravitate towards it if they’re lucky enough to be in the market for such a vehicle. With the air springs raised and

low box engaged, its ability to ﬁnd traction is remarkable, whether over slippery or very uneven surfaces. Land Rover’s Terrain Response feature is better than it used to be, too, though if you were to leave it switched off altogether the vehicle’s base-level abilities would get it through almost everything.

★★★★★

Land Rover Discovery 3.0 SD6 HSE Feels like the deﬁnitive version of an expensive but sensational all-rounder The Discovery is a superb all-rounder. It’s luxuriously equipped and appointed, stunningly practical and excellent on and offroad. It feels over-complicated in places, though, and it costs a fortune – however if you can afford it, this version rings true as the one to buy

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DRIVEN

RANGE ROVER VELAR D180

Land Rover’s style icon gains one of the company’s most eﬃcient engines to spread its appeal further than ever ON TEST Range Rover Velar D180 Black

f you’ve ever travelled in a Range Rover, you’ll know it has a certain character to the way it goes about dispatching vast distances. That character is unique – and you soon come to realise this is a sensation you’ll only associate with covering ground in a Range Rover and nothing else. It’s not simply a superb ride quality that gives you this sensation, either. Yes, you’re covering great expanses in great comfort and luxury – but it’s all done in a Range Rover way. My most recent experience of this was when piloting one of the

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latest Range Rover Velar’s up to the Scottish Highlands for a brief stay near Inverness. It was the ideal opportunity to test those steadfast qualities, across a journey of more than 400 miles. But it would also represent a rather different challenge. This particular Range Rover Velar was blessed beneath its bonnet with Jaguar Land Rover’s D180 Ingenium engine. Other power units are available in the Velar, but the D180 signiﬁes not just the Velar’s best-selling engine and entry point for the lineup, but also the most frugal of the units currently available.

If Range Rovers do have an Achilles heel, it’s probably going to be their fuel consumption. It’s diﬃcult to make a car weighing

over two tonnes and equipped with permanent four-wheel drive return respectable fuel economy. But the D180 has a better chance than any.

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The Velar’s cabin is wonderfully slick, minimalist and high-tech. It feels absolutely premium, and like the design masterpiece it is – it’s like driving a piece of modernist furniture rather than just a car. The R-Dynamic Black model tested here is especially classy, and with the D180 engine it’s affordable to own – though at £56,995 it’s not what you’d call cheap to buy For those not up to date with JLR’s model naming policy, the letter denotes the type of fuel the engine runs on, whilst the numerical part refers to the horsepower of said engine – in this instance, a D180 is a diesel with 180hp. What’s more is that the Range Rover Velar tested here was part of the limited-run R-Dynamic Black edition model – of which only 500 will be built. Building upon the most popular R-Dynamic SE, the R-Dynamic Black gains further black detailing. The Black Exterior Pack and 21” Gloss Black alloys are just the start, with privacy glass, a panoramic roof and heated steering wheel providing no shortage of extra gloss to the driver’s convenience. Adaptive Dynamics is also thrown in and naturally the whole package is finished in Santorini Black. Or if you’re not a fan of having things 100% black, you can opt for Eiger Grey. The wheels on our car were also swapped for Gloss Sparkle Silver options, as well as a Light Oyster interior rather than the standard Ebony colourway. All in, the Velar R-Dynamic Black starts from £56,995. Which is actually relatively good value by Land Rover’s standards. And on the drive up to Inverness, with each passing mile, it was this combination of spec and engine that made me question why you’d want anything else in the range. That D180 engine, for instance, may only have 180hp from its 2.0-litre four-cylinder turbocharged configuration, but it still provides

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317lbf.ft of torque. And that’s a noticeable bit of shove to be placed in anyone’s backside. The surge comes low down in the revs and thankfully all Velars are accompanied by the superior eightspeed ZF automatic gearbox rather than the nine-speed variant you get in the lesser Evoque. Comfort is very much the order of the day, with smooth and silky changes delivered on a bed of torque, although if you’re feeling hurried you can push the Velar D180 from 0-60mph in 8.5 seconds. Not bad for a car that can be grander and more cosseting than your own living room. Spending time in a Velar is not a hardship, even if that’s from hours spent in the driver’s seat. The cabin is spacious and from the raft of gizmos and gadgets you have at your disposal, it’s impossible to feel

anything other than comfortable and stress-free. On the motorway, the Navigation Pro keeps you updated on your progress through the Touch Pro Duo infotainment screens. The Meridian sound system and subwoofer expertly delivers your chosen entertainment and the 14way electrically adjustable heated seats allow for plenty of manoeuvrability when it comes to achieving maximum relaxation. It’s all as should be in a modern-day Range Rover. Breaking north of the border and on towards the Highlands, the quietness isn’t just in the air outside, but also inside the Velar. It’s a refined cabin and the engine plays its part in keeping the peace. Better still, a cruise along at 70mph has yielded some of that respectable economy we were after.

On paper, the D180 engine should be giving us between 38 and 42mpg on the combined cycle. And as we approach our destination, the on-board computer is telling me that we’veaveraged 43.7mpg. Sure, it’s not the heady 70mpg you get from some of the clever hybrids or small diesel hatchbacks out there. But when you consider that a Velar will drive to Scotland without breaking a sweat and is then ready to take you up a mountain once you’re there, all things considered, this supposedly fashion-led Rangey can hold its head high. If I took anything away from our journey up to Scotland, it’s that there are few better ways to travel than at the wheel of a Range Rover. And if the seductive Velar is the Range Rover catching your eye, then look no further than the R-Dynamic Black.

13 03/11/2020 20:25

DRIVEN

RANGE ROVER SPORT P400

Supercharged straight-six petrol engine is more subtle than SVR’s V8 – and probably even faster from A to B in the hands of most drivers ON TEST Range Rover Sport P400 HST

he ultimate accolade for any kind of expensive or look-at-me car is probably to have its name dropped by a rapper. You can hardly listen to Radio 1 without getting bombarded with Benz references, at least a few of which will have something to do with Mercedes, and just recently someone has come out with a track full of references to his Range Rover Sport. It’s an SVR in this case, needless to say. But if you were behind the wheel of the P400 HST model tested here when said song came on, you’d probably feel quite pleased

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with your choice. Of cars, if not of radio stations. This is a Rangey for people who want to be noticed. It has extra styling enhancements on the outside, focusing mainly on carbon ﬁbre trim for the bonnet, grille and side vents, and if you thought its bodywork was red, you should see its brake calipers. It’s a Rangey for people who want to feel good about themselves, too. You won’t spend even one moment on board without being aware of the colours and materials that come with the HST badge. Dynamic seats with 16-way adjustment are

incredibly comfortable, as well as adding to the visual drama with their two-tone styling, and an already stylish cabin is enhanced still further by the use of chrome shift paddles and suedecloth

covering on the gearlever and steering wheel. Everything you see and touch reeks of class and quality – it might not be to your own personal taste, but it’s easy to appreciate nonetheless.

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This interior is like Boris Johnson smeared in Marmite and wearing a Millwall shirt – whatever your opinion of it, you’ve definitely got one. Build quality is very good, and of course it’s gloriously comfortable as well as being impressively practical. We don’t think the red and black colour scheme was chosen in homage to the international flag of the anarcho-syndicalist movement, but we’d love it if it was… As always with the Sport, you get a superb view all round as well as no end of electronic parking aids to help you with low-speed manoeuvres. The driving position is exceptional, and there’s plenty of leg, head and elbow room. Rear-seat passengers are very well looked after, too, and there’s a monstrous great cavern of space to fill when it’s used in cargocarrying mode. None of that is new, but the P400 engine was only added to the range last year. It’s a mild-hybrid unit, with a 2996cc straight-six petrol engine assisted by a 48-volt electric motor – and the battery for the latter also powers a supercharger to fill in the holes while the twin-scroll turbocharger is spooling up. The result is 400bhp and 406lbf. ft – figures which translate into a 0-62 time of 6.2 seconds, a top speed of 140mph and WLTP fuel consumption figures of 24.927.4mpg. To deal with that last matter first, during our week with the vehicle we found that we were averaging around 23-24mpg on a typical journey. Either way, expect to spend a lot on fuel and, if you want to be carbon neutral, on planting trees. Expect also to get up to speed with utterly ridiculous ease. It would be easy to say that the HST is a sort

of SRV-lite in the Sport range, but in reality it feels just as fast as its full-house brother. In fact, there are an awful lot of real-world situations in which its performance is easier to access. Power delivery is beautifully smooth, linear and, in particular, quiet. You couldn’t call it a street sleeper, not with these looks, but whereas the SVR is a snorting, thundering brute of a thing, the HST is a study in subtlety. It’s like the difference between and angry rhino and a cheetah. The eight-speed auto box doesn’t do its job quite as smoothly as the engine, which is the sort of thing we find ourselves saying more frequently than we’d like. It’s utterly immaculate around town, and cruising up the motorway you might as well be sitting at home in your favourite armchair, but even in Dynamic and Sport we found ourselves willing it to be more urgent when we were pushing on.

It you’re really, really going for it, you might find the engine running out of urge as you get towards the top of the rev range. This doesn’t happen until you’re going way faster than the speed limit allows, though, but if it’s something that bothers you the SVR awaits. As it is, for real-world fast driving on A and B-roads we found the HST every bit as enjoyable as the SVR. You don’t get the same bellow from the i6 engine as you do from the SVR’s supercharged V8, but you do get a level of performance that’s easier to access and less unsettling to use, meaning than in an everyday pair of hands (such as ours) we’d put our money on the HST to be quicker from A to B. As this suggests, the HST’s handling is every bit as fluid as its power delivery. It feels natural to steer, whichever drive mode you’re in, and with very well balanced body control it’s as positive as anything to handle.

Like the SVR, it’s a very capable off-roader too – if for some unknown reason that’s what you want to do with it. Just as you’ll only ever access a fraction of its dynamic abilities on the road, though, you’ll barely scratch the surface of what it can do on rough or loose terrain – something which will be limited by its standard tyres, in any case. Really, the limiting factor off-road is that £81,250 price tag. Our test vehicle had £10,660 of options on it, too, including the red paint, 22” alloys and two-tone interior you’ll see in our pictures, so it’s knocking on for SVR money as it is. Not, as we say, that this should be seen as a Sport for people who can’t afford an SVR. They’re two very different vehicles, and in some ways we’d say this is the smarter choice. It’s just as fast 99% of the time, and more relaxing all the time. It’s just that you’re less likely to catch a blud droppin’ it on Radio 1…

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03/11/2020 19:04

A CLASSIC DAY

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Land Rover Yearbook 03/11/2020 20:24

OUT

Based near Coventry, there lies a very different kind of Jaguar Land Rover development. It holds some of the two marques’ most iconic machines, as well as providing a home for the renovation projects focused on bringing some of these relics back to their glory days. And you can see all of this for yourself as part of the Classic Works Tour… Words and pictures: Mike Trott

here are certain buildings in this country and around the world that are capable of dropping your jaw. Some can provoke such a reaction before you’ve even managed to set foot inside, while others bide their time and only mesmerise you once you’ve entered into the heart of the operation. A few years back, one of the places I visited was New York City. Not only do I thoroughly recommend it – and insist that the USA has more cultural depth than many perceive – but I urge

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“The three-hour long tour gives you the chance to get up close and personal with these fascinating vehicles, while specialist engineers who know them inside and out buzz away” anyone to see the Concrete Jungle with their own eyes and not be impressed. The Empire State Building is a true feat of design, engineering and sheer manpower. To fathom how they started constructing such a structure just six months after the Wall Street Crash and completed the 102-story leviathan in less than 14 months is a real boggling of the mind.

You’ll be there for the Land Rovers, of course. But anyone who fails to appreciate the Jaguars to be found within JLR Classic Works has a stony heart indeed

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Land Rover Yearbook 03/11/2020 20:24

But as I said earlier, some buildings don’t necessarily need to be entered in order to showcase their magnificence. Others, meanwhile, require a closer inspection. Jaguar Land Rover has a number of enormous developments scattered around the Midlands. But on the outskirts of Coventry, a quieter and more relaxed old-school atmosphere is to be enjoyed within the walls of one particular building. Backing onto Ryton-on-Dunsmore, a few of JLR’s departments can be found huddled together, including their Special Vehicle Operations division. However, a stone’s throw away you’ll find the residence of Jaguar Land Rover Classic, a hangar brimming with automotive titans and a bonafide paradise for an enthusiast of British motoring. This is JLR’s hub for all things classic and with 14,000 square feet of space to play with they’ve done a good job of utilising it. Inside this state-ofthe-art facility, you’ll find 54 workshop bays, filled with legends that have come here to seek some attention, whether it’s just for a service or a complete rebuild as part of the Reborn programme launched a couple of years ago. You could even come back with a ‘new’ classic yourself, as Jaguar Land Rover’s Works Legends scheme allows customers to find their ideal vehicle with the experts themselves able to source the best pre-owned classics around. What’s more, you can step inside and see all this for yourself as part of the JLR Classic Works Tour. Take a first-hand look at some of the most fabulous and historically significant cars to ever be produced by these two British brands, which includes a behind the scenes tour of JLR’s own extensive car collection of some 500 vehicles.

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Reborn Series Is rub shoulders with Jaguar XJ220s and the three-hour long tour gives you the opportunity to get up close and personal with these fascinating vehicles, while specialist engineers who know these machines inside and out buzz away, giving them the attention they deserve to survive long into the 21st Century. This is the biggest facility of its kind in the world and as such you’ll be guided around by a dedicated host who will take you through the entire Classic Works, offering an insight into the history of two Great British marques, Jaguar and Land Rover, as well as a glimpse into what the future holds for yesterday’s heroes.

It really is an incredible venue, and being able to see these machines subjected to the highest levels of craftsmanship and care is worth it in itself. There aren’t many places you can witness such a high density of automotive royalty, but if like me you have petrol running through your veins, few places will captivate you more than Jaguar Land Rover’s Classic Works. If you are interested in visiting and embarking on the Jaguar Land Rover Classic Works Tour, head to experience.landrover.com or simply search for ‘Classic Works Tour’. Tours cost £49 per adult and £39 per child, with the tour lasting for three hours

19 03/11/2020 20:24

DISCOVERY 3: WORTH THE RISK?

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Land Rover rewrote the rule book when it launched the Discovery 3. But it also created a vehicle which went on to gain a fearsome reputation for costing a fortune to maintain. So how easy is it to ﬁnd one now that won’t be a money pit – and does its long list of capabilities make it worth taking the risk? Words: Mike Trott Pictures: Steve Taylor, Alan Kidd and Mike Trott

he Land Rover Discovery gets sneered at a lot by people who either want a Defender or nothing, or don’t want a Land Rover at any cost. However it sold in enormous numbers – and as they got older, the live-axled Disco 1 and 2 offered a temptingly high-value

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way of getting your hands on a vehicle with Solihull’s best off-road engineering and some actual creature comforts besides. When the Discovery 3 came along (and this was now a decade and a half ago), it offered something different. Very different – whether it had Land Rover’s best off-road engi-

neering was something people have been arguing about every since, but what was certainly true was that it had the company’s very latest offroad technology. That’s not really a word you associated with the reassuringly analogue Discovery 1. But in addition to the air suspension that had been

appearing on Land Rover products for more than a decade by then, here we were looking at a Discovery with an electronically actuated handbrake and a set of off-road driving modes called Terrain Response. Both these features have become staple parts of the company’s engineering language since then.

Land Rover Yearbook 03/11/2020 20:18

Off-roading accessories have been available for the Discovery 3 for several years, but the market is growing all the time. This heavyduty winch bumper, which joined the Britpart range last month, is among the most recent items to have come on the market

But they were just two ways in which the Discovery 3 reached unheard-of levels of complexity. People were wary about this even when the Disco 3 was brand new and attracting rave reviews from a doting media. This was a vehicle whose entire viability was at the mercy of electronics created by the

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company that brought us the Disco 2 and its infamous Three Amigos, after all. And sure enough, in the 15 years that have passed it has come to be feared, dreaded, shunned and referred to almost ubiquitously as a money pit. But it has also come to be cheap. Even a well looked after Discovery

3 with the right mileage, spec and history won’t cost you a fortune, unless you’re that guy who the dealer hopes is out there when he places his ad; there are loads of leggy ones around for less than £6000 and, unless you’re after an original G4 Challenge model, even the best low-milers shouldn’t cost you more than twice that. Stretch your budget further, and good examples of the similar but improved (and even more complex) Discovery 4 will be on your radar. Even this starts at around ﬁve grand for an early one on huge miles. But let’s stick with the Discovery 3 for now. It’s plentiful, it’s capable off-road, it’s a lot of truck for your money, you can get kit for modding it and there’s a huge network of independents who can sort all those problems with their eyes closed by now – and who’ll do it without having your trousers down. But it still has that reputation for being a money pit. So. Should you? Is the Disco 3 worth the risk? To answer that question, we got hold of a few of those independents – the sort of people who know the Discovery 3 inside out and have to deal with their quirks on a daily basis. People like Chris Osborn of Keith Gott Land Rovers. ‘These Disco 3s make for a great work hack,’ he says. ‘They’re a good size and practical, particularly with the seven seats, and they have a great towing capacity. The 2.7-litre TDV6 is very popular as well and the auto box is smooth too. ‘On the down side, the maintenance bills can be pretty high. Some

of the problems involve the wheel bearings, the suspension components and the air compressor. They’ve since released a modiﬁed compressor from AMK, though, which replaces the original Hitachi ones. ‘I have seen major blow-ups from the TDV6, but often it’s not through any fault of their own. A lack of servicing and maintenance is often to blame, but if you look after them properly they’ll hold their own and you can get more than 200,000 miles from them. Off-road, it’s a good all-round vehicle – no Defender, of course, but the Disco 3 is a vast improvement on the Disco 2 and has actually got a sensible-sized engine.’ Chris isn’t the only one to argue that the vehicle is far from perfect. ‘There is a list of problems you’re likely to encounter,’ says Terry Fones, owner of Ultimate 4x4 Specialists. ‘The low arms will start knocking, anti-roll bar bushes disintegrate, handbrakes are a pain and tyre wear is bad. When you change the cam belt, you’re likely to have to change the oil pump with it, otherwise you’ll have more problems.’ Changing the cam belts on a TDV6 is already an infamous business as it is. There’s a popular myth that it’s a body-off job – it’s not, not necessarily, but many choose to do it this way as they ﬁnd it quickest and easiest. Which says a lot about the alternatives. For years now, it’s been common to see TDV6-engined Discovery 3s up for sale on just below the 100,000 miles, mark. This is because the cam belts are due just

21 03/11/2020 20:18

Being all-independently sprung, the Disco 3 made an instant enemy of every Land Rover traditionalist who clapped eyes on it. But although it did rely to a great extent on electronic trickery for its off-road ability, its front and rear wheels had more vertical travel than you would once have believed possible on a vehicle without beam axles afterwards – and people would rather get rid than spring for the job. Having said all that, anyway, Terry would still recommend the Disco 3. ‘At the end of the day, it’s a three tonne plus car and big cars mean big maintenance. But they are comfortable, good off-road and, provided you drive sensibly like one of my customers did, you can get up to 45mpg if you’re on the motorway cruising at 65mph.’ On a vehicle that’s basically a Range Rover Sport on dress-down Friday, having to lumber along in the slow lane just to keep your fuel use tolerable might not be seen as acceptable. But you don’t need to look far to find other people queuing up to praise the Disco 3.

‘I think the Discovery is the best model Land Rover has ever made,’ says Stuart Oakden, owner of LR Servicing in Nottingham. A bold statement, but then if anyone should have a valuable opinion on the Discovery through the ages, it’d be Stuart. He thinks the Disco 3 is a ‘marvellous piece of kit’ – and that’s having owned an example of every Discovery Land Rover has made. ‘I thought it looked like a Transit when it came out,’ he continues, ‘but it has grown on me. I bought a Discovery 3 five years ago and ran it for three years. I spent a bit on getting it right but after that it was fine, aside from pads and tyres, and I sold it for only £1000 less than I bought it for.

‘It’s a very comfortable vehicle, much quieter and quicker than the Td5, and has great pulling power. It’s a cracking engine. We offer a remapping service, too, which boosts power from 190bhp to 240bhp and improves fuel economy! ‘Don’t get me wrong, it’s not for the DIY man. You need some kit to set the servicing lights right and they can be expensive to run. But I’ve always said you don’t service Land Rovers, you maintain them. I’ve had that same view for 28 years. Even so, I’ve only replaced a dozen air suspension bags and I’ve done a few turbos as well. Generally, it’s a great all-round vehicle.’ Bob Jackson is the owner of Metal Monster Junk, which breaks

Disco 3s for parts. He’s also a member of the Disco 3 Owners Club and is no stranger to using them as a daily drive. ‘The way Land Rover moved forward from the D2 to D3 is great,’ says Bob. ‘It has a lot more in common with a Range Rover P38 than a D2.’ Bob has concerns about the TDV6 engine and suspension, though. He reckons this is because Land Rover, at the time, was using components not developed by the now thriving JLR group. The engine, for example, also cropped up in the Citroen C5 and Peugeot 407. Like Chris, Bob is another fan of the AMK compressor. ‘It’s a far better design and more reliable. We sell a lot of conversion kits and strongly advise customers to upgrade for the extra £150 to the “fit and forget” AMK model. ‘The TDV6 engine is prone to oil pump failure,’ Bob continues. ‘People replace the pumps thinking they’ll be safe, but don’t replace the pulleys or bearings at the same time. The problem then is that these go and the crank or bearings die – which will end up costing you around £3500-4000 for a reliable, reputable garage to supply and fit a replacement engine.’ But Bob needn’t worry about that. Because while everyone is fixated on the TDV6, he has always run Discovery 3s with the other engine Land Rover offered: the 4.4 V8. There are far, far fewer of these around – which means it’s that much harder to find one whose mileage doesn’t read like a book of the Old Testament. But the engine was reserved for high-spec HSE models, and none of these will ever have been the choice of anyone wanting a truck to mod, abuse or put to hard work.

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03/11/2020 20:18

Off-roading Protecting Carrying Towing Enhancing Repairing Diagnosing Improving Winching Lighting Servicing

For over 35 years, servicing and repairing Land Rovers has been made easy with Britpart. As the leading independent wholesaler, we’ve a wide range of accessories, service and repair parts for the entire Land Rover marque.

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We can supply body components right down to replacement nuts and bolts and everything else in between and with our range of accessories you can make your Land Rover as unique as you.

To find your nearest stockist - www.britpart.com/distributors

Series / Defender / Discovery / Freelander / Range Rover / Range Rover Sport / Range Rover Evoque

The Discovery 3’s interior was astonishing when it was new, and it still feels special now. It’s stylishly designed and, in high-spec models, extremely well appointed – and both the rear two rows of seats could accommodate fully grown adults or fold flat to create an almost van-like loading area

Obviously, the petrol V8 engine was a gas-guzzling beast. But Bob has the solution. ‘You can fit a Prins LPG system for around £1800,’ he says. ‘You’ll recoup that within around six to eight months if you do enough miles – then after that they’re pretty damn cheap to run.’ So, could this be the answer? Find a cosseted V8 with the right mileage and history, then invest early in an LPG kit and an AMK compressor (or replace the air suspension

altogether with coil-overs, as many have done on V8s and TDV6s alike), and maybe you’ll have a truck that’s set to last a lifetime the way a Land Rover should. No, it won’t be without its problems. Those lower arms will start to knock anyway, the anti-roll bar bushes will let go and the handbrake will see you coming. But you’ll be spared some of the major headaches that come with TDV6 ownership, and all else being equal

a V8 will cost you significantly less to buy than a diesel. It could be, then, that yes, choosing a V8 is the way to make the Disco 3 worth the risk. But this will never be a cheap vehicle to run, however you look at it. None of our experts try to suggest otherwise – instead, they point out how much it gives you for your money. And for a final word, we’ll turn to not a Land Rover Specialist but a professional overlander. Russ Dykes

of ARD 4x4 Adventures has used many different Land Rovers as well as a Jeep Wrangler in his line of work, and he describes his current Discovery 4 as ‘the best vehicle for the job I have ever driven.’ Okay, so that’s the D4 rather than the D3, but once again these are vehicles defined by their similarities rather than their differences. As if to prove that point, Russ continues: ‘On my recent Balkans trek there were more prepped up D3/4s about

Above left: The 2.7 TDV6 engine was lovely, and it suited the Disco 3 down to the ground. Changing its cam belts wasn’t very lovely at all, on the other hand, and other catastrophic failures are not unheard of Above right: The petrol-powered 4.4 TDV8 only ever sold in low numbers, thanks to a thirst for fuel that made people shudder even back in the days before the economy crashed. Those you’ll find today will be under the bonnet of high-spec models with all the kit – and they’re far less likely than the equivalent TDV6 to have been worked hard. It tends to be a more dependable engine, too – find a good one and invest in an LPG conversion, and you might have found the answer to the big question…

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Land Rover Yearbook 03/11/2020 20:18

There’s plenty here to make Discovery 3 owners break out in a cold sweat. For one, you can clearly see an air spring behind the wheel – and while the springs themselves know what they’re doing, the original compressors are infamous. Upgraded replacements are now commonly offered by the aftermarket – and you can even get complete kits with which to convert the whole vehicle back to steel coil springs. Another scary sight here is that of the Disco 3’s parking brakes. Chucking the tried and trusted mechanical unit the company had always used and replacing it with something so high-tech and modern was sure to result in trouble some way down the line, and so it turned out when electronic actuators started to let go. Once again, the aftermarket has found ways of dulling the pain than any other overland truck. I am talking seeing seven on one day!’ So people are discovering the Discovery, and with the increased availability of equipment with which to modify the vehicle, that appears set to continue. And all those people clearly do think it was worth the risk. Find a good one, and you might join their ranks. Shop around, choose with care and even then, accept that the bills will be hefty, and at least owning a Disco 3

shouldn’t bring with it too many nasty surprises. But what might surprise you is just how good a vehicle it actually is. Many off-roaders who could comfortably afford a Discovery 3 have never even sat in one, simply because they’ve assumed it’s not the truck they want. So maybe it’s not the vehicle that needs to be worth the risk. Maybe it’s opening your own mind to what that vehicle can actually do…

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We are a business that cares about your Landy and about the customers’ needs, a company who understands what the Landy is all about. We specialise in restoring, rebuilding Land Rover Defenders, galvanized chassis changes, engine upgrade and all types of mechanical & body work.

