The Landy - April 2022

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Page 26: An unusually intense kind of overland travel experience on the senstional Dakar Classic

LANDY

APRIL 2022

Light is Adventure.

Allow OSRAM to help you take the road less travelled.

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ISSUE 99

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Issue 99: April 2022

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Range Rover line-up gains plug-in hybrids and SV models prior to first dealer deliveries

and Rover has completed the initial launch phase of the new Range Rover, by opening the order book on the super-exclusive SV version of the vehicle – as well as a brace of plug-in hybrids. Pushing list prices as high as £173,200, with the £200,000 barrier easily breachable by adding options, these models move

L

the Range Rover brand further upmarket than ever before.

Offering a huge choice of design themes, exclusive materials and extensive options for personalisation, the Range Rover SV can be configured in more than 1.6 million different combinations. There are two basic design themes, SV Serenity and SV

The SV Signature Suite is the height of luxury and exclusivity in the Range Rover, featuring a full-length centre console whose table and cup holders are deployed electrically using movements choreographed for elegance

Intrepid, upon which customers can specify a vast range of equipment and finishes to tailor the vehicle to their own personal taste.

The SV is identified by specific bumper and grille designs, as well as its own unique badging. It can also be optioned with 2 three-finish wheels, while the styling palette inside includes premium metals and ceramics, responsibly sourced woods and a choice of near-aniline leather and sustainable non-leather Ultrafabrics.

There’s also the even more exclusive SV Signature Suite, available in vehicles configured with a four-seat interior, which Land Rover says is the pinnacle of luxury in the new Range Rover. This is designed around a full-length console accommodating an electrically deployable Club Table and integrated refrigerator with SV-etched Dartington crystal glassware. Even the cup holders are electric.

Further options include 13.1” rear entertainment screens, the largest ever fitted to a Range Rover, with high-fidelity headphones designed specifically for use in the vehicle. They Continued overleaf

3

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w w w. t h e l a n d y. c o . u k

Issue 99: April 2022 Got a problem with your Freelander?

Got a problem with your Freelander?

21 News

Products

Vehicles

Adventure

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Buyers

ise in The Landy, call our team on 01283 553244

w w w. t h e l a n d y. c o . u k

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They can also do the vehicle in Standard or Long-Wheelbase form, and with a choice of straight-six 350bhp diesel, 530bhp twin-turbo V8 and 510bhp PHEV petrol engines.

You can choose from four, five and seven-seat interiors, too.

On the subject of PHEV engines, these are also now available to order across the entire Range Rover line-up.

Combining a 3.0-litre petrol engine with a 105kW motor, these boast a WLT figure of 1 g km and what Land Rover calls ‘a real-world all-electric range of 54 miles.’ With 50kW rapid-charging capability, its 38kWh battery pack can reach 80% capacity in less than an hour.

In addition to the P510e PHEV unit that’s available in the SV model, there will also be a P440e PHEV. Pricing for the latter starts at £103,485, with

fact that the P510e is only available in Autobiography spec and above, however; comparing like for like in terms of everything else, the price walk between them is only £3690.

For the SV range, £146,200 gets you a D 50 SW model but that’s before the personalisation starts. Move

up to a 5 0 V LW and that’s where the aforementioned £173,200 comes in though we spent five minutes on Land Rover’s configurator and by the time we turned away and ran for cover we had converted that into more than £220,000. For the sort of person who can buy a vehicle at this level, however, spending money is all just part of the fun.

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2022 Yearbook Footers 73

Land Rover Yearbook

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09/11/2021 18:49:56

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5 APR

You can pick up your copy of our May 2022 issue from selected newsagents and Britpart dealers – or read it online at www.thelandy.co.uk 01283 553243 • enquiries@assignment-media.co.uk • www.thelandy.co.uk • www.facebook.com/thelandyuk Group Editor Alan Kidd

Contributors Tim Gibson, Gary Noskill, Dan Fenn, Paul Looe, Tom Alderney, Gary Martin, Olly Sack

Group Advertising Manager Ian Argent Tel: 01283 553242 Publisher Sarah Moss Email: sarah.moss@ assignment-media.co.uk

While rvery effort is made to ensure that the contents of The Landy are accurate, Assignment Media Ltd accepts no responsibility for errors or omissions nor the consequences

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Where a photo credit includes the note CC-BY-2.0 or similar, the image has been used under that Creative Commons licence. Details are available at www.creativecommons.org

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Issue 99: April 2022

News

Products

Vehicles

Adventure

Workshop

Buyers

Newark Showground gets ready to welcome the springtime Great British Land Rover Show on 1 May

F R MA ARS, the Great British Land Rover Show has been seen as the perfect way to bring down the curtain on the season. After missing out in 2020, the autumn extravaganza was back in 2021 – when it set new records by attracting the biggest attendance in its illustrious history.

And now there’s a second reat British Land Rover Show, too. This one is hosted by Newark Showground – and it’s timed to get the season off to a perfect start.

The easy-to-remember date for the ewark show is 1 May and it’s going to be an absolute must for every Land Rover owner and enthusiast!

The springtime Great British Land Rover Show will have it all. Parts and accessories to buy, bespoke vehicle builds and eye-popping restorations…

Land Rover toys and models, branded clothing and other merchandise… Specialist insurance providers, overland travel operators, tyre and exhaust specialists If you’ve got a Land Rover and you’re looking for more or less anything to do with it, you’ll find it at Newark on 1 May! The show is supported by Headline Sponsor F oodrich Tires, Terrafirma, Paddock Spares and The Landy. In addition, the All Wheel Drive Club will be running a special 2.4-mile off-road course which visitors will be able to experience in their own vehicles.

The show’s off-road route is always a smash hit at Stoneleigh in November, and Newark is set to be no different. The course has several levels of difficulty, making it suitable for all levels of driver ability and experience – and for every kind of Land Rover, from Series Is to new Range Rovers and everything

in between.

Marshals from the AWDC will be on hand with advice on driving techniques – and, should that not be enough, a handy tow rope!

The show’s organisers recommend that you buy your tickets in advance for the off-road course, both to avoid disappointment and to be able to select your start time.

The same goes for the display apparatus erected by the Land Rover Experience, on which you can take a passenger ride in the latest Land Rover vehicles with the company’s instructors at the wheel.

With intense inclines, dramatic descents, sideways tilts and more, the xperience’s Dynamic Display uipment, which was designed to showcase the advanced technology and capabilities of all the company’s vehicles, demonstrates their capabilities in various different ways and always makes a popular addition to any show. It was a huge hit at Stoneleigh last November – and you can be sure the same will be

the case at Newark in May! Tickets for the Great British Land Rover Show, at Newark Showground on 1 May, cost £15 on the day – or just £7.50 in advance. You can get them by visiting gblandrovershow. co.uk – mark the date in your diary now!

KDL GROUP (UK) LIMITED

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w w w. t h e l a n d y. c o . u k

News

Issue 99: April 2022

Products

Vehicles

Adventure

Workshop

Buyers

Gibson’s Gab A timeless Classic

Tim Gibson advises a wealthy friend what car to buy next. Not surprisingly, it’s a Range Rover – but not the brand-new one you’d expect Words: Tim Gibson S T R W AR , my friend and me, shooting the breeze on a Thursday afternoon. Beating gums, as you do, mainly about how to spend his money.

Unlike me, he’s chosen an occupation that brings plenty of filthy lucre his way. So while I get paid a pittance to occasionally drive the world’s poshest cars, he gets paid a fortune to do something altogether less fun involving money and spreadsheets and paperwork and wotnot.

Difference is, he gets to keep the posh cars because, well, y’know money and spreadsheets and all.

Understandably, he’s excited about the new Range Rover. Says it looks

great. Loves that chunky rear end, with those hidden tail lights that spring to life only when needed. Thinks the interior is the last word in luxury, with its sumptuous leather and beautiful switchgear.

Hasn’t driven one, obvs, and knows the only chance he’ll get is a test drive at his local Land Rover dealer. Last time he went there on a similar errand they looked at his £7.99 retro Casio wristwatch and more or less laughed in his face.

Failed to notice the S- lass he’d pulled up in. Which serves them right.

Anyway. He fancies a nibble of the Range Rover cake. Hasn’t eaten of that fruit (to mix a metaphor, which is all good when you’re chewing the fat with a buddy, right?) since an ill-fated P38A

dalliance when we were barely out of college. Wonders if now is the time to dive back in. Do it properly. While he still can, what with the rise of EVs making driving a proper SUV look increasingly comparable to baby boiling, kitten murdering and Holly Willoughby-hating, all at once.

But hold on just one second, I say.

Didn’t you see the news story in 4x4 last month page , as I recall About the glorious refurbs Kingsley Cars in Oxfordshire is offering on pre-1982 Range Rover Classics that involve 4.0-litre and 4.6-litre V8 engines, interiors that combine ageless beauty with the buyer’s choice of mod-cons and, in a twist so ironic Alanis Morrisette should have sung about it, are exempt from Ul-

tra-Low Emission Zone (ULEZ) charges by virtue of being 40 or more years old.

If I had a hundred thou or so to spend on a Rangey, I opine, that’s where I’d put it. Not on some factory-fresh beast that makes you look like you’ve just won big on the pools. ope, I’d opt for the useable classic that will bring years of enjoyment and oozes more elegance than the Duchess of Cambridge being hoisted aloft in a rugby lineout.

Thing is, it’s a bold move to spend that sort of money on a car that’s four decades old. But the genius of King-

sley’s offering is that you’re basically buying something as good as new.

Better than new, in fact, thanks to the clever way in which these restored classics are specced for the modern world.

And I reckon he’s just about sold, my buddy. Because the thing he realises is that real class isn’t about blowing a load of cash on the latest shiny thing. It’s about spotting the purchase that’ll bring you genuine joy. Could be an eight-quid wristwatch, or a £125k classic Range Rover. Either way, when you see it, you just know.

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A new Range Rover, or five old Landies?

couple of pages back, you’ll find a story about the new Range Rover. Not just that there is one, of course that’s hardly news any more – but about the prices being announced for the SV models with which Land Rover intends to reclaim the top of the SUV market from the likes of Bentley.

Given that you can spend £220,000 on one with a few quick clicks on the configurator, it’s safe to say that they’ve got the basics right. We’re talking about customers who measure the quality of a new car by how much they can tell their friends they spent on it, after all.

It’s also safe to say that the Range Rover is going to be every bit as good as it is expensive. And, of course, that an awful lot of traditional Land Rover enthusiasts are going to sneer at it.

Some will do so while secretly wishing they could afford one. In my case, there’s no secret about it I just wish I could afford one. Even just £94,000 for the poverty-spec model would be fine.

This is the point at which we all start playing Fantasy Garage, of course. If I had £94,000 to spend, would I blow it all on a new Range Rover or would I get myself a nice P38 Holland and Holland, the best Discovery Tdi money can buy, a 110 Wolf soft-top, a 90 with all the offroad toys and a cheeky Series I? Comparisons are odious, of course. ut so am I, so that’s fine. Anyway, the point is whether this new Range Rover is another example of Land Rover losing contact with what it once was.

Or more to the point, whether Land Rover cares. The company will always talk of its products’ authenticity, but its focus will always be on making money.

That’s why the new Defender is so very different to the old one, of course, and why we’ll never see another vehicle like those old ones I’d get with my £ 4,000.

The good thing, of course, is that it doesn’t matter. If I were to buy those five old Landies and look after them, ten years from now I could sell them at a profit. The new Range Rover A decade from now, it’ll be worth £ 0k tops. And besides, lovely though it will be, will it be as lovely as looking at that little lot lined up outside your house? You decide…

Alan Kidd, Group Editor alan.kidd@assignment-media.co.uk

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Products

The latest and best kit, tools and accessories for Land Rover owners Maverick 4x4 introduces Front Runner roof rack for new Defender 90 THE LATEST ADDITION to Front Runner’s Slimline II range is a full kit for fitting the company’s ever-popular expedition roof rack to the similarly popular current Land Rover Defender 90. Supplied with everything you need to mount the rack (yes, that includes instructions), this includes the 1255mm wide, 1762mm long Slimline II Tray itself along with a wind deflector and two vehicle-specific foot rails.

These in turn have openings for storing compatible gear, such as Front Runner’s own range of camping tables, underneath the tray.

Like all of Front Runner’s roof racks, the Slimline II kit for the Defender comes backed up by the manufacturer’s limited lifetime warranty. It’s available in this country through Maverick 4x4, priced at £1065 plus VAT and delivery; you’ll find it by paying a visit to maverick4x4.co.uk.

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Aussie-made Bush Company awnings now in stock at LVB ONE OF THE RULES IN THE LAND ROVER SCENE is that if something comes from Australia, it automatically gets your respect. We can all name at least one country where the opposite is the case, can’t we…?

Anyway, The Bush Company is from Australia. So, good stuff by default.

It makes a variety of off-road kit, but what we’re looking at here is its vehicle-mounted tents and awnings.

