The Landy January 2018

We pay a visit to the 4 Wheel Drive Truck Centre and talk neglected Land Rovers: Page 20

LANDY

JANUARY 2018

THE

ISSUE 47

ISSN 2056-6778 • Assignment Media Ltd

‘IT’S NICE TO THINK THAT IT WILL BE LOOKED AFTER’

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TOTAL TRAYBACK

Ruby The Landy may have been on the road for well over a year now, but she’s just conquered Canada and now it’s time to hit the USA

Full story: Page 38

Engine need rebuilding? Try NWS Motor Services. In this issue, we follow a 4.6 V8 reassembly of the highest order

Full story: Page 42

When it comes to preparing for green lanes, you might not think a trayback would be entirely necessary.

But is there any harm in going overboard if it means protecting your Land Rover and being ready for anything while off-road?

This trayback 90’s proud owner certainly doesn’t think so…

A Series IIA chosen for a special assignment – this Dunsfold relic has carried some serious VIPs

Full story: Page 16

Full story: Page 24

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Contents

CL ASSIC + MODERN CAR • CL ASSIC + MODERN BIKE

16

24

32

28

MULTI VEHICLE • COLLECTORS • KIT CAR • CL ASSIC MOTOR TR ADE COMPETITION CAR • SUPPORT VEHICLE

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Features

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16 Martin Cole – Trayback Defender 20 4 Wheel Drive Truck Centre 24 Dunsfold – Ceremonial Series IIA 28 Range Rover Rally Car 32 Laning with Essex LRC 38 Ruby The Landy – Episode Twelve 42 Workshop – NWS 4.6 V8 Rebuild

04 News 09 Next Month 10 In Gear – New Products 48 Buyer’s Guide 56 Stockist Directory 58 Vehicles For Sale 62 Calendar

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from Kirton Raiser Words and Pictures: Mick Smith

S

eptember saw the fourth annual Macmillan Weekend at Kirton Off-Road Centre.

It’s now one of the biggest charity weekends in the 4x4 calendar and it is growing bigger every year.

The event raised a total of £4461.86 this year, and John Stones once again donated the site to help the fundraising effort. But this year, he went even further and provided his full staff and medical cover for the whole weekend.

There were plenty of fun and games spread over the weekend. At the centre of the fun was Johnny Martin, who brought his tractor and trailer and challenged people to master manoeuvring it – proving, as it turned out, to be a great source of hilarity.

He also brought along his military transporter and, in exchange for

donations, people experienced a ride in the back. Other activities included a seesaw that punters were challenged to balance on and a game of musical barrels. Similar to musical chairs – but played in 4x4s – musical barrels started off sedately but ended up very competitive. As always it was comical to watch. The winners this year were Steve on the Saturday and Richard Power on the Sunday. Both won a certificate and a big bottle of fizz.

The big competition of the weekend, however, was the punch hunt. Again, it ran on both the Saturday and Sunday, and was hotly contested. The winner this year was Karl Auckland, who claimed 19 of the 20 punches on the course. Karl was aptly presented with a bottle of PUNCH to accompany his certificate and trophy, which was made and donated by Richard Power.

Some people weren’t interested in playing games however, some just

wanted to drive, and the site at Kirton Off-Road Centre offers more than 600 acres. With courses suited to all abilities, there was more than enough to keep everybody entertained for the whole weekend.

Over £600 was raised by the raffle alone, which was run by Michelle Pearson. A massive thank you to all who contributed the prizes, including Like Minded Laners, who showed up in numbers and also donated the star prize of a £100 socket set, claimed by the victorious Andrew Wood.

We would like to thank Sarah Ebbatson from Melly Moos Coffee Baa for their continued support, but also Jason Lowe for having stickers made for the event and selling them.

If anyone would like to add anything to next year’s event, or donate services of any kind, we would love to hear from you. Together we can make the magic happen.