We export Land Rovers worldwide supplying not only refurbished but also used Land Rovers. Refurbishment/Restoration Specialist, Land Rover Servicing, MOTs, Mechanical, Diagnostics, SKYTAG Agent, Galvanized Chassis, Body Repair/Paint Shop Works Astwood Bank, Astwood Business Park, Astwood Lane, Redditch. B96 6HH Tel : +44(0)1527 892 377 Mobile : +44(0)7974075932 Email: info@astwood4x4.co.uk www.facebook.com/Astwood4x4 www.twitter.com/Astwood4x4

www.astwood4x4.co.uk 25 TAKE TO 5 IF NO ASTWOOD AD 4.5 Disco 3.indd 25

03/11/2020 20:18

PRODUCTS

Britpart introduces heavy-duty winch bumper for Discovery 3

ore and more people are turning to the Land Rover Discovery 3 as a recreational off-roader, particularly for long-range adventures. Which means more and more people are needing to be able to winch one out – which in turn means more and more people are going to be

hunting down Britpart’s new Discovery 3 Winch Bumper. This is made from 5mm steel, except in the mounting areas where the thickness doubles up to 10mm. Hefty, then, and with its matt black powder coated ﬁnish it looks the part, too. The bumper will protect your Disco’s front end as well as giving you a home for your winch, and it comes

complete with Wipac fog lights and an aluminium washer bottle to replace the original, which needs to make way to let the whole thing ﬁt. Prices from Britpart’s many UK dealers tend to be in the £500-£550 bracket, so shop around. You can ﬁnd out more info about the Discovery 3 Winch Bumper, whose product code is DA5691, by visiting www. britpart.com.

AND WHILE WE’RE ON the subject of the Discovery 3, here’s something a lot less sexy but just as necessary. The words ‘parking brake actuator’ are enough to make your blood run cold if you run one of these, but Britpart’s new Parking Actuator Repair Kit may help warm it back up. Comprising four gears and all the hardware you need to ﬁt them, this is suitable for all Discovery 3 models as well as the original Range Rover Sport from 2005-2009. It’s likely to cost you about £75 and save you many times that – you can ﬁnd your local dealer by visiting www.britpart.com.

Big-bore tailipe for Td5 and TDCi Defenders THE PHRASE ‘BIG BORE’ can have more than one meaning in the world of Land Rovers. Happily, in this case we’re not talking about that bloke in the corner who wants to tell you about Series IIB part numbers, but about our favourite kind of exhaust: the rude kind. What you’re looking at here is Britpart’s new stainless steel 3” straight-through tailpipe for Defender 90s powered by the TD5 and TDCi Puma engines. Amazing what you can achieve with three inches, gents. Britpart points out that the tailpipe is not suitable for Australian market Defenders. Or shrinking violets, you’d think. And deﬁnitely not for that bloke with the Series IIB parts book. Assuming you don’t fall into any of those traps, visit www.britpart.co.uk and prepare to have the naughtiest sounding 90 in town.

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Land Rover Yearbook 03/11/2020 20:49

PRODUCTS

AUTOHOME ROOF TENT INTRODUCED BY LAND ROVER AS GENUINE DEFENDER ACCESSORY LAND ROVER’S MASSIVE accessory range for the new Defender 110 has grown to include a pop-up roof tent from Autohome. Equipped with a full-size double mattress, pillows, an interior LED light, a stowage net and a compact aluminium ladder, this allows owners to enjoy ‘short overnight camping trips or lengthy overland expeditions in complete comfort.’ Made from ‘premium quality materials that have been proven in the harshest climates,’ the tent is protected when not in use by a lightweight fibreglass shell. This is hinged at the front end, allowing it to be erected single-handedly in a few seconds – all you need to do is unclip the rear and start to lift it, and a pair of gas struts will take over. With the tent erected, it measures 2.3m long, 1.3m wide and 1.5m high. When the time comes to stash it, meanwhile, it folds flat into a slim, aerodynamic shape – though there’s still space beneath its canopy for the telescopic ladder to be stowed within it. ‘The New Land Rover Defender is the ideal vehicle to reach remote destinations comfortably both on and off road,’ comments Land Rover’s Joe Sinclair. ‘This roof tent will enable Defender drivers to continue their adventure above and beyond their journey; it’s perfect for the modern-day explorer.’ The tent was designed to work in conjunction with the official Land Rover Expedition Roof Rack and Roof Rails, both of which come as standard with the Adventure Pack you can specify when ordering the vehicle. It’s available through Land Rover dealers or direct from Autohome – where you’ll find it priced at €3,081.96 plus VAT.

ARB launches new dual-zone fridge-freezer

RB has introduced a new dual-zone fridge-freezer that’s ideal for vehicles being equipped for expedition travel. Called the Zero Fridge Freezer, this has dual cooling zones on both sides which are independently controlled using either a panel on the front

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or the unit or wirelessly via an app. With a boost function for rapid cool-down and anti-condensation technology to keep contents dry, the fridge-freezer can be installed in a vehicle, caravan or camping trailer with ease thanks to its side

opening, quick-release lid to swap openings and front and rear DC inlets. For extra convenience, it also features a front AC inlet for home or powered site connection, as well as a handy USB outlet to charge your devices. The Zero Fridge-Freezer is available with 69 and 96-litre capacities. The former has one lid and

an internal freezer compartment that can be removed to increase fridge space, while the latter has two lids to keep the fridge and freezer compartments separate and appropriately chilled. Sounds, cool, right? (Groan, etc.) You’ll ﬁnd out just how cool by visiting www.arb.com.au.

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+44 (0) 7534 738 546 | info@hiprotuning.co.uk | www.hiprotuning.co.uk

PRODUCTS

Flexible and reusable engine enhancement options from Hi-Pro Performance Tuning

The Hi-Pro Performance Tuning range of products provide a quick and reliable tuning solution, unleashing your vehicle’s full potential.

Suite 42, The i Centre, Ingleton, Carnforth, LA6 3BT

uning your 4x4’s engine is about a lot more than just making it faster. Eﬃciency is the key to everything worth having in life – and it’s the perfect starting point for every kind of tuning solution. ‘At Hi-Pro Performance Tuning,’ say the guys from, er, Hi-Pro Performance Tuning, ‘we are focused on providing the best possible solution to meet our customer’s requirements – be that better performance, economy, more pulling power or a good mix of everything. ‘We are proud to be able to offer a range of products to tune your 4x4,’ says

the company – which also has products for cars, tractors and commercial vehicles. ‘To achieve this, we have developed probably the world’s largest application list, with the option of Hi-Pro Performance Single-Channel and Dual-Channel tuning systems.’ Whichever of these you choose, Hi-Pro’s products are fully adjustable and can be reprogrammed to suit another vehicle at a later date. So having bought one, you’ll never need to do so again. Sounds good and honest – to take the next steps, tune in (boom boom) at www.hiprotuning.co.uk.

+44 (0) 7534 738 546 | info@hiprotuning.co.uk | www.hiprotuning.co.uk

MUD-UK’S Puma Switch Mount allows you to instal up to six Carling switches in an earlier Defender. It’s supplied along with Carling’s own 6-gang insert, as well as hardware and a cut-out template. ‘The Puma dashboard has an abject lack of space for extra switches,’ explains Mud-UK. ‘The traditional method is to mount switches into any spare flat surface, which normally results in an ugly and untidy spread of aftermarket switches. The tooling for the Mud-UK Puma Switch Mount was created using 3D scanning technology The Hi-Pro Performance Tuning range of products to ensure it perfectlyprovide follows the a quick and reliable tuning solution, Puma model’s compound curved your vehicle’s full potential. unleashing dashboard profile.’ That’ll be the one and only time you ever hear a reference to compound curves from anyone talking about a Defender. The Suite 42, The i Centre, Ingleton, Carnforth, LA6 3BT kit will cost you £24 via www. mudstuff.co.uk.

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It’s not just Defenders whose rear crossmembers are made of cheese, you know… LAND ROVERS HAVE a certain reputation when it comes to their rear crossmembers. And it’s not a great one. Which is why you may frequently ﬁnd a Land Rover needing a new one. Normally, however, the Land Rover in question will be a Defender. But Range Rovers know how to rust too. If you weren’t aware of this, go and buy a Lottery ticket right now, because you were born lucky. If, on the other hand, you have a Range Rover Classic and its back end is hanging out like ravers’ backsides used to hang out of their ridiculous baggy jeans in the Hacienda, the good news is that Atkinson Bespoke Engineering can help.The company fabricates and stocks its own replacement crossmembers, such as the unit seen here for the Mk1 Rangey. The crossmember comes fully manufactured and ready to be ﬁtted to your Classic. To place an order, give Atkinson Bespoke a call on 0121 559 5255.

No need to let nuts drive you nuts… IF YOU EVER find yourself in the situation of trying to install your nuts into something, then you might find this particular tool to be of use. I’m talking about installing openend rivet nuts of course – and Make Ends Meet is the only company to manufacturer their rivet nut hand tool right here in the UK. Capable of covering metric sizes M4, M5, M6, M8 and M10, the tool set also caters for unified imperial sizes, too, including #8, #10, 1/4, 5/16 and 3/8. The tool set is patented and ideal for those tight spots, with a simple turn of the knob being sufficient to complete the correct installation.

There’s no stroke setting or tool adjustment needed, plus faulty mandrels can be replaced quickly and the 10mm ratchet spanner that’s included can assist with larger sizes. To grab your tool set, head to memfast.co.uk

Land Rover Yearbook 03/11/2020 20:49

PRODUCTS

New GT dampers from GAZ Shocks promise restored ride and handling for leaf-sprung Land Rovers DAMPER SPECIALIST GAZ has introduced a new range of shock absorbers for classic Land Rovers. These are fully adjustable, allowing bump and rebound rates to be adjusted to suit the conditions and driving style using an easily accessible knob on the side of the units. ‘GAZ has adjustable shock absorbers to make classic Landies ride like new… or even better,’ says the company. ‘GAZ GT dampers will not only restore the ride and road holding of your classic Land Rover but also offer an upgrade to adjustable damping rates.’ If you’ve ever driven a Land Rover from the leaf-sprung era, you might be wondering if they’re even referring to the same vehicle at all. Ride? Road-holding? Nope, we don’t remember them either. The dampers feature a zinc plated body and protective plastic sleeve to help them shrug off the mud, and they come with a two-year warranty. Something else you won’t be familiar with if you bought a Land Rover back in the day, then. There are various fitments available, to suit 86”/88” models from 1954-85; 107”/109” Series Is from 1953-58; and 109” Series II-IIIs from 1958-on. Prices start at £67.28 a corner – to find out more, pay a visit to www.gazshocks.com.

MOUNTING KIT FROM BRITPART ALLOWS FORWARD FACING SEATS TO BE FITTED IN TO PRE-2007 DEFENDERS

ne of the most tiresome things about owning a Defender from the otherwise halcyon days before the Puma era is that if you

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want to carry passengers in the back, the inward-facing seats mean you’re basically asking them to risk life-changing injuries every time they travel with you. Things get even

more frightening if you want to carry children in your vehicle – but while many people would very much like a Defender with proper seats in it, the problem is that there are also many

people who’d sooner chew their own arm off than drive a Puma. If you’ve researched the options, you may well have found that some of them are even more expensive than having the aforementioned arm sewn back on. The good news, then, is that Britpart’s enormous network of dealers and specialists now offers a solution in the form of its 2nd Row Conversion Kit. This includes a midcrossmember, two seat supports, two chassis bracket fixing kits and two panels for the front part of the rear wheelarch. You don’t get the actual seats, but what you do get is ‘an ideal kit to install 2007 Puma seats into your pre-2007 Defender.’ Typically priced at just under £500 including VAT, it’s at the usual enormous range of Britpart dealers – you’ll find them by visiting www.britpart.com.

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PRODUCTS

Marsland chassis for Defender 110

hether you’re turning an old dog back into something worth a king’s ransom, or creating a mega off-road machine, rebuilding Land Rover Defenders is as big a business as ever. And whichever route your own personal vision of perfection may take you down, so too is doing it on a galvanised chassis. Manufactured by GKN Wheels and Structures, the Marsland chassis is a well known option in this area. It comes galvanised as standard – and is supplied with a GKN Certiﬁcate of Authenticity, which is accepted by the insurance industry as conﬁrming that it was constructed using the same materials, processes and quality control techniques as were stipulated at the time of original-equipment manufacturer. The chassis is type-approved, too, and has even been crash

tested. Good kit, then. GKN builds them to 2016 type speciﬁcation, including the rear crossmember and A-frame crossmember. The chassis uses pressed C-section main rails made from 2mm steel. This is augmented with 3mm stiffeners which are ﬁtted and spot welded internally for added strength, effectively giving you 5mm of material where you need it most. You don’t need to expect these chassis to be cheap, but you certainly get what you pay for. For example, they’re supplied with a bolt-in gearbox crossmember, rear crossmember to body brackets and A-frame to chas-

sis bushes. Power steering pipe, fuel ﬁlter, fuel tank and fuel line rivnuts are ﬁtted to the chassis, too, and all holes are drilled and tapped (excluding those for the rear tow pack). Three versions of the chassis are available – for 110s with V8 and 300Tdi engines, as well as a third which is suitable for the 2.5 petrol, 2.5 naturally aspirated

diesel, 2.5 TD and 200Tdi. Like so many of the best things in life, they’re supplied via Britpart, whose dealers will give you change from £3000 including VAT if you shop around. You’ll ﬁnd these bad boys at www.britpart.com.

Island Ropes introduces new Ox Fibre material as alternative to Dyneema

sland Ropes has revealed its new Ox Fibre range of HMPE winch ropes. Available in five different grades, this promises a cost saving of almost 50% compared to a traditional product with the same breaking load. ’Ox Fibre is a new approach to HMPE winch ropes and is also used for many other applications such as lifting, mooring, yachting and towing,’ explains Island Ropes. ‘For years, Dyneema has held centre stage, providing the answer for many companies – and although its quality cannot be faulted, alternative brands of HMPE fibre are just as impressive in terms of performance.’ The company likes Dyneema so much, in fact, that it continues to stock a full range of ropes made using this old favourite. ‘The team understand the comfort that comes with a well-known and reputable brand,’ it says. ‘For some clients, the name holds significant value when sourcing high-strength ropes for industrial actions. For this reason, Island Ropes supply Dyneema SK75,

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SK78 and SK99 alongside their Trademarked Ox Fibre.’ The new ropes are offered from 1.5mm to 70mm as standard, with even larger sizes available upon request. They are graded from OX10 to OX40 to represent the minimum breaking load of the ﬁnished rope – and the range also offers the latter with a specialist coating designed to prolong the material’s life in high-abrasion applications. Island Ropes describes itself as ‘a company with an ethos as strong as their rope, with employees with an exceptionally strong knowledge of both the winching products and the market.’ Its team includes in-house splicing and rigging experts, allowing it to tailor ropes to its customers’ individual needs, and by working with leading EU manufacturers and maintaining higher than normal stock levels it says it is able to offer eight different types of break load. ‘We realised that the customer was limited to one product when buying from a manufacturer,’ says MD Steve Hayman. ‘We differ

because we can offer a selection of rope to meet their needs, based on criteria such as diameter, break load, price and delivery, rather than being restricted to a singular product.’

Want to know more? Island Ropes’ entire range is available to view and order through its website – which is there for you at www. islandropes.co.uk.

Land Rover Yearbook 03/11/2020 20:49

PRODUCTS Britpart introduces modern wheels with the classic One-Tonne look

Overlanders’ bible brings out new edition

T BRITPART’S VAST RANGE of bits for Land Rovers has become that bit more vast, with the addition of these extremely cool 8x16” Large Offset Steel Wheels. These are designed in the style of the heavy-duty rims used on the iconic One-Tonne version of the 109” that was sold from 1968 to 1977 – however they’re wider, allowing them to accommodate a more modern tubeless tyre. The wheels have the usual ﬁve-stud pattern and PCD to let them bolt on to traditional Land Rover axles. However they also have an et00 offset, making them suitable if you want to built something with the same four-square stance as the One-Tonne itself. These are no ordinary Land Rover rims, and this is reﬂected by a typical price of about £190 a pop. You get what you pay for, though. Track down a set by checking in at www.britpart.com

THE SPARE WHEEL PROTECTOR from 4x4 Overlander is designed to, well, protect your spare wheel. It covers the nuts holding it in place and can be further secured with a padlock. Since any bad person now can’t get to the spare wheel nuts they’re liable to give up and go elsewhere. Or, as 4x4 Overlander rather diplomatically puts it, ‘making the spare wheel nuts inaccessible will slow down the unauthorised removal of the spare wheel.’ The Spare Wheel Protector is available for a wide variety of vehicles old and new. It’s priced at £75 including the VAT and is available by visiting www.4x4overlander.com.

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he VehicleDependent Expedition Guide has long been a reference tome for those planning to go overlanding in a big way. And now there’s a new edition out… well, it’s called Edition 4.1a, so it’s not 100% new, but publisher Desert Winds says it has gained ‘extensive revisions and additional content’ from the previous Edition 4.1. The guide, which was originally commissioned by Land Rover, has grown to be available in 57 countries and is part of the UK and US Special Forces’ training material. And these are people who take things quite seriously. Author Tom Sheppard has more than 100,000 miles’ overland and expedition experience – including the ﬁrst coast-to-coast lateral crossing and continuous gravity survey of the Sahara, for which he received a Royal Geographical Society award. In addition to Sheppard’s own wisdom, the guide is augmented by contributions from Jonathan Hanson – the man behind the three-day Overland Expo, held every year in the USA. Compared to earlier editions, it also now includes a detailed study into the creation of a sensible, exemplary expedition vehicle by technical experts Marcus and Julie Tuck. ‘An expedition can be a half-day exploring a track near home, a few days in Wales, two weeks off-road in the Pyrenees, a major

journey in Africa – or a development, aid or research project in a remote region. The demands are similar,’ says Sheppard. Whether its purpose is for work or pure adventure, every expedition is a major undertaking to which planning, selection, training and reliability are fundamentally vital. In addition to the authors’ combined 60 years’ of expedition experience, a cumulative six years of concentrated research has been put in to producing and continually revising the book. Shipping, equipment, clothing, fuels, oil, communications, vehicles, driver training and navigation are all covered. ‘The ethos of the book throughout is honest opinion and judgement,’ says Desert Winds. ‘Not everyone will agree, but “tell it like it is” is the overall policy.’ As always, however, there’s no such thing as total wisdom. ‘The book is still only a guide,’ says Sheppard. ‘A late-2020 snapshot of the ever-changing, ascending technology and spiral of ideas that ignite overland travel. The ﬁnal arbiter for your expedition plans will be you.’ The Vehicle-Dependent Expedition Guide can be purchased direct from the publisher at a price of £47 plus postage. You get what you pay for in life. You’ll ﬁnd it by visiting www.desertwinds.co.uk.

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PRODUCTS

Mud-UK launches double-DIN stereo panels for late Td5 Defender

Ready-to-go long-range fuel tank for overland Defenders IF YOU HAVE PLANS involving a Defender and overland travel, increasing its on-board fuel capacity will almost certainly be near the top of your to-do list. Which means that this LongRanger auxiliary tank, recently added to the inventory supplied by Britpart, might be near the top of your to-buy list. Suitable for all Hard-Top and Station Wagon models, these tanks are individually designed to ﬁt each vehicle. They live under the driver’s seat and mount on to the right-hand sill, outside of the chassis rail, giving you an additional 80 litres of diesel capacity. Made from 2mm (14 gauge) aluminised steel, the tanks are CAD/ CAM-manufactured and incorporate internal baﬄes, an anti-surge dam and an in-built expansion chamber. Fuel transfer is by a six-port valve, which comes supplied in the kit, and all brackets are fully sealed and feature predrilled mounting holes to make the job as easy as possible. Naturally, the tank comes with comprehensive instructions – as well as a full kit of all the hardware you’ll need to instal it. This is top-notch kit designed for similarly top-botch builds – which of course means it’s not cheap. Shopping around, we’ve seen them for a bit less than £1700 – but only a bit. Reassuringly expensive, if you’re a believer in doing it right – in which case you won’t be at all put off from starting your search at www.britpart.com.

IF YOU’VE GOT a Land Rover Defender Td5 built between 2002 and 2007 and you’re looking to keep it up to date (insert joke of choice here), a simple but effective way of doing so would be to modernise its stereo. To help you do this, Mud-UK has launched a new Td5 Double DIN Console – allowing you to enjoy the increased features and functionality of the larger screens, including touch-screen units, found on Double DIN Head units. The new unit is a direct replacement for the factory-fit radio facia. It has a one-piece design, making it stronger than the two-piece original, and its injection moulded manufacture means it should fit perfectly – as well as having a standard OE appearance. Fitting the console should be a simple DIY job, too, as it’s installed using all the same fixings. Thus it requires no cutting, drilling or modifications to be made to the Defender’s dashboard. Mud’s Td5 Double DIN Console is available in a Matt Black or Brunel Silver, priced at £149 and £199 respectively. To find out more, head for www.mudstuff.co.uk.

Military-style roll hoop for early Tdi Defenders SOFT-TOP LAND ROVERS are cool. Well, at times they’re freezing, but even when you’re shivering and/or wet through, they’re still cool. What’s less cool is what happens when you go over in one without a roll bar. You do hear stories of people being saved by their windscreen surround, but if you rely on that to keep you safe you pretty much deserve what you’ve got coming. There are various designs of roll protection available for Defenders, of course. Some are more compatible than others with a fabric roof, however – but this unit from Safety Devices is intended specifically for use on soft-top models. Not just any old soft-top model, either. Recently introduced to the Britpart range, it’s a military-style four-point bolt-in hoop for 200Tdi-engined Defender 90s from 1990-1993. Protection comes from a 2” OD main hoop which mounts through the body cappings and into the corner brackets. It’s supported by twin backstays which mount to the waist rail cappings, giving it the strength to keep your vehicle up, and your life intact, in most everyday rollovers. The hoop fits in with a standard set of hood sticks, supporting them but not interfering with the hood itself as it goes into place. Thus your 90 will continue to look as original as always, with a tidily fitted soft-top that doesn’t stick up awkwardly in the middle. ‘We strongly recommend fitting the roll cage padding kit when installing this hoop,’ says Britpart, and if you’ve ever whacked your head on one you’ll know why. Prices typically hover around the £450 mark (make that £550 with the VAT) though as always, a bit of a shop-around will be well worth it. You’ll find the product, and the dealers who sell it, by visiting www.britpart.com.

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Land Rover Yearbook 03/11/2020 20:49

Land Rover Defender Upgrades & Accessories

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HEADLININGS & WINDOW TRIMS

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Hand crafted and covered in ten different colours. Made from GRP & lined with a plush suede-like ﬁnish.

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Defender 90 PUMA Silver (Light Grey)

r1 10

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Defender 90

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Sandbank Biege (Sand)

Defender 90 TD5

Luna White (Ivory)

Coffee (Dark Brown)

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REPLACEMENT SEAT COVERS

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03/11/2020 18:16:52

passion engineering excellence We’re an internationally inspired workshop using hand crafted components to build outstanding vehicles with endless possibilities.

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PRODUCTS New graphical battery analyser from Ring allows full health checks of 12v and 24v electrical systems BATTERY HEALTH is one of those things that are very easy to ignore. But the more you use them, the easier it also gets to find yourself wishing you hadn’t. At the sharp end, if you do a lot of winching you really don’t want to neglect your batteries. Not least because if you’re fully set up for recoveries, you’ll have a pretty significant sum of money tied up in them. That’s why you ought to be pleased to learn that Ring Automotive has launched the RBAG750 – its first 12V and 24V graphical battery analyser. An upgrade to the existing RBAG700, this allows you to carry out a complete health check on the battery and electrical systems of your 4x4 – be it running a 12V or 24V system. The RBAG750 can be used with batteries either installed in the vehicle or on your workbench. It can analyse and test the battery capacity without applying a load, providing fast, accurate results on batteries up to 1700CCA. With what Ring calls ‘an intuitive graphical interface making it easier and quicker to diagnose faults’, the RBAG750 will test not only the battery’s cranking performance but also the alternator (including a diode ripple test), starter and earth system, providing a complete health check of the battery system to help you diagnose potential faults. Safe to say it’s designed primarily for commercial garages, but if you take your off-roading seriously it will cost less than your batteries themselves and will prove to be every bit as much of an investment. Go looking for it at www.ringautomotive.com.