Why? Because they’re available here in the UK, thanks to sole importer LVB Overland which both supplies and fits them. ‘These incredible bits of camping kit are robust, fast to set up, and have a well-deserved reputation as one of the best products on the market,’ the company says. ‘The selfsupporting awnings provide shade and shelter, while leaving ample room for the vehicle’s doors to still open. Ideal when your camp kitchen is in the back of your 4x4!’

While you’re busy speccing your expedition motor, you might also want to check out LVB’s RidgeMonkey camping accessories. Things like insulated travel mugs, lightweight and compact cooking pans, fuel-efficient barbecues and the implements to go with them might not get you to the heart of the Okavango, but they’ll make life a lot more fun while you’re there.

Based near Doncaster, LVB Overland wants to ‘get you and your vehicle kitted out for your next big adventure, whether it’s to the Atlas Mountains or your local 4x4 show.’

Rude not to, really. You’ll find them at www.lvboverland.com.

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PROTECTING YOUR LAND ROVER FROM THE ELEMENTS is one of those subjects that’s never far from the mind of anybody who owns one.

Or at least it might be, but if so it won’t be for long.

Few things, after all, are an investment the way a Landy is. And like all investments, you need to look after it.

Hence Lanoguard. This is a DIY rustproofing product for your Land Rover’s underbody, and it promises to be user-friendly, easy to apply and, rather topically, perfect for application in cold weather.

‘Our products come with everything you need to care for your whole underbody and chassis,’ says Lanoguard, ‘giving lasting, effective protection against the elements.’

The product’s formula is designed to work by hermetically sealing the surface it’s applied to. Lanoguard says this will ‘displace moisture and oxygen and stop rust dead,’ and that it ‘protects against all salt, acid and alkaline corrosion with a simple barrier coat which stays in place through jet washing, road spray and heat.’ It promises to do the same for bimetallic corrosion, too, which is a particularly big deal if you own a Land Rover of a certain age.

Sure enough, Lanoguard says its products are ‘a great solution for keeping old and new Land Rover chassis’ well maintained and rustfree.’ They’re natural and non-toxic, too, and they’re made by a small family company right here in Britain.

They’re also ‘trusted by thousands of Land Rover owners across the UK.’ Which means you might already have discovered all the above for yourself.

If not, a visit to www.lanoguard.co.uk will be the opening salvo in your war against the elements.

Latest generation 2x2” LED spotlights from Pro-Comp now available in the UK NEWLY INTRODUCED BY PRO-COMP, the 2x2” square S4 GEN 3 LED spotlight is suitable for every kind of Land Rover. And everything else too, but we’re not bothered about that are we?

The LEDs are contained in a body that’s shock resistant, sealed to IP67 and finished in a 3800 polyester powder coat. They come pre-wired for installation and have universal mounts; Pro-Comp says there’s no need to purchase anything extra at all when fitting them, though obviously you’ll need to have bought a Land Rover first.

With a 12-watt output, the LEDs draw 1.37 amps at 12 volts and provide 830 lumens of clear light in a spot beam pattern. Available in a choice of blue, red, yellow and black detail colours, they’re supplied in pairs.

Pro-Comp’s S4 GEN 3 LEDs are available in the UK through Jeepey, a company whose name is no reason whatsoever to be put off as it’ll be quite happy to sell stuff to go on Land Rovers too. They’re priced at £180.20 a throw including VAT but not delivery, or you can find out about getting some of the best guys in the 4x4 business to fit them by visiting jeepey.com.

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Whatever you want it to be…

This 1955 Series I is less standard than it looks, and it doesn’t look standard. But it’s a classic in waiting – because its o ner is one of the fe from ack in the day ho made sure all the modifications he did to it could e undone Words: Dan Fenn

How many people cut up Series Is back in the day and wish now that they had kept the original parts?

That’s what Ray was smart enough to do – the 2.0-litre engine, gearbox, axles, springs and steering are boxed up in his garage, along with all the ancillaries that came off with them

ack in the day, when the world was crawling with Series Is, nobody thought anything of cutting them up. ow, they’re worth their weight in gold. We’ve long since lost count of the

B

number of people we’ve spoken to with ‘if only’ stories about the Land Rovers they once owned we’ve got a few of our own, and if you’re reading this there’s a pretty strong chance that you will too.

The problem is, of course, that back then nobody could have possibly have imagined what those old Series Is would one day be worth. That’s why, in almost every case, when people modified them it was very much a one-way street. Bodies and chassis were chopped up with no regard and whatever parts came off were weighed in as scrap.

The owner of the 6 you’re looking at here, a chap called Ray, may possibly have owned a crystal ball. ecause he did things a bit differently.

‘I bought it in 1 77,’ he explains. ‘It was my daily drive until around 2005, when I was doing so many miles I needed a car.

Ford’s 2.8-litre Cologne engine was used in all manner of cars in its day, meaning there was no shortage of donors available for installations like this. Ray did it using a Steve Parker conversion kit, as did so many and Rover owners back then

’Since then, she has just been used for short trips.’

The Series I dates from 1 55, so it was already 22 years old when Ray bought it. Not much compared to the 45 years he’s had it for since, but it was

already showing signs of age. If you thought the concept of restoring old Landies was a present-day thing, that’s what he did to it during the 1 0s.

It was still fairly standard until about a decade later, though. That’s when

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he decided it was time to get fruity. If you’re of a certain age, you’ll remember how popular Steve arker conversions used to be, and Ray used one to instal a 2. -litre Ford V6 engine in place of the original four-pot.

Coming from the Cologne family of engines, this old brawler of a lump was a legend in its own lifetime. We know it primarily from the Capri, Granada and Sierra R4, but it also powered other manufacturers’ cars including the TVR Tasmin, Reliant Scimitar and anther Kallista, as well as a number of the blue oval’s international models. So, like the Series I itself back then, they were in plentiful supply.

Ray didn’t just stop there, though. He mated the Cologne engine to a Series III gearbox, complete with overdrive, and underneath he fitted Series III axles using new parabolic springs to mount them. He installed bigger brakes at the same time, and replaced the steering also with Series III hardware.

There’s a set of freewheeling hubs on the front axle, too.

You can imagine the difference all this would have made to the vehicle.

At a stroke, the old stager (now around 40 years into its life) was transformed into an acceptably modern Land Rover. ear in mind that this was Ray’s everyday car and you can see why he did it.

Now, many people at the time were modernising old leafers by hacking the middle out of a Range Rover chassis and building a faux- 0. The government was yet to catch on to the idea that here was an opportunity to make life a little bit more rubbish, so the SVA IVA test was still unheard of, and with real 0s and 110s still costing way more than most of us could afford, hybrid building was all the rage. But

The truck was Ray’s daily driver for almost 30 years, but even when he bought an everyday car he kept on looking after it properly. It runs as well as ever, and the canvas hood and mud-terrain tyres are nearly new

17

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The and Rover may have a number of parts from a Series III (not to mention a Ford Capri or ranada , but it’s still a Series I at heart. ou may or may not like the plastic ares on the wheelarches, but the body is unmolested and the cabin remains pleasingly original. We all love a showroom-spec resto, but this has all the hallmarks of a real-world andy that simply doesn’t need one

while countless excellent Land Rovers came from it, countless excellent Land Rovers were also lost to it this was very much an example of the one-way street we were talking about above.

Which is where Ray’s crystal ball comes in. ecause without exception, the modifications he made to his Series I were all reversible. ut wait, you cry. How can you reverse all these modifications without the parts? And what use is a classic without all its matching numbers?

At this point, Ray would point you triumphantly to a set of crates and pallets sitting in the corner of his garage. It’s uite a big corner, obviously. On them, and in them, is everything he took off the vehicle a uarter of a century or so ago the engine, gearbox, axles, springs, steering and ancillaries, it’s all there.

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To be fair, by the nineties people were already starting to realise that Series Is were becoming scarce. So perhaps Ray had twigged that one day, being able to reverse all the mods he’d made would be like putting on a pair of trousers you’d forgotten you still owned and finding twenty thousand pounds in the pocket. Or maybe he didn’t need a crystal ball at all and had the sort of sympathy for a fine old vehicle which, let’s not forget, had already served him very well for the thick end of twenty years before he turned it into what it is today.

And even today, as it looks forward to its 70th birthday, the Series I is still in very active service. It’s recently had a fresh set of mud-terrains as well as a new canvas hood, and though there’s the odd dent and rough edge on its panels it’s clearly as well looked after

as it ever was by a man who knows what a special Land Rover it is.

Here, however, is where the twist appears in the story. ‘Unfortunately,’ says Ray, ‘we are selling up and moving to a place where it will be salty.

Also, we will not need any vehicles at all except a pushbike.

‘It will be a sad day to see her go. ut I’m looking for a good home for her.’

It’s hard not to shed a tear when you hear something like that. But in this case, they might be crocodile tears, especially when Ray tells you that he’s looking for what sounds to us like an eminently reasonable £14,000 for the Land Rover and all those parts combined. A great truck and a great project, there so, two perfect purchases in one The vehicle is located in Devon, and you’ll find it advertised on page 42 of this issue.

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The way it used to be…

Most of us can remember the time when every Defender project ended up as an off-road build.

The endless march of values means those days have long gone – but among all the loadsamoney bling trucks, there as still a few people using 90s and 110s to do what they were built for…

Words: Paul Looe Pictures: Harry Hamm here was a time when, if you built a modified Defender, you built it for off-roading. You may have done it scruffy or you may have done it lush, but one way or the other you did it for off-roading.

These days, it’s different. Defenders are worth their weight in gold (hell, they’re worth their weight in microchips) and most people who build them are blinging them up in a bid to turn a profit from someone on eBay with stars in their eyes. They tend to discover that as it turns out, the only way to make real money out of tarting up Defenders

T

is to go absolutely huge with the spec, price and marketing budget, but that doesn’t stop them trying.

So where does that leave the gentle, traditional art of turning 90s and 110s into death-and-hell off-road machines? ot dead but definitely dying, as ack ohnson might put it Or just biding its time until the world finally comes back to its senses?

The latter may or may not be the case. But the former? Forget it. For sure, far fewer Defenders are getting the hardcore treatment now. But is that movement dying? Hell, no.

Meet Tony Vincent. He used to run a Discovery that was lifted so far it was a ha ard to light aircraft. ut now he’s scaled things back a little… well, by 7.1 at least, because he replaced it with an early Defender 0 200Tdi. While this is shorter than the Disco, in reality there’s nothing very small about it. Apart possibly from how you feel when you’re stood next to it, because as well as a +3” lift and 35” tyres it has about a foot and a half of roof rack sat on its gutters – and enough radio antennae to, you guessed it, be a ha ard to light aircraft. It’s a

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Above, left and right: Both axles are original to the vehicle, all the way down to the rear drum brakes which were still standard on Defenders when this one was built. They’ve got heavy-duty halfshafts and four-pin diffs inside them, all sourced from Ashcroft. Note the lifted spring mounts at the rear Right, far right: Suspension is by ” coils and 5” shocks, with tubular top mounts up front and relocation cones at the back. The rear shocks are adjustable Terrafirma units, and the axles are located using castor-corrected radius arms up front and cranked trailing links out back eft: There was a time when a set of 5x12.50R15 tyres on a 90 would have caused an almighty stir. They’re a pretty common sight these days, however – albeit all too often with the sort of tread pattern that spells death for any sort of soft ground. That’s fine on challenge events and so on but Tony’s Defender is a daily driver and lane truck – and on something like that the Cooper Discoverer STT Pro is one of the best choices around

A mushroom-style raised air intake is decidedly old-school Defender, and what’s not to love about that The same could be said about the box-section roof rack, though its squared-off design might lead to a few shuddering moments on the lanes. The curved D bar is very, very sexy – in fact, it’s about the only curved thing you’ll see on a Defender, and between it and another array on the bumper, it lights the road ahead for about ten times the 90’s stopping distance

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Servicing and repairs to Land Rover® Vehicles

Right: An ARB winch bumper and bull bar provides massive protection up front, and there’s more down below in the shape of a solid steel steering guard. The sills won’t bend for anything, either – and with mounting points for a high-lift jack they’re one of the first routes of recovery should the 90 get beached

Equipped with Land Rover Dealer Software

very tidy build indeed, but it’s definitely the old-school variety – because this is one properly hardcore truck.

Starting at the bottom, those tyres We believe in a one to one service with a are 5x12.50R15 ooper Discoverer STT Pros. They sit on steel modulars, considerable saving to your pocket compared which in turn are bolted via 30mm to that of a main dealer. spacers to a pair of axles containing Ashcroft halfshafts and four-pin diffs.

Sat on top of the axles are springs and 5 shocks. The latter are hosted up front by tubular top mounts, while those at the back are Terrafirma Tel. 0161 7634300 units with an adjuster dial on their lower bodies. Staying at the back, the springs Unit 4, Fernhill Street, Bury, Lancashire, BL9 5BG sit on lifted mounts and run relocation Land Rover is a registered trademark of JLR Ltd cones up top. The trailing links here are cranked to allow more droop, while the radius arms up front are mounted using polyurethane bushes.