Return of the Mac Next year one of the calendar’s best 4x4 events will return, when the Mac 4x4 Challenge will take place over the weekend of the 3 and

4 of March, as 4x4 owners come together once again to raise money for Macmillan Cancer Support. Stay tuned for more details next month.

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Scots get the hots

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Words: George Dove

t would appear that Scotland has a soft spot for the new Discovery, after making Land Rover’s fifth-generation model the winner of the 2017 Scottish Car of the Year award.

The Association of Scottish Motoring Writers (ASMW) – responsible for deciding the appropriate winners and losers – also gave the Discovery victory in the SUV category.

President of ASMW, Stephen Park, when presenting the accolade, said that the Discovery’s suitability to rural Scottish terrain and its combined ability on and off-road was key to its success.

‘There are a number of choices available that can deliver both luxury and off-road capabilities, but the Discovery goes notably further in both areas,’

Park cited. ‘This is a 4x4 which remains true to Land Rover’s spirit of adventure – it really can climb mountains and ford streams – yet does all this while also being brilliant around town, on country roads and motorways. The Discovery is the complete package.’

Accepting the award on behalf of the Green Oval empire was Managing Director of Jaguar Land Rover, Jeremy Hicks, who thanked the ASMW for the award, and announced that the brand would donate a special Discovery support vehicle to Scotland’s Charity Air Ambulance.

He said, ‘In recognition of this award and as a thank you to the Association, and the people of Scotland for their support of Land Rover over the years, we will be donating a Discovery to Scotland’s Charity Air Ambulance for

six months to help them during the winter months.’

The Discovery will assist with the ground operations for the charity service that covers the whole of Scotland and reaches 90% of the population within 25 minutes.

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Jaguar Land Rover has a successful history with the Scottish Car of the Year awards, having won the main title twice before. The Mark IV Discovery won the award in 2009 and the Range Rover Evoque also won Scottish Car of the Year two years later. The

manufacturer states that a quarter of premium SUVs sold in Scotland this year were Discoverys.

And now another Discovery will aim to help the SCAA fly high on their continued mission towards the safety of the Scottish people.

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Can I have a word...

W

hile Land Rovers are supposed to be used and abused – at least traditionally – you can’t help feeling that a Land Rover sitting neglected in a field and rotting under the infliction of wind and rain is abuse (or a crime) of a whole different level.

You just can’t neglect anything with a Green Oval on the front of its grille, otherwise it will only come back to haunt you... and your wallet.

It’s rather heartbreaking to see such a sight, but the last thing you should do is presume a Land Rover’s life is spent.

Because of the versatilty of these machines, even the carcass of something that only seems fit for the scrapheap can have use.

Head to page 20 and you’ll read about an excursion I made to see the 4 Wheel Drive Truck Centre over in Lincolnshire – a place you could mistake for a Land Rover morgue, when in actual fact vehicles are just waiting for their chance to be reincarnated as a gleaming better-thannew Land Rover.

Elsewhere in the issue, we have further evidence of just how varied a Land Rover’s usage can be.

On page 16, Martin Cole walks us around his lane-prepared trayback 90; further along in the issue on page 24 we take a look at a Land Rover that was specially selected for royal duties, and on page 28, we get nostalgic and recall the days when Range Rovers were called upon for rallying rather than roaming the streets of Chelsea.

As you’ll see, there’s clearly nothing a Land Rover can’t do.

Mike Trott, Editor michael.trott@ assignment-media.co.uk

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Words: George Dove and Rover Special Vehicle Operations (SVO) debuted the Range Rover Sentinel recently – an SUV that can survive more than just an apocalypse.

The Sentinel is the first armoured luxury vehicle to have been fully engineered by SVO and is hand built at their Oxford Road facility.

It has the standard wheelbase of a Range Rover Autobiography and a multitude of modifications that turn it into a lavish fortress.