New manual tyre changer from Machine Mart

hanging tyres has the potential to be very hard work, or the sort of job that sees you scuttling off to your local ATS. With Clarke’s CMTC1 Manual Tyre Changer, you might be able to spare yourself the latter without too much of the former. Built from heavy-duty steel and ﬁnished in a tough powder-coat, the CMTC1 features a bead breaker and demount/mounting tools. It can be used on wheels up to 19” in size, and if you’re planning to go off-road on anything bigger than that you’re obviously rich enough not to be troubled by the price of a visit to your local tyre shed. Talking of prices, the CMTC1 is available for £214.80 including the VAT. You’ll still have balancing to worry about, but if your vehicle is a dedicated off-roader that’s unlikely to concern you. As normal with Clarke gear, www.machinemart.co.uk is the place to go.

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Lucas Classic invests in expanding range of parts for surprisingly modern Land Rovers

LUCAS CLASSIC recently announced a multi-million pound expansion programme for its inventory of parts for older Land Rovers. This might sound like the sort of thing that’s only of interest to full-on classic boffins – but Landies being what they are, it could be just the thing you’ve been looking for it you run an early 90 or 110 as your off-road toy. The two parts here, both of which are available through Britpart, are good examples. One is a water temperature sensor for the 200Tdi engine, the other an ignition switch for the Series IIA, Series III and early 90 and 110. There’s a lot more besides, with an ever-wider range coming on stream as Lucas Classic expands. These are very specific keep-it-running parts rather than the sort of accessories you tend to see on these pages, but the first rule of off-roading is that it’s no fun if your truck isn’t running so this is good stuff in every sense. To find out more about the range, head for lucasclassic. com/landrover; to search our your local Britpart dealer, it’s www.britpart.com.

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PRODUCTS

MASAI 4X4: A WIDE RANGE OF EXCLUSIVE ENHANCEMENTS FOR YOUR DEFENDER – AND ALWAYS ORIGINAL QUALITY! MASAI 4X4 OFFERS AN EXCLUSIVE RANGE of high-quality vehicle enhancement accessories and parts – mainly for the Land Rover Defender 90, 110 and 130. Roof racks, spare wheel carriers, panoramic and traditional windows, seat covers, side steps, rear steps, lamp guards, sporting boxes, tree

sliders and winch bumpers are just some of the many top-class products available through the company. In addition to its accessory range, Masai also offers full Defender restoration and ﬁtting services at its well equipped premises in Lichﬁeld, Staffordshire. You can even wait in

a visitor room with high-speed wi-ﬁ, television and unlimited tea and coffee while its skilled technicians work on your vehicle. In the words of Masai founder and owner Ferzan Kuman: ‘From a family tradition going back to 1953, you can be assured our designs, materials and engineering are of

the highest standards – built to last and Always Original Quality.’ Masai ships its products to customers all round the world. A selection of those products are featured on these pages – and you can browse the company’s whole range by paying a visit to its website at www.masai4x4.com.

The original and best panoramic windows – from the company that created them MASAI IS THE ORIGINAL creator of its ﬂagship Panoramic Tinted Windows for the Land Rover Defender 90 and 110. Unique edge-to-edge tinted, toughened glass delivers a beautiful, minimalist appeal. The design delivers looks and performance all in one – modern, sleek and rugged. Automotive glass, particularly bonded windows, are among Masai’s specialties. As well as Land Rover windows, the company produces a range of windows and side-opening camper style windows.

WARRIOR BUMPER HAS BOTH STYLE AND SUBSTANCE THE WARRIOR WINCH BUMPER is Masai’s secret weapon for your 90 or 110. Suitable for use with most winches, it has a zinc-plated steel base and comes in a three-piece kit, making it easy to assemble prior to fitting. The Warrior bumper is available with a stylish black powder finish to its centre section, and it can also be painted to match your vehicle. Masai offers it with an optional steering guard, too – and if you choose the standard zinc-coated finish, you can get both parts painted to match your truck. Seldom can a hardcore off-road accessory ever have looked this smart!

MASAI OFFERS VARIOUS ROOF RACK DESIGNS including Tubular, Flat and Luggage. The racks are designed to be the perfect ﬁt on to your Defender, at an affordable price. Made from zinc-plated steel and black powder-coated, they also offer the option of adding mountable LED Lights and a Rear Access Ladder to give a full effect. MASAI’S ROOF RACK COVERS are the perfect way to protect and secure your luggage against tough weather conditions. Made from heavy-duty 600-denier polyester, they are extremely hard-wearing, rip-proof and waterrepellent, and they come ﬁtted with straps for securing them to the rack below.

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04/11/2020 10:22

PRODUCTS

Masai 4x4’s Interior Trim Shop – a new level of cabin quality Masai 4x4’s interior Trim Shop brings a new level of quality to your Land Rover’s cabin. Defender owners are now able to restore their interior to pristine better-than-new condition with Masai’s signature high-quality head lining and window interior trim products.

AN EYE-CATCHING WAY TO KEEP YOUR DEFENDER’S CABIN TIDY MASAI’S SPORTING BOX AND REAR STORAGE DRAWERS are a fantastic buy if you need secure storage in your Defender and want to keep its interior looking tidy. The Sporting Box itself ﬁts inside the rear internal ﬂoor space between the vehicle’s wheelarches and enables you to neatly store, protect and lock away items which you regularly or permanently keep stored in your vehicle. Available in matte black, the unit comes with soft carpeting on the top and soft-close, smooth-running Accuride drawer runners capable of holding up to 120kg. These can be perfect for shooting season, vets or other medical professionals as well as a wide range of other uses.

HEAD LININGS Masai has the answer to saggy head linings. To avoid water absorption, the company’s roof lining is made from special Glass Reinforced Plastic (GRP). This also gives a much greater degree of rigidity than the Land Rover original, which is infamously prone to sagging. The roof lining is hand-crafted from high-quality Plush Suede-like material. it’s sold as a complete kit with ﬁttings and comes in a choice of no less than nine colours from Alston Black through to Luna White.

INTERNAL WINDOW TRIMS Masai developed its internal window trim range to complement its head linings, providing Defender owners with access to the same high-quality upgrades. Made from high-quality Premium Suedette and available in the same choice of nine colours as the head-linings, Masai’s internal window trim range ﬁts all Defender models from 1985 to 2017.

SEAT COVERS

MASAI’S TUBULAR WINCH BUMPER is designed to ﬁt the Defender 90 and 110, with or without air-con, and to accommodate most of the winches on the market. It is manufactured from steel, zinc-plated for long-lasting rust protection then powder coated in black. It will give your Defender a tough, rugged look.

Masai’s craftsmen have created a range of seat covers to enable Defender owners to replace or upgrade worn out, torn and scruffy originals. The range includes speciﬁc versions for the 110 and 90, covering 200 Tdi, 300 Tdi , TD5 and Puma TDCi models. Made from cruelty-free soft vinyl leatherette, these seat covers come complete with rear map pockets and, for additional comfort, a layer of foam covering. They’re available to be bought individually, as pairs or as a complete set. Additional options include covers for inward-facing seats and 60/40 split seats, as well as Deluxe and ‘Flute’ styles with piping. The covers come in a range of attractive colours – to view the choices on offer, simply pay a visit to www.masai4x4.com.

FITTING SERVICE Masai’s products appeal to Defender owners looking to breathe new life into their vehicles. If that’s you, don’t forget that the company also offers a comprehensive ﬁtting and restoration service at its modern premises just north of Birmingham in Lichﬁeld, Staffordshire.

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MODERN CLASSIC

Sponsored by A Puma 110 that’s yet to reach its tenth birthday might not sound

like the most likely candidate for a Heritage-inspired restoration. But this 2.4 TDCi was in need of some love – and what it got was one of the most creative builds you’ll ever see Words: Harry Hamm Pictures: Vic Peel

here’s a bit of a split in the contemporary Land Rover modding scene. Everyday punters tend to start with tired old 90s and 110s and give them back their old sparkle (plus, more often than not, a load more on top). The loadsamoney customising houses, meanwhile, tend to like Pumas as they’re newer and, no doubt, because it’s easier

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to take a hundred grand off someone if the car you’re selling them actually has a dashboard. Adam Lilley is not a customising house. But he’s not your everyday punter, either. ‘I have been a Land Rover enthusiast since as long as I can remember,’ he says. ‘Growing up in the Norfolk countryside, I was always surrounded by these vehicles.

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‘I got my ﬁrst 90 on my 18th birthday. It was an absolute rust bucket with no engine, so I set about a galvanised chassis swap and installing a 200Tdi engine. I built it with my great uncle and will never let this vehicle go!’ As well as an extremely cool Land Rover, something else Adam got out of this formative experience was an invaluable bank of skills and

knowledge. And he’s been putting them to good use ever since. ‘My next Landy was a MOD 90 and Sankey trailer,’ he continues. ‘This started life as a hard-top but after repairing the usual rust spots, I sprayed it NATO green and converted it to a soft-top. My father was very surprised when I presented the ﬁnished vehicle to him on his 60th birthday!’

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Inspired by a picture of a white Series III with a beige canvas hood, Adam decided to use the same colour scheme on his 110. Galvanised body cappings added to the classic image – and in addition to the grille, he added Heritage-style badging to complete the look Pausing only to make a mental note to try and bring up our children just like Adam, especially the bit about giving Land Rovers to their dads, we move on to the 110 on these pages. It’s a 2.4 TDCi dating from 2011, and it’s got a nicely modest 74,000 miles on the clock. But that’s not what you’re looking at. This is a vehicle any of the custom houses would be proud

to create – but few of them would be capable of matching. We don’t say that because of the standard to which it’s been built (which is very high, but they should all be capable of that) but because of the lightness of touch that’s gone in to its creation. For just about every bit you can see on a Defender, there’s a blingy replacement. This makes it

all too easy to over-spec them, creating something that assaults your eyes from all directions and ends up as everything and nothing. Adam’s 110 is not like that. ‘I was inspired by an image I saw of a white Series III with a beige soft top,’ he explains. ‘I thought it would be cool to recreate this classic style juxtaposed with a modern Defender.

‘I was inspired by an image of a white Series III with a beige soft-top. I thought it would be cool to recreate this classic style on a modern Defender’

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‘I also took inspiration from the final Land Rover Heritage editions and sourced a Heritage grille and badges to give it a special vintage feel.’ But it wasn’t always like this. ‘When I found the 110, it really deserved a new lease of life. It was a solid and dependable work truck with a great service history, but it looked terrible. It had been hand-painted in black, had work lights fitted all over it and was covered in reflective tape!’ The 110 had been white prior to being turned into such an abomination, so Adam resolved to take it back to where it began. And this fitted in very nicely with his vision for the project, too.

‘I purchased the vehicle with a plan to rebuild it to the highest standard,’ he says of his mission to rescue the vehicle. ‘I wanted to restore it to its former glory, while also adding some truly bespoke features that would really test my design and fabrication abilities, in order to create a complete unique one-off vehicle.’ Mechanically, the Defender is largely as it always was. Adam added Terrafirma Adventurer springs and shocks and renewed the brake pads and discs, as well as giving it a good general service and check-over, but this one is all about what’s up top and in the cabin.

In particular, Adam got together with a local fabricator to design a heavy-duty galvanised hood frame. This provides a home for the beige softtop – as well as leaving plenty of space for the 110’s undisputed party piece. This is its seating arrangement – with two forward-facing rows lining up behind the driver and passenger to make it a genuine six-seater. Adam used Exmoor Trim seats, which he sourced second-hand and mounted using his own bespoke hardware. Even the belts were chosen to sit tidily when the seats are not in use, rather than lying around all over the floor the way the

Black and beige leather seats and a colour-cided facia panel are just the beginning for the 110’s interior. The rear has a unique wooden floor, and just look at those belt parks – more tidily positioned than you’ll ever have seen on a Defender before, and they point to a totally one-of-a-kind seating arrangement with three forward-facing rows of two

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originals tend to. The installation is nothing short of superb, both in the way it looks and the way it operates – it’s one of those things a professional outfit probably couldn’t risk selling because of the amount of hoops you’d have to jump through, but Adam has absolutely nailed it. The seats themselves are fetchingly trimmed in black and beige leather with contrasting stitching, a look that’s carried through to the front – where the facia trim and cubby box are also colour-coded to the overall theme. So too is the rear door card, and there’s a custom wooden floor beneath those two rows of seats – but that’s as far as it goes. Adam did also instal a new Pioneer stereo, if that counts, however with the big stuff taken care of so effectively there was no need to tart it up with details. The same can be said about the outside of the vehicle. Adam had the panels professionally resprayed and anything that can be galvanised was galvanised, but he resisted the temptation (and it was there, he admits) to throw on a garish set of alloys. Instead, he sourced a set of genuine

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Wolf steel rims and had them colour-coded to the vehicle’s bodywork – something which fits in perfectly with its Heritage theme. And talking of that, on went a brand new Heritage style grille, along with Heritage Limited Edition aluminium badging. As finishing touches go, you’ll be doing well to beat that. What works so well about this 110 is that it’s not overdone. Of course, it’s handy if you can start with a low-mileage Puma that’s been really well looked after, so you can concentrate on the fun stuff rather than having to get in among the oily bits and spend all your budget on things no-

one will ever see – but even then, we’ve all seen resto-modded Defenders that look like the waiting area in a Vegas brothel. Adam’s proves that you don’t need to go that far. ‘Less is more’ is a monster of a cliché, and it’s often completely wrong, but too much is always too much. Start with a vision and you’ll end with, well, a vision. And that’s exactly what this 110 is. Supremely conceived, skilfully executed and an absolute joy to look at. If you see a better one than this, buy it. Or better still, pretend you’re Adam and I’m your dad, and buy it for me.

03/11/2020 20:45

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30/10/2020 14:40

Back in Time

Sponsored by

Old Range Rovers tend to be either cherished classics or cut-about battle buses. But here’s proof that a world-class reston can also yield a modiﬁed fun machine that takes you back in time… while also projecting you into the future Words: Kaziyoshi Sasazaki Pictures: Legacy Overland

n the world of old 4x4s, there can be some big grey areas between precious classics and project-ready old stinkers. It’s particularly evident with Land Rovers, especially in Britain – where it’s still not so long ago that people were cutting up Series Is and early Range Rovers and mashing them together to create hybrids. Nowadays, if you had a dog-eared Series I and a dog-eared early Range Rover, you’d pretty much keep them in separate garages just in case they try to mate. Classics are classics – and, as is often the case in that slightly strange world of vastly expensive cars that never get driven anywhere, people who restore them normally want to keep them as original as possible. There is, however, another way of treating a classic 4x4 that doesn’t involve either preserving it in aspic or treating it as nothing more wrothwhile than a self-propelled crate of parts. Restiﬁcation is a noble art – indeed, as it involved turning old cars that don’t get driven into new ones that do, it could be considered the noblest

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of them all. Reuse is better than recycling, we’re always told – in which case, restiﬁed vehicles are the greenest form of motoring there is. That might be a tricky argument to carry off when you park your 6.2-litre Range Rover next to Madam Sniffy in her self-righteous Leaf or Prius and she looks down her nose at you like you’re some sort of planet killing monster. Not that you’re likely to sweat it, because some people won’t be told. And besides, you’ve got a 6.2-litre Range Rover to console you.

The 6.2-litre Range Rover in question is called Project Stirling. It’s a bit of a rarity in that it’s a 2-door from as late as 1991, and it’s also pretty special in that it was built by Legacy Overland – an American company that specialises in turning tired old 4x4s (not just Land Rovers – they do a neat line in classic Landcruisers too, among other things) into stunningly restored trucks whose

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It somehow manages to look small beneath that huge clamshell bonnet, but the 6.2-litre General Motors LS3 V8 is nothing if not, well, big. It came out of a crate, which is always a good start, and was installed ahead of a 4L85e four-speed automatic gearbox. Beyond this, the LT230 transfer case was rebuilt using a stronger one-piece cross pin and sleeved casing and the axles gained heavy-duty halfshafts, CVs and drive ﬂanges as well as pegged limited-slip diffs using an upgraded ring and pinion classic underpinnings are set off by just the right level of modern reimagining. ‘The overall design guidance from the client for this build was to maintain the original stock look of the car as much as possible,’ says the company. ‘A sleeper truck with some sharp, and deliberate, tweaks.’ Sounds good. We’ll get on to the whole ‘sleeper’ thing in a minute, but ﬁrst let’s go back to the headline story – that thumping great 6.2-litre V8. It’s a General Motors LS3, of course (aka the Corvette engine), and it dishes out 430bhp. Fitted

brand new and straight from the crate, it was mated to a 4L85e four-speed automatic gearbox, behind which the LT230 transfer case was rebuilt using a heavy-duty cross pin and sleeved casing. The axles are upgraded, too, with the halfshafts, CV joints and drive ﬂanges all replaced with heavy-duty units made from 4340 alloy steel. Inside, the standard open diffs were swapped out in favour of automatic torque-biasing limited-slip units with heavy-duty crownwheels and pinions, and these were pegged for consistent contact and the extra strength this brings.

So it’s fast when it needs to be, it’s packed with grunt for towing or off-roading and it makes a lovely noise. This is all very promising. But to go back to the street sleeper thing, a vehicle needs to look pretty standard to carry that off – which in turn means no lairy off-road mods. And sure enough, this is a subtle vehicle. It does ride on a set of +1” heavy-duty springs, giving it just enough clearance to mount a set of 265/75R16 BFGs on original ﬁve-spoke alloys, but no-one’s trying to pretend this is a full off-road build. No, not even with Britpart performance

Like all of Legacy Overland’s restos, the project got underway with what was a very necessary strip-down to a bare chassis. This was prepped and sprayed before the build-up began with the restored, upgraded axles going in underneath it and the engine and transmission appearing on top

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The cabin has been completely cleaned up and retrimmed in piped saddle leatherette, and there’s a variety of new equipment to help bring the Range Rover up to date. One thing that wasn’t replaced, however, was the stereo – the original Blaupunkt unit was retained, though it was augmented with a Sony Bluetooth receiver to provide a ‘modern sound experience’

disc brakes all-round and a Terrafirma adjustable steering linkage to go with its rebuilt PAS set-up. Instead, this is a truck for what Legacy Overland describes as its owner’s ‘surfing lifestyle.’ It was rebuilt from a bare chassis, as the company’s vehicles always are, and while they were about it they treated it with Raptor to keep it as healthy as possible for as long as possible. Up top, ‘the paint job stays faithful to the original Land Rover shades of green, but with a slight tweak to provide a richer, metallic hue to make for a head-turning look.’ You could brush-paint this car in cheap emulsion and it would still be a head-turner, but you get what they’re saying. And it certainly does look the business.

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Inside, the cabin has been retrimmed using saddle leatherette with black piping, which goes rather nicely with a a new black fibre carpet set and contrasting details for the centre console, cubby box and shifter boot. Said shifter is a Lokar Performance unit, and the cubby contains a battery kill switch – one of various security measures that were put in place to help the vehicle’s owner remain, well, the vehicle’s owner. A very neat touch is that the original Blaupunkt stereo was retained, but mated to a Sony Bluetooth receiver to provide ‘a modern sound experience.’ That’s the kind of subtlety that marks out a sympathetic restification from a ham-handed mod job, and it’s exactly the sort of thing Legacy

Overland trades on. ‘This tastefully resto-modded two-door Range Rover Classic is a masterclass in an incredibly comprehensive and detailed restoration taking thousands of man-hours to complete,’ the company says – but you probably knew that just by looking at it. So is this gorgeous Rangey the inhabitant of that grey area between the parallel worlds of classic and modified 4x4s? It deserves better, you’d have to say, than to be seen as an example of some sort of no-man’s land. We’d say it’s more like the best of both worlds. It’s a compromise between classic originality and modern function, perhaps – but one which is uncompromising in its pursuit of perfection.

Land Rover Yearbook 03/11/2020 19:06

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01/10/2019 13:55

WOLF IN SHEEP’S

Sponsored by

The ‘Wolf’ Defender of the late Nineties were designed to endure far more than a civilian Land Rover. But they were still bound by military regulations. When a Wolf is decommissioned from service, though, these sought-after Defenders no longer have to play by the same rules… and that’s when the fun starts

Words: Mike Trott Pictures: George Dove

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CLOTHING

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ilitary Land Rovers have traditionally been forced to survive with engines that perform reliably first and stir the soul a distant second. Of course, this is perfect logical sense as I suspect most servicemen and women favour the evasion of bullets to facing the prospect of calling in the RAC to a hotly contested battlefield. This is why the Armed Forces preferred the ‘12J’ for so many years. The old 2.5-litre naturally aspirated diesel was never going to win you over with its harmonics, or blow you away with its turn of speed, but at least its ‘bulletproof’ reliability ensured you were not a sitting duck. The 12J valiantly surpassed its sell-by date, even being preferred ahead of the 200Tdi unit of the early Nineties. But when the ‘Wolf’ Defender XD (Extra Heavy Duty) came along, Land Rover and the military had to move with the times and call upon the 300Tdi engine. It may have been a step forward over the 2.5 NA lump, but this was still a case of function over form; an engine with a dependable temperament and a willingness to cooperate with a bush mechanic if required. However, contrary to popular belief, the highways and byways of Britain are far from active battlegrounds, which means when you do see a roaming Wolf, it’ll have been decommissioned and therefore freed from its shackles of military life. Take a look at the one that turned up at Overland & Highway in Shropshire, for example. ‘This particular vehicle is essentially a “civilianised” Wolf, built by our friends at Salop 4x4 and Tornado Systems for the previous owner,’ explains Overland & Highway owner Peter Clarke. Not only has this Wolf comfortably integrated itself back into normal society, but this is also an XD clearly focused on having fun in its retirement from service. Perhaps the most noticeable change from its days of service is what generates movement to those BFGoodrich All-Terrain tyres. ‘The previous owner decided he wanted more power than the original 300Tdi could offer, so a 4.0L V8 from an ex-Police Range Rover was sourced and installed onto the Santana LT85 transmission, which is more than able to cope with the power,’ continues Peter. ‘The Sagem (GEMS) engine management system was adapted and tuned by Tornado Systems to work correctly in the Defender, plus a new high-pressure fuel system including pump, swirl pot and injectors were fitted for extra power.’ Bumbling down your favourite green lane, or taking your Wolf for a wander on a Sunday afternoon is far more enjoyable when you’re not at risk of encountering rebel fighters – which also means that should the new and sumptuous

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Above left: The 300Tdi engine has been replaced by a 4.0-litre V8 from a Range Rover – which has been tweaked by the experts at Tornado Systems. Most people who buy a Wolf would rate the Tdi lump as one of these vehicles’ primary attractions – but then, you’d probably rate the big V8 as one of the primary attractions of this partiular example, too Above right: The interior has been civilianised to a degree but hasn’t been turned into a tart’s handbag. It still has enough of its military character to always remind you of what it is, which has got to be a good thing V8 soundtrack develop into a spluttering offence on the ears, you don’t need to worry about being carted off at gunpoint. Peter smiles: ‘Jumping into the driver’s seat and pulling away, you’re immediately hit with the power and torque available under foot as well as the awesome V8 soundtrack!’ But this ‘civilianised’ Wolf is more than just a V8 conversion. For starters, this XD has ditched the uniform and traditional military green in favour of the plain clothes Coniston Green. The military-spec rollover protection system remains but is covered by the PVC soft-top hood.

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A few other niceties include the new stainless steel exhaust system, the black modular steel wheels and NAS step on the rear, plus there’s now a mesh grille on the front and a swing-away later Wolf-spec wheel carrier on the back. ‘Many of the parts on the donor vehicle used for the build were unusable, so a brand new Td5spec chassis was used along with a replacement bulkhead from another military Defender, forming a corrosion-free frame to build upon,’ says Peter. It may have begun to express itself more freely since demob, but this Wolf still carries some military clues. Inside, you’ll find a row of vinyl seats,

more than capable of shrugging off a hose down, while the dashboard carries the centre-mounted military lighting switch and map light. ‘Ideal for those covert trips to the shops!’ laughs Peter. We can all appreciate the aesthetics and pedigree of an unmolested XD Defender. And part of its charm is seeing one of these great soldiers still wearing their uniform today. But sometimes it’s refreshing to see these troops become what they want to be. Expressing their personalities and revelling in the chance to enjoy their lives – not just as ex-service machines, but as ordinary, life-loving Land Rovers.

Land Rover Yearbook 03/11/2020 20:37

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COOL BRITANNIA

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Having spent the last seven years selling only to the North American clients, Land Rover restorer Arkonik has at last returned to Britain. Which is great news for customers at the top of the market, because the company rebuilds Defenders to the very highest standard – and the new show truck it created to mark its relaunch here is among the coolest 110s you’ll ever see Words: Dan Fenn Pictures: Alan Kidd and Arkonik

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n the ﬁrst weeks of 2020, Somerset-based Land Rover restorer Arkonik announced that it was once again to start building vehicles for customers in the UK. The company withdrew from its domestic market in 2012 to concentrate on North America – a decision which has seen it grown strongly in the intervening years and given it the platform to come back to Britain with its unique offering of high-end resto-mods. The vehicles it builds have been developing during that time, too. Arkonik’s own premises are more like a manufacturing factory than a restoration workshop, and it uses a network of the very highest quality suppliers. But in recent times, it has opened a post-registration facility in South Carolina, allowing it to start offering Chevrolet LS3 V8 engine and 6L80E 6-speed automatic gearbox conversions to customers in the USA – and this drivetrain will also be available in the UK. To demonstrate the point, earlier this year Arkonik unveiled what it calls ‘the most powerful, tech-laden vehicle (it has) ever built’. The vehicle, an early 110, is a replica of the ﬁrst Defender the company’s owner Andy Hayes rebuilt back in 2006. But it’s much more besides… For starters, the engine is indeed a 6.2-litre LS3, as found under the bonnet of the legendary Corvette. Mated to a six-speed automatic gearbox, it puts out 430bhp – giving the 110 a 0-60 time of less than six seconds. Driving it, the urge is relentless. The engine produces instant power, but it’s manageable, and while shifts are not imperceptible they’re smooth and instant. The last thing you’d want would be long pauses followed by shuddering jolts and slaps as an old-school auto shunts its way from ratio to ratio – we’ve all been there, and it’s an uncomfortable place, but it’s a place from which Arkonik has distanced itself with this installation. Whether a Defender needs this kind of acceleration is open to question. But you don’t need to use all of it, or even much of it, to appreciate the LS3’s oceanic torque. And anyone with a soul will love the sound of the exhaust – a rich, throaty burble which turns into an urgent bark under load, just the way a V8 should. The vehicle doesn’t scream ‘look at me’ the way some high-end Defenders do, but ‘listen to me’ is a given.