That’s enough to make a very able more able still, but Tony has stopped short of putting together a full-house toybox build. It’s not made for loonytune articulation or mongo challenge unbreakability, but for superior green lane skills and all-round competence as a recovery truck in what is also, at the end of the day, an all-round daily driver.

You’d expect a build like this to Supply of quality spare parts include a winch and so it does, in the Supply of quality spare parts Supply of quality spare parts blasting service Supply of quality spare parts In house vapour shape of a 1 ,000lb unit mounted on In house vapour blasting service an AR bumper and bull bar. There’s house vapour blasting service In house vapour blastingInservice Full in house machining service another at the back, too, neatly tucked Full in house machining service in house machining service Full in house machining Full service Friendly service backed up with 12 month warranty away behind the crossmember and Friendly service backed up with 12 month warranty hidden beneath the floor. service backed up with 12 month warranty dly service backedFriendly up with 12 month warranty ot surprisingly, the truck’s electrical capacity has been boosted to cope

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eft: The 200Tdi engine is often referred to as the best unit and Rover has ever made. Tony’s is pretty standard, but the stuff around it has been liberally upgraded. There’s a performance aluminium radiator up front, complete with electric fan, as well as a higher-capacity intercooler, and at the other end you’ll find a straight-through, side-exit stainless exhaust. There’s a air filter in there, too, as well as a couple of silicone hoses to help it all ow right

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with its hefty potential for extra draw when winching, and there are now two Optima Yellow-Tops looking after it. These also provide the juice for the radio system behind those antennae.

At the heart of this is a Yaesu 57D HF/VHF/UHF transceiver, which the manufacturer says ‘provides base station type performance’ in what is the world’s smallest unit of its type. Yaesu’s own Atas-120 VHF UHF antenna is the big beast you see up front, and in addition there’s a Wilson 1000 whip and a pair of VHF antennas. The whole rig is boosted by a Texas Star 1200w amp if you know your radio chat, you might be familiar with the phrase ‘blowing my windows out,’ and from what we experienced on board another vehicle this is almost literally true of what Tony’s 0 can pump out. lsewhere inside the vehicle, it’s the very picture of a well sorted Defender.

Not so much for the ultimate in off-road prep but for being able to get both into and out of every sort of situation you could reasonably expect to encounter in the real world. Recovery gear is housed in an ammo box bolted to the floor, for example, and there’s an AR compressor feeding an air tank for tools and tyres alike. And for a train horn…

You’ll see a power inverter here, too, alongside a twin mains plug on the back of the bulkhead, and between this and the second battery tray is a triple-burner hob. amping gear and recovery kit taking e ual precedence

The whole lot is arranged around the rear stays for a full internal-external roll cage and anchoring straps for a set of four-point harnesses. These keep the vehicle’s occupants securely strapped in to a pair of seats from an Audi Quattro.

With L D headlamps and light bars on the front and back of the roof, this is a 0 that’s set up to get places, get home again afterwards and never be lost in between times. You wouldn’t expect the head honcho in a vibrant

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25

The LEADING LAND ROVER AND RANGE ROVER 4X4 ENGINE REBUILD SPECIALISTS off-road club like onkas 4x4 to lose his bearings while leading a lane run, after all. ot that it would be a problem though if such a thing were to happen, you can expect the to light up with a level of banter that would be more than a little merciless. ’I did a little off-roading myself and enjoyed it so much I created onkas 4x4, in order to enjoy a hobby with like minded people,’ Tony explains. ‘With so many members there is always someone up for a bit of

off road fun, and we have such good marshals who run our events too.’

No small matter, that, and nor is the age-old Land Rover thing. You know, that Land Rover thing. ’All Land Rover owners have to learn basic mechanics,’ laughs Tony. ‘If anyone has problems on a run, marshals and members all help each other out.’

That’s the very essence of a club, and all the members of onkas 4x4 have a lot to thank Tony for. He might not have realised it at the time, but the

club he started back then has grown beyond his wildest expectations.

The same might not need to be said about his Defender, though having downsi ed from his old Discovery he’s now got a vehicle with serious off-road skill but not enough mods to make it a liability. It’s a 0 to be proud of, this one – you could try accusing it of being out of step with the times, but park it alongside any blinged-up Defender and we know which one will come away victorious in the attitude stakes.

Although specialising in Range Rover and Land Rover our experience covers the full spectrum of vehicles which enables us to service and repair any make and model. We bring a wealth of experience from Land Rover main dealer, but with a friendly local garage approach. No job is too big or too small and all servicing and maintenance work will be fully explained and priced to meet your needs.

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27

The classic way to do the Dakar Running parallel to the Dakar Rally, the Dakar Classic is a regularity event for vehicles built prior to the year 2000. This year saw a host of Land Rovers taking part – though not one of them was entered by a crew from Britain Words: Gary Martin Pictures: ASO, as credited esert racing could never be accused of being cheap motorsport. But in this era of multi million pound works teams with bespoke protos, superstar drivers and vastly resourced support crews, the romantic image of plucky privateers in a gritty dash to be first to the bar has never been further from the truth.

With this in mind, perhaps, last year the ASO, organisers of the legendary Dakar Rally, introduced a new event.

Running parallel to the Dakar itself, the Dakar Classic is a rally for the gentleman racers of the off-road world – and, being open only to vehicles built prior to the year 2000, it presents an image that’s altogether more familiar, and approachable, than the serious business of the main event.

As befits a global event, the Dakar Classic featured a wide range of vehicles from manufacturers as diverse as Lada and Toyota, Porsche and Skoda.

Among these was a small but heroic group of Land Rovers, entered by teams from a number of European nations – albeit none of them British. The only crew from the UK this year, Richard Worts and Nicola Shackleton, did it in a Mitsubishi, leaving it to France, Spain, Italy, Switzerland and the Czech Republic to fly the Solihull flag.

Of these, most took to the dunes aboard Range Rovers. ut let’s hear it

D

Pic: ASO / FOTOP

for the Czechs: Frantisek and Dusan Randysek, Albert and Stepan Pance and Petr and Tomas Fiala, all representing the appropriately named Vintage Racing Team, did it in 88” Series IIAs. It’s easy to assume that if you’re doing it in the lassics, it’s because you can’t do it for real. ut nothing could be further from the truth. Dusan Randysek has previously entered the main Dakar five times; he bought his Land Rover shortly after finishing the rally in 2020, on two wheels, then last year drove the PH-Sport assistance truck as part of a team featuring such luminaries as Cyril Despres and Kris Meeke.

‘The idea popped into my head over breakfast at the last Dakar,’ he said.

‘I’ll be going with my 1 -year-old son, Frantisek; it’s like a 50th birthday present to myself.

‘We’ll be going in expedition mode.

It’s all about not getting left behind and keeping the car alive. The Dakar lassic certainly isn’t about speed it’s a bit of a racing game, but it can still be uite fun. It’s like playing cards for matches rather than money, but you still get nervous with every match you have to give to someone! For me it will be wonderful, simply because I’ll be driving with my son in this old car.’

Also driving with his son, Petr Fiala has for many years combined circuit

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Above left: Land Rover specialist Lionel Guy, who previously entered his Range Rover in the Dakar proper, also owns a Bowler Wildcat. But he explained that ‘my partner Isabelle is not a fan of speed,’ making the Classic a much more suitable event – as a creditable 44th-placed finish demonstrates Pic: ASO / FOTOP

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Above right: Tommaso Castellazzi is a true gentleman racer, who will always stop to help a fellow competitor – a spirit he believes has been lost from the main Dakar. For him, the Classic was mainly about racing amid beautiful landscapes, though a very decent 66th place suggests he and navigator Stefano Dalla Valle were pretty competent at the competitive side, too Pic: ASO / Ricardo Leizer / FOTOP

racing with a love for classic cars. He had been toying with the idea of the Dakar for many years before finally bowing to the inevitable when his old friend, a certain Frantisek Randysek, more or less told him to go for it.

‘We don’t really know what awaits us,’ he admitted before the start. ‘ ut we’re looking forward to it. We’re expecting some big life experiences ’ In the event, Petr and son Tomas came 121st out of 12 finishers, two places behind Frantisek and Dusan.

The third of the Series IIAs in the event, crewed by brothers Albert and Stepan Pance, had the distinction of being 12 th. ‘We’re going to enjoy it no matter what happens’ was their promise before the event, which is definitely the right spirit for a regularity rally. ‘Old cars always have issues. ut it’s actually the days when you have to solve problems that stick in your memory.’

For Tommaso Castellazzi, a rather unusual problem was that his Defender 0 only had one seat. ‘I was born in a car,’ he says. ‘So it was inevitable that I would be obsessed with cars!

‘In the last twenty years I have always rallied. But always alone – because I am a loner.’ Stefano Dalla Valle was the man he chose for the honour of navigating, not just because he was good at it but because he shares Tommaso’s philosophy of racing.

‘I hope to find an atmosphere that is now a bit difficult to find,’ he explained.

‘At the beginning, anyone could register for the Dakar by any means. And then we all helped each other to get, or at least try to get, to the end.

‘I am still like this a gentleman driver who stops to help anyone in difficulty. Since the lassic is less frantic, at least on paper, I hope to find a lot of solidarity among everyone.’

Having fitted his 0 with an Iveco engine and gearbox, Tommaso approached the Dakar with a kind of optimistic realism.

‘The history of regularity, with average speeds, is all new to me,’ he commented. ‘Yes, that is something that I will have to learn quickly. But at least we will do it in places that they say are magnificent. I can’t wait to see them ’ In the event, a minimal penalty score suggests that he learned very quickly indeed, with a 66th overall a very credible final position.

Of all the Land Rover teams, however, the leading result was returned by Mi uel Angel oet and uillem Aleix abarro ues in their 1 0bhp, . -litre Fi Range Rover. The vehicle was first used in the 1 5 Dakar by Salvador a ellas, then last year it finished its first lassic in the hands of ere Maim and Andreu Vidal.

Having been persuaded to take part by his old friend Frantisek Randysek, Petr Fiala teamed up with his son Tomas to tackle the Saudi desert in an 88” Series IIA. The Classic is about regularity, not speed, but even then the image of an old leafer ploughing through the dust and sand couldn’t be any further detached than that of the multi-million protos doing it on the main stage Pic: ASO / V.Cabral / FOTOP

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29

Despite never having driven off-road before starting her training for the Dakar Classic, Rebecca Busi gave up a place on a masters course at university to take part. ‘I’m putting my future on the line,’ she said. ‘I want to build a solid reputation, with facts that I hope can be used to find a regular drive and make this passion a full-time business.’ A final placing of 114th illustrates that the learning doesn’t stop when the competition begins, but she did well to start, let alone finish Pic: ASO / R.Leizer / FOTOP At the same time, oet was finishing 8th in a Unimog. So the Range Rover probably felt quite small. His aim, however, was simply to see his uncle, Avall Competicio team-mate Francesc uillem, at the finish line a goal he achieved, with the two vehicles coming in 21st and 47th respectively.

Two places further back was another Spanish Range Rover, that of Diego Ballester and Enrique Conti Penina.

The latter, a veteran of six Dakars, met his driver during lockdown and asked him to take the wheel after a regular member of his team became unavailable. ‘At first I thought it was a joke,’ says Diego. ‘ ut here I am ’ Here too were Javier Basagoiti and Alfonso Masoliver, yet another couple of places further back in 25th in yet another . -litre Range Rover. Friends for 11 years, they have previously compet-

ed in endurance track races as well as rally raids aboard a Fiat anda 4x4. ut both had dreamt for years of taking on the Dakar and in addition to avier’s Rangey, they bought a historic Iveco 4x4 to run as their assistance truck.

‘We have disassembled the car piece by piece and we have reassembled it,’ explained the driver. ‘We wanted to know what could go wrong to try to prevent the breakdowns that you may have.

‘This year there will be more dunes.

We’ll see how the car handles on that terrain. We have worked to reduce the maximum weight of the car to make it more agile in the dunes.’ Safe to say the Range Rover got them to the finish in a better time than they’d have expected in that old anda.

Basagoiti also had a simple but very telling comment to deliver on the event

as a whole ‘The Dakar can always surprise you.’ erhaps it surprised Rebecca Busi, who gave up her place on a Masters course at university in Barcelona in the hope that an eye-catching result in the Classic would be the launch pad for a career in rallying.

‘I want to give my best to do the best possible race,’ she explained, ‘so as to build a solid reputation with facts that I hope can be used to find a regular drive and make this passion a full-time business. The Dakar will be my first race ever; I hope to make it my springboard.’

Driving a . -litre Range Rover with little more in the way of mods than a GRP bonnet and tailgate and some simplifications to the electrical system, Busi was navigated by seasoned veteran Roberto Musi – who had recruited her after advertising on Facebook when Left:Philippe Marechal and JeanFrancois Baud dragged their Range Rover out from under a tarp and prepped it for the 2019 Paris-Beijing, then entered it in the Dakar Classic hoping it would hold up. Which it did, finishing in 107th place – despite Marechal’s admission that he’s ‘not the best’ at regularity and is not a very competitive person Pic: ASO / R.Leizer / FOTOP Right: Dusan Randysek has entered the main Dakar five times, and last year drove the support truck for desert racing legend Cyril Despres.