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Modular front and high-back second-row seats make the best of the Defender’s infamously cramped cabin and give it a real feeling of comfort. They’re trimmed by the specialists at Ruskin Design using a combination of tweed and Autograin Burnt Oak leather. The cubby box is finished to match, and the whole interior is set off by an alcantara head liner

Anyway, not being too lairy in its appearance makes it far nicer to look at than some of the modded 90s and 110s you see being produced for clients with more money than taste. Arkonik’s Land Rovers are all created to personal order, but something they tend to have in common is a degree of understated elegance. With the lightness of touch that comes from having a steady hand on the styling tiller, there’s no need for ghastly accoutrements to make up for a basic lack of class. The Defender’s wheels measure a suitably modest 18” in diameter, for example. They’re wrapped in Cooper Discoverer AT3 tyres and behind them is a set of Tarox brakes mating six-pot calipers with drilled and grooved discs. No need for bling when function has such a fine form. The same can be said of the side steps, which fold and retract automatically when the doors

are opened and closed. Showy? Try telling that to someone whose kids struggle to get aboard their 110 but who needs to use it off-road without wrecking its sills – especially if he wants to be able to get out after a session in the mud without ending up with it down the back of his trousers. Arkonik is capable of building off-roaders when that’s what the customer wants (indeed a reassuring number of the vehicles in its factory have winches). And while this one is more of a street machine, it’s subtly so. There’s nothing like a deep slam and vast alloys to make a Defender look stupid – but this one is nothing like that. It does run lowered Eibach springs and anti-roll bars, but they only drop it by one inch. The suspension is completed by Bilstein gas shocks and SuperPro polyurethane bushes, but of which help further to control the Defender’s

ride – making it that much more entertaining to unleash its big engine. Nonetheless, the driving experience hasn’t been turned into that of a super-saloon – it’s still a Defender, and still a big, hefty, high-up beast of a vehicle. There’s that familiar feeling of culture shock when you jump in after driving something else, as if suddenly the world has turned completely alien on you, but then after a few miles you settle in and it all makes sense. Only this time, it makes more sense than usual – and, the more you get used to it, the more you discover that you’re driving something very special indeed. Inside, too, it’s still a Defender – but much more so. You have the familiar upright seating, and there’s not a lot even the best of restorers can do about the cramped proportions within Land Rover’s angular cabin, but soft-touch leather trim,

Is it an indulgence or an investment? If you’ve got it to spend in the first place, what this 110 proves is that a rebuilt Defender can be both

The traditional four-spoke steering wheel is an unmistakable nod to the Defender’s past. But it’s part of a cabin that’s been radically modernised, with a high-definition Dakota digital instrument panel and an infotainment module running the same Apple CarPlay software you’d expect to find in the latest new models

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Land Rover Yearbook 03/11/2020 19:08

The Chevrolet LS3 engine is a thing of absolute beauty, as is the noise it makes both at idle and under load. Producing 430bhp, it propels the big Land Rover to 60mph in less than six seconds Inset below: Plenty of Land Rovers end up with hand-painted chassis, and that’s exactly what this one has. Safe to say it’s not the kind of hand-painting anyone has attempted on any of the others, though…

woven carpets and alcantara headlining certainly help. Modular front and High-Back Heritage second-row seats have been trimmed by the master craftsmen at Ruskin Design using Autograin Burnt Oak leather with tweed inserts, and the same theme is continued on the inward-facing bench seats in the back. The door cards get the same trim treatment, as does the cubby box. The former are trimmed with billet aluminium handles and so on, while the latter is home to USB ports and a wireless charging station. The seats are heated, of course, and a Dakota digital instrument panel sits tidily within a leather-trimmed dash. There’s ambient mood lighting, too, which helps set off what is a beautifully comfortable interpretation of a traditional Defender cabin. No, it’s not like stretching out in a Range Rover, but the quality of the materials are right up to that level and the standard to which it’s been put together leaves the original a long way behind. Naturally, the price you’d pay for this vehicle would leave the original behind too. It wouldn’t

Land Rover Yearbook 4pp Arkonik UJO.indd 55

quite get you a Rolls-Royce, but at around £200,000 ordering a Defender like this would put you bang in the middle of Bentley, Ferrari and Lamborghini territory. It says something about Arkonik’s clientele that many enjoy the process of speccing, ordering and receiving their vehicle so much that they come straight back to buy another. Each of the company’s Defenders is unique, making them a special kind of collector’s item, and they’re treated like heirlooms – as they very well should be, because even by Defender standards, they’re built to last forever. With Arkonik now back in the UK after those seven years selling only to North America, the company says that commissioning it to build a 90 with an entry-level sort of spec list could be expected to cost around £90,000. Even this is hardly cheap, but compare it to

what a moderately specced new Discovery or Range Rover would cost from new – and what each would be worth after three years. Project that on to ten or even twenty years, and you have a cast iron excuse for indulging yourself. Is it an indulgence, or an investment? It depends on your point of view, perhaps. But as far as we’re concerned, the very good news is that if you’ve got it to spend in the first place, what this 110 proves is that a rebuilt Defender can be both. And if you spec it the right way, it can be all the off-roader you’ll ever need, too.

55 03/11/2020 19:08

THE ROVER’S

ne thing you learn as you grow older is that your responsibilities only increase with time. Think back to when you were a teenager and you’ll agree that life was far easier. At weekends, the Bank of Mum and Dad would oﬃcially open and you could get yourself a slap-

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up meal at the exquisite local Italian called Pizza Hut. Then you’d be off to maraud the nearest shopping centre, with the prospect of purchasing some more synthetic sportswear for your wardrobe. Plus, if you played your cards right and hadn’t blown all of your £20 note, there might be a

chance to slip in underaged to the latest horror movie, just before John the taxi guy (AKA Dad) came along when you least wanted it to dispatch you from the precinct. Perhaps the only blot on your ﬂip phone’s diary was something labelled as ‘scool’. Maybe improved attendance would have been wise…

Land Rover Yearbook 03/11/2020 20:39

RETURN

Sponsored by

For a decade and a half, the cost of owning a classic Land Rover forced Richard Lightfoot to leave his prized 86” Series I locked up in a garage. But then at last the time came when he could put her back on the road – and when she coughed back into life, there wasn’t a dry eye in the house Words and pictures: Mike Trott

Still, over time your priorities change and that means less nights out and vomiting in ﬂower beds, and more saving money and dealing with the Bank of England instead. You might wonder how on earth this relates to a Land Rover. But in truth, even Land Rovers need to take a back seat at times.

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In 2003, Richard Lightfoot put his 86” Series I into storage. He was young and had been enjoying himself as you should when youth is on your side – but an awful lot of his spare cash did seem to disappear into his Land Rover. ‘Back then I was young and carefree – but I needed to buy a house and stop putting money

into it,’ explains Richard. ‘The Land Rover was kept locked up until last year. I put a new battery and fuel pump on it, then cried my eyes out as the fumes poured into the garage.’ Just like the fuel rushing through the Landy’s arteries, emotions ﬂooded through Richard’s as he greeted his partner in crime once more.

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‘I put a new battery and fuel pump on it, then cried my eyes out as the fumes poured into the garage’

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Land Rover Yearbook 03/11/2020 20:39

This isn’t just any old Landy, either. Built in 1955 on 18 October, it lay in storage in Derby until April 1956, where it enrolled with the armed forces and served as a Civil Defence vehicle at the military landing ground of Ruddington. ‘I have no evidence of its history, but this could be the earliest Home Office Land Rover on the road today,’ states Richard. ‘The RGC 501-599 number plates were from the initial first batch of Home Office Land Rovers so there is a chance. ‘The Deep Bronze Green colour we all love is actually a British Standard colour selected by the Home Office.’ After serving Queen and country for a number of years, the 86” was auctioned off to a farmer called Tony Derby. After it was done working on the land for its living, he too moved it on – and that was when it reached Richard. ‘January 1997 is when I bought it. I got it from a mechanic who worked at the Coventry Motor Museum,’ says Richard. ‘He restores old cars and had done this one up to a nice condition, and I had decided that a Series I was the one to go for. ‘I got into it all as a friend owned a 1952 Series I. He had been hurt in the Territorial Army and to keep that military connection he decided to join

Land Rover Yearbook 4pp Lightfoot SI.indd 59

the Military Vehicle Club. There was this much play in the steering of his Land Rover,’ Richard gesticulates wildly, ‘and it was welded up like a patchwork quilt!’ Somehow, that was enough of a sales pitch for Richard. Even the 12 breakdowns on the way home from collecting his Land Rover couldn’t deter him from Green Oval ownership. And in the next several years of carefree shenanigans with his 86”, Richard enjoyed some memorable moments with his Land Rover. ‘In 1998, I took the Series I to Bletchley Park, where they cracked the German Enigma code to help win the Battle of Britain, and also in 1999 to the place where Churchill received his Land Rover,’ recalls Richard. There was some routine and not so routine maintenance within this period as well. Most notably, the 2.0-litre petrol engine being rebuilt by Richard Eales (son of John Eales, the proprietor of JE Developments). Some of this work may explain the spending

that enforced the Land Rover to go into hiding, but Richard knows it was worth the investment. ‘I knew with the money I’d spent on it, I wasn’t going to sell it. It’s the only one of its type and part of the family now,’ continues Richard. With some of the trivial things in life now taken care of, Richard can get back to enjoying his Land Rover. It may mean trying to find slightly deeper pockets, but there’s no price you can put on the bond between a man and his machine. Your responsibilities only increase with time, after all – and having stewardship of such a wonderful old Land Rover is among the most onerous, and rewarding, that life could ever place upon you.

59 03/11/2020 20:39

MAN’S BEST FRIEND

Some of us own one Land Rover after another and never truly settle with any of them. For others, though, a Landy becomes a love affair that endures all life’s ups and downs. And on some rare and special occasions, the ﬁrst Land Rover you ever buy will be the one to keep you happy forever… Words and pictures: Richard Perry

Sponsored by

he little Series IIA you see here started off in the world from the usual birthing canal of Solihull back in April 1967, and was registered in September 1968. Unconﬁrmed rumours say that it was used by the RNLI (Royal National Lifeboat Institution) for the ﬁrst ten years, before passing through a few pairs of hands and eventually ending up in Hertford in 1988.

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I was a real rev-head – Escort Mexico, 3.0-litre Capri etc. But after going for a ride in my friend’s newly purchased ex-Army 1962 Series IIA, I knew I had to have one of my own. I saw an advert for a 1968 (coincidentally, also the year of my birth) Landy for sale in Hertford and only one outcome was ever going to happen. It was my truck from then on – sometimes I had other vehicles that didn’t leak, rattle, smell quite so much and so on, but they would come and

go while ‘Woof’ remained. Dependable, fun and always a talking point. Having said that, an early problem with the clutch could have changed everything. I had become quite adept at a clutch change in 1970s’ Fords, but after climbing under the Landy I was totally bemused! I made a call that would change my life forever. I had a recommendation to ring this Landy bloke over near Ware to get some help, so I did.

Land Rover Yearbook 03/11/2020 20:23

John C. Pavey is his name. He came and took Woof away and I got a call a few days later saying I could go and pick her up, so I got a lift over to New Hole Farm in Wareside to reclaim her. John and I became the best of friends over the subsequent years. He was my best man (twice – another story) and godfather to my eldest son. He is a true gentleman and has a life story that someone really needs to write a book about… But we digress.

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03/11/2020 20:23

Back in 2001, with rust beginning to take hold, it was decision time. The decision, obviously, was to rebuild the Land Rover on a galvanised chassis – it was 33 years old by this time, and with the work done it was ready to go again for at least another three decades Woof left the factory in Marine Blue livery but by the time I got her, she was in a dark navy blue. This never really sat well with me. So, being in my early twenties, I took the chance to hand-paint her with a camouflage tiger stripe design, utilising a second-hand truck cab at the same time. I was now very proud of the old girl. However, being hand-painted this didn’t take long to start peeling off, so a repaint in NATO radar reflective paint happened next. A dull matt green was now the persona. This lasted years – it was never going to come off, a fact that came back to haunt me. I trundled around most of the UK in it – down to Land’s End, up to John o’ Groats, Wales, Norfolk, Yorkshire, Somerset, Cornwall, Dorset – lots of great trips. Woof always got me home, no matter how adventurous or aggressive the off-roading was while we were away on our adventures.

A couple of those early highlights include a dash across a frozen loch, and some off-roading up a section of the River Spey. For some reason, Woof did not like deep water – no matter how much waterproofing I drowned it in, getting into the deep stuff always ended up with us having to be dragged out and to wait a while for her to dry out. The year 2001 was a crossroads moment for Woof, with rust emerging and her appearance starting to look the worse for wear. Should she go, or should I rebuild her? Silly question, really. Rebuild it was. A complete dismantle, a new galvanised chassis, a strip back of all the panels (this is where the anti-radar paint came back to bite me) and a complete refurb of everything that went back on it. John helped rebuild the 2.25 engine and the second coming of Woof was now complete.

In 2005, I took a job in Asia. But I would return to the UK often, and Woof was always on hand to get me where I needed to go. In 2007, though, I took a different role in Australia, where I settled. By 2008, I was missing the old girl so much I exported her to Australia. Picking her up from the port of Wollongong, she started on the button and I drove her back to Sydney – over the Harbour Bridge and on to our new home on the northern beaches of the city. One of my new activities in the land Down Under is as a volunteer at the Mona Vale Surf Life Saving Club. My daily ride is now a Mini Cooper, but Woof gets used every single week, helping me and the club move our IRB (Inflatable Rescue Boat). We’ve been together 31 years now, and I can’t imagine not being able to turn to Woof in order for her to save the day. And long may it continue!

“Sometimes I had other vehicles that didn’t leak, rattle, smell quite so much and so on, but they would come and go while Woof remained”

If anyone ever tries to tell Richard that his Land Rover is no oil painting, he’ll be able to come back at them pretty conclusively. Mona Vale Beach is where he volunteers as a lifeguard, and Woof earns her living here every weekend as a tow barge for the surf club’s rescue boat

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Land Rover Yearbook 03/11/2020 20:23

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04/11/2020 11:02:13

Not only skin

Sponsored by

‘Beauty is only skin deep,’ they say. But while that might be true when you’re talking Restored to perfection and beyond by Falcon Design Germany, it looks sensational Words: Dan Fenn Pictures: Falcon Design Germany

ome people ﬁrmly believe that classic cars should be polished, exhibited, admired… and never driven. Like a Picasso or Van Gogh that sits locked in a vault and never sees the light of day, some old cars are destined never to turn a wheel again. The sort of people who do that to a painting, a work whose entire purpose in life is to be looked at, are of course fundamentally wrong in the head. It’s fair to say that if Picasso or Van Gogh could

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come back today and see the way their paintings are treated as units of investment, they would not be impressed. If Caravaggio could come back and see this happening to his paintings, meanwhile, the people responsible for hiding them away would sorely regret it. If they lived long enough. Caravaggio did not mess about, and fair play to him. You probably can’t afford a Caravaggio, or a Picasso, or a Van Gogh. (Though if so, can we

be friends?) But you might well be able to make a case for owning a classic Land Rover. Just so long as you understand that it’s there to be used, not just admired, all will be well – and that’s the case however much you want to admire it. Falcon Design Germany creates classic Land Rovers that really, really deserve to be admired. They might provoke a sharp intake of breath from concours d’elegance judges, but to us normal human beings they’re absolutely beautiful. And not

Land Rover Yearbook 03/11/2020 20:11

deep…

about a Hollywood starlet, it’s deﬁnitely not the case with this Land Rover Series III. on the surface – and the deeper you go, the more beautiful it gets

just to look at, either – in fact the more you learn about what goes into the company’s Series IIIs, which it restores while adding some touches of its own to give them a hitherto unimagined dash of style, the more beautiful they become. ‘I don’t like people who buy cars and make them into parking queens,’ says Orkan Sahin, who founded Falcon Design Germany in 2017 after a decade and a half in the motor trade. ‘A car is there to drive.

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‘I like the Land Rover community. They are really cool people who like to drive their cars.’ Orkan opened his ﬁrst car dealership in Cologne in 2003. ‘I bought cheap, broken cars for repair and sold them for a low budget. I am a car mechanic, so I had no problems doing that. This is also where my passion for the used car trade started. ‘In the following years, I increased my budget more and more to luxury cars. So now I get many

famous customers all around the world who want a car from me. In 2017, I started a cooperation with Automobile: The Car Magazine on VOX TV, where I show the viewer how I buy special cars around the world and ship them back to Germany.’ His customers have included famous actors and sportsmen, while the 88” Series III you see on these pages was built for a doctor. Like some other restorers, Falcon Design Germany sources the vehicles it restores from

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Above: Falcon Design Germany searches for vehicles whose chassis are fundamentally sound. These are sand-blasted, repaired as necessary and hot-dip galvanised – many restoration jobs use new frames, but even though the company builds vehicles to drive, not to look at, they’re actually authentic right down to the bare bones Right: Every body panel on the vehicle is made from scratch by Falcon Design Germany to its own patterns – which clone the original exactly. The bulkhead, front panel and tailgate are made from steel, the rest of the vehicle from aluminium; they’re then finished to a better-than-new standard southern Europe – specifically Italy, Greece and Turkey. The 88”, which dates from 1974, arrived in the company’s workshop with a sound chassis and its original 2.25 petrol engine in running order, but with a very tatty body. ‘There was no big damage to the car,’ says Orkan. ’The frame was in good shape but the body parts were rusty and in some we had big rusty holes.’

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This was a problem the company has had to deal with since its inception. ‘When we started in 2017,’ continues Orkan, ‘our biggest problem was to find body parts for the Series III. So we started to make our own parts. ‘We spent a long time researching this, because we had to find parts in good shape to take measurements from. But now it’s no longer

difficult to produce parts to the original measurements, because we cloned them one to one. We also sell parts for clients who need them for restoration projects.’ All that work paid off, because now it takes the company about three months to complete a restoration, from initial order to delivery. ‘We have a 12-person team,’ explains Orkan. ‘Everyone is

03/11/2020 20:12

The vehicle’s original engine was stripped down for a full assessment before being rebuilt with all-new internal parts and filters. The ancillaries were all renewed, too – the carburettor, radiator, coolant pipes, fuel lines and fuel tank are all fresh out of the box. Finally, the block was painted in the company’s signature blue and the exhaust manifold got a striking coat of heat-resistant red specialised on his own area, so we start everything in the same time. ‘We only do full restorations. We do our best to make the Series III better than factory.’ If you’re of the rivet-counting school, you might argue that there’s no such thing as better than factory. It would take a hard-hearted purist not to admire the quality of workmanship that’s gone into restoring this 88”, though, whatever you happen to make of the personal taste in which it’s been finished. Which, if you ask this observer, is every bit as excellent as the rest of the vehicle. ‘After sand-blasting the frame,’ says Orkan of the company’s approach to restoration, ‘we repair the rusty parts and hot-dip galvanise the frame to protect it from rust for the coming years. Now we have a base where we can start, we overhaul the front and rear axle, differentials and brake hoses, and also put new brakes on it.

Land Rover Yearbook 5pp Falcon Design SIII.indd 67

‘After this, we completely overhaul the engine, which on this Series III is the original 2.25. Every engine gets overhauled in our factory. ‘First, we open the engine to see the status of it. But as a basic process we change the bearings, cylinders, pistons, rings, carburettor system, cooling system (the radiator and the cooling pipes which go into the engine), filters, fuel pipe and fuel tank. Before we put all the parts together, we paint the engine in the shade of blue we use to represent Falcon Design Germany, and we also coat the engine manifold with a special paint layer which is heat resistant.’ While all this is going on, over in another part of the factory the company’s bodywork specialists are busy doing their not inconsiderable magic. ’We make 80% of the body parts from aluminium, like the originals,’ says Orkan. ‘Just the bulkhead, radiator panel and tailgate are made from steel.

We also change the wiring harness and fuse box to a more modern one.’ Down below, the spring packs are disassembled and sandblasted to remove any rust. The leaves themselves are then powder coated. ‘Before we put all the parts together,’ explains Orkan, ‘we ask our clients which comfort level they want on the suspension – a hard or a more comfortable one. Not all of our customers want to use their vehicles on the land, so we can change the leaf springs to make it more comfortable for street and daily use.’ Talking of comfort, the vehicle’s seats look like nothing you’ll ever have seen on a Series III before. And this is where, if you’re a purist, you might start feeling beads of sweat forming on your brow. Because, well, for sure it’s not how Solihull turned them out. But come on… you’ve got to admit it looks beautiful, right?

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This is what sets Falcon Design Germany’s vehicles apart from a conventional restoration. They’re only very lightly resto-modded in a mechanical sense, but the seats are definitely not original Series III fodder – and the marine wooden flooring is pure fantasy Unlike most other high-end restorers, Falcon Design Germany doesn’t use outside contractors to do its upholstery. Instead, there’s a specialist for that in-house, too. ‘We do all restorations by order,’ says Orkan. ‘Every client can make their own Series III individually. It was this client’s request to have the caramel leather on the seats. The dashboard is trimmed to match in the same leather, too.’ In fact, there’s just one skill the company buys in from outside. And it’s one you hardly ever see on cars, so you can hardly blame them. ‘The wood floor in the back of the Series III was not made in our factory,’ says Orkan. ‘That’s the

5pp Falcon Design SIII.indd 68

only process we don’t do ourselves – we leave it to a factory which specialises in wooden decking for yachts.’ If you’ve got a long memory and an eye for the spectacular, you might be reminded of the Edag LUV, a concept double-cab that laid it on with a trowel at the 2007 Geneva motor show. The good thing is that laying it on with a trowel is very much not what this Series III is about. It’s a classy resto, for sure, and there are elements that would make it stand out from any crowd (and be turned away from certain kinds of concours). But the sheer quality of the work on display is impossible to deny, and so is the thoroughness with which the project has been seen through.

The restoration scene often seems to be split into two branches, with seekers after originality on one side and resto-modders on the other. When it comes to Land Rovers, the former love leafers and the latter love Defenders – but with this vehicle, Falcon Design Germany has brought together the best of both worlds to create something truly sensational. Its traditional engineering has been expertly preserved – and its appeal has been taken to a whole new level. Best of all, this Land Rover is ready to be used and enjoyed – not put in a museum. As Orkan says, ‘a car is there to drive.’ And who wouldn’t want to drive this one?

03/11/2020 20:12

Series 1, 2, 2a, 3 • All Defender • Discovery 2

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Land Rover Yearbook Folios.indd 27

69 03/11/2020 19:29:16

RETURNING

Sponsored by

Plenty of Land Rover Discoverys have made the journey back to Britain after starting life as Japanese exports. Not many of them, however, have a story to tell like this one – a 300Tdi which returned home after a decade or so and has since turned into a mystery machine with galvanised chassis and axles, remanufactured engine and gearbox and the interior from something altogether more British… Words: Paul Looe Pictures: Harry Hamm

s you’re bound to have heard at the time, the Land Rover Discovery celebrated its thirtieth birthday in 2019. It’s now more than three decades since the Defender-with-a-different-body arrived on the market, instantly becoming the highest selling 4x4 Britain had ever seen and kicking off a process which came full circle last year when the new Defender was revealed as a Discovery with a different body.

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Back when Defenders were just Defenders and the Discovery was a shadowy test mule cropping up in spy shots which the all-knowing motoring press conﬁdently looked and and predicted that this was the new Range Rover, a chap up Bolton way was ﬁnding his way into what has become a long career in buying and selling the things. Jan Szulec lives on the moors north of the town, and he had just bought himself a 5 Series BMW when, you guessed it, it snowed.

‘There was nothing I could do,’ he recalls. ‘I couldn’t get home. So my wife said to me, “why don’t you get a Land Rover for the bad weather?” ‘I bought an old Series III short-wheelbase and parked it outside. A few weeks later, there was a knock on the door: “Is the Land Rover for sale?” I said it wasn’t. “How about this much?” I thought, really…? And yes, in that case it was for sale!’ Time went on, and Jan learned two things. One was that he loves owning Land Rovers. The other

Land Rover Yearbook 03/11/2020 19:02

JAPANESE

is that other people love giving him money for them. There’s a nice symmetry to that, we’re sure you’ll agree, and some 35 years later here he is, trading as Yan the Landy Man (Y instead of J, to make it easier for people) – a title that came to him more or less by fate when it turned out that that’s what everyone in the area knew him as. These days, he drives a Mk3 Range Rover with the glorious 3.6 TDV8 engine – arguably the best diesel ever dropped in a Rangey. He still deals

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mainly in Defenders, however – though what prompted us to pay him a visit was the rather unusual and really rather special Mk1 Discovery you see pictured here. This started life as an export model destined for Japan. Bringing Discoverys back from out there has become a recognised thing, thanks to the fact that they don’t have road salt to contend with (the Japanese use soy sauce instead, etc) and therefore the Discos’ undersides don’t look

like a colander when they make the return journey to Britain. So, that’s a good start. To make it better still, this one fell into good hands, too. The chronology is a little unclear, but it appears to have made the big trip back west in 2006, ﬁrst appearing in DVLA records courtesy of a squeaky clean MOT ticket in September of that year. After that, it did its thing for some years before becoming the property of someone who, Jan

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The interior is very much that of an XS. It’s just that the XS in question is a different vehicle to the one you’re looking at here. The air-con controls don’t operate anything, which seems like a bit of a missed opportunity, and the little red button under the clock turns out to operate the horn

believes, earned his living as a motor engineer. And this is where things start getting interesting. Obviously, your average early 300Tdi is going to be crustier than a crab’s undercarriage these days, and they don’t fetch enough money in good nick to be worth rescuing the way a Defender would be, so once they start to go (and boy, do they start to go) it’s normally a one-way ticket.