Teamed up with his 18 year old son Frantisek, he described the Classic as ‘a 50th birthday present to myself’ Pic: ASO / Vinicius Cabral / FOTOP

his regular team-mate became unavailable. ‘I have schooled many riders in my life,’ he said of his rookie driver, ‘but I have never worked with anyone capable of learning so much in such a short time. When we arrived in Morocco for our first tests, she had never done a metre off-road – but after only two days she was already able to climb very demanding dunes with ease.’

‘I expect to see breathtaking landscapes and have fun,’ added usi. ‘ ut I’m putting my future on the line and so I want to do well.’ After such a build-up, 114th place overall might sound like a bit of an anti-climax, but for anyone to even start the Dakar, let alone finish it, after so little experience off-road is a worthy achievement.

The Swiss team of Philippe Marechal and Jean-Francois Baud were altogether more circumspect in their

approach. ‘I’ve done a lot of historic rallies and therefore regularity,,’ admitted Marechal. ‘ ut I’m not the best. I even struggle a bit with regularity I’m not picky enough. I do it for fun.

‘I’m not a very competitive person.

If I see a broken down car, I’ll help it out. That doesn’t bother me we know very well that we will never be first. We come to the Dakar to have a great adventure, and above all to have a good time with our friends.’

Their car, a 1 4 Range Rover .5, had spent many years under a tarp before the team, both of whom are retired mechanical engineers, decided to prepare it for the 201 aris- eijing.

‘That was a stroll compared to what awaits her,’ said aud. ‘It’s been two years since the Range Rover was driven we hope it will hold up ’ Hold up it did, and a 107th placed finish was

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Left: Rest day at the Dakar must be one of the most inappropriately named things of all time. Perhaps if you’re a highly paid works driver in the main event with an army of mechanics to look after your vehicle, but for privateers in the Classic it’s time to get on the spanners yourself and make sure your truck is ready to make it to the finish line Right: Still beats having to get those spanners out in the middle of a stage, though, even if it is just for one of the inevitable wheel changes Pic (left): ASO / C.Lopez Pic (right): ASO / FOTOP Pic (below): ASO / FOTOP

the reward for what they admitted had been a long slog in the workshop to get the vehicle in shape to meet the technical regs for the Dakar Classic.

Lionel Guy takes a very different view to that. ‘My 1 6 Range Rover is my baby. I’ve had it since 1 ; no one touches it except me.

‘It participated in the 1 1 Dakar and then in the Rallye des Pharaohs, the Atlas, Tunisia, Dubai, ajas in ortugal and Spain… it did everything, it raced everywhere. I also have a Bowler Wildcat, but my partner Isabelle is not a fan of speed ’ A garage owner who specialises in historical Land Rovers, as well as renting out Landies to customers partic-

ipating in adventure tours he organises in Morocco, it’s fair to say that uy is a man with Solihull in his blood. He previously took on the full-fat Dakar a couple of times, swapping the Rangey for a 110 on the second occasion, but admits that ‘it was clearly not for us we were not well enough equipped, and were too alone.’ ven with his Range Rover still running its vintage shocks, he was more confident that the lassic’s concentration on regularity rather than pure speed would allow his to finish which he did, in a creditable 44th place.

In addition to his own vehicle, Lionel uy also prepped the . -litre Range Rover in which Gilles Espinosa and Laurent Milbergue took 102nd place.

And if Guy has Solihull in his blood, Espinosa has it all the way down to his bones. When he was five years old, his dad bought an old Series IIA and started taking him off-roading; then when he was 1 , his dad sold the Land Rover… and young Laurent ran away from home.

Thankfully, it was just for the one night. And having come back, he went on to become a salesman for the nearest Land Rover dealership – the start of a career that’s seen him spend three decades working for the green oval. He made it as far as national selections for the amel Trophy in 1 4 and 1 5, as well as using Defenders and Range Rovers in North African rally-raids, and

in 2005 he moved over to take charge of his area’s Land Rover xperience.

On top of that, in 2017 he started restoring a 1 5 Rangey for desert events – with the Dakar Classic providing the perfect incentive to complete the project. And how does a true Land Rover man theme his build? ’It is a replica of the 1 1 lassic with which René Metge won the Dakar.

Outwardly, she really looks like it. But under the bonnet I opted for a . -litre V from 1 -1 0. And the metal doors and the rear glass parts have disappeared in favour of fibreglass. ‘ ow that it is built, it must be used If it doesn’t come back broken, we’ll see what happens next ’ The Rangey did

indeed survive intact, finishing in 102nd place, so watch this space…

With the winning team of Serge Mogno and Florent Drulhon a long way distant in their Toyota, the Land Rover contingent in the Dakar did in the main embody the traditional sprit of the gentleman racer. Which is very appropriate in an event that’s all about celebrating the great 4x4s of yesteryear. All the same, it would be wonderful to see Solihull represented by a crew from the homeland. Richard Worts and Nicola Shackleton had a successful event as the sole Brits, bringing their Mitsubishi home in 61st overall but wouldn’t it be great to one day see the flag flying from aboard a home-grown vehicle too?

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GREEN LANE GUIDE

The Lake District

The Lake District’s rights of way, and of course the landscape through which they pass, have long made it an A-list destination for Land Rover drivers. Its unsurfaced roads have been sterilised somewhat by resurfacing work over the last couple of years, and of course some have been lost over time to anti-vehicle politics. But it’s still a sensational place to go if you want to experience Britain at its most free, with long, gloriously scenic lanes through a sublime landscape of mountains and forests. You don’t need aggressive tyres or lots of modifications to explore here, either, making this a perfect day out in every kind of Landy ROUTE NOTES START FINISH DISTANCE TIME TERRAIN HAZARDS OS MAPS TYRES WEATHER LOW BOX DRIVING DAMAGE

Pooley Bridge (NY 471 244) Lowick Bridge (SD 292 865) 61.4 miles 7-8 hours Hilly farmland, forests and mountains

Isolation; other users; occasional technical sections, mainly rocky Landranger 90 (Penrith & Keswick) Landranger 96 (Barrow & South Lakeland)

Low-profile sizes may be prone to damage, but no need for aggressive treads Avoid when foggy or icy Definitely preferable but not critical Discpline required when passing other users and people’s homes Very occasional potential for underbody contact on rocks

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SAFE AND RESPONSIBLE GREEN LANE USE The trails on our green lane guides

are their victim. If it’s safe to do so,

are all public rights of way – either

film them in the act and pass it to

yways Open to All Traffic or Unclassified ounty Roads. The

the police. lsewhere, let common sense

latter are also sometimes known

and courtesy prevail. Keep your

as Other Routes With ublic

speed down, be ready to pull over

Access. Many green lane users

for others and show the world we

avoid referring to their hobby as

are decent people just like them.

‘off-roading,’ because these rights of way are roads – and also to distance themselves from the illegal

ANTIS y and large, anti-4x4 bigotry is

activities of vandals who give 4x4

limited to individual troublemakers

drivers a bad name..

and organisations who want the

NAVIGATION

countryside to themselves.

These organisations are beyond

The idea is for it to be as easy as

being reasoned with, but it’s rare

possible to follow the route. We

to encounter real hostility even

normally only include junctions

from their rank-and-file members.

at which you have to make a

If you’re friendly towards the

turning or don’t have right of

people with whom you share the

way, so stay on the main road or

countryside, the vast majority will

continue straight ahead unless the

respond in kind. There are always

instructions tell you otherwise.

bad apples, but no more so than

You’ll find a guide to using grid references on the legend of any

anywhere else.

Likewise, most local residents

OS map. Our aim is for you to be

will accept your presence if you’re

able to do the route without maps,

driving sensibly. What suspicion

but you should certainly have them

you do encounter is likely to

with you.

be from farmers worried that

SAFETY

you’re there to steal from them, so be ready to offer a word of

The notes on this page help you

reassurance. Once satisfied that

judge how suitable the route is for

you’re not after their uad bikes,

your Land Rover. These are just

their mood will lighten.

guidelines, however. We’ll warn you of any ha ards or difficult sections,

DO…

but the nature of any green lane can change uickly. Wet weather

• Keep your speed right down • ull over to let walkers, bikers and

can make a huge difference to the

horse riders pass

conditions underfoot, and what’s wide open in winter can be tightly

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

enclosed and scratchy in summer.

voluntary restraint notices

The responsibility is yours!

• Ensure you have a right to be there. We research the routes on

Our roadbooks are designed to be safe to drive in a solo vehicle.

our roadbooks very carefully, but

We do recommend travelling

the status of any route can change

in tandem wherever possible,

without notice

however. The risk of getting stuck can be greater than it appears –

• Be prepared to turn back if the route is blocked, even illegally

and even the most capable of Land

• If you find an illegal obstruction,

Rovers is capable of breaking down

notify the local authority

miles from anywhere.

• Stick scrupulously to the right of way

RESPONSIBILITY Irresponsible driving is a big issue on green lanes. In particular, you must always stay on the right of way. ever drive off it to ‘play’ on the verges or surrounding land, even if you can see that someone else has; doing so is illegal and can be tremendously damaging.

This kind of illegal off-roading is a key reason why green lanes get closed. Drivers who do this may be fellow Land Rover owners

• Always remember that you are an ambassador for all 4x4 drivers

DON’T… • o in large convoys instead, split into smaller groups • Drop litter. Why not carry a bin bag pick up other people’s instead • o back to drive the fun bits, such as mud or fords, again • ause a noise nuisance, especially not after dark

(actually, chances are their vehicles

• Get riled up if someone challenges you. e firm but polite,

are stolen), but they are OT your

stay calm and don’t let them turn it

friends. They’re criminals, and you

into a fight

Step

1

0.0 Step

2

1.75

NY 471 244

Start in Pooley Bridge, outside the Sun Inn – it’s on the main street through the village, as are a number of local shops which would be a good place to stock up. Zero your trip with the pub door to your right and set off heading more or less west, then follow the main road over the bridge at the traffic lights Turn right at the Brackenrigg pub

Bennethead

3

4

Step

Step

4

5

Penruddock Greystoke

3 412

NY 437 242

A sign by the gate tells you you’re on your way into Tongue House

6

3.45

Step

9

5.25

Matterdale End Dockray

2 314

Step

11

Dead slow past the house. As the road swings right then left, it feels as if you’re driving into someone’s garden; you’re not, but you’re certainly in their territory so be respectful

Step

12 8.35

NY 429 237

Public Way

A509 Ullswater 234

Turn right at the Royal Hotel in Dockray

High Row 1 Dowthwaite Head 2

Step

NY 380 219

9.35

ZERO TRIP

13

Step

Step

3.55

4.3

7

You probably do have the right of way here, but the white lines on the road suggest everyone is to give way to everyone else

5.5

7.1

3.05 Step

4.5

10

2.85 Step

8

Step

3

2.5

Step

33

14

Follow the sign for St John’s in the Vale (assuming it’s pointing in the right direction, which it wasn’t when we visited). Take great care here – the start of the lane goes through a car park, and you’re certain to encounter walkers on the route

The descent steepens quite sharply and gets rockier. After this, stay on the proper track through the quarry area – it’s not a playground

34 Step

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Step

Caution – there’s a bit of a step down on the far side of the crossing

Vehicles

Step

20

25

4.5

6.05

Step

Step

4.9

6.3

9.4

Step

Step

5.0

6.35

9.9

Step

Step

Step

6.45

10.0

Step

Step

6.75

12.95

21

16 Step

17

Caution – this is a main road, and it’s blind on the left

23

18 5.05 Step

19 5.3

22

Keswick

414

NY 312 231

St Johns in the Vale Church Diocesan Youth Centre

24

Adventure

Workshop

Buyers

Extreme caution – it’s very sharp over your shoulder on to a busy main road. Use shunts rather than swinging out on to the wrong side of the road

ZERO TRIP

7.25 There’s a very sharp hairpin as you drop down the hill. You’ll want low range, but it’s so tight and grippy that you could also do with not having diff-lock engaged…

Step

26 27 28 29

Grasmere Village

Take the road signed for Red Bank

Caution – there’ll be loads of people on foot around here

RED BANK ROAD

ZERO TRIP

Coniston A593

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30 1.75 Step

31

NY 329 022

The turning is hard to spot. It’s the first of any sort on the right after you’ve passed the road on the right for Elterwater and the Langdales.

Look out for the wooden parish notice board on the corner as a landmark, too. Having turned, continue straight ahead at the fork

A home-made sign says no through road. It’s trying to deceive you, but you will go very close to someone’s home so again, it’s time to show maximum respect

2.1 Step

32 33

39

Dead slow through the farm, then the road becomes a track as you go through the gate

As you climb, you’ll round a tight left-hander into a set of rock steps.

Don’t follow the tyre tracks going up the hill straight ahead

Step

Step

8.8

1.6

Step

42

2.6

9.25

Step

Step

2.65

0.15

44

36 3.25 Step

37 4.15

6.35

SD 312 996

Caution – the turning is sharp enough that you’ll probably need a shunt

Tilberthwaite

47

41 Caution past the old farmhouse and over the bridge – it’s ridiculously narrow

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As the main track swings right just after you see the Fox sculpture, fork left so as to go more or less straight ahead on a smaller track, then immediately fork right as it splits

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You have the right of way, but there are no road markings so assume the other bloke thinks he has too

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Affordable luxury nlike the first Range Rover Sport, which was based on the Discovery , the Mk2 version of Land Rover’s performance SUV was a true Range Rover. Sharing its underpinnings with the L405, it was (and, for a month or two

U

yet, still is) a cut above in terms of the class and style it offers its owners.

And being one of those owners is no longer an unattainable dream. The first of the second-gen Sports are now coming on for a decade old; you still don’t get much for less than £25k, unless it’s on a

Series I (1948-1958)

The Series I, particularly in its 0 guise, is the most sought-after of

all Land Rovers. Its engineering and design give it real charisma, but parts aren’t readily available.

Restoration projects re uire deep pockets, but see it through and the result will be worth mega bucks. one are the days where you could use a Series I as an actual Land Rover. ecause with restored examples changing hands

Series III (1971-1985)

The Series III wasn’t too dissimilar to the Series IIA in mechanical

terms, keeping the same 2.25-litre engines throughout the length of its production run.

In 1 0, the engines switched to a more durable five-bearing crank rather than the old threebearing setup. The transmission also received syncromesh on all forward gears to make it easier to live with.

Lightweight (1968-1984)

These military vehicles can easily be distinguished from regular

Land Rovers. To mimic the civvy Series machines, the Series III model built from 1 72 onwards, also had its headlights switched out to the wings.

Lightweights add an extra dimension to owning a Land Rover.

Their military history and details mean you get a truck with more stories to tell and that stands

90/110 (1983-1990)

This is Land Rover at its best a no nonsense workhorse that can

also take you just about anywhere in the world. arly 0s and 110s are starting to be a real collector’s item. ut you’ll likely be searching far and wide for a pristine example.

These Land Rovers had coilsprung suspension, new engines and a world-beating level of rugged off-road capability.

hefty six-figure mileage, but with that sort of money to spend there’s plenty of nice looking vehicles to choose from. ut would you There is of course the usual list of red flags to look out. ut the Mk2 is less of an overt off-roader than the original, so you’re less likely to find a victim of abuse.

It’s still a mighty tow truck, however, and you do find ones that have been worked hard. Mainly, though, it’ll almost

£5000-£75,000 for millionaire money, preservation is the aim of the game.

The earlier the vehicle, the more it will be worth. The sky’s the limit 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

£2500-£30,000 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 yetas desirable as the earlier Series models

£3500-£22,000 out from the crowd. They’re a rare breed, though so if you find one, it could be worth keeping hold of.

Pros: Not like all the other Land Rovers out there. Military background. Lovely 2.25 petrol Cons: Appearance isn’t to everyone’s taste. Exclusivity over regular models means they command a price premium

£2500-£19,000 A very early 2.25 petrol 0 is a rare thing, and a beautiful one too. ut perhaps try for a 2.5 natasp diesel they’re robust and as simple as they come.

Pros: Excellent parts availability. Easy to work on. Unlimited potential for mods and restos Cons: Puny engines (V8 apart) Not many left in good condition

Insure a Range Rover Sport with Adrian Flux from £450 certainly be an SDV6, so you need to see all the oil and cam belt changes in place in the service book.

• Based on a 2013 3.0 SDV6 HSE. No mods. Valued at £27,500, limited to 10,000 miles a year. 50 year old driver, fully comp, £400 excess

Series II/IIA (1958-1971)

£2500-£40,000

much of that early charm. rices are on the increase, however, as these vehicles start to come into their own as collector’s items.

A 2.25 petrol would be our pick, as the diesel engines were underpowered and rather noisy.

The Series II IIA has a wider stance than its predecessor and adds an extra (thin) layer of

refinement. While the engines have excellent longevity, they need to have been maintained properly. e thorough in your checks, both under the bonnet and underneath the body.

Pros: A sound investment to restore. Some now MOT exempt Cons: Bulkheads and chassis rot, springs prone to seizing

Series IIA/IIB FC (1962-1971)

£2500-£15,000

rarity with all the cachet, pride and immense awkwardness that comes with this status. y ‘rare’, we’re talking about less than 2500 Series IIA F s in total. And they tended to have a very hard life, so not many have survived to tell the tale.

Forward- ontrol models differed from everyday Series IIs by

having heavy-duty V axles, but engine-wise they had the familiar 2.25 petrol and diesel lumps. So, don’t expect performance but do expect to be given an ‘interesting’ time in the workshop Pros: A Land Rover like no other, if that’s what you want Cons: Especially brutal to drive, and to find parts

The Series II IIA is more affordable than a Series I, yet it still carries

Forward ontrol Land Rovers are a cult within a cult. They’re a real

101 (1972-1978)

Only ever sold to the Army, the 101 became a cult vehicle when

£7500-£26,000 the time came for demob. They were flogged off at very low prices and turned into off-road toys not something you’d do with one today, given the rarity and classic value they’ve taken on. ompared to the IIA II F , the 101 is more fun thanks to its V engine. It’s still a military tool, though some still have fixtures

127 (1985-1990)

The 127 was built on a special production line in Solihull which

and fittings from their Army life, which adds interest. This is a vehicle for enthusiasts, though, with costs that are sky-high even

by 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

£7500-£25,000 took 110 chassis and stretched them. It was designed for military and commercial users and came as a high-capacity double-cab.

These days, it’s very rare to find a 127 that hasn’t been hammered, restored and or converted, or all three. eople looking for a work truck tend to go for a later 1 0, so the 127 is more of an enthusiast’s

motor. It’s popular for homebrewed overland conversions, too.

Almost all 127s have had an engine conversion by now, too.

Lots to be wary of, then but it’s a hell of a lot for your money.

Pros: Enormous size means limitless potential and character Cons: Unwieldy. Sure to have had a colourful life

Insurance for your Land Rover Call 0800 085 5000 or visit adrianflux.co.uk Authorised & regulated by the Financial Conduct Authority

Defender 200 Tdi (1990-1994) £4000-£29,000 Defender 130 (1990-2016)

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 good thing about the earlier 200Tdi is that it’s simpler than the later 00. What you gain here you lose in refinement, but this is seen by many experts as the best Defender of them all.

Defender 300 Tdi (1994-1998)

The 00 Tdi engine is very different to the 200 unit it replaced, though

the two are related. It’s much more refined and smoother to drive, though there are more electronics involved so later versions in particular are less of a DIY fix.

The arrival of the 00 Tdi also brought with it the R 0 gearbox.

This used to have a terrible reputation for relability, but most have been put right by now and they’ve

Defender TDCi (2007-2016)

The last Defenders gained modern 2.4 and 2.2 TD i engines and

smooth six-speed gearboxes, They still had phenomenal off-road ability and were even okay to sit in. Famously, this was the Defender that actually had a dashboard Many people dislike the TD i, especially the earlier 2.4, but they still change hands for huge money especially when the likes of Kahn or Twisted have been

The LT77 gearbox in the 200 Tdi is more truck-like than the later R 0, and these vehicles didn’t come with bling. ust be sure it’s an original Tdi you’re getting, not an old Discovery conversion.

Pros: The perfect combination of tradition and modernity Cons: Lots of horrible and/or deceptive ones around

£4500-£30,000

When Land Rover introduced the Defender name, it was actually the

1 0 that changed the most. That’s because unlike the old 127, it was built on a proper chassis of its own rather than a stretched 110 frame.

The advent of the Tdi engine was the making of the 1 0, too. At last, Land Rover could make them pull properly without returning single-figure fuel economy by using a hard-worked V .

Defender Td5 (1998-2007)

become sought after for their light clutch and better shift action.

It was during the Tdi era that Defenders started getting things like alloys, too. You might even find one that’s not been off-road Pros: Strength and simplicity.

Perhaps the definitive Defender Cons: Sure to be very different to when it left the factory

The Td5 engine is arguably Land Rover’s most reliable unit and it’s

£9500-£195,000

Defender (2020-on)

involed. You will always pay a premium for a uma, and a Tdi or Td5 may turn out to be a better purchase. ven then, though, look after it and you may well never see depreciation.

Pros: Efficiency, creature comforts, off-road prowess Cons: Price, electronics, TDCi engine is unloved

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£12,500-£30,000

If the subject of the new Defender comes up in enthusiast circles, try

As a result, you’ll find many more original(ish) 1 0s than 127s.

Some are even still in service with the utility companies they were built for. If you want a Defender for overlanding, look no further.

Pros: A proper truck with huge capabilities in every area Cons: It’s a big lump if you don’t actually need that much size

£6000-£30,000

a strong performer. It does lend itself to being tuned though, so watch out for abused ones and knackered examples that have been pushed beyond the limit.

As with all Defenders, you’ll need a rear crossmember sooner or later or even a new chassis.

Despite having more electronics than the Tdi, a Td5 Defender can

still be a DIY machine. arts are in plentiful supply, as is specialist knowledge and it’s one of the best Land Rovers ever.

Pros: Off-road capability, power, overall reliability. Very well suited to being modified Cons: Rear chassis, premium prices, monstrous road tax on later vehicles

£45,000-£105,000

to steer it away on to something safer. Like rexit, for example.

Much as it may infuriate purists, however, the Defender is actually a very wonderful thing. It’s kind of like an old one, only with space, comfort and e uipment.

The big difference is that you can’t work on it yourself. This goes for maintenance and, crucially,

making modifications a market Land Rover wants to take back and have for itself. It won’t hold its value the way an original-shaper does, either. e in no doubt, though this is a superb vehicle.

Pros: Comfort, capability, rugged fitness for purpose Cons: Not cheap to buy. Lacks the old one’s basic charm

Insurance for your Land Rover Call 0800 085 5000 or visit adrianflux.co.uk Authorised & regulated by the Financial Conduct Authority

Freelander 1 (1997-2006)

The Freelander 1 is a cheap gateway into Land Rover ownership.

It’s also a notable classic in its own way, as it heralded the start of the company’s modern era.

It has its issues, though. The viscous coupling is expensive to replace and can be upset simply by running mismatched tyres.

The 1. petrol used to be notorious for head gasket failures.

Today’s replacements are much

£400-£5500 more robust, but a late diesel is your best bet. ven these can go calamitously wrong, though. This was a more complex car than it needed to be, and buying one for sweeties now doesn’t change that.

Pros: Cheap to buy, no big rust issues, surprisingly able off-road Cons: All sorts of things can go wrong, some very expensively

Freelander 2 (2006-2015)

The Freelander 2 was a massive improvement on the model

£2000-£19,500

it replaced. It’s a refined and affordable SUV with a strong engine, good e uipment and a decent level of practicality.

It’s become one of the most reliable Land Rovers out there, too. ut do be aware of the rear diff and Haldex unit for costly outlays.

The 2.2-litre diesel engine is a strong performer, though for a

bargain search out one with the unpopular .2 petrol unit. ither way, it’s a fine SUV to drive. rices have fallen since the production ended, too £10,000 now gets you one worth having.

Pros: Reliability, refinement, economy of diesel engine Cons: Transmissions can wear quickly if used for towing

Range Rover Classic (1970-96) £5000-£85,000 Range Rover P38A (1994-2002) £1500-£25,000

The original Rangey is a classic you can use everyday and there

are people who do just that, preferring to invest new-car money in a restoration than spending it on a current model.

It’s a smart policy, too. An early two-door can cost mega money, but any lassic will appreciate in value if kept in good condition and sought-after rarities like the SK and LS can be a gold mine.

Range Rover L322 (2002-12)

The Mk Range Rover hit new heights of luxury and was more re-

liable than the . It’ll still cost a lot to run, however, and drivetrain faults and underbody corrosion are not unknown.

The TDV engine is sublime, but you’ll pay more to get one especially the 4.4, though the .6 has all the power you need. The V petrol, on the other hand, is temptingly cheap. uess why

RR Sport Mk1 (2005-2013)

The Sport is mechanically similar to the Discovery meaning it’s

a supreme off-roader as well as being a funky road ride. It doesn’t handle like a sports car, but is agile enough for an SUV. A Discovery of the same era is far more practical, however, while a full-fat Rangey has more class.

The Sport is still a massively able tow barge, though, in addition to all its other virtues.

RR Evoque Mk1 (2011-19)

When the vo ue was launched, it signalled LR’s intent on hitting

the masses. iven that it was the company’s fastest-selling vehicle, they clearly hit the brief, even if it wasn’t for the traditional Land Rover owner.