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So motor engineer dude, whoever he was, appears to have known this. Bringing in a Japanese Disco is a prime way of getting a clean one without corrosion – but start using it in British conditions and bish bosh, it’ll be turning grotty before your eyes. Not this one. Because some time in 2014, with the odometer freshly ticked round into six figures, it was taken off the road and given a chassis-up rebuild. And not just any chassis-up rebuild, either, because the chassis itself got what very few Disco 1 chassis get and went off to be galvanised. As did the axle cases, would you believe. Belt and braces, and other stuff too. Of course, it’s the Disco’s body that tends to let go, not its chassis. But this has been treated too, and the result is a degree of solidity you tend to associate with, well, trucks from Japan. You know what we’re saying. Elsewhere, stuff has happened but we don’t really know what. The engine and gearbox were both stripped and rebuilt – and while it’s a bit of a mystery, you can tell from the driver’s seat (make that the passenger’s seat, it’s so obvious) that this is not a standard Tdi. It hasn’t been pushed to within an inch of its life the way they are sometimes, so it still drives like a Tdi rather than a smoke-making machine on acid, but it’s stronger and more alert – and so is the ZF auto box behind it. Basically, it’s the way they should have been from the word go.

Land Rover Yearbook 03/11/2020 19:02

If ever there was a set of pictures to demonstrate the value of galvanised metal, this would be it. The Disco’s chassis and axle cases were sent off to be treated, as was the steering guard that’s been added at some point. As you can see from the steel that’s not been either galved or painted, the vehicle hasn’t just been shut away in a warm garage – yet the vast majority of what you’re looking at here is still good as new. If you’re thinking of skimping on preventative rust treatment, think again… Something you really notice is that the gearshifts in the auto box are crisp and immediate. Not gunshot-urgent, but smart and prompt – again, the way it ought to be. The ZF was a very fine box in its time, with none of the calamitous quality issues that beset the R380 manual when it was new, but with the 300Tdi chuntering away in front of it the shifts you got were rarely brisk. Ponderous, prolonged and usually accompanied by hearty great gusts of diesel bellow – none of which are apparent on this one. Whatever matey did to it, he did it well. Inside, the cabin is that of an XS model – that is, with seat trim that’s covered in millions of Land Rover badges. Yep, that one. We don’t know what happened to the original – perhaps it was just worn out, which can happen with 100,000 miles on the clock as this one had when it was taken off the road – but Japanese Discos often tended to be trimmed in a tan leather that would definitely

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not have appealed to typical British tastes. Not that the XS trim appealed to British tastes, at least not all of them, but it looks tidy enough in this particular vehicle, despite a few sags in the head lining, and it goes well with the bright white paintwork that’s replaced the original dark blue. Whether the correct alloys for an early XS can be called a nice touch is open to question, because it might just have been luck. Or an unusually complete donor vehicle, who knows? It’s got them, anyway. Though it doesn’t have air-conditioning, despite there being a button for it – which even lights up when you press it. Seems that when the rebuild went back together, the hardware was left off – there’s no compressor or receiver-dryer to be seen, at any rate, though the pulley is still there should a future owner want to keep it as cool as it looks. And it does look cool, in the way a solid Mk1 Disco can hardly help but be. It’s definitely not

going to appeal to any G-WAC fetishists, but Jan describes it as ‘a keeper for sure’ – and if you want a really strong Tdi that’s just been round the clock the once and is well set to run and run all the way to the moon and back, you could be looking at it. It’s not an entirely known quantity, but when you’re talking about an early Disco that could be called a good thing – and what we do know is that there’s a level of longevity built into this truck’s structure that makes it more like a Defender than a Discovery. Who knew that when it embarked on the voyage home from Japan, it was one day going to turn into something so unusual? If you’re in the market for a good Land Rover at a sensible price, check out Yan the Landy Man. You won’t get a cup of expensive coffee, but you will get the pleasure of talking to a bloke who knows his Land Rovers and isn’t out to stitch you up. You’ll find Jan at www.yanthelandyman.co.uk.

03/11/2020 19:02

ADVENTURE – RAISED TO T

or years, indeed decades, the overlanding scene has been dominated by a select few makes and models of vehicle capable of carrying out the onerous duties of globetrotting. If you hear someone say they’re off to travel the world via the means of

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four-wheeled transportation, you know from the off that there’s a strong chance they are referring to a Defender. But as the original Defenders – i.e. all the ones built up until the beginning of 2016 – grow ever older, people are looking to preserve and restore these once adventure-seeking relics, because of their potential worth as investments for years still to come. It’s a shame, if you ask me, but their elevated prices and traditional methods of crossing terrain and countries have given rise to a new generation of overlanding vehicles.

Land Rover Yearbook 03/11/2020 21:59

THE POWER OF 4 With comfort, kit and power to go with its prodigious off-road ability, the Discovery 4 is a family car that can take you on the sort of holidays that make other families jealous. For adventures your kids will never forget, this is a truck whose time has come Words and pictures: Mike Trott

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And it is something one tour operator is most deﬁnitely aware of. Chances are, if you’ve been on an organised overland excursion or even looked into booking one of these tempting treks, you will have come across Russ Dykes, one of the veteran overlanding specialists in the 4x4 community. His company, Ardventures, is set up to offer tours right on our doorstep, with treks to some of the UK’s most scenic and technically challenging destinations, but also to foreign shores across Europe and even realms beyond the continent. Russ has also encountered, driven and owned most 4x4 vehicles you can possibly name, but

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one look at the current Ardventures ﬂeet and you’ll notice a very fresh-faced member. ‘I wanted a Land Rover vehicle that bridges the gap between old and new Land Rover products, which the Discovery 4 Commercial does perfectly,’ explains Russ. ‘It’s probably the last true Land Rover designed vehicle from the old school. It is also very capable and only really struggles with its weight and a system that does not cope with soft sand and marshland.’ While some people can be dispiritingly quick to belittle the capabilities of newer Land Rovers, those of us who have used them – and used them

The Disco 4 may not (yet) be the most common choice among Britain’s overlanding community. But it has plenty in common with the more familiar models in the off-road game – such as BFGoodrich All-Terrains and Safari Snorkels being about as close to universal as an accessory can be. Further mods, on a vehicle that’s nearer to standard than you might expect, include a rear access ladder and low-level roof rack from ProSpeed – a company Russ knows well as they’re near neighbours

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In-your-face winch installations are so last year… The integrated hawse fairlead in the Discovery’s original front bumper is the soul of discretion, and totally the opposite of the colossal structures you see on some vehicles. There’s a heavy-duty steering guard protecting the underbody elements beyond it, too, with further solid metal doing the same job further back below the rear diff properly – will know that with a bit of patience, these machines can make off-roading look like a luxury pastime. A further testament to their abilities is just how little Russ has changed on his Discovery 4 in preparation for it leading the line. The chief reason for this is that sometimes people can perceive overlanding and off-roading as requiring vast numbers of modifications and the huge expenditure that comes with them. But Russ likes to stress to customers that by simply owning a Land Rover and having a decent set of tyres fitted, you’re more than halfway there already. Even so, to make sure the Disco 4 is prepared for all eventualities, one company was called upon for assistance.

‘ProSpeed are just down the road from us and I have known Ollie for many years as we both come from the world of rallying,’ shares Russ. ‘But the main reason for using ProSpeed is that we are getting more and more Disco 4s on the treks and the product of choice is ProSpeed. ‘On my way through Germany the other week, the tree sliders saved the vehicle when I was pushed into the concrete barrier on the autobahn.’ Besides the tree sliders, the Ardventures D4 has got the usual roof rack and ladder installed, while the front has a very neat A-bar and winch setup, along with Lazer Lamps spotlights and protection lining the underside of the car. ‘In the Balkans I came across seven Discovery 3s and 4s touring around, all kitted out for the job,

and you also see quite a few in Morocco,’ continues Russ. ‘I think in the UK we have this Defender thing in our heads, whereas the Europeans just want a vehicle to do the job well, with comfort, speed, room, refinement… all of it! ‘We are seeing increasing amounts of D4 and 5s, but also Range Rover and Rover Sports coming out on treks, which I think is helped by us having 19” and 20” wheels available to hire out with all-terrain tyres fitted.’ As a Commercial, the Ardventures D4 is perfect for Russ, offering vast space for equipment both in the cargo area but also under the floor. Russ adds, ‘Being a tour company lead vehicle, we carry tools, spare fuel, water, mechanical spares, an ARB hydraulic jack, sometimes extra

“I think in the UK we have this Defender thing in our heads, whereas the Europeans want a vehicle to do the job well with comfort, speed, room, refinement… all of it!”

The A-bar provides a mount for a pair of Lazer spotlights, and these days you can’t imagine anyone venturing very far from home without at least some sort of LED lighting to help them find their way. Yet more protection for the delicate low-slung bits comes from a set of ProSpeed tree sliders – which, apart from anything else, have turned out to be useful when combatting pushy drivers on the autobahn

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Land Rover Yearbook 03/11/2020 20:27

Being a Commercial model is about more than just saving you a packet on your tax bills. We’ve often described the Discovery 3 and 4 as having a van-like interior when their back seats are down – and with no back seats but a solid floor and cargo bulkhead instead, this one is more than just van-like. It works for its living, too, regularly carrying tools and spares for Russ and his clients alike wheels and tyres, and it swallows it all up. And the air suspension keeps it all level, even with a James Baroud EVO tent up top and the Warn winch out front.’ Just in the year leading up to lockdown, the Ardventures D4 completed treks to Galicia, Morocco, the Balkans, Portugal, Pyrenees and two coast-to-coast tours of the UK. And don’t worry, if

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any of these destinations seems like old ground to you, Russ is always looking at new places to offer professionally run tours. ‘We’ve been looking at the Scottish North Coast 500, which I know is a road trek, but we have had lots of customers expressing that they want to take everything in and leave the lunch stops, hotels and points of interest to us – which is very

much what the Balkans trek is and that remains extremely popular.’ Wherever you decide to travel with Ardventures, just remember that it’s the 21st Century and overlanding doesn’t mean you have to forego comfort and refinement. Anything your old Land Rover can do, the new generation can do just as well. If not even better…

03/11/2020 20:27

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03/11/2020 18:58:43 20/03/2017 10:06

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79 03/11/2020 19:31:06

DEMO-GRAPHICS Words: Rob Boseley Pictures: Terraﬁrma

Sponsored by

With more and more modified Ford Rangers and Jeep Wranglers appearing at the top end of the market, you might be forgiven for thinking no-one is doing it with Defenders any more. But while 90s and 110s have indeed been redefined by their galloping values, they’re still right at the heart of the UK off-road scene – as very ably demonstrated by this slick new demo truck from Terrafirma, and of course its cool Union Jack artwork

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Land Rover Yearbook 03/11/2020 20:13

ver the last few years, we’ve seen a steady drop-off in the number of Land Rover Defenders being used for off-road projects. People who would once have built one almost by default have been turning to the Jeep Wrangler or Ford Ranger instead, as Defender values have continued to go up and up to the point where they’re just too valuable to risk trashing. But there’s life in the old dog yet. The Defender has turned into more and more of a classic since it went out of production, and the advent of the new one doesn’t appear

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to have changed that, but quality builds are still being done. And the aftermarket which supplies the parts for those builds is still thriving. Indeed, said aftermarket continues to develop new products at a relentless pace. And this 2010 Defender 110 2.4 TDCi is a very good example of that – as well as being pretty tidy evidence of the fact that people are still building them the way they ought to be built. Having started life in the service of the Military Police, the 110 came to Terraﬁrma last year as a standard-spec truck with a good, well known history – just what you want if you can’t be starting with a brand new one. Which, obviously, you can’t when they stopped making them four years ago. Since then, it has been turned into a self-propelled advert and a calling card that illustrates what the company is all about. ‘It shows people what

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The 110’s suspension is a tick-list of all the good stuff, with +2” springs and 8-way adjustable remote-reservoir dampers mounted in tubular towers. Caster corrected front radius arms compensate for the effects of the lift, while cranked trailing links add articulation at the back – something that’s also aided by relocation cones all round they can do using our products,’ says Terrafirma boss Eddie Priscott. ‘We want to offer accessories that they haven’t seen before – things that move the game forward, so that if they buy from us their Land Rover will have something their mates’ don’t.’ But let’s start with something your mates might have – but this 110 doesn’t. One of our closest off-roading acquaintances spent a small fortune a couple of years ago to become the owner of a TDCi Defender with a lavish suite of performance upgrades fitted in-house by a very well established tuner. On the way home from picking it up, its dashboard lit up like a Christmas tree, and a few months later he’d had enough and got rid. Eddie knows all about this stuff – which is why, despite what you might expect, engine-wise at least you’re looking at a stock ‘un. He says he would only tune a Defender to make it more economical, but that seems a bit futile when adding a roof rack and snorkel is going to drop its

fuel consumption into the teens anyway. Add in the barrage of electronic issues and dash warning lights you hear about so frequently, and he’s been happy to leave well alone. In other areas, it’s a very different story. And while the aim hasn’t been to turn the 110 into the ultimate off-road weapon, its ability has definitely been enhanced. They’re the kind of enhancements that don’t come at the expense of a vehicle’s on-road ability, which is something you hear a lot. Sometimes as an excuse for doing it a bit half-heartedly, but in this case it’s the opposite – the mods have been chosen with thought, and carried out to the highest standard possible. There’s nothing new about a 2” suspension lift, for example. But when the longer springs are backed up by 8-stage remote reservoir shocks, you know you’re looking at the good stuff. ‘You can adjust them to suit the balance of ride and handling you want, or the load you’re carrying,’

explains Eddie. ‘I normally keep them set at level 2-3, as I’m tending to use the 110 unladen – obviously the equipment we’ve fitted does have some weight in it, though it’s not as much as you might assume, so there’s no need to go over the top with the damping.’ The big one for weight on a build like this always tends to be the winch and its bumper – however, while this isn’t something you’d want to try balancing on the end of your nose, it’s way lighter than some of the traditional solutions. And we’re not just talking about the old ARC favourite of making everything out of scaffold, either. Believe it or not, Terrafirma’s new Skeleton bumper and A12000 winch only tip the scales at about 45kg between them. That’s impressively light, given the strength in the former, which has a 6mm steel plate winch tray, and the series-wound 6hp motor giving the latter its 12,000lb of pulling capacity. Having a huge amount of weight slung out ahead of your front axle is the worst possible

Above left: Terrafirma’s new Skeleton bumper looks pretty jaw-dropping on the front of the Defender, and with its upswept ends it allows for the best possible approach angle. It’s home to the company’s big-selling A12000 winch – and with the latter wound with the synthetic rope that comes with it as standard, the whole assembly weighs in at less than 45kg Above right: More good stuff from the Skeleton range – these rear corner protectors are the perfect answer to nadgery breakovers, and note the grippy section for access to Terrafirma’s newly designed ladder

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Land Rover Yearbook 03/11/2020 20:14

thing for your vehicle’s steering, ride and handling, so keeping this to the minimum is always going to be beneficial. Better still, it doesn’t get heavy in terms of price, either. You’re looking at something in the region of £450 for the winch – and that gets you 80 feet of 11mm synthetic rope, too, as well as both wired and wireless remotes. Anticipating your next question, Eddie comments that ‘we’ve sold more than 1000 in each of the two years since it was launched, and we’ve had almost no warranty claims on them. We’ve got a full spares support service for people who need it, too.’ The taller suspension, which is catered for by caster-corrected radius arms and an adjustable panhard rod, makes room for a set of 285/75R16 BFGoodrich KM3 Mud-Terrains. These stand at about 33” tall and 11” wide, so they’re a less lardy answer than the 33x12.50s you often see; they’re mounted on 7x16” Terrafirma Dakar rims, with a 30mm offset to give the vehicle the right stance and side-to-side balance. On that subject, Eddie says he’s tried numerous tyre sizes over the years and reckons this is the best thing you can get for a Defender, giving it as much size as it needs without wrecking its overall gearing, needing clunky great spacers so you can go round corners or putting you in mortal danger of brake fade every time you go down a hill that’s longer than the truck’s wheelbase. Not that stopping would be a problem on this vehicle anyway, as it runs an upgraded system using Terrafirma performance pads and crossdrilled, grooved discs with a superbike-style ‘wave’ edge pattern for better still heat dissipation. If you get these things too hot, you really need to learn what engine braking is for… Eddie points out that the Terrafirma pads bite better when cold, too – which is definitely worth thinking about when you’re off-roading. Drive it right, and you might not get on the anchors for half an hour at a time or more, and in typical British conditions that means they’ll be properly chilly – not ideal when you want instant bite, but these pads are designed to get over that. The brakes are fed by extended stainless steel hoses, as you’d expect with a suspension lift – especially one that’s part of a system designed to dislocate. Relocation cones are fitted front and rear, along with cranked trailing links at the back and extended polyurethane bump stops. Everything is made to be both functional and very strong. In the case of the heavy-duty halfshafts, CV joints and steering rods, being very strong is their function. The same can be said of the diff and fuel tank guards, as well as rock sliders and rear bumper corners which also come from Terrafirma’s Skeleton range. Elsewhere, you can’t help but have noticed Terrafirma’s raised air intake, which is a brand new design, as well as the company’s low-line roof rack and rear ladder. And as well as LED upgrades to the headlamps, something very cool indeed is the new bulkhead light mounting kit which allows a pair of LED spots to be positioned at the bottom corners of the windscreen. If there’s anything cooler than the swoopily shaped spare wheel carrier, though, we’re yet to see it…

There’s no such thing as an uncool snorkel, but there are precious few as cool as this new design from Terrafirma. Also new, and cool, is the company’s bulkhead LED light mount – and if you didn’t think it was possible for Defenders to look sexy, just clap your eyes on that spare wheel carrier. Even sexier are Terrafirma’s performance brake discs – note the superbike-style wavy edge to help heat dissipation. The roof console is one of several items helping you make better use of the 110’s cavernous interior space, and the fuel tank guard and rock sliders are part of an extensive range of off-road protection products

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03/11/2020 20:14

Seat fabric was originally designed for, we kid you not, Formula 1 racecars. Good to see it ﬁnding a home in something interesting

Inside, it’s set up for better use of space, with Terraﬁrma’s own cubby box, roof console, dash store and parcel shelves all offering places for your odds and ends. You’ll be doing well to notice any of this, however, when you clap your eyes on the inside of this Defender and see its seats – which have been treated to an F1 retrim. Yes, really. Eddie tells the story that the material was originally created for Red Bull, but the team turned it down because it was too heavy. Creating a Defender with a strong claim to be considered the world’s funkiest sounds like a pretty natural way to trade up from a purpose like that, at any rate. ‘We wanted something that looks classy and contemporary,’ says Eddie. ‘But quilted leather seats aren’t what we’re about. We needed them to be tough and comfortable, as well as breathable and wipe-clean.’ So, how funky does this 110 rate on a scale of one to, well, max funkiness? Oddly enough, it’s one of

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those vehicles which, by being very good at everything, might fall short for people whose idea of the ultimate Defender is completely without compromise. As Eddie has just explained, Terraﬁrma isn’t the place to go if you want a 90 or 110 build solely to tart your way around town: if million-quid leather treatments and monumental stereos are your thing, you’ll probably be looking at this one and thinking if only. You might also be thinking that if you want your ideal Defender to be as hardcore as possible, too. This one is clearly showing some major enhancements over standard – but if your idea of heaven is a fully lockered, triple-winched trayback running 40” Maxxis Trepadors on beadlock rims, chances are that what you see here is your dream towing barge. For everyone in the middle, though, it’s spot-on. You could use this Defender as a daily driver without any problem at

all – and when you want to show it some proper action, it’ll be with you every step of the way. It certainly shows off what Terrafirma is all about, and in its muted blue Union Jack wrap is looks cooler than even the majority of the poshed-up 90s manage to be. For a while there, it was looking as if we might have seen the end of off-road Defenders. People were flocking to take them back to standard, or tart them up with shiny bits, and the steady stream of quality hardcore builds we were used to seeing seemed to have dried up. Some clubs had even started setting out RTV trials to suit Freelanders instead, because their members said their 90s were too valuable to knock about. Would this translate itself into a collapse in demand for off-road accessories, we wondered? Well, this Defender appears to provide a pretty unequivocal answer. Terrafirma clearly hasn’t seen any reason to think the rise and rise in Defender values is stopping people from using them properly – indeed, it’s bringing out new products all the time for the 90 and 110 alike. So no, the end of the Defender as an off-road machine is not nigh. People haven’t stopped building them – it’s just that, if anything, they’ve started building them better. Which is definitely where Terrafirma comes in.

Land Rover Yearbook 03/11/2020 20:14

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05/02/2020 15:19

A QUESTION OF SPORT You don’t often see Range Rover Sports being used off-road. But with the same underpinnings as the Discovery 3, Land Rover’s original premium soft-roader was actually a very capable vehicle – and with a few well chosen mods thrown in, it makes a particularly nice green lane wagon Words: Paul Looe Pictures: Harry Hamm

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e’ve been writing about modified vehicles for a lot of years in this magazine, and in that time we’ve seen all sorts of different makes and models. So it’s rare to come across something for the first time. But here we are. The original first-generation Range Rover Sport was not what you’d call a vehicle built with hardcore off-roading in mind, but it was based on the then-new Discovery 3 –

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which, despite everything, Is very capable indeed if you give it the chance. Not that the Sport was made with modding in mind, either – but a certain amount of kit does exist for the vehicle, and it only takes a few well chosen improvements to liberate a remarkable amount of the off-road potential that’s built in to it. That’s what James Holt has found since buying his 2.7 TDV6 HSE. It’s one from the 2007 model year, and he’s the second owner; the ﬁrst had the

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vehicle for half a decade, during which time he put 92,000 miles on it. Often with smelly labradors in the back, says James. Ripe for off-roading in every sense, then… James, who describes himself as a ‘part-time farmer’, says the Sport was his ﬁrst proper offroad vehicle. He had previously owned a Volvo XC70 (‘for what they are,’ he says, ‘ﬁtted with M&S tyres they will go down most lanes’) and he must have liked it as he now has another one which he

uses mainly for motorway miles – but the Rangey is very much his workhorse. ‘Being a farmer means I have to do a lot of towing,’ he points out. ‘As it also involves driving off-road in muddy ﬁelds, I set my Range Rover up to be as practical as possible for what I need it to do. ‘I’ve since joined Bonkas 4x4, so that I could truly understand its capabilities with a fun group of experienced off-roaders. I’ve done pay’n’play

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The Easy Lift suspension module takes control of the vehicle’s air springs, offering a range of seven programmable height settings from -35 to +75mm. Made in Italy, it’s available for most Land Rovers with air suspension and can be controlled either by its own buttons or via an app on your phone

‘I do a lot of towing and driving in muddy fields, so I set my Range Rover up to be as practical as possible for what I need it to do’ and some lanes – plus obviously also plenty of driving around boggy fields.’ So how do you prep a Range Rover Sport for this? We’re talking about a high-spec luxury SUV built for motorway cruising and one-upmanship on the school run, after all. The first answer, and one which Land Rover would be extremely keen to give you, is that the vehicle does have some pretty stunning ability in standard form. However it also has big alloys wrapped in wide, low-profile tyres – which isn’t so bad if you’re talking about sand or even what passes for rocks in the UK, but definitely wasn’t a combination chosen with mud in mind. The good news is that the tyre industry has caught up with the SUV boom, and these days you can get a set of all-terrains or mud-terrains to go around those alloys. James’ Sport, for example, rolls on 19” rims – and he’s got not one but two

sets of rubber for them. He uses 255/55R19 General Grabber AT3 all-terrains for lighter work and, when the going’s set to be gnarlier, Technic MTs from Beartown Tyres. As these choices illustrate, we’re looking at a general-use off-road vehicle from the real world, here, not some sort of death-and-hell extreme machine. You’d struggle more than a little to turn a Range Rover Sport into the latter, to be fair – and anyway, it’s not what James was trying to achieve in the first place. For a combination of playdays, laning and an all-round job of work down on the farm, these tyres are more than enough – and they stop well short of being silly, too, which is no small thing. Obviously, lifting a vehicle with all-independent air suspension isn’t as straightforward a business as it is on a less complex Land Rover, but it can still be done. One very popular answer indeed is

to replace the often-troublesome air springs with coils, but James has been more adventurous and fitted an Easy Lift kit. This is a clever little electronic module which takes control of the vehicle’s air suspension, allowing it to be cycled through a range of seven programmable heights from -35 to +75mm. Made in Italy, the kit also offers a self-levelling function, allowing owners with a roof tent to sleep in it even when they’re parked on uneven ground, and it can be operated using its own controller or a smartphone app. Up front, the engine is standard but for an EGR delete. Ahead of it is a low-line Warn winch mounted using an original-equipment Land Rover cradle – not something you see every day, but with the Range Rover Sport’s history as a G4 Challenge vehicle this is the sort of kit that had to be developed for it.

Left: 255/55R19 tyres weren’t created with off-roading in mind, but since they started appearing on vehicles like the Range Rover Sport the industry has started making them in off-road patterns. These are General Grabber AT3 all-terrains; James also has a set of Technic muds for when he expects life to get haggard Below: Heavy-duty Wildbear tree sliders are part of a range of off-road equipment being developed for the Range Rover Sport

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It might not look much like it, but the front bumper is the one with which the vehicle left the factory. What makes the difference is that behind it is an original-equipment Land Rover winch mount, home to a slimline winch from Warn. The view you get while James is running you over, meanwhile, reveals an extremely comprehensive aluminium sump guard – which certainly looks like it was designed to protect more than just the sump There’s also an aluminium sump guard up front, as well as a Trust AL1 towbar at the back. In between, one of the most vulnerable areas on a vehicle like this will inevitably be its sills – hence the appearance of a set of heavy-duty tree sliders from Wildbear, recently launched as part of a new

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range of off-road equipment being developed for the Range Rover Sport. All this has happened slowly over a period of time as James has gained more and more of an understanding of the vehicle, what it can do and what else it needs to get the best from it. He says he does some of his own spannering, but that he also has ‘a great local mechanic’ who looks after the vehicle – and given the way it’s set up, you’d be inclined

to acknowledge that he appears to look after it very well. As the original Range Rover Sport gets older and more affordable, will we see a flood of them starting to be used as off-road toys? Unlikely, you’d have to say, though if we don’t see a flood then at least the drip might turn in to a trickle. The fact that there are also loads of Discovery 3s out there is likely to mean that what you’re looking at here will always remain a rarity. Maybe it’s not just the vehicle that’s rare, though. Maybe it’s an owner who recognises the limits of what he wants or needs to do off-road and is happy to stay within them, building a vehicle that makes the right compromises to do all its various jobs really well. Which, you could say, has always been the Range Rover way. A Defender with 37” tyres will always make it further into an old quarry – but next time you’re setting off on a six-hour motorway journey for a weekend on the lanes, just think about James’ vehicle and ask yourself who’s going to have the best time…

03/11/2020 19:43

IMMACULATE C Some years ago, Richard Barnett used to gaze longingly at his friend’s immaculate 300Tdi Discovery. Finally, the great day came when the vehicle became his – and the conception of a truly sensational off-road camper could begin Words: Mike Trott Pictures: Mike Trott, David Sharp and Richard Barnett

Sponsored by

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E CONCEPTION

hen you own a Land Rover, it’s the globetrotting adventures that you dream of most. You can tell yourself that you’re happy enough using your Defender 110 to drive the kids to school, or that you enjoy just tinkering and making sure your Series III hasn’t lost a fatal amount of ﬂuid to your driveway, but is that really the extent of your curiosity? There are plenty of Green Oval enthusiasts out there that show you really can live for overlanding. Take Richard Barnett, for instance. A man of Discovery, in more ways than one, Richard didn’t just see his Land Rover as a ticket to go on distant adventures. Instead, he took the decision to convert his Discovery to become the perfect overland truck. However, it began with Richard gazing with envy at his mate’s Land Rover. ‘Every time I saw it, the truck was immaculate,’ recalls Richard. ‘So I said, “If you ever want to sell it, let me know”. At the time, the Land Rover was a regular 300Tdi

Discovery, ﬁnished in blue. But a lot has changed since then. It was seven years ago when the Discovery was relinquished into Richard’s possession, by which time he had already experienced his ﬁrst expedition whilst travelling with Atlas Overland on one of their Pyrenees treks. ‘The Pyrenees trip was around ten years ago and gave me the taste. Then the Discovery came along,’ smiles Richard. Morocco and Corsica were also ticked off the list, again whilst using Atlas Overland, but now at the wheel of the blue Discovery. Somewhere along the line, though, the blue exterior transformed into the yellow complexion you see here. ‘The Camel Trophy idea came about after I bought it,’ says Richard. I’d always wanted one, but could never justify the asking price. So I went and got some yellow paint and stickers instead.’

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The off-road prep is that of a typical playday or laning build, with a raised air intake, solid steering guard, +2” Bearmach suspension lift and tubular bumper and A-bar on top of a heavy-duty winch mount. We doubt you’ll have seen anything like this cab-top roof rack before, though – the pop-top camper body means space is short, in every sense of the word, but there’s still room for a space wheel up there and that makes it precious. As you can see in the picture below, the legs of the roof rack also make a very handy anchoring point for a washing line – which, if you’re sharing a vehicle for weeks at a time, is the sort of things you’ll most likely come to appreciate more than most people could ever comprehend

The cabin is like that thing from the Generation Game. Dash-top pod… antenna… tablet mount… power supply… dash cam… mobile phone cradle… seat covers… pair of shades… cuddly toy. Brucie would have approved

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Left: These days, a Land Rover without climate control would be incomprehensible. But it was only standard on high-spec versions of the Discovery 1 – hence this little reminder of what life was like in the early days of expedition travel Right: Something else they didn’t have in the early days of expedition travel was electronics. Not to worry, though, Richard’s Disco has enough of those on board to make up for everyone else

“The whole thing was fabricated from scratch. I didn’t want it too wide or big – it’s only three inches wider on each side than a regular Discovery” To show off the Discovery’s new paint job, Richard celebrated with another overland trip, this time to the edge of the Arctic Circle and the depths of Scandinavia. Up until this point, Richard and his partner had been using roof tents – at first a Howling Moon and then latterly their preferred Magolina – and for a time this was a perfectly acceptable setup. But an even better setup, dreamt up by Richard, was soon to become a reality. ‘The problem was that we found when the weather turned bad we didn’t really have anywhere to go,’ explains Richard. ‘The awning would

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provide a bit of protection, but just didn’t cut it. Climbing up and down the ladder, especially after a drink or two, that wasn’t going to cut it either…’ So when the Discovery started showing signs of corrosion on the rear, Richard decided that rather than weld the issue away for a year or so, the time had come to convert the truck into a proper overlanding camper. Built on his garage floor with some

assistance from a few mates, Richard set about constructing a new rear frame and body for the Discovery that would allow for sleeping inside the vehicle, whilst still housing all the kit needed on such expeditions.

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Top: The contents of the rear body are meticulously arranged to make every last scrap of space work for its living. Richard planned its design with storage on one side and windows on the other – and in between them is a double bed which folds away when not in use. The panel on the back of the cab is home to a variety of items, including a pair of speakers, a carbon monoxide alarm, a solarpanel monitor and a panel for the night-time heating Above right: Tucked in to the right of the back body, just ahead of the rear door, is an Engel fridge-freezer Right: One of the final parts of the jigsaw to fall in to place, the rear door was created to provide additional storage space. The drop-down shelf seen to the bottom right illustrates just how three-dimensional its design is

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The rear body was designed to be as usable as possible in every way, and there are countless fittings, hatches and stowage holes all around it for this very reason. A recovery rope is stashed just behind the offside rear wheel, for example, and a door above the nearside tail-lights opens to reveal a pull-out shower ‘The whole thing ended up being fabricated from scratch and I took sheets down to a metal folder in Cardiff,’ says Richard. ‘I didn’t want it too wide or too big, so it’s only three inches wider on each side than a regular Discovery. And the thinner walls give you lots of extra space.’ Still on the same chassis and original body mounts, the Discovery now runs a mid-duty 2” lift from Bearmach and Pro Comp shocks, which are slightly softer and provide a better ride quality when travelling across desert. Having now been to Morocco three times, it’s probably safe to take Richard’s word for it! Richard continues, ‘We thought about having the bed up in the roof, but the car could have done with being 2ft longer. It was all planned out, though, with windows on one side and storage on the other.’ Towards the top, there’s a solar panel, CO alarm and night heater panel, while a fridge sits near

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the rear door – which in turn is a relatively new addition after a friend folded it to aid with interior space and storage options. Things are kept simple in here to minimise any issues. The cabin, for example, is backed with a sheet of canvas using Velcro to stop dust getting into the rear when on the move. Having completed the conversion, it’s no surprise that Richard has been finding any excuse to get out into the world. ‘We’ve now done most of the Atlas Overland destinations, although we’re looking at Portugal next,’ speaks Richard. ‘Morocco is the off-roader’s dream and while the people and culture are fabulous, for driving it’s great. It’s a proper full-on adventure. But if you’re one for relaxing, Corsica is probably the favourite.’ You begin to wonder whether there is anywhere left for Richard to explore, but

actually one of the top priorities on the bucket list lies on the doorstep. ‘Scotland is one place we’d really like to visit, or the Outer Hebrides to be exact,’ continues Richard. With the Discovery now a Land Rover primed for overlanding, we’ve no doubt it won’t be long before Richard can tick off another destination. ‘Overlanding in a Land Rover? Completed it, mate.’

03/11/2020 20:34

Defender modding 101

MODIFYING A DEFENDER used to mean a very different thing to what people tend to do with their 90s and 110s today. Time was that modifications would focus on what was necessary to create a world-beating off-road machine, with big lifts allowing massive tyres and epic levels of suspension flex. The market for off-road mods became very sophisticated. You could build a Defender with sensational articulation and endless tractability, and you could make it almost completely indestructible. You still can, of course. But the market has moved on. People are turning to other vehicles for off-road projects – and Defender owners are looking to enhance their abilities as everyday vehicles. What this means is that things have moved towards increased performance and styling enhancements, both to the vehicles’ bodies and their cabins.

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One thing the off and on-road modding markets have in common is that they offer almost no end of scope. As your project develops, you can take it in more or less whatever direction you want, safe in the knowledge that there’ll be a supplier waiting to sell you what you need to get you there. But where do you start? With the best vehicle you can afford, is one common answer to that question. But moving on from there, for an introductory suite of work you could do worse than check out what’s happening to the Landy in these pictures. It’s a 2.4 TDCi Puma, so we’re talking about a pretty late one. We caught up with it in the workshop at Marrion 4x4, where it was fitted with an upgraded air filter, new wheels and tyres, a cat-back exhaust, EGR blank and Alive Tuning remap. Not a bad little collection there for the Defender owner who wants to go faster and look more stylish

in the process – which, let’s face it, most of us do! So wherever you

want your project to go, tune in here to Defender modding 101…

People have been tuning engines since there were engines to tune, but it’s only relatively recently that you’ve been able to do it simply by plugging in a laptop. Microsoft’s finest is used to download a new power map, which is then uploaded to the Defender’s ECU – and bingo, you have a Puma with the heart of a cheetah

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1: Installing a performance air filter is about as easy a job as you’ll ever have on a Defender. Start by freeing off the two clips on the airbox 2: Now loosen the jubilee clip fitted around the air induction pipe 3: Detach the airflow sensor on the top of the airbox 4: Release the cover and remove the old air filter, plus any remaining debris lying at the base of the box 5: Insert the new air filter before replacing the cover, tucking it under the lip of the wing prior to securing the unit

6: Blanking off the EGR valve creates less problems with the vehicle’s ECU than removing it altogether 7: There are two nuts that need to be loosened, situated towards the bulkhead at the rear of the engine bay 8: Providing you have double-jointed wrists, the blanking plate can be installed within 5-10 minutes 9: In the centre of the image, note the slim silver plate about 1cm from the nut. Once in place, tighten up

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10: Now we move on to fitting the cat-back exhaust. This has a smaller centre box, meaning is makes a fruitier noise 11: Step one is to undo the two bolts at the clamping point immediately ahead of the standard-fit centre box 12: Release the old exhaust from its hangers and rubber mounts, then prep the mid-pipe by sanding down its edge to allow a better seal 13: Hang the new exhaust on the mounts first, making sure it’s sitting correctly before tightening up the bolts 14: The exhaust should flow over the rear axle and under the A-frame to mimic the shape of the OEM unit. If it doesn’t, you’ve definitely got trouble in store… 15: Once the exhaust is hung in the correct position, start tightening the connecting bolts, moving from the centre to the rear

If you’ve made it this far, taking off the old wheels and tyres and installing the new ones probably won’t be beyond you. Having said that, you might not have the equipment in your workshop to mount your new tyres on their shiny alloys. Assuming everything is indeed fresh out of the box, the wheels will need valves popped in to them, then you’ve got the business of mounting them up and balancing them. Easy if you’ve got the kit, but if not the good news is that carting the whole lot down to your local ATS is pretty simple too

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99 03/11/2020 19:26:31

Strip Show THE STOP-START STORY of our Land Rover Defender 90 Td5 has focused largely on the Editor’s enormous indecision as to what to actually do with it. The vehicle came to us two and a half years ago as someone else’s modified off-road toy – something we’d normally be cautious about, but in this case the seller was an old friend and the 90 was a known quantity as a result. The original plan was to use it as-is, add a few mods of our own and end up with a more hardcore variation on the same theme. Or was it to do six months of as much green laning as possible then take it off the road and turn it into a British homage to the NAS 90s of 25 years ago.

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Yes, the NAS 90 was 25 years ago. Way to feel old… Anyway, fate intervened and it turned out that the 90 wasn’t really fitting the bill for what we wanted to do. One reason for this was that it was one of the last with inwardfacing rear seats, and these have been long since discredited from a safety point of view. A definite issue for the Ed, who has young children to think about. Of course, there are ways of addressing this, but they tend to involve either spending a small fortune or making do with a bodge. Not being able to park anywhere for more than about five minutes without worrying that it’s going to be nicked is a bit of an issue, too.

We all know what a massive, neverending problem this is for Defender owners; there are various ways of protecting yourself, but all you can really do is fix things so it’s easier for the scabs to thieve someone else’s instead. Finally, and this is a little embarrassing, the off-roading we do tends to involve a lot of motorway

miles to get to and from the clusters of green lanes scattered all around the country. And if there’s anything you don’t want to be using for motorway miles, it’s a 90. So, after many months of prevaricating, we decided to do what so many people are doing with Defenders now. We were going to take it back, if not to showroom

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Any programme of work on a vehicle that’s done much off-roading is likely to start with WD40 being sprayed all over the place. Actually, before that happens, as in this case it’s even more likely to start with a load of dried mud being fetched out for access to the ﬁxings that want freeing off. The towbar isn’t exactly an item of off-road equipment, but it’s not a pretty sight either. It had to come off, as the crossmember behind it was rusted out at each end, but we’d have been removing it anyway in our quest to get the 90 back as close as reasonably possible to its original spec standard, then to as close as we could get to the way Land Rover intended it to be in the ﬁrst place.

You see an awful lot of tarted-up stinkers for sale at idiotic prices, but that’s not what we’re about.

With very low miles, few owners and a proper wad of history, the 90 is a sound one. Still, we didn’t

want to turn it into a blinger. The aim instead is to remove the accoutrements of its life as an

As we’ve mentioned before, we wouldn’t normally take a punt on someone else’s old off-roader. But the 90 was a known quantity as it had spent all its life with a good friend, so we knew its history. We didn’t know a pile of broken glass would coming pouring out of the roof lining when it was dropped away, though…

The Safari Snorkel wasn’t designed to be used with an exo cage, so a bit of inventiveness was required when it was originally ﬁtted. With the breathers unclipped and the cage mountings freed off, it’s unﬁxed from behind the wing and lifted away. The blanking plate over the original intake in the wing shows where the snorkel would normally have sat

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5: The front hoop is fixed through the wing to stays mounted to brackets on the chassis outriggers. Both will be removed; first, the cage is unbolted in preparation for the external part being lifted away 6-10: To free off the exo part of the cage, the bolts through the roof to the rear hoop need to be freed off. As it turns out, this is (much) easier said than done. First, though, the headlining needs to be undone and dropped off for access to the brackets, which means removing the mirror mount, sun visors, vanity light and door seals. You definitely need to be patient…

11-13: Undoing the bolts from the roof bracket is a truly horrible job – access to the nuts on the inner side of the roof is almost non-existent 14-16: With the cage ﬁnally unbolted, it can be lifted away. It’s pukka kit, made by noted cage specialist Protection and Performance, so we’re keeping hold of it in case the 90’s next owner wants to reﬁt it

Below: The bolt-on diff guard was always scheduled for removal – it’s an effective way of protecting the diff casing from impacts, but we no longer have a need for it. Interestingly, it was showing signs of rubbing against the fuel tank – as was the tank itself, seen here dropped off while changing the rear crossmember

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“The workshop ﬂoor was soon looking like the inside of a Gro-Bag” off-road plaything and turn it back into what it was, or is – a high-spec, late-letter Td5 XS with almost all its life still ahead of it. Step one was to strip away the off-road equipment. At the same time, we needed to replace the front wings, which were beaten to death (and, in one case, had had a hole blown through it for the snorkel), and the rear crossmember, which was rotten. That’s the sort of stuff you often tend to buy from Britpart, which is just what we did. The company supplied a replacement crossmember and both wings, along with the hardware required to ﬁt them. We also ordered up a set of side sills and a standard front

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bumper, as well as four new springs and shocks – more on these at a later date. However well it’s been looked after, a major part of dismantling a vehicle that’s used off-road is going to be fetching dried mud out from every corner of its underside. Sure enough, the workshop ﬂoor was soon looking like the inside of a Gro-bag, but before long there was enough access to all the various ﬁxings for the atmosphere to hang thick with the smell of WD40. We’ll look at the crossmember replacement in a future issue, but an interesting feature of the job here was that in order to have enough clearance underneath the vehicle, the roll cage would have

to be unbolted. Not a problem, as it was on the list to come away anyway, but you might not expect the extra body ﬂex to make the difference. That, however, is how tight the tolerances are under there. On the subject of the cage, it has an external front hoop and stays and an internal rear portion which replaces the bulkhead. We decided to leave the latter part in place – it’s providing the strength that the bulkhead would have provided, and while it certainly wouldn’t qualify as rollover protection in the eyes of a scrutineer any more, there’s enough about what remains to keep the roof up in most kinds of inversion. Another good example of close tolerances came when we took a

look at the bolt-on guard protecting the rear diff. It had done its job well – but it had also been rubbing on the fuel tank in the process. Just that extra thickness over the top of the axle case was enough to make the difference. So, lots to come off, and we’ll let the pictures tell the story. But what this covers is the general process of stripping away the off-road kit, not including speciﬁc items that were due to be replaced directly. Again, that’s for another issue. Fair to say there’s enough here to convince you there’s nothing to be scared of in taking on a project – or, conversely, that pulling apart an old Landy is too much of a Pandora’s box ever to be attempted…

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SUDAN-LY I SEE… En route from London to Cape Town, the largest country in Africa turns out to be a land

Words and pictures: Raymond and Nereide Greaves

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of surprises – and contradictions

herever your travels take you in the world, on any expedition there’s a point at which things change. You’ve set off from home, everything is very familiar and, even though things start to become more foreign, you still feel you’re in relatively known territory. But then you’ll cross a border or a mountain pass, or reach some other watershed on the road, and you’ll know that now, you really are a world away from home. For us, that moment came when we disembarked from a ferry across Lake Nasser and found ourselves in Sudan. It’s an experience many people have had when travelling from Britain to South Africa via what’s known as the Eastern route. You start with Europe, then experience the Middle Eastern cultures of Turkey, Egypt and the lands in between – which are very different to our own, of course, but still allow you to feel like a holidaymaker rather than a traveller. The Lake Nasser ferry itself comes as a shock to many people, because it’s so crowded and, if you end up below decks, so stiﬂingly hot and smelly. We were lucky and managed to get a prime spot in the shade of a lifeboat, so the experience turned out to be quite pleasant, but once into Sudan we knew we were no longer in our comfort zone. Even Egypt, while it is certainly part of Africa, is very touristy in places, but now we were into the unknown. Talking of comfort zones, ours was still somewhere on Lake Nasser. We were travelling aboard our Range Rover L322 (to the best of our knowledge, the ﬁrst time

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anyone had ever tried to make this trip in such a vehicle) and the barge carrying it, along with various other overlanders’ vehicles, was a couple of days behind the ferry. This gave us two days to spend in Wadi Halfa, a place which the Bradt guide unpromisingly describes as ‘the end of the earth’. Well, it’s either the end or the beginning, depending on how you look at it. We had made friends with four German guys who were following the same sort of route as us in a couple of Defenders, and along with some other travellers with motorbikes we hung out in the town playing cards, talking and laughing until the barge ﬁnally docked. Our target was to make for the capital Khartoum, then beyond there head towards the Ethiopian border at Gallabat, and we had given ourselves just over a week in which to do it. By the time all our cars had been unloaded from the ferry (a fearsome business involving a couple of planks and a lot of nervous tension) and cleared customs, it was late afternoon, but we were all chomping at the bit to leave Wadi Halfa and get underway. So along with our new German friends, we decided to head off in convoy and ﬁnd somewhere to camp in the desert. This could have been extremely tough, had we made the trip just a few months previously. We had read that the section of road between Wadi Halfa and Dongola was 185 miles of unpaved track through the desert – but just in time for our arrival, it had been beautifully paved! So we cruised along at a serene 100km/h, unable to believe our luck. Perhaps this removes some of the romance and challenge

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If you’re travelling through Africa by what’s commonly referred to as the Eastern route, the Lake Nasser ferry is something of a rite of passage. People are carried on the ferry itself, while cargo, including vehicles, follows a day later (or two, if the captain decides not to leave on time). What this picture doesn’t show is that the Range Rover made the crossing with a load of crates leant up against it, resulting in respray-level damage – something that seemed lost on the captain when he came around after disembarkation asking for baksheesh…

of the trip, but in reality we (and no doubt the car) were very grateful. Not that there wasn’t off-roading to be done along the way. In fact, with the sun sinking lower in the sky there was an increasing urgency to find somewhere to camp. Ideally we wanted to be out of sight of the road, meaning an excursion into the desert to drive behind a hill. After some scouting, we found something that looked suitable. And to get there, we gave the Rangie its first proper taste of off-roading, traversing rocks, soft sand and steep slopes. Low-range gears and the ability to raise the vehicle on its adjustable air suspension were hugely useful here, and it coped imperiously. The guys in their Defenders were noticeably less concerned about what the sharp rocks might do to their tyres, however – that’s the beauty of tall sidewalls! As the sun sank below the horizon, we all swung into action to set up camp and make a decent meal. Setting up the Rangie’s tent is simplicity itself, so we were soon busying ourselves with setting up the primus stove… and, once again, we managed to get threefoot flames out of it while setting everything adjacent to it on fire. The Germans found this absolutely hilarious, needless to say, but despite the drama we were soon settling down to a delicious meal of barbecued (no, not cremated) beef and vegetable stew.

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In the pitch darkness of the desert, the wind picked up and the temperature dropped fast. The Germans had a tarpaulin from which we could erect a makeshift wind break, so we all huddled around the glowing embers of the barbecue coals and joked and bantered well into the evening. Meeting these guys had turned out to be a real stroke of luck; they were excellent travel companions. In the green Land Rover were Reisefuhrer Benedikt, cerebral and cultured, and his copilot Nora, fun and sophisticated. In the orange vehicle was Christian (who generally introduced himself as ‘Chris’ in Islamic countries!),

practical and resourceful. His co-pilot up to Addis Ababa was Levin, aristocratic and full of acerbic quips and one-liners. All in all a great team. None of us slept too well that night – the wind made too much noise for any decent rest. And it was cold. So after a leisurely breakfast of Dorset Cereals from Waitrose, which had made it all the way out to Sudan, we set off on the perfect, desolate road, direction Dongola. Occasionally we got a glimpse of the Nile, but mostly it was arid desert on both sides and there were very few cars or even people to be seen. It was very comforting to be in a convoy!

Before Dongola, we pulled off the road into the sand and drove into a tiny little town. We had heard that here we could get a boat across the Nile and take a look at one of the many Egyptian ruins that punctuate this section of the river. Our intelligence was good – soon we were in a small motor boat crossing the mighty Nile. ‘Are there crocodiles in this bit of the river?’ someone asked nervously. ‘Oh yes,’ replied our guide. ‘But today it is quite windy so they are probably deep underwater.’ Very reassuring indeed. Selib Temple turned out to be an interesting ruin in the EgyptianRoman style, and visiting it without the industrial-scale harassment that comes with being a tourist in Egypt itself was nice. But to some extent we were all getting archaeological fatigue, so we didn’t linger. Crossing our fingers, we made another trip across the Nile – but then before we headed on our way, we were invited into someone’s house for tea. How very welcoming, and a typical gesture of the Northern Sudanese. The house was cool, calming and colourful. The owner of the house was able to make basic conversation with us and his children were beautifully behaved. We had delicious Sudanese tea and some biscuits which were lovely and fresh. They did taste suspiciously like Walkers shortbread, but it would have been tremendously churlish to complain about that… We had anticipated staying in Dongola before continuing to Khartoum, however the new road meant we were making such good time that instead we could see

One of the good things about all-in-it-together experiences like the Lake Nasser ferry is that they give you the chance to make friends with other overlanders. The authors spent their time on the crossing with four Germans who were travelling in a couple of Defender 110s, and by time the vehicles arrived in Wadi Halfa they had resolved to set out through Sudan in convoy. Which, as it turns out, is about the only way to see any other cars on the journey through the northern half of Africa’s biggest nation

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Turns out Egypt isn’t the only place in the world with pyramids. It’s just that in Sudan, you actually get to visit them without a swarm of aggressive tourist trolls making you wish you’d stayed at home some more of this region. So we headed straight across the desert to Karima. Interestingly, on our map of Sudan there isn’t even a track marked between Dongola and Karima, but now there is wonderfully smooth tarmac. No doubt funded by Chinese money, some bits of infrastructure are developing fast here. We made Karima at sundown and we all knew exactly where we were heading. We had read that Sudan’s only boutique hotel (the Nubia Rest

House, run by an Italian lady) was here and, given that we all have hedonistic tendencies, we beat a path to its door. Not unreasonable, having spent the previous week either on a ferry, in a $6 per night hostel or in the desert. A hot shower would be as welcome as a comfortable bed. The tarred road ended in Karima and we had to roam around on sandy tracks to find the hotel – which, as it turned out, stood by itself in the desert,

directly overlooking the main local attraction, Jebel Berkel. After registering with the local police, which you have to do in Sudan before checking in to any hotel, we relaxed and enjoyed this oasis. Who exactly this had been built for we are not sure, as tourists are a bit thin on the ground here, but that didn’t worry us as we devoured a fine Italian dinner to the sounds of Chopin’s Nocturnes in the background. It was all so good, we all stayed for a second night.