It’s actually still a capable thing off-tarmac but it’s definitely more at home on the road. evertheless, it is economical

by Land Rover standards and

An awful lot of Rangeys have been neglected and or abused, and you can still buy they cheap. ut if you’ve got the skills, and access to parts, restoring one would be the ultimate hobby that pays.

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

£2250-£28,000

A Mk2 Rangey in good working order is still a sensational car to

own, even today. The problem is that they’re very complex and very, very good at going wrong.

Air suspension failure is the norm. Head gaskets can let go. lectronics are laughably flaky.

And parts can cost the earth as will the labour bills. erhaps worst of all, nowadays it’s very hard to find one you can be sure hasn’t

Range Rover L405 (2012-on) £27,000-£220,000

This isn’t a DIY motor, but it certainly is a Range Rover, with brilliant off-road and towing skills.

It relies a lot on electronics, but they work wonders and the deepdown engineering is very robust.

Pros: Great off-road, luxury, image, TDV8 powerplants Cons: Very complex. Huge running costs

The current Range Rover is a majestic 4x4. All the engines in the

£32500-£25,000

RR Sport Mk2 (2013-on)

You’re looking at a car which many people associate with rich chavs and criminals, however. And being based on the Discovery , it can’t help but share that vehicle’s reputation as a money pit.

Pros: Decent performance and all-round dynamics Cons: A Disco 3 is more usable.

Expect horrific running costs

£9500-£47,000 because there are so many out there, used prices are tempting.

There’s a onvertible model, too, as well as three and five-door tin-tops. We say stick to the latter, and be sure to get one with 4WD. Pros: Economy, handling, iconic concept-car image Cons: Cramped rear seats, not as practical as a Disco Sport

The second-generation Range Rover Sport is 400kg lighter than

range supply copious amounts of power, and its road manners are absolutely impeccable.

It’s startlingly capable off-road, too, even if getting one muddy would feel like bad form. Most that leave the tarmac probably do so only when their owners are in the mood to blow some grouse out of the sky.

the original, meaning it’s almost economical to run. It feels really nimble and agile on the road, too, and it comes with a range of engines giving it a brisk turn of pace.

Some won’t like the flamboyant posture, while others will love it. ither way, inside the cabin it’s very nearly as luxurious as the full-fat Range Rover.

RR Evoque Mk2 (2019-on)

Most Range Rovers all look the same at the front now, but the new

The Velar a competent cruiser and has received numerous accolades

other models expected to follow the Velar in due course. ut is there a whiff of style over substance Well, it’s a very good SUV. ut you don’t half pay a premium for those suave looks...

Pros: Stylish design, chic cabin, excellent tech features Cons: Feels like an indulgence, especially at such a high price

The original Discovery was based on the Range Rover of the time,

Inside, the Range Rover’s cabin is superb, with sumptuous trim and cutting-edge e uipment. rices are, of course, as immense as the vehicle itself. ut if you can afford it, so too is the presence a Rangey will give you.

Pros: Class, luxury, engines, vast all-round capability Cons: Price

£22,500-£190,000

vo ue has adopted a similiar back end to the larger Velar. It’s not just the exterior that mimics the looks of the larger vehicle, however, as the vo ue has gained the latest Touch ro Duo tech and a hike in uality.

The main highlight of the new vo ue is the fact the majority of the range is made up of mild

Range Rover Velar (2017-on) £31,500-£95,000 Discovery 1 (1989-1998) because of its particularly handsome exterior. It’s based upon the same architecture as the aguar F- ace but has greater off-road ability and is available with a wide choice of engines, most of which combine good economy with usable everyday performance.

The interior is Land Rover’s most advanced cabin to date, with

spent at least part of its life being worked on by idiots Still, you’ll get a classy motor with proper off-road and towing skills. It’s becoming a classic, too, and prices are still tiny considering everything you get.

Pros: Luxury, price, a Land Rover that doesn’t rust Cons: Electrics. Be very afraid

with the same 100 wheelbase and a slick body containing a spacious, flexible cabin. It was well e uipped and refined, and it came with the wonderful Tdi engine.

Over time, the Discovery’s epic off-road ability meant almost all of them were hammered at playdays.

Lower body rust is a big killer, too.

So it’s rare to find a good one now,

The only stumbling block with such a fine motor is going to be how to pay for it. Depreciation has started to bring down the purchase price though you’ll never run one on a shoestring.

Pros: Performance, refinement, glorious interior Cons: Marmite image. Pricey to buy and run

£31,600-£55,000 hybrids, available with diesel and petrol engines combining to an electric motor. Only the base D150 vo ue escapes the electrification, and we’d avoid it as it doesn’t have four-wheel drive.

Pros: Feels like a proper Range Rover inside Cons: Petrol engine is poor on fuel economy, even as a hybrid

£1000-£18,000 and when you do they tend to be priced with a lot of optimism.

Very early ones in tip-top condition are full-on classics, too. For a sound one to own, we’d look for a tidy 00Tdi. Pros: Price, practicality, parts availability. Epic off-road ability Cons: The body rusts like it’s been doused in sea water

Insurance for your Land Rover Call 0800 085 5000 or visit adrianflux.co.uk Authorised & regulated by the Financial Conduct Authority

Discovery 2 (1998-2004)

The Disco 2 is powered by the Td5 engine, one of Land Rover’s most

£1100-£9000

most reliable units ever. It drives well, too mated to a manual box it has more guts even than the V option, which is surprisingly bland but predictably thirsty.

Whereas the Disco 1 was prone to body rust, the D2 is fine here.

Instead, its chassis rots like a carrot, especially towards the back end. Also at the back, seven-seat

Discovery 5 (2017-on)

The Discovery 5 is a versatility monster. As an all-rounder, at

models had air-suspension, with all the horrors that brings.

Mainly, D2 owners will tell you about rogue electronics. And leaky sunroofs. They still love their trucks, though, which says a lot.

Pros: Td5 power and reliability, great all-rounder, lots of choice Cons: Chassis rust, electronics, leaky sunroofs, air suspension

£25,600-£80,000

launch it was the most capable Land Rover on sale the new Defender will be going some to wrest that crown from it.

All the engines in the range are refined and flexible, and its chassis is remarkably supple for such a big vehicle. There’s no end of electronics working away in the background, but the effect is very

convincing as is an interior that might make you wonder why you’d bother paying more for a Range Rover. ust be careful not to go wild with the options and end up paying more for a Discovery Pros: Immense blend of comfort and practicality Cons: Feels more like a softroader than a proper Discovery

Discovery 3/4 (2004-2017)

The Disco is an astonishing allround vehicle. It’s good on the road

and capable off-road, genuinely luxurious and a giant of a tow truck, and as well as being able to seat seven adults it can be turned into a van with a totally flat rear load area.

The Disco 4 was basically the same vehicle evolved; in the used market, it all comes down to your budget. The problem will always

Discovery Sport (2015-19)

The Discovery Sport packs seven seats into a Freelander-si ed

body and dishes up an appealing all-round blend of comfort, kit and general driving manners.The third row of seats is only suitable for little ‘uns, though, and off-road it’s a Discovery in name only.

It’s a more practical proposition than the closely related vo ue, and you won’t need to live with the fear of osh Spice jokes. You

Discovery Sport (2019-on)

be maintenance costs infamously, the timing belt is a body-off job, and rust is becoming more and more of an issue with these vehicles, too.

Pros: All-round ability, stunning practicality, luxury and kit on high-speccers Cons: Cam belts, handbrakes air suspension… the list goes on

£15,000-£35,000 might shudder at the price if you’re buying new, though but on the used market, there are some tidy looking deals to be had, even on high-spec examples.

Pros: More practical than an Evoque, and less vulgar. Seven seats. Capable enough off-road Cons: Back seats only for small mammals. Price of top models

£21,000-£52,000

The second-generation Discovery Sport arrived only four years after the first. That’s because once again, it’s related to the vo ue, which was launched several years earlier and was therefore ready for a full new model in 201 .

The Disco Sport is a premium medium-si ed SUV. It’s available with seven seats and, by the standards of the competition, models with four-wheel drive offer a decent level of off-road ability.

It’s a massively popular choice

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for the school run and, with the arrival of a plug-in hybrid early last year, as a company car. uality has taken a step up from the first model, with far better chassis dynamics and overall refinement. There’s a range of

excellent drivetrains on offer, and the interior is a uantum leap ahead from the old model it now feels fit to be called a Discovery, whereas the previous version was more of a Freelander. The Sport has grown into a convincing pre-

mium vehicle, and the range offers enough choices to suit anybody with the means to buy one.

Pros: Classy and practical cabin, all-round good to drive Cons: You can get a Defender for the price of some models

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In addition, you’ll find a range of vehicle profiles covering classic Defenders, off-road specials, expedition builds and more – as well as original road test reports, workshop guides and page after page of the latest and best spares, accessories and other products.

And whatever kind of Defender you’re after, old or new, you can’t afford to miss our comprehensive buyers’ guide. Packed with knowledge and advice from Land Rover specialists, it’s a must for anyone looking to join the wide world of Defender ownership!

PRE-ORDER NOW FROM www.4x4magazineshop.co.uk TO BE PUBLISHED 12th March 2021

42

w w w. t h e l a n d y. c o . u k

News

Issue 99: Apr 2022

Products

Vehicles

Adventure

Workshop

Buyers

• • • • •

Series I Series II/IIA Series III Stage 1 V8 Series IIA/IIB Forward Control • Lightweight • 101 Forward Control

Series I 107” V8 Station Wagon (1958). Rebuilt 3.5 V8, recon SI box and transfer case. New brakes, HT system. Overdrive, FWH. Very good bodywork, interior almost as new. Used daily. £29,500. Retford.

07766 912213 01/22/019

List your Landy for FREE!

Series I 86” (1955). Steve Parker Ford V6 2.8i conversion, Series III axles, gearbox and steering, bigger brakes, parabolics. All original parts (including 2.0 engine) included in sale. £14,000. Yelverton.

07887 554948 04/22/020

Series III 109” Safari (1971).

Project. 2286cc petrol (runs). FWH, Fairey overdrive, all gears work.

Needs chassis replacement/repair.

In regular use up to a year ago.

Many spares included. £5500.

Redruth. 07748 328693 04/22/025

Lightweight (1973). 40,800 miles.

2.5 TD engine. Solid chassis. FWH, Parabolics, Fairey overdrive. New tank, galv bumper, brake cylinders.

Recon fuel pump. Waxoyled. History. MOT Sept. £10,950. Cheshire.

07939 538498 04/22/024

Series IIA Soft-Top (1968). 57,000 miles. 2.25 petrol. Hand-painted.

Runs well. Really well looked after.

Excellent MOT record up to 2020 (no mention of rust, ever), currently on SORN. £10,495. Dartmouth.

07740 427726 04/22/018

Series IIA 2.25 diesel soft-top (1971). 96,400 miles. Galv chassis.

Restored by previous owner. Some perishing on canvas roof. Runs well, very reliable, room for further tidying. MOT Nov. £8750. Stockport. 07973 203060 02/22/007

Series III 88” Station Wagon (1981). 17,000 miles. 2286cc petrol. FWH. Deluxe matting and trim. Speedo changed at 67,000 miles. Many new parts. MOT April 22. £12,000. Bath. enquiries@ assignment-media.co.uk 04/22/028

Series I 86” 2.0 diesel (1956).

92,000 miles. Originally 2.0 petrol.

Fully rewired. New pistons and liners, NOS fuel pump, injectors stripped and pressure tested. Runs and drives well. £15,000. Sleaford. 07899 903233 02/22/006

Series III 88” (1977). 2.5 TD. Orig chassis in good condition. Recent brakes, shocks, cambelt, injectors, rad. FWH, Fairey overdrive. Good interior, DAB/Bluetooth, sound deadening. £13,000. Ammanford.

07791 400747 04/22/026

Defender 90 2.4 XS Soft-Top (2009) . 107,000 miles. HD cage, big intercooler, silicone hoses, Sawtooths, custom grille, LEDs, wooden wheel. Undersealed from new. MOT Sept. £24,999. Paignton. 07862 122131 04/22/006

90 2.5 diesel (1987). 189,000 miles Long list of modifications New winch. Matt black with camo stickers. Extensive service history.

Comes with number plate D9 DEF. MOT Feb 23. £8000. Westerham.

07860 154571 04/22/007

DEFENDER

CLASSIC

USED LAND ROVERS FOR SALE

• Pre-Defender 90, 110, 127 • Defender 90 • Defender 110 • Defender 130 • New Defender • Defender-style hybrids

Series II 88” Station Wagon (1961). 3.5 V8 with 3-speed auto.

Rebuilt 2014 on galv chassis.

PAS. Stainless steel exhaust. Only done 1000 miles since rebuild.

MOT Nov. £10,000. Kent. 07941 031442 03/22/019

Series III 88” Hard-top Diesel (1983). 109,588. Good chassis and bulkhead, excellent all round.

Good engine and box. Recently repainted. Drives very well. Large history file ug £7500.

Bristol. 07890 948758 02/22/010

Defender 110 300 Tdi SW (1989). 202,000 miles. 7-seater.

125k engine installed by previous owner. New rear shocks and £3k’s worth of welding 3 years ago.

MOT Oct. £7500. Tunbridge Wells. m.benzenine@yahoo.fr 03/22/011

Defender 90 hybrid with 5.0-litre TVR V8 engine. LPG conversion.

5-speed box. Almost everything fitted ne iamond trim, sets of wheels. Years in the making. £22,950 ono. Worcestershire.

07815 460939 03/22/007

Defender 110 XS SW (2015).

87,000 miles. CD, leather, air-con, 7 seats. Safety Devices cage. Topspec Alpine stereo, DRL bumper, KBX grille. Sawtooth alloys. FSH. MOT Dec. £38,995. Harrogate.

07932 640785 03/22/001

Defender 90 Td5 County (2001).

199,000 miles. Solid, no signs of rot. Runs and drives great. Polybushed. Brakes done 4000 miles ago. 10 stamps in service book.

MOT Oct. £10,750. Darlington.

07854 117387 04/22/005

Defender Td5 110 Pick-Up (2006). 73,000 miles. Alive Stage 2 remap and intercooler. Bilsteins.

Many Momo, Hella, Optimill, Wipac, xmoor, errafirma parts Year’s MOT. £35,000. Falmouth.

07545 551423 03/22/003

Defender 110 200Tdi Auto (1992) 203,619 miles. £4000 Ashcroft box conversion. Original engine. Electric fans. Started as a 12-seater. Solid chassis, drives really well. £5995. Heathfield.

07956 655587 03/22/012

Defender 110 Td5 Camper (2002). 189,000 miles. Solid chassis. Settee / double bed, slide-out hob, sink, LED interior lights, 240v sockets. Leisure battery. Part history. MOT Oct. £11,500. Edinburgh.

07889 386595 03/22/005

Defender 110 Perentie (1990).

Australian MOD-standard 3.9 Isuzu diesel. Galv chassis, no rot at all. 6 seats. Removeable roof.

Comes with 5’5” x 6’2” MOD trailer.

MOT Oct. £11,500. Spalding.

01406 330979 03/22/018

Defender 110 2.2 TDCi (2013).

88,000 miles. Recent tyres, shocks, springs. Detachable rear cage. hassis has surface rust only olid and tight to drive. FSH. Year’s MOT. £22,950 plus VAT ono. Swindon.

07876 765478 03/22/002

Defender 110 Td5 SW (2005).

133,500 miles. Kitted for overland travel. Roof rack, ARB awning, Autohome tent, ARB fridge/slide.

Brilliant chassis and bulkhead.

MOT Nov. £25,000. Inverness.

07534 587776 03/22/017

Email one picture and details to alan.kidd@assignment-media.co.uk Include your postcode if you would like your listing to go on our online classifieds (postcode for internal use only) *Free offer applies to private sellers only

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Issue 99: Apr 2022

43

A 300Tdi Defender 90 from the 200Tdi era Defender 90 Td5 (1999). 145,800 miles. Remapped to 168bhp and 265lbf.ft. CD, BFGs. Recent new alternator. For sale due to Euro 6 restrictions. Part history. MOT Nov. £13,800 inc VAT. Liphook. 01428 652222 04/22/015

Defender 90 Td5 (2002). Galv chassis. Alive Stage 3 remap and intercooler. LOF clutch. Brake upgrade errafirma shocks erlin purple, 20” RR Sport alloys, LEDs. Year’s MOT. £19,500. Walsall.

07572 466833 04/22/016

90 200 Tdi (1985). 155,000 miles.

7-seater. Winch, snorkel. Special Vehicles badging. Recent belts, alternator, speedo cable, fuel cutoff. Just serviced, runs and drives great. MOT April. £8999. Wallsend.

07863 633926 04/22/010

Defender 90 Td5 (1999). 180,000 miles. LEDs, RDX trim, 33s, ARB rack, diff and steering guards. RX8 leather seats, Momo wheel, Alpine stereo. Many new and upgraded parts. MOT Aug. £13,499. Rotherham. 07714 587467 04/22/011

Defender 110 County V8 (1989).

139,650 miles. 12-seater. 4 new quality tyres. Carefully maintained by mechanic owner. Excellent history. Trailer also available if wanted. MOT June. £16,750. Essex 07798 747945 03/22/016

90 2.5 Station Wagon (1988).

Only 38,050 miles! 2.5 n/a diesel. seater esprayed pril Matching coloured wheels with amazing tyres. HPI clear. Will come with year’s MOT. £15,000. Crawley.

07495 225294 02/22/013

Defender 110 Td5 Camper (2005). 72,000 miles. Professional camper conversion 4 years ago.

Roof rack, winch. Chassis treated.

Mechanically sound. Long MOT (no advisories). £34,990. Penrith.

07480 749206 03/22/010

Defender 110 CSW 300Tdi Auto (1992). 241,000 miles. Rear discs.

Recent HD springs and shocks, all polybushed. BFG A/Ts, Alpine CD. Cambelt just done. MOT Nov. £8750. Bury St Edmunds. 07716 164104 03/22/006

110 2.5 Diesel Pick-Up (1985).

124,000 miles. Originally a 2.5 petrol. Stored for many years, £3k recommissioning last spring. New tyres and heater, MX5 seats. MOT Mar 22. £6500. Fishcross. 07557 359351 (text only). 03/22/009

Defender 90 300 Tdi (1990).

Bare metal restoration done to the highest standard. New shocks, exhaust, canopy, seats, tyres. Fully rustproofed throughout. Lots of paperwork. Long MOT. £19,500.

Chorley. 07811 131586 02/22/018

Defender 90 Td5 Soft-Top (2000).

131,000 miles. Heritage style. Just rebuilt. Galv chassis, new suspension and clutch, bulkhead removal bar, Optimill hinges, Exmoor seats, DAB, Moto Lita wheel. £30,995.

Welwyn. 07834 451917 02/22/015

Defender 110 V8 (1993).

142,473 miles. New engine at 95,000 miles. Spent much of life in Spain, dry-stored since return. Uprated suspension, BFG tyres. Lots of history, year’s MOT. £19,995. Kent.

07930 937965 03/22/004

covered very few miles since then, the vehicle’s owner reports that it runs well, with a little smoke on start-up that clears nice and quickly.

Underneath, the 90 now rides on an uprated suspension set-up using a wide range of kit from Terrafirma. It’s polybushed all-round, too, and its Insa Turbo Ranger all-terrains are wrapped around a set of Zu-style steel five-spokes – which nestle beneath a set of wheelarch extensions that could easily cover something much bigger and meatier.

Certainly, if you were to replace the Insas with bigger, more hardcore off-road tyres they would look entirely in keeping with the rest of the vehicle. It’s fitted with a heavy-duty steel winch bumper and box-section sills carrying tubular tree sliders, while up top there’s a snorkel, roof rack and ADV tent.

On top of this, the whole vehicle – including the chassis – has been painted in a particularly fetching combination of green and black U-Pol Raptor paint. This stuff has become rightly famous for its

FOR DEFENDERS OF A CERTAIN AGE, it’s actually quite rare for them still to be on their original engine. There’s a definite cut-off point at the start of the Tdi era, however, when Land Rover finally started using diesel engines capable of both performing and lasting the way they should.

So when you see a 90 from 1992 with a 300Tdi engine in it, you know you’ve got something a bit unusual. Unusual and possibly something to be wary of… unless that engine was installed by Land Rover itself.

That’s what happened in the case of this one. A few years after the vehicle was new, for reasons unknown (though you’re likely to take a guess) it went back to the factory and its original 200Tdi was swapped out for the 300Tdi which, by then, had become standard issue.

Since then, it’s been down the path many Defenders take and become someone’s own personal idea of what a Land Rover should be like. This too is a bit out of the ordinary in that it combines a bit of bling with a bit of offroad prep – and a lot of good, down to earth routine maintenance.

In the last year, for example, the vehicle has had a whole new braking system. The servo, master cylinder, discs, pads and calipers have all been renewed; the pipes were left alone, but only because they had already been replaced just a few years previously.

The engine, too, has been looked after. In the last three years, it’s been treated to a new turbo, water pump, auxiliary belt, exhaust and catalytic converter, as well as gaining the allimportant EGR delete. Having

strength, durability and rough texture, with the latter giving it the rugged appearance which, over the last few years, has encouraged an increasing number of people to use it as an element of their truck’s styling.

There’s a lovely contrast between the textured matte effect of the Raptor and the crisp appearance of the angel-eye LED headlamps up front – not to mention the Optimill stainless steel door hinges. It’s kind of like seeing a bloke in a lumberjack shirt and a big pair of Doc Martens, but then up his sleeve you catch a glimpse of a Rolex or Omega on his wrist. Hard as nails, but classy with it.

Inside, there’s a set of leather seats and a double-DIN head unit that supports smartphone pairing, as well as a tidy little sports steering wheel which makes it a lot easier to climb in and out. It’s definitely a full-on blinger, though, with rubber floor and bench liners in the back making it as practical as it is tough. The cabin is insulated, too – as you can see rather too clearly up front, where the headlining is missing.

As always with old Defenders, there are questions to ask. In this case, 78,177 miles on the clock sounds promisingly low, but a look at the MOT history shows that around 15 years ago the clock in question was renewed – and that prior to that, the vehicle had been sitting at just under 100,000.

For a well maintained Tdi that’s been kept in regular oil changes, that’s not a deal-breaker – but as always, it’s essential to do your homework.

At £13,800, this is not a cheap 90 – though by no means is it the most expensive you’ll find from the Tdi era. It’s a vehicle with a lot of quirks to it; it may or may not be up your street in a number of different ways, but you certainly can’t deny that it stands out in a crowd. It’s located in Pontypool and you can find it advertised overleaf.

44

w w w. t h e l a n d y. c o . u k

News

Issue 99: Apr 2022

Products

Vehicles

Adventure

Workshop

Buyers

SERVICING, REPAIRS, MODIFICATIONS S PARTS & ACCESSORIES ES ES ROAD & OFFROAD D

Programming, Genuine & Non Genuine Parts Supplied Unit 6 Westmead, Hedingham Road, Gosfield, Nr Halstead, Essex CO9 1UP 01787 469553

Registered To Land Rover Online Service System

QUADZILLA UTV & ATV Dealers

Defender 90 300 Tdi (1992). , miles di fitted y L ood chassis and ody errafirma suspension, recent engine and brake overhauls, LEDs, roof tent.

MOT Dec. £13,800. Pontypool.

07595 628365 04/22/013

Defender 90 Td5 Pick-Up (2001).

65,300 miles. Galv chassis. Lucari interior, alcantara headlining, OMP wheel, 1.5” lowered. Immaculate head-turner! MOT Sep. £22,950.

Ashford, Kent. ryanbentley76@ gmail.com 04/22/008

Defender 90 Wolf RHD Soft-Top (1997). 32,000 miles. Remus.

Excellent chassis, recon engine. All oils and belts replaced, inc cam belt. Direct from MOD. 12 months’ MOT. £17,750 (no VAT). Luton.

07850 785322 04/22/014

Defender 90 2.2 TDCi (2013).

114,000 miles. Every conceivable mod, including Twisted alloys and front, custom cage, sound deadening. More than £35k spent.

MOT Jan. £36,995. Doncaster.

07765 936902 04/22/012

Defender 90 300Tdi (1991).

131,830 miles. Heritage-style HUE tribute. Galv chassis. 2” lift, galv rock sliders, heated seats and screen.

Motolita steering wheel from an Aston. £20,995. St Annes on Sea 07585 911911 04/22/009

90 (1986). 165,000 miles. All matching numbers including axles.

New footwells, rear crossmember, Exmoor hood, door tops. Recent full repaint. Recently put back on the road. MOT Nov. £12,495.

Yeovil. 07743 343593 02/22/019

Defender 110 2.4 TDCi Utility (2011). 101,000 miles. Winch on HD galv bumper, HD wheels, BFG M/Ts. Roller shutter side lockers.

Rear camera, 240v inverter. MOT Nov. £15,995 + VAT. Heathfield.

07951 438793 02/22/012

Defender 110 2.4 TDCi Camper (2007). 122,000 miles. 2-berth with lifting roof, 6x4” bed, 2-hob cooker, sink, 30l fridge, toilet, 240v hook-up and split-charge. HD suspension, recent XZLs. £49,500.

York. 07845 146411 03/22/020

Defender 90 300 Tdi (1996).

103,000 miles. New chassis, susp and rear halfshafts 3 years ago.

Genuine replacement engine at 80,000 miles. New rear door in 2020. £9000. Llanymynech.

07583 612422 02/22/017

Defender 90 Td5 (2000). 147,000 miles. Nearly new roof tent. Rebuilt engine, performance brakes.