We were really enjoying the friendliness of Northern Sudan, and there was a fine example of this the following day as we wandered around the ruins at the base of Jebel Berkel, a towering rock monolith overlooking our hotel. Here, we encountered a local school outing; all the kids were excited to see us and out came their smartphones to take our photos! We took lots of photos of them, too, and they crowded around the camera afterwards to see the

Khartoum is one of those never-again cities, but the northern part of Sudan is very friendly and welcoming – the sort of place where, in keeping with the rules of Arabic hospitality, strangers will invite you in for tea. There’s also a remarkably smooth new road from Wadi Halfa to Karima, which had just been completed shortly before the authors made the trip – though everyone is so friendly round here that the desert is already making itself at home on top of the tarmac…

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Khartoum wasn’t very nice, so it was a good place to get stuff done – like treating the Range Rover to new air and fuel filters, with 5500 miles now on the clock since leaving London. Carrying diagnostic equipment is pretty much essential when you’re away from home in a vehicle such as this – and it was also worth an invite to the British embassy, because it turned out that a bloke there hadn’t thought of this before importing an L322 of his own…

results. It was just a really happy, friendly scene, with never any suggestion of payment – which would certainly have blighted such a situation in Egypt. The next day we departed, diverging from our German friends – but with a rendezvous planned a few days hence in Khartoum. Our journey south to the capital was without incident, but a breakdown here and the outcome could have been very different – the 250-mile drive through the desert was one of the most remote of our entire trip. On the whole journey, we probably saw no more than ten other vehicles in total. As we headed south, the temperature steadily rose. The desert had been sunny but not searingly hot, as we were making the journey in winter, but in Khartoum it was thirty degrees or more during the day and warm in the evening. One can only wonder what it is like in the summer, when it regularly hits fifty degrees and sometimes fifty-five… To get into Khartoum, we first had to drive through Omdurman. A young soldier by the name of Winston Churchill fought here in 1898 as Lord Kitchener’s forces routed a much larger Mahdist army during the re-conquest of Sudan, but today it is simply a sprawling mess of slums, souks and shabby buses ferrying commuters. And it was here that we noticed that the smiles,

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waves and friendliness of Northern Sudan had disappeared. Khartoum is low-rise, grey and uninspiring. Its greatest attraction is the confluence of the White and Blue Niles. The White Nile, rising in Uganda (or is it Rwanda? Or Burundi?) is much more silty than the Blue Nile, which rises in Ethiopia. As a result, it is easy to distinguish the two as they merge. We would now be following the Blue Nile into Ethiopia, where we would see its source at Lake Tana. We wouldn’t be seeing the White Nile again until Uganda. Finding precious little capable of inspiring us in Khartoum, we

quickly abandoned sight-seeing and concentrated on rest, laundry and lots of other prosaic tasks – the sort of stuff you never think about when you’re planning an expedition, but which needs to be done just as much as it does back home. We gave the Range Rover some love, too – at 5500 miles from home, we decided it would be wise to change the fuel and air filters to tide it over before the major service we had planned for it in Nairobi. We did a lot of research into the wisdom or otherwise of using an L322 for this trip before committing ourselves, and found little to worry us in the standard of the vehicle’s

engineering. And sure enough, thus far it had run faultlessly all the way from London. The Rangie even scored us an invitation to the British embassy, thanks to a chap who had imported an L322 of his own into the country when he was posted there. It turned out that he had a few problems with his vehicle, so we agreed to meet him and use our diagnostic equipment to try and pinpoint their source. Some thoughts on Sudan here. It is the biggest country in Africa but has a population of only 40 million. In the easy-going North, it is easy to forget some of the realities, but when all’s said and done it is still a fundamentalist state and throughout our time within its borders, we were living under Sharia law. Drinking alcohol is banned. Sex before marriage is punishable by stoning. Stealing is punishable by amputation of a hand or arm (as demonstrated by various beggars in the streets). Women have absolutely no rights. Photography of government buildings, roads, bridges or just about anything of interest is banned. You need a photography permit to photograph anything that isn’t banned. Guards with guns are everywhere. Plainclothes policemen and secret service are everywhere too We came to expect everything we did to be watched. To share a hotel room, we had to pretend to be married, fake wedding rings and all. After a while, all this started to weigh on us and we began to get a little paranoid. Surely it would only be a matter of time before we were spotted transgressing Sharia law? Surely they would work out that we

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were not really married? What would the consequences be? Well, we were spotted making a minor transgression. Late one evening, returning to our hotel from a pleasant riverside barbecue with fellow travellers, we decided to make an illegal simplification to an over-complicated road junction. Immediately, we were spotted and stopped by a hostile-looking and zealous traffic warden. He angrily pointed out the signs that banned our manoeuvre and demanded a fine of one thousand dinar. The language barrier was a major issue here and we hated to point out that the local currency was pounds, not dinar… After a few minutes of neither side understanding the other, anyway, another road user made exactly the same manoeuvre. We pointed this out to the warden and as he walked over to rant at the other driver, we just drove off into the night. We left Khartoum the following day. There’s nothing much to see on the way to the Ethiopian border, so it was just a matter of covering the 370 miles or so it takes to get you there. There’s an interesting history lesson to be learned from the land between Khartoum and Wad Madani, however, which is a thriving agricultural region. This is one of the positive legacies of British colonisation. Around the time of the First World War, a very

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ambitious and enlightened irrigation and agricultural scheme was implemented in the region, covering a million acres and with proper inclusion of local farmers. The area continues to be a major producer to this day. The other thing we learned about Wad Madani is that it’s very easy to get lost there. We drove, and drove, and eventually we picked up the main road again, but this was yet another occasion on which we were left wondering why, in Sudan, outside of Khartoum itself we had not seen a single road sign, road number or anything else that might be useful for navigation. Stopping for lunch, we opened the Range Rover’s doors to be hit by a wind so strong and warm it felt like standing in front of a giant hairdryer. It might still have been winter, but definitely no longer in a form we recognised… Unfortunately, progress on these roads was frustrating due to a combination of traffic, pot holes and the occasional check point. Thus we had to stop for the night in Gederef, the last town of any note before the border. The hotel was mediocre at best, the room only enlivened by the odd cockroach, and dinner was even worse. It usually pays to order something simple when you’re staying in more basic places like this, but they managed to make even a pizza truly horrible.

So the following day we rose early, covered the remaining 90 miles or so to the border at Gallabat and, after the usual hour of paperwork, crossed into Ethiopia. Sudan had been a tale of two halves. The North of the country was beautiful, very friendly and, in truth, a pleasant surprise – but from Khartoum south to the border it was flat, featureless and all rather grumpy. As a travel experience, it did indeed represent the watershed in our expedition when we could no longer pretend we were in any way close to home – but in the end, we were happy to leave it behind.

It wasn’t just that travelling here had become a bit of a chore, however. Ethiopia is a country which promises much to overlanders, and as we cleared the border and set off it was with a renewed sense of anticipation. Sudan was what it was, but it had brought us to another destination – and, as always on the road, that made every mile worth it. Raymond and Nereide Greaves drove their Range Rover from London to Cape Town in the first half of 2010. You can read the full story of their expedition by visiting their website at www.lilongwedown.com

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THE BEST OF BRITAIN With travel packages promising adventures in the wildest parts of Britain aboard a prepped Words: Gary Noskill Pictures: Celtic Routes

verlanding has become a lot more difficult since the start of this year. The impact of the pandemic has been profound, with expedition operators mothballing their businesses and solo travellers forced to abandon their vehicles and scramble home on repatriation flights. As the world moves on and starts to looks to a time beyond covid, some of those expedition operators

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Disco 4, Celtic Routes offers ready-made itineraries ‘one day away, a million miles from home’

have started to adapt. None more so than the team behind the extremely well respected Peru Safari – who have looked closer to home to create a range of new tours under the name of Celtic Routes. Promising a real taste of the wild, these unique itineraries explore the furthest flung corners of the Celtic World – Scotland, Wales and Ireland. Unlike the traditional tag-along green lane tour, these are app-led

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routes for clients who hire one of Celtic Routes’ own fully prepped Land Rover Discovery 4s. Customers pick up their vehicles from the company’s base in Cheshire, just half an hour from either Liverpool or Manchester airport. There’s also the option of starting the adventure at the local Land Rover Experience, which is based at Peckforton Castle in the south-east of Cheshire.

The tours are based on the now-famous North Coast 500 in Scotland, the Wild Atlantic Way in Ireland and the recently launched Snowdonia 360 in Wales. ‘Each is a tremendous way to take in the most rugged and wildest landscapes in Europe and their rich Celtic history,’ says Celtic Routes. ‘We have added to these already superb routes and your 4x4 lets you reach even wilder locations, with

some great off-road options. Add to this some truly beautiful and unique accommodations along the way, and you have a single easy to book adventure package.’ The Irish tour is currently on hold due to covid restrictions, as are others on mainland Europe. However the Scottish and Welsh routes are good to go – with all accommodation in venues which have been hand-picked by Celtic Routes.

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There’s heritage aplenty on Celtic Routes’ itineraries, and you even get to stay the night in some of it. Mainly, though, the big attraction of these holidays is that they offer a no-hassle way of exploring parts of Britain you might not have known existed ‘Traditionally,’ says the company, ‘many of these types of holidays have been offered using your own vehicle, or on a “follow me” camping theme tour with lead guide. We decided to make the experience more rounded, more comfortable… and more weather friendly!’ A lead vehicle is available as an option for customers. However the principal product offering uses an

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in-car tablet, provided as part of the package, running Celtic Routes’ own virtual guide covering every aspect of the trip including special routing, eateries, directions, hotel details and adventure activities. For really adventurous clients, the tours are available with Mountain Bike, Paddle Board and Wild Camp add-on packs. And you can also select from a list of pre-bookable ad-

venture activities unique to the route you have booked – including zip lining, white water rafting, trekking and offshore RIB excursions. The tours, each of which lasts seven nights, can be booked with or without accommodation. We’d suggest that it sounds like a fundamental part of the experience, however, because Celtic Routes has gone to great lengths to find overnight stays with real character. A remote lighthouse? A luxurious yurt? A five-star castle? It’s all there on these routes. The company’s Discovery 4s have all been prepared using expedition equipment from Frontrunner and you can expect them to be immaculately presented at the start of your tour. Next year, too, Celtic Routes will introduce a fleet of new Defender 110s – adding another exciting element to the sense of adventure

that comes from exploring the wildest parts of Britain. Prices for these routes, which include vehicle hire and insurance as well as a tablet to guide you, start from £870pp for seven nights. All the company’s tours are highly customisable, however, giving you the option to tailor them to your own personal taste – whether that involves fine dining or getting up close and personal with some of Britain’s rarest wildlife. Celtic Routes’ slogan is ‘one day away, a million miles from home’, and this perfectly sums up what its adventures are all about. In addition to the new Defenders joining next year, Celtic Routes will be ready to add tours in Brittany and Galicia as soon as covid restrictions allow. To find out more about the company and what it offers, pay a visit to www.celticroute.com.

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One day away, a million miles from home Luxury 4x4 tours of the Celtic World

Perfectly crafted itineraries and immaculately prepared expedition vehicles. Explore the British Isles, Ireland, Brittany and Galicia with self-drive luxury Land Rovers on a new kind of adventure. Book your Celtic 4X4 adventure at:

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AFRICA FROM THE INSIDE Don’t have the time to drive to Africa? Try a hire-drive expedition instead and you’ll get a Words: Barrie Dunbar Pictures: Barrie and Louis Dunbar

he wilderness of southern Africa is spread out like a distant picture, far below me. Through the shimmering heat, I can see the colours and contours of my homeland… so evocative that when I shut my eyes, I can almost hear the noise of the cicadas and smell the distinctive perfume of the mopane trees. I’m aboard an aircraft bound for Gaborone, the capital of Botswana. With me are 12 excited clients, all eager to get cracking on our overland adventure through the Kalahari Desert en route to the Okavango Delta.

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My company runs this trip once every two years. It’s unusual for a 4x4 adventure in that it’s fully catered, and each customer gets to travel in a comprehensively equipped vehicle with its own rooftop tent, fridge freezer, cutlery, crockery, camp furniture, recovery gear and freshly laundered linen. They’re waiting for us at the airport, providing us with everything we need for self-sufficient independent travel through the remote wilderness of Southern Africa. Having landed at Gaborone, we head into town to stock up with provisions and acclimatise ourselves to being in Africa. But

everyone is keen to get out of the city and into the bush, so before long we’re off and on our way to the Kalahari via the town of Molepolole. After a couple of hours, we stop at the little town of Letlhakeng. This is the last opportunity to fill up with fuel for the next 1200km – and fuel-guzzling kilometres they are, too, taking us through thick, soft, deep desert sand. Needless to say, we fill up all of our main tanks, reserve tanks and jerry cans. Fuel is cheap compared with what we

are accustomed to paying in Britain – and where we are going, you can never have enough! We enter the Central Kalahari Game Reserve via the Khutse Game Reserve in the South East. Crossing the Tropic of Capricorn, we visit the waterholes at the pans of Molose and Moreswe – where we get lucky and spot lions, wild dogs and brown hyenas. All on our very first day in the bush! That night, we camp at Mahurushele Pan, enjoying the

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fully equipped 4x4 – plus a tour leader who knows the region the way only a local can

Fuel is cheap compared to Britain – and where we are going, you can never have enough! first of many delicious BBQ braais on white hot coals of the local mopane wood – which we bought by the roadside before entering the reserve. It’s forbidden to help yourself to any flora or fauna, dead or alive, within the reserves themselves, and quite right too. We continue our journey northwest through the Kalahari Desert, towards Bape Camp – which is not so much a camp as a clearing in the bush. In Europe, it’s what we would refer to as a wild camp – a secluded place of natural beauty, devoid of any infrastructure or development of any sort. If you appreciate immersing yourself in the unspoiled wilderness environment of Southern Africa, this is the sort of place that’s perfect for you. From here we enjoy a relatively short and easy day’s driving, along well-defined tracks without too much momentum-sapping deep sand covering them. These take us through the heart of Bushmanland, the ancestral homeland of the San Bushmen people. We pass a

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number of San villages, including Kukama and Mothomelo, locations of the last few remaining clans of San Bushmen who still living their traditional hunter-gatherer existence within the reserve. The next day is tough on the vehicles, and some of the people, as we negotiate the unforgiving soft, thick, deep sand of the desert. With around 200 kilometres to cover, this is a true test of endurance desert driving – and a stark illustration of the importance of being adequately equipped and prepared. While there is nothing unsafe about doing this stretch carefully and responsibly, it is definitely not the time or the place for playing games or taking chances. The track between Bape and Xade, to where we are headed, is a demanding one, cutting right through the middle of the Kalahari, and it’s the last place in which you would want to suffer any sort of mechanical mishap. For those who enjoy driving in sand through the desert, though, this is a day of tremendous fun,

rewarded by a real sense of achievement at its conclusion. You can always rely on this being a night when plenty of beers are sunk around the fire! The next day takes us due north en route to Piper’s Pan, where we stay at a beautiful semi-wild camp adjacent to the pan itself. After yesterday’s challenging conditions, we enjoy a relaxing day, driving slowly along easy tracks, passing huge herds of springbok

and occasional isolated groups of gemsbok. Giraffes, ostriches and the like are common, but this is also the land of the black-maned Lion – a specific sub-species whose behaviour and appearance mark it out as being different to other lions. In adaptation to the environment of the Kalahari, these lions generally exist in smaller prides, hunting over greater distances and thriving on smaller prey. Kalahari lions are smaller than other lions and are

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Think of any of the wild animals that evoke the classic image of Africa and chances are you’ll see them on Active 4x4 Adventures’ biannual trip to Botswana. Lions and giraffes are among what’s referred to as ‘charismatic megafauna’; it might be animals like these that get the headlines, though, but the beauty of this region is that it’s still a fully functioning natural ecosystem with all manner of species existing together. Another great feature of Active 4x4 Adventures’ safaris is that they’re fully catered, but don’t worry – eating the wildlife is strictly off limits and all the meat (and indeed the firewood) comes from legal vendors by the roadside outside the national parks able to survive without water for much longer periods. Their bushy black manes give them an imposing, threatening appearance – and they keep us awake at night, too, with their loud, raucous bellows. From Piper’s Pan, we continue north-east towards Deception Valley,

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pausing at the numerous waterholes along the way and chalking up additional sightings of all manner of African wildlife. Think of any African animal that comes to mind and the chances are, if you haven’t already seen it here, you will soon. Lions are plentiful in this area, as are cheetahs

– and of course their preferred fare of springbok, gemsbok, red hartebeest, wildebeest and the like. Deception Valley is an ancient fossilised river bed, providing good grazing for the huge herds of antelope which frequent the area – in turn attracting the predators which so enthral us. During our game drives in and around here, we encounter lions, cheetahs, jackals, hyena and bat-eared foxes. You might possibly spot a leopard, too, though they can be extremely elusive – as can the Fukawi bird, though we’ve been known to spot them on these adventures. We leave the Central Kalahari Game Reserve at Matswere Gate in the north, on our way to the town of Rakops. Here we can at last fill

our dwindling fuel tanks, stock up on fresh water and provisions and enjoy a bit of banter with the locals. The Tswana are a fantastically friendly and welcoming people, always with huge smiles and great humour. And they love their country and their wildlife. The road from Rakops to Maun is potentially the most pot-holed in Africa – and that’s saying something! It’s worth it, though, because Maun is the gateway to the Okavango Delta. We stay at Audi Camp, on the river just north of Maun, where a sunset boat cruise adds hippos, crocs and all manner of waterfowl to the ever growing list of wildlife encounters. It’s a wonder-filled experience in the backdrop of the

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blood-red evening sun. Then it’s back to camp for yet another meat feast from the braai. Steaks, chops, boerewors – you name it, we serve it, following deliciously authentic cooking methods. From Maun, we head to Moremi National Park in the Okavango Delta. Located near South Gate, our bush camp is semi-wild in character – in that, although located deep in the Bushveld, it’s equipped with toilets and showers. The animals roam freely, through – and naughty elephants regularly destroy the water pipes, much to the chagrin of the manager who seems to spend an inordinate amount of time on remedial plumbing work! The next few days are spent in and around Moremi, an absolute

treasure of a nature reserve which provides the most amazing and exciting wildlife viewings at very close quarters. It was the first ever wildlife sanctuary to be established by a local tribe, and very proud of it they are too. With good reason: it is exceptional, offering varied vegetation, terrain and conditions in which to experience the best of Southern Africa’s big game. During our travels we cross the legendary Third Bridge, Fourth Bridge and Khwai Bridge, in addition to the occasional challenging river crossing. After the exhilaration of Moremi, it’s hard to imagine that there is anything left to be excited about. But there is, and it comes in the form of the Makgadikgadi and

Nxai Pan National Park to the east. ‘Makgadikgadi’ is a word which many Brits will hear in their head being enunciated by the velvet tones of Sir David Attenborough… We stay at North Camp, marvelling at the spectacular wildlife which abounds around the main waterhole. August is the perfect time of year for this – because the Bushveld is so dry, rather than spending all their time out grazing under cover, the animals all need to come and take water. South of Nxai Pan, we camp out at Baines’ Baobabs, where some of Africa’s largest, ancient sentries majestically overlook an endless flat salt pan. From this imposing natural spectacle, we make our way east to the luxurious resort of Elephant

Sands for a very special conclusion to our adventure. From the mighty Kalahari Desert to the awesome Okavango Delta, this trip offers diversity in spades. It’s been a wonderful, unforgettable experience – for me, having grown up in southern African and done the trip several times, as much as for any of our clients. Seeing this landscape and these animals at first hand is such a massive privilege – if you’ve never done such a thing yourself, it’s life-changing. Our Botswana excursions only run once every two years, and there is a maximum of 12 spaces available. To find out more about the trips, as well as Active 4x4 Adventures’ many other self-drive itineraries, visit www. active4x4adventures.com.

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BUYERS’ GUIDE

Series I (1948-1958)

Versions: 80” (‘48-’53), 86” (‘54-’56), 107” Pick Up (‘54-’56), 107” SW (‘54-’58). 88”, 109” Pick Up (‘56-’58). 1.6 4cyl petrol (‘48-‘52), 2.0 4cyl petrol (‘52- ‘58)

f you want to be the owner of a vehicle that oozes heritage like no other, then surely a Series I Land Rover is the way to go. The Land-Rover, as it was known until the Series II came along, is the most sought after Land Rover for purists and collectors alike – particularly in its original 80” guise. Its 1940s’ engineering gives it a real charisma, but consequently, parts aren’t as readily available as they once were. Restoration

£7000-£75,000+ projects require deep pockets, but then a finished example will fetch mega bucks. Gone are the days where you could use a Series I as an actual Land Rover, because with restored and cherished examples now retailing where they’re at, preservation is the aim of the game. The rarer and earlier the vehicle, the higher the price tag gets. But can you really put a price on such an icon?

Pros: Heritage, charm, a true classic, the original Land Rover Cons: Availability of parts, price tag on early 80s

Series II/IIA (1958-1971) Versions: 88”, 109”. 2.25 4cyl petrol (‘58-’71), 2.0 4cyl diesel (‘58-’61), 2.25 4cyl diesel (‘61-’71), 2.6 6cyl petrol (‘67-’71 (109” only))

£2500-£40,000

n 1958, the second-generation Land Rover was born and along came the barrel sides which we continue to recognise on even the very last Defenders. Today the Series II or IIA is a more affordable prospect than a Series I, yet it still carries much of that early charm that makes it a hit with enthusiasts. The prices are on the increase, however, as these 50-year-old vehicles start to come into their

own as a collector’s item. A 2.25 petrol 88” would be our pick, as the diesel engines, certainly the 2.0-litre diesel, were underpowered and noisy. The Series II/IIA carries a wider stance than its predecessor and adds an extra (albeit thin) layer of refinement over the Series I. While the engines have excellent longevity, however, they do need to have been maintained properly. Be thorough in your checks.

Pros: As a resto it’s a sound investment, some examples now MOT exempt, more desirable than SIII Cons: Bulkheads very prone to rotting, check suspension leaves for seizing

Series III (1971-1985) Versions: 88”, 109”. 2.25 4cyl petrol, 2.25 4cyl diesel. 2.6 6cyl petrol produced until 1980. Stage One V8 used detuned version of the 3.5 V8 (‘79-‘85)

£2500-£30,000

ollowing on from the Series IIA, the Series III emerged in 1971 with a few cosmetic tweaks to freshen up the model. Headlights were shifted out to the wings in-line with new legislation and the dash received a bit of padding to hide the new safety bar across the top of the bulkhead – not sure it’s a five stars on the Euro NCAP scale, though. The Series III wasn’t too dissimilar to the Series II in mechanical

terms, keeping the same 2.25-litre engines throughout its production, although in 1980 the 2.25 motors switched to a more durable five bearing setup. The transmission also received syncromesh on all forward gears, which helps make it that bit easier to live with. They still carry the simplicity of earlier Land Rovers, but can be obtained for a fraction of the price... for now.

Pros: Most affordable way into Series ownership, still has the Series pedigree, parts still widely available Cons: Not as desirable as earlier Series models

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Series IIA/IIB FC (1962-1971) £2500-£15,000 BUYERS’ GUIDE Versions: Series IIA (‘62-’66), Series IIB (‘66-’72). 2.25 petrol, 2.25 diesel, 2.6 6cyl petrol

orward Control Land Rovers are a cult within a cult. In fact, with the later 101 getting most of the attention here, the Series IIA and IIB are a cult within a cult within a cult. They’re a genuine rarity, too – with all the cachet, pride and immense awkwardness that comes with this status. By ‘rare’, we’re talking about less than 2500 Series IIA FCs in total. And they tended to have a very hard life, so not many have survived to tell the tale.

Forward-Control models differed from everyday Series IIs by having heavy-duty ENV axles, but engine-wise they had the familiar 2.25 petrol and diesel lumps in addition to the later 2.6 petrol unit. There’s an awful lot in the way of unique parts here, though. So, don’t expect Foward Control ownership to give you an easy time in the workshop. If you’re up for it, though, the pleasure you’ll get from owning one of these classic old trucks is off the scale

Pros: A Land Rover like no other Cons: Especially brutal to drive, and to find parts

Lightweight (1968-1984) Versions: 88”. IIA (‘68-’72), III (‘72-’84). 2.25 4cyl petrol engine

£3500-£22,000

ossibly the ugly duckling of the Series Land Rover family – but that doesn’t mean to say you’ll struggle to find any love for the Series Lightweights. These military-derived vehicles can be easily distinguished from the regular Series Land Rovers, with visibly more angular wings and a frontal appearance that does divide opinion on occasion. To mimic the Series machines from civvy street, the SIII Light-

weight – built from 1972 onwards – also had its headlights switched out to the wings. The Lightweight used to be popular for trialling, as it’s narrower than a standard Series II or III. Today, though, they’re classics – whose military heritage adds an extra dimension to Land Rover ownership. It means you get a Land Rover that could have a few more stories to tell – and you have something that stands out from the crowd.