New suspension, props, steering, rebuilt rear axle. Waxoyled. Sound deadening. £14,500. Beaconsfield 07753 686939 02/22/016

Discovery 4 3.0 SDV6. 8-speed box. Cruise, climate, heated seats, parking sensors. Sat-nav, video, DAB. Full unmarked leather interior. Nearly new tyres. Smooth and capable. FSH. £13,995. Norwich.

07564 301122 02/22/009

Discovery 2 TD5 (2002). 133,415 miles. Manual. Recent alternator and battery. Some damage to front bumper. Drives well. Sold with roof bars and top box. MOT Oct. £3200 ono. 07842 174974

Discovery 2 Td5 Manual (1999). ody off resto, modified to high standard with +7” suspension, +3” body lift, new 33” tyres, 4x4 map, snorkel, side exhaust, custom bumpers, Rhino winch. £7695. Calne.

07414 702607 03/22/022

Discovery 3 2.7 TDV6 XS (2008).

121,790 miles. Sat-nav, CD stereo, climate, cruise, leather. Cambelt, oil pump, suspension just done. No rust. Excellent inside and out. FSH. MOT Dec. £6250. Widnes. 07553 473779 03/22/023

DISCOVERY

Servicing, Repairs, Diagnostics,

• Discovery 1 (200/300 Tdi) • Discovery 2 (TD5) • Discovery 3 • Discovery 4 • Discovery 5 • Discovery Commercial • Discovery conversions

03/22/014

A ready-made restoration project

‘USED REGULARLY UNTIL 12 MONTHS AGO but is now slowly fading away.’ Has anyone ever uttered a sadder sentence about a Land Rover?

The Land Rover in question is a very early (1971) Series III 109” Safari Station Wagon. Fitted with a 2286cc petrol engine and a Fairey overdrive, it still runs but clearly needs work to make it right.

‘We wanted to rebuild him onto a galv chassis but cannot realistically find the time,’ says the truck’s owner, who is clearly going to be sorry to see it go. The chassis is a must-do job before it gets back into action, as are new footwells, door

pillars and doors.

The engine wants a proper service and the exhaust, clutch slave cylinder and brake cylinders need looking at too.

There’s plenty more on top of that, which won’t come as a huge surprise. But as well as the engine, the gearbox and transfer case do what they’re meant to (not perfectly in the case of the syncro in the former, which also tends to jumps out of reverse) and all 11 seats are present, as is a cubby box and all the right door furniture. The bodywork is straight, if patinated, and whoever buys it will get a decent collection of spares.

Could that buyer be you? Well, you’d need some skills, some time and a bit of commitment, as well as a quid or two to invest in the project. But with an asking price of £5500, an investment is exactly what it could prove to be. It’s located in Cornwall, and in an advert on page 42 of this issue.

To advertise in The Landy, call our team on 01283 553244 w w w. t h e l a n d y. c o . u k

Issue 99: Apr 2022

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Issue 99: Apr 2022

Discovery 2 Td5 Trayback (2002).

Manual. Longranger cab, Mocho trayback conversion, +3” front, rear still on air, 285/75R16s. Td5 Inside map, aftermarket intercooler. Well maintained. MOT Jan 23. £6500.

Evesham. 07946 640853 04/22/003

Products

Discovery 4 3.0 SDV6 HSE (2010).

128,449 miles. Roof rack, ladder, factory tow bar. Handbrake, cambelt, suspension compressor and tank, shortened turbo pipe all been done. MOT Aug. £12,950. Stockport. 07738 506614 04/22/002

Vehicles

Discovery 2 V8 manual (1998).

116,000 miles. LPG converted.

Some welding done. Air-con works.

Straight-through exhaust. Sagging headliner. RR alloys and brand new tyres. MOT Nov. £6250. King’s Lynn. 07807 713783 02/22/008

Adventure

Workshop

Discovery 2 TD5 Auto (1998).

160,000 miles. Recent new Garrett turbo, front ball joints, glow plugs, HD steering bars, Comforser tyres.

Solid chassis. Light green lane use only. MOT Sept. £2100. Stoke on Trent. 07538 811516 04/22/004

RANGE ROVER

46

w w w. t h e l a n d y. c o . u k

• Range Rover Classic • Range Rover Mk2 (P38) • Range Rover Mk3 (L322) • Range Rover Mk4 (L405) • Range Rover Sport • Range Rover conversions • Range Rover off-roaders

Buyers

Discovery 3 2.7 TDV6 HSE (2008).

96,000 miles. Auto. 7-seat. Cruise, Climate, leather, nav, CD changer, Bluetooth, heated seats. Excellent inside and out, no dents or scuffs.

FSH. MOT Dec. £3850. Croydon.

07826 091999 04/22/001

Discovery 300 Tdi (1996).

112,000 miles. +3” springs, +2” body lift, 35” Kumhos, adjustable shocks etc. All welding done. Air-con works! Full leather. Lots of new parts and spares. MOT Mar. £4800.

Poole. 07501 792343 02/22/002

Discovery TD5 ES Premium (2001). 177,000 miles. Storm Tuning remap. New clutch and fuel pressure regulator, recent watts linkage, water pump and thermostat. MOT Jan 23. £3295. Sheffield.

07387 305046 03/22/025

Discovery 2 2.5 Td5 Landmark (2004). Manual. 7-seater. 161,800 miles. Climate, leather, alloys, twin sunroofs, heated screen. 6-disc CD changer. Immaculate condition inside and out. MOT Sep. £6500.

Bristol. 07890 948758 02/22/011

Range Rover 3.5 V8 Vogue (1985).

Rare long-stick 5-speed. Just restored after 17 years off the road.

Many new parts. Full chassis and body refurb. Many original features.

MOT Jan 23. £19,950. Bradford.

07919 951739 04/22/019

Range Rover Sport 3.0 TDV6 HSE (2010). 140,000 miles. Cruise, climate, leather, electric heated seats, CD, nav, parking sensors. No faults, no warning lights, drives perfectly. FSH. MOT Jan 23. £9795.

Filey. 07759 255405 04/22/021

Range Rover Carmichael 6x4 (1987). 30,000 miles. Petrol/LPG, only miles on fitted replacement engine. Starts, drives, stops and steers. Part-done resto to finish £12,000. Burnham on Crouch. 07903 787511 04/22/023

Range Rover 3.6 TDV8 Vogue (2009). 152,000 miles. Cruise, leather, CD, TV reception etc. Drives well, no box changes smoothly, no faults showing. Tidy inside and out. History. MOT Aug. £8250. Fife.

07718 974333 01/22/008

Range Rover 4.6 Vogue (2002).

Coiled, full stainless exhaust. New shocks, tyres, CVs, brakes, headlining etc. Maintained to very high standard, drives beautifully. MOT Jan 23. £3250. Hayling Island.

07444 482604 04/22/022

Range Rover 4.6 Vogue (2000).

145,523 miles. LPG (runs well).

Top-end rebuild, new rad, water pump, cat, exhaust, shocks, air springs, ball joints, bushes and more. MOT Oct. £2995. Buntingford. 07748596280 01/22/003

Range Rover Classic 3.5 4-door (1982). 60,000 miles. Manual. No rot, never welded, very solid with original sills, oors, arches ll matching numbers. A true garage find £6995. Sutton Coldfield. 07970 500519 03/22/015

Range Rover 3.9 auto (1988).

116,000 miles. +2” springs, Insas, rear LSD, LED bar, Disco engine with Megasquirt conversion.

NB winch removed, body needs some welding. MOT Nov. £2250.

Sudbury. 07841 020645 03/22/029

Range Rover 2-door (1982). LHD. Mercedes 3.0-litre diesel, 5-speed box. Needs full mechanical revision. Solid body just needs small repairs. Laid up since 2003. £4000. Royston. enquiries@ assignment-media.co.uk 03/22/013

Range Rover Vogue 3.0 TDV6 (2005). nfinished pro ect, completed. Custom paint and body kit, powder coated alloys. New brakes, custom exhaust. Cream leather interior. £6500. Stoke-onTrent. 07376 177169 04/22/027

Range Rover 2.5 DT (1995).

217,493 miles. 6” lift, 33” Insas.

Re-geared for low-end torque.

HD bumpers. 8x55w spotlights.

Twin batteries. Snorkel. Roof rack.

MOT Mar. £2500. Preston. 07964 253639 03/22/024

Freelander 1.8 Estate (2003).

129,000 miles. Manual. Propshaft removed so 2wd. Saggy headlining. Wheels need refurb, handbrake needs adjusting. MOT Nov, advisory on 2 tyres. £855. Telford.

07798 713305 02/22/005

Freelander 2 Td4 S (2008).

98,526 miles. HST kit, CD, air-con, cream leather. Cambelt and water pump in , clutch and y heel 2017, rear discs 2020. Part history plus receipts. MOT Mar 22. £3800.

Aldridge. 07792 736347 02/22/003

SHELT HILL FARM, SHELT HILL, WOODBOROUGH, NOTTS NG14 6DG

Discovery 300TDI 3 door 95H 125K miles.

2 owners. New sills.

Long MOT. £1600.

D L O

S

Discovery 2 TD5 2000W 127K 5 seat, Good runner. £1750

Toyota Hilux Invincible 07 3 litre, auto, leather, 191K, alloys, cheap Toyota £5995

Range Rover Sport 3.0 SDV6 Revere / Renegade (2013).

74,000 miles. 22” wheels, SVR steering wheel. Originally built for a Premiership footballer. Cambelt just done. £29,000. Clacton-onSea. 07515 652502 03/22/008

Range Rover (1973). 77,000 miles uffix arn find actory overdrive, vinyl roof, PTO and capstan winch. Dry stored since 2013.

Running well and Waxoyled when laid up. £13,000. Llandrindod Wells. 07802 479601 02/22/001

SOFT-ROADERS

Telephone: 07973 139 483 Telephone/Fax Home: 0115 965 2204

• • • •

Freelander 1 Freelander 2 Discovery Sport Range Rover Evoque • Range Rover Velar

List your Land Rover for FREE! Discovery 200-300 TDI, breaking for spares, most parts available.....POA

200-300 TDI engines, ex-Discovery, ideal for conversions, comes with radiator and intercooler....£450

ALL VEHICLES SERVICED + NEW MOT EXPORT SHIPPING ARRANGED - CALL FOR DETAILS OPEN 7 DAYS - Please call first 1/2 mile off the A6097 - East of Nottingham

Email one picture and details to alan.kidd@assignment-media.co.uk

Include your postcode if you would like your listing to go on our online classifieds (postcode for internal use only) *Free offer applies to private sellers only

To advertise in The Landy, call our team on 01283 553244 w w w. t h e l a n d y. c o . u k We’re on Facebook: www.facebook.com/thelandyuk

Issue 99: Apr 2022

47

Entries ready to open for vehicles to be exhibited at Welsh Festival of Land Rovers

Pictures: Andy Kendall / SWLRC

he South Wales Land Rover Club has announced that it will once again be putting on a display of interesting Land Rovers and Range Rovers at this year’s Royal Welsh Smallholding and Countryside Festival. And while entries will open initially for its own members, it’s likely that members of the public will be able to join in too.

The event, which is held at the Royal Welsh Showground in Builth

T

Wells, will take place on 21-22 May. The club is anxious to point out that it’s not an off-road show, and that ‘if your vehicle is primarily a beatenup Land Rover used to destroy the countryside then this event probably isn’t for you,’ but that it will be promoting responsible green lane use and family friendly values. The vehicles it’s looking for are ‘Land Rovers and Range Rovers of good uality and visual appeal’ and as you

can see in these photos, it’s had no shortage of those in the past.

The Festival will be the first in three years, after events in 2020 and 2021 had to be cancelled as a consequence of those years’ lockdown regulations.

As a conse uence, the club says it has started the selection process by contacting vehicle owners who were booked to take part in the display at those events, saying it expects to know how many places remain available for this year during March.

These places will be offered first to its own members, then to those of clubs and families who have provided support in the past. Finally, any remaining places will be offered to the public at large.

‘We expect that a number of people will have to drop out,’ the club comments. ’Therefore the number of permitted registrations is slightly more than we have space for. We expect to invoke our selection committee who will consider the relevance of the vehicle to the show before approving the booking.

‘We will endeavour to let people know as soon as possible after they have registered an interest that they have secured a place on the event This will be no later than the closing date of 1 April.’

So what’s in it for you, you’re wondering? Free entry to the Festival for yourself, your vehicle and one

passenger is the answer, as well as free camping. And, more to the point, a cracking weekend spent in the company of other Landy owners while the public admires your vehicles. an’t be bad. If you’re interested in being part of it, pay a visit to welshfestivaloflandrovers.com and you’ll be able to get in touch.

New Accessory Catalogue

19th

Edition Is Out Now! The new Britpart Accessory Catalogue is now available. This is the catalogue to have! Whatever model you drive, whichever year it is, we have the accessories to suit your requirements.

Note - Sorry but catalogues can only be posted to UK addresses.

Catalogue can be viewed online at www.britpart.com/cat *Alternatively write to the Marketing Department, Britpart, The Grove, Craven Arms, Shropshire, SY7 8DA.

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