Pros: Not like all the other Series Land Rovers out there, military background, 2.25 petrol is lovely and reliable Cons: Styling isn’t to everyone’s taste, can be pricey owing to their rarity compared to other Series IIs and IIIs

101 (1972-1978) Versions: 3.5 V8; various military variants

nly ever sold to the Army, the 101 became a cult vehicle when the time came for demob. They were flogged off at what now looks like throwaway prices and mainly turned into knockabout offroad toys – definitely not something you’d do with one today, given the rarity and classic value they’ve taken on. Compared to the IIA/IIB FC, the 101 is more fun thanks to its

£5000-£13,000 V8 engine and more sopisticated chassis. They used to be popular as expedition trucks, too, with all sorts of DIY conversions to be found. This is still a military tool, though – which means some still have fixtures and fittings from their Army life, something that can be a real talking point. This is definitely a vehicle for enthusiasts – with costs that are sky-high even by classic Land Rover standards.

Pros: Master of the road. Lovely V8 soundtrack. Everybody who sees one loves it Cons: Monumental running costs. Expensive to buy, too

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90/110 (1983-1990)

Versions: Ninety (‘84-’90), One Ten, 127 (‘83-’90). 2.25 4cyl petrol (‘83’85), 3.5 V8 (‘83-’90), 2.5NA 4cyl diesel (‘84-’90), 2.5 4cyl petrol (‘85-’90), 2.5TD (‘86-’90)

he icon of the 4x4 world. This is Land Rover at its best: a no nonsense workhorse that can also take you just about anywhere in the entire world. Early examples of the Ninety and One Ten are worth keeping hold of, providing they’re in good condition – but you’ll be searching far and wide for examples that are. This was the birth of the Defender, despite not being christened offi-

£3000-£19,000 cially until 1990, and as such these Land Rovers had coil-sprung suspension, new engines – although they were still terribly underwhelming – and off-road capability that has still yet to be matched today. A very early 2.25 petrol 90 is a rare thing, and a beautiful one too. But perhaps try for a 2.5TD version with low miles and good history. They’re robust and as simple as they come.

Pros: Good ones are now worth saving, same ability as Tdiengined Defenders Cons: Engines underpowered, not many left in good condition

Defender Tdi (1990-1998) Versions: Defender 90, 110, 130 (1990-1994), 200Tdi 2.5 4cyl turbo-diesel; (1994-1998), 300Tdi 2.5 4cyl turbo-diesel

£4000-£24,000 The Tdi engine, which arrived with the Defender name, can last for decades if it’s looked after. Find one that’s had all its oil changes (a tall order) and it’ll go round (and round) the clock. The earlier 200Tdi is simpler and less refined than the 300, which arrived in 1994. But both are superb engines. Do be aware of whether you’re getting a genuine one, though, as loads of owners have swapped in Tdis from Discoverys. This is most

common on pre-1990 vehicles, but Land Rover didn’t discontinue the pre-Tdi engines for several years so don’t just assume what you’re getting is what it seems to be. It was during the later part of the Tdi era that Defenders started to be sold as lifestyle vehicles. So there’s a very slight chance that you might get find a one-owner example that’s never been off-road. By and large, however, anything from this era will either cost the earth or need to be treated as a project.

Pros: Excellent off-road. Arguably the very best engines. Old-school electrics, especially on earlier ones Cons: Many have been used hard. Not rustproof

Defender Td5 (1998-2007) Versions: Defender 90, 110, 130 (1998-2007). Td5 2.5 5cyl turbo-diesel

£6000-£30,000

ollowing on from the Tdi era, Land Rover issued the Defender with its new Td5 engine from 1998 to 2007. The engine is arguably Land Rover’s most reliable unit and it’s a strong performer out of the box, although it does lend itself to being tuned. So make sure that any mods have been done properly. Remaps, EGR valve deletes and uprated intercoolers are a few examples of what many of these Defenders have been subjected to.

Lots of power doesn’t always mean happy faces, especially when you’re the one mopping up after somebody else. The rear of the chassis has frequently been called into question, too. So be prepared to treat the rear crossmember with kid gloves if it’s in good shape – or else face the consequences. With minimal electrics, the Td5 Defender is still a DIY machine and you’ll be working on one of Land Rover’s most notable masterpieces.

Pros: Off-road capability, power, reliability (generally) Cons: Rear chassis, premium prices at the moment. Late ones cost a fortune in road tax

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Defender TDCi (2007-2016) £9500-£195,000 BUYERS’ GUIDE Versions: Defender 90, 110, 130 (2007-2016). 2.4 TDCi (‘07-’12), 2.2 TDCi (‘12-’16)

he last of the Defenders were fitted with Ford Transit engines – first the 2.4 TDCi, followed by the 2.2 TDCi, which were brought in to meet Euro V emission standards and keep the Defender alive for another few years. Sadly, these engines denoted the Defender’s swansong, the twilight of its days. They were fitted with six-speed Getrag gearboxes, still had phenomenal off-road capability and even made the Defender a nice

place to be. But they were still very much Defenders. The era of blinging had also begun by now, and you can ﬁnd special editions and boutique conversions costing obscene amounts of money. You will pay a premium for any these Defenders, and prices have rocketed upwards since the end of production. But if you can grab a 2.2 TDCi and start preserving it now, you may well never see depreciation.

Pros: Better emissions (marginally), more creature comforts, same off-road prowess Cons: Price, more electrics, last of the breed

Freelander 1 (1997-2006) Versions: 1.8 4cyl petrol (‘97-’05), 2.0Di 4cyl diesel (‘97-’00), TD4 2.0 4cyl turbo-diesel (‘00-’06), 2.5i V6 petrol (‘00-’05)

£400-£5500

e haven’t always held the Freelander 1 in the highest regard here. But as market prices constantly change, so too can our opinion on certain vehicles. With examples attainable from as little as £500, the Freelander 1 represents a cheap gateway into Landy ownership. There are plenty of issues to be aware of, though. The viscous coupling is expensive to replace

and can be upset by simply having mismatched tyres on your axles. The 1.8 petrol used to be notorious for head gasket failures, but today’s replacements are much more robust. The V6 is thirsty and the 2.0Di is gutless, so opt for a TD4 – but check the condition of the injectors ﬁrst. Buy an FL1 and you even get a Landy that’s decent off-road and doesn’t rust after ﬁve minutes.

Pros: Cheap to buy, no major rust issues, surprisingly good off-road Cons: There are better Land Rovers out there, FL2 showed the FL1 how it should have been done

Freelander 2 (2006-2015) Versions: 2.2 4cyl turbo-diesel, available in two- or four-wheel drive, 3.2 V6 petrol (‘07-’09)

£2000-£19,500

ost people will turn their noses up at Freelanders because they’re not properly recognised as true Land Rovers. But while you should turn your nose up at the FL1, the Freelander 2 actually makes for a much smarter proposition than you may think. Because of it being replaced by the Discovery Sport, the FL2 is now an affordable option that still offers good levels of reﬁnement, a strong 2.2-litre four-cylinder turbo-diesel

engine and a level of practicality that means it can make for a great family vehicle. Plus it’s become one of the most reliable Land Rovers out there. Prices are now falling, thanks to the Freelander name having disappearing from Land Rover’s current showroom line-up. But for £10,000, you can now get a capable all-rounder that is actually pretty adept off-road and yet still economical to run.

Pros: Better off-road than you may anticipate, reliability, reﬁnement, economy of diesel engine Cons: Transmissions can wear quickly if used for towing

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Range Rover (1970-1996)

Versions: Two-door (‘70-’85), four-door (‘81-’96), LSE (‘92-’96). 3.5 V8 petrol (‘70-’86), 3.5 EFI V8 petrol (‘86-’89), 3.9 EFi V8 (‘89-’96), 2.4 VM turbo-diesel (‘86-’92), 200Tdi (‘92-’94), 300Tdi (‘94-’96)

he Range Rover Classic is one of those vehicles that you could theoretically still use everyday in the 21st Century. If you’re running a V8, however, that may not be such a wise idea. Classic Range Rovers still provide a relatively refined and great drive today, but they can be thirsty if you’re not in one of the various turbo-diesel examples. That said, if you own one and it’s in good condition, look after it, as it

£5000-£85,000 will only appreciate. These vehicles are popular with collectors, and values are going up all the time. Unfortunately, however, many have succumbed to corrosion or have been abused off-road to the point of no return – and parts have started becoming a problem. Still, while an early 70s Classic may not be attainable for everyone, tidy examples of the late four-door versions can make for an equally tidy investment.

Pros: Most usable classic Land Rover, V8 power, ride quality Cons: Rust (again), availability of parts for early models, V8 thirst

Range Rover P38A (1994-2002) Versions: 4.0 V8 petrol, 4.6 V8 petrol, 2.5 6cyl turbo-diesel

£1500-£25,000

any people believe the P38A Range Rover to be a bit of a menace – and often it’s completely justified. Lights on the dashboard, air suspension failure, head gasket failure... the list can really continue. Still, it’s not all doom and gloom with the P38. In fact, if you find one in good working order, it’ll be sensational. While it remains that way, at least. Service history is a must, and if you’re going to own one then some

diagnostic equipment is going to be a better companion than a spanner. Avoid the diesel variant. The engine was adopted from a BMW saloon and isn’t anywhere near up to the task of the extra weight a Range Rover carries. Go for a 4.6 HSE, or a special edition with the same engine. It’s actually more economical than the 4.0 V8 and you’ll get all the toys. They might not be working, but at least you’ll get them…

Pros: Luxury, price, a Land Rover that doesn’t rust. Could even P38 prices rise soon? Cons: Electrics. Nuff said

Range Rover L322 (2002-2012) Versions: 3.0 Td6 (‘02-’06), 4.4 V8 petrol (‘02-’07), 3.6 TDV8 (‘06-’10), 4.4 TDV8 (‘10-’12), 4.2 supercharged V8 petrol (‘05-’09), 5.0 supercharged V8 petrol (‘09-’12)

£2250-£28,000

ompared to the P38, the L322 Range Rover was a saint. Generally. Its electronic aids were far less temperamental and it delivered a new level of luxury to four-wheeled motoring. The Td6 engine receives mixed reviews: some say it’s underpowered while others say it’s the best of the bunch. Common sense would steer you towards a TDV8, either the 3.6 or later 4.4, but these are the L322s

holding out for strong money. The petrol V8s, on the other hand, are lingering with very appealing price tags – but don’t think running one would be cheap. As with many 21st Century Land Rovers, they have lost their accessability for the home mechanic. Drivetrain faults are becoming more frequent, so you need to look for that all-important FSH. As a car, however, it’s probably everything you’ll ever need.

Pros: Great off-road, luxury, image, TDV8 powerplants Cons: When things go wrong, they don’t tend to do it cheaply

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Range Rover L405 (2012-on) Versions: 3.0 TDV6, 4.4 SDV8, 5.0 supercharged V8 petrol, 3.0 SDV6 hybrid (‘14-present)

£27-220,000

BUYERS’ GUIDE

f you want the very best in automotive luxury, then you need look no further. The latest incarnation of Land Rover’s ﬂagship Range Rover weighs a whopping 400kg less than its predecessor thanks to the use of an aluminium body, which helps on mpg – although owning one of these suggests that your cash ﬂow isn’t particularly an issue. This is the last word in elegance and majestic motoring. All the

engines supply copious amounts of power to your right foot, while the L405 hasn’t lost any of its off-road pedigree... even if taking one offroad is like asking your alcoholic friend to a wine-testing session. They could comfortably partake, but probably shouldn’t. Prices are still only right for Premier League footballers and people with a link to the royal family. If you ﬁt into that category, then we envy you.

Pros: Styling, engines, capability at pretty much everything Cons: Price

RR Sport 1 (2005-2013) Versions: 2.7 TDV6 (‘05-’09), 3.0 TDV6 (‘09-’11), 3.0 SDV6 (‘11-’12), 4.4 V8 petrol (‘05-’07), 3.6 TDV8 (‘07-’10), 4.2 supercharged V8 (‘05-’09), 5.0 supercharged V8 (‘09-’12)

£3250-£25,000

uch of the Range Rover Sport was borrowed from the Discovery 3. In fact it shared virtually identical underpinnings, whereas today’s RR Sport uses actual Range Rover foundations. Nevertheless, Land Rover put a Range Rover in a tracksuit and attempted to make a handler out of it. To some extent they succeeded, although it’s no sports car despite what it says on the back of the vehicle.

It can play the leisure vehicle very well, though, and will go off-road like the best of them. If you’re going to buy one, then you need to love it for itself, because a Discovery of the same era is more practical – while a full-fat Range Rover is always going to carry an extra layer of prestige and less of a proceeds-of-crime image. They’re still a good all-rounder, though, and have now become relatively affordable to buy.

Pros: Decent performance from both engines and chassis, a lot of car for your money Cons: Not as practical as a Discovery, not as prestigious as a proper Range Rover

RR Sport 2 (2013-present) Versions: 3.0 SDV6, 4.4 SDV8, 5.0 supercharged V8, 3.0 SDV6 Hybrid. Range Rover Sport SVR 5.0 supercharged V8 (‘15-present)

£22,500-£190,000

he second-generation Range Rover Sport has also been on a diet to save over 400kg, just like the daddy Range Rover. That means that even this big bruiser is relatively economical when spec’d with the SDV6 motor. Some won’t like the vulgar and ﬂamboyant posture, while others will adhere to the smart, yet mean styling. But no one can knock the Sport for its performance. It feels

incredibly light for such a big car, and if you’ve robbed a bank and can afford the monstrous SVR version, it’s as good round a race track as it is on a green lane. The only stumbling block with such a ﬁne motor is going to be how to pay for it. Removing limbs is possibly the most feasible option, or wait ten years and see if the prices have come tumbling down off those high pedestals.

Pros: Feels light considering weight, engines, almost as luxurious as its bigger brother Cons: You’ll need deep pockets

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RR Evoque (2011-2019)

Versions: 2.2 SD4 (‘11-’15), 2.0 Si4 4cyl petrol, 2.0 TD4 (‘15-present)

hen the Evoque was launched, it signalled JLR’s intent on hitting the masses. And given that the Evoque was, and still is, their fastest-selling vehicle, they clearly hit the brief, even if it wasn’t for the traditional Land Rover owner. They don’t much like the Victoria Beckham connection, nor that it is the polar opposite to a Defender. It’s actually still a capable thing

£9500-£47,000 off-tarmac, but it would rather not go down that route. Nevertheless, it is economical by Land Rover standards and because there are so many out there, they have decent residuals. The Convertible was launched in 2016, and the are three and fivedoor version. We say stick to the latter, and avoid the 2WD model. What’s a Range Rover without fourwheel-drive?

Pros: Economy, handling, beats its rivals off-road. Still mainly bought first and foremost for its concept-car appearance Cons: Practicality and rear-seat space are remarkably poor

RR Evoque Mk2 (2019-on) Versions: D150 FWD 2.0-litre 4cyl turbo-diesel, D150, D180, D240 AWD MHEV, P200, P250, P300 AWD MHEV

£31,600-£55,000

new Range Rover Evoque has hit the roads of the UK, but you’d do well to tell the difference between the new model and the outgoing Evoque. Most Range Rovers all look the same at the front now, but the new Evoque has adopted a similiar back end to the larger Velar. It’s not just the exterior that mimics the larger Velar, however, as the

Evoque has gained the latest Touch Pro Duo tech and an improvement in quality. The main highlight of the new Evoque is the fact the majority of the range is made up of mild hybrids, available with diesel and petrol engines combining to an electric motor. Only the base frontwheel drive D150 Evoque escapes the electrification.

Pros: Feels much more like a proper Range Rover to drive and to sit in than its predecessor Cons: Petrol engine is disappointing on economy, even in hybrid form

Range Rover Velar (2017-present) Versions: D180 2.0-litre 4cyl turbo-diesel, D240 2.0-litre 4cyl turbo-diesel, D300 3.0-litre 6cyl turbo-diesel, P250 2.0-litre 4cyl petrol, P300 2.0-litre 4cyl petrol, P380 3.0-litre 6cyl petrol

£31,500-£95,000

nd so the Range Rover family welcomes its fourth model, confidently making it the most prominent among Land Rover’s family of sub brands. The Velar’s styling has won several awards, and it is indeed a fine-looking vehicle. It’s based upon the same architecture as the Jaguar F-Pace, which is a good start. All things being relative, it has greater off-road ability than the

aforementioned vehicle, which may be good for Green Oval enthusiasts. It’s available with a wide choice of engines, too, most of which combine good economy with usable everyday performance. The interior is enormously stylish, in a classily minimalist kind of a way. Even by modern Ranget standards, though, it doesn’t feel like being in a Land Rover – and you do pay a premium for those looks…

Pros: Very stylish, interior, choice of engines, right now one of the freshest vehicles on the road Cons: Feels less like a Land Rover that possibly any other vehicle the company has ever made

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Discovery 1 (1989-1998)

£1000-£18,000

Versions: 200Tdi 2.5 4cyl turbo-diesel (‘89-’94), 300Tdi 2.5 4cyl turbo-diesel (‘94-’98), 3.5 V8 (‘89-’93), 3.9 V8 (‘94-’98)

BUYERS’ GUIDE

he earliest version of the Discovery was aimed purely at providing a middle ground between the agricultural Defender and the luxury, upper-class Range Rover. With underpinnings that made it just like a 100” Defender, it carried much of that model’s capabilities. But it built on those with more refinement and a driving experience more suitable to families. What it didn’t have, though, was a Range Rover price tag.

Blessed with the same wonderful Tdi engines, the Discovery saved Land Rover and hit back at offerings from other nations by being an affordable all-rounder. And that still holds true even today. Early Discovery 1s in fine condition are now classics and will continue to appreciate. We would recommend trying to find a tidy and later 300Tdi example, but watch out for body rust – the boot floor, arches and wings etc.

Pros: Almost as good as the Defender off-road, but cheaper to buy, nicer to drive and more practical as an everyday car Cons: The body rusts like it’s been doused in sea water

Discovery 2 (1998-2004) Versions: Td5 2.5 5cyl turbo-diesel, 4.0 V8

£1100-£9000

ollowing on from the firstgeneration Discovery, in 1998 Land Rover gave its family SUV some minor cosmetic tweaks and a whole new power unit in the shape of the Td5. The engine is arguably Land Rover’s most reliable unit and it’s a strong performer out of the box, although it does lend itself to being tuned – just make sure any mods have been done properly. You can also buy a V8, but the fuel bill isn’t

going to be welcome, plus they’re more temperamental. As are the electrics on all examples. Unlike on the D1, its the chassis that’s the problem, not the body. We all know that Discos make for a great tow car, and consequently many of the rear chassis on D2s have dipped their rears into the sea. Not all of them live to tell the tale... Get a later example for more creature comforts and a locking centre diff, too.

Pros: Td5 power and reliability, great all-rounder, better comfort than D1, diff locks standard for ‘03 onwards (model dependent) Cons: Rear chassis redefines the term ‘rust prone’. Dashboard warning lights (the infamous ‘three amigos’) are but a puddle away

Discovery 3/4 (2004-2017) Versions: 2.7 TDV6, 4.4 V8 (‘04-’09), 3.0 TDV6 (‘09-’12), 3.0 SDV6 (‘12-present)

£2950-£38,000

he Discovery went through a dramatic revamp for its launch in 2004, but it came out the other side as one hell of a vehicle. Greatly improved in terms of power and refinement, the Disco 3 received the relatively economical 2.7 TDV6 engine (although the thirsty 4.4 V8 petrol was an option) and became the first Land Rover to be given Terrain Response. If you need one vehicle in your life, this

could be the one that ticks the most boxes at once. Be weary of maintenance costs, especially as you approach the 105,000-mile/seven-year mark that means the timing belt is due – in many cases it’s a body-off job. The 3.0 TDV6 and SDV6 engines are even better, with monumental amounts of torque. Luxury has also increased significantly in later examples. A later SDV6 model is best.

Pros: Off-road capability, usability for every occasion, luxury on later models, torque of 3.0-litre engines Cons: Maintenance costs, air compressor on D3s, D4s not so cheap

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Discovery 5 (2017-on)

Versions: 2.0 Sd4, 3.0 Td6, 3.0 Si6 (‘16-present)

aunched a couple of years ago, the Disco 5 has received high praise for taking the utilitarian Land Rover into new territory. Land Rover needed to improve economy in particular with this edition of the Disco, and having chopped 480kg from the kerbweight, along with introducing new engines, they’ve taken one huge step towards doing so. Having driven the latest Discovery, we can confirm that it has

£25,600-£80,000 lost none of its versatility and is comfortably the most capable Land Rover currently on sale. All of the engines have great flexibility and, along with its increasingly upmarket interior, the new Disco 5 is one of the best machines to cover long distances in, whether that’s on the road or not. Like most new Land Rovers, it’s easy to overspend on the options, but a well-specced Sd4 is all you really need.

Pros: Immense blend of comfort,class and practicality Cons: The first Disco that doesn’t feel in any way like a truck. Range Rover style luxury may discourage you from using that practicality

Discovery Sport (2015-19) Versions: SD4 2.2 4cyl turbo-diesel (Jan ‘15 - Aug‘15), TD4 Ingenium 2.0 4cyl turbo-diesel (Aug ‘15 onwards)

£15,000-£38,000

rought in to replace the Freelander 2, the Discovery Sport was the vehicle that turned the Discovery brand into a family. It has come to be so much more than a re-badged Freelander, though. For starters, the Discovery Sport has seven seats (just), drives better than a Freelander 2 and is now more refined thanks to the Ingenium Td4 engine. Land Rover is now churning out substantial units of the baby Disco,

now even matching the Evoque for pace as one of the fastest-selling vehicles they make. It’s a more usable vehicle than the Evoque, though, and you’re less likely to find yourself on the receiving end of mocking banter for driving a car designed by one of the Spics Girls. Grab a cleverly-spec’d SE Tech for a car that can be as practical as a daddy Disco, but for a more attractive price.

Pros: More practical than an Evoque – and less vulgar. Seven seats, capable enough off-road Cons: Back seats only for small mammals, price of high-spec models

Defender (2020-on) Versions: 90, 110; P300 2.0 petrol, P400 3.0 petrol; D200, D250 3.0 diesel; P400e plug-in hybrid

£43,000-£90,000+

rexit on four wheels. Nothing starts arguments the way the new Defender starts arguments… If only it didn’t have its heritage, people would rave about this Landy. It’s tough, rugged and capable, its cabin is tidily laid out and well equipped and the way its seats fold make it very practical indeed. It’s excellent to drive on the road and, in a high-tech way, superb off-road. In this way, the Defender is a natural successor to the Discovery 3.

It’s less of a successor to the old Defender, however – and that’s why it divides people. In replacing the icon, Land Rover didn’t try to mimic what made it iconic in the first place, instead putting the name (and a few well chosen styling cues) to a totally different kind of off-roader. The Defender is brilliant, and in some ways it’s worthy of the name. It’s more of an SUV than a truck – but it’s the kind of SUV we’ve been longing for.

Pros: Reminiscent of the Discovery 3 in its all-round ability. Excellent off-road and exceptionally practical Cons: An SUV rather than a truck. Expensive, and a million miles from the DIY fixability that made the original Defender so popular

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Rimmer ad A4 port LR masters.qxp_Layout 1 17/05/2018 11:59 Page DEF1

ORIGINAL, OEM & AFTERMARKET PARTS & ACCESSORIES 1948 TO PRESENT DAY

Trust us to deliver...Worldwide. Millions of parts in stock.

Parts service also available for Triumph, MG, Rover, Mini & Jaguar ‘98 on.

We’ve Expanded our Call Centre Hours - Now Open up to 20 Hours a Day - 7 Days a Week!

www.rimmerbros.com

Triumph House, Sleaford Road, Bracebridge Heath, Lincoln, LN4 2NA. England Telephone: 01522 568000 Fax: 01522 567600 E-mail: lrsales@rimmerbros.com

YOUR ONE-STOP SHOP FOR LAND ROVER PARTS www.brookwell.co.uk WHY CHOOSE BROOKWELLS? • 32 YEARS EXPERIENCE OF SELLING PARTS FOR ALL LAND ROVER MODELS

• 9,500 DIFFERENT PARTS ALWAYS ON THE SHELF FOR SAME DAY DESPATCH

• PHONES MANNED BY SPECIALISTS TO HELP YOU GET THE RIGHT PART FIRST TIME • OUR STAFF WILL HELP YOU GET ALL THE PARTS YOU NEED TO FINISH THE JOB • COLLECT OR MAIL ORDER, THE CHOICE IS YOURS * Orders placed before 2pm

What sets us apart from other parts suppliers is our customer service, knowledge and enthusiasm. We are passionate about Landies and selling quality, competitively priced parts to our worldwide customer base, who come back to us time after time. Give us a try, you won’t be disappointed. FREE DELIVERY FOR ORDERS OVER £60 (excl. Vat)

Mail Order Hotline

01626 832555

Authorised Distributor

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