The six-piece armoured passenger cell and the multi-laminated armoured privacy glass (obviously) windows pro-

vide protection certified by QinetiQ – an independent organisation formerly part of the British Government’s Defence Establishment Research Agency. The VR8 standard ruling means that the Sentinel can withstand armour piercing incendiary bullets, cartoon-style TNT explosions and grenade attacks from all angles.

Whilst all of this sounds impressive, it doesn’t bode well for performance.

But, SVO are no amateurs.

To maintain the trademark ride and off-road capabilities, the suspension has been overhauled with air springs, dampers and anti-roll bars being upgraded to counteract the weight added in fortification. 380mm front

brake pads will work with the 365mm rear ventilated disc brakes to take the strain when stopping.

And when you don’t want to stop, the Sentinel’s run-flat tyres (even SVO can’t make rubber bulletproof) will make sure you don’t have to. There’s also an anti-tamper exhaust, self-sealing fuel tank, auxiliary back-up battery and split-charge system as standard.

All of these modifications mean the Sentinel could survive quite the onslaught. But the supercharged 3.0-litre V6 petrol engine will whisk you away from your adversaries, laying down 340bhp through a specially tweaked ZF eight-speed automatic gearbox.

You may be thinking all of this is overkill for the school run or even a weekend of off-roading. And you’d be right - but that’s not what the Sentinel is for.

It was revealed at the Defence and Security International Equipment Show in September and is designed for high-profile embassy representatives and diplomats. Hence the styling – the Sentinel looks just like another standard Autobiography Range Rover.

Having an embassy behind you to foot the bill would be preferable as you’d have to part with at least £400k to get your hands on one.

So there it is. A very expensive Range Rover you could survive an apocalypse in and yet you’d probably never know if one drove past you. Still, awesome isn’t it?

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NEXT MONTH

New Arrival: Land Rover spawns a fourth member of the Range Rover family – we put the Velar to the test to see if the newcomer has the right genes PLUS

It’s winter and right now you’re yearning for the warmth of summer. So let this High Cap 109” inspire you with ideas for next year’s adventure

9

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NEXT MONTH’S LANDY IS PUBLISHED ON 23 DEC You can pick up your copy of our February 2018 issue from newsagents or 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 Editor Mike Trott Assistant Editor George Dove Contributors Graham Scott, Ashley Counsell, Sam Edwards, Dan Fenn, Jenny Bright, Mick Smith, Andy Walker Photographers Gavin Lowrie, Phil Masters, Harry Hamm Group Editor Alan Kidd

Advertising Sales Manager Peter Topley Tel: 01283 553245 Advertising Sales Manager Colin Ashworth Tel: 01283 553244 Group Advertising Manager Ian Argent Tel: 01283 553242 Email: ian.argent@ assignment-media.co.uk Publisher Sarah Kidd Email: sarah.kidd@ assignment-media.co.uk

Every effort is made to ensure that the contents of The Landy are accurate, however Assignment Media Ltd accepts no responsibility for errors or omissions nor the consequences of actions made as a result of these When responding to any advert in The Landy, you should make appropriate enquiries before sending money or entering into a contract. The publishers take reasonable care to ensure advertisers’ probity, but will not be liable for any losses incurred as a result of responding to adverts

The Landy is distributed

by Britpart. Details of your nearest Britpart dealer can be found at www.britpart.com Where a photo credit includes the note CC-BY-SA, the image is made available under that Creative Commons licence. Details are available at www.creativecommons.org The Landy is published by Assignment Media Ltd, Repton House, Bretby Business Park, Ashby Road, Bretby DE15 0YZ © 2018 Assignment Media Ltd

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FROM PARTS TO VEHICLE RECONDITIONING

Words: George Dove

NOTHING BRIGHTER.

In Gear

The very latest in Land Rover parts, accessories and merchandise

Bumper Issue Despite the love we have for our Land Rovers, there’s no denying that we put them through their paces.

This Wildbear winch bumper from AJS Fabrications is a great way of freshening up the front end of your

Light up the night with Xenon130 headlight bulbs.

Up to 130% more light on the road, 60m longer beam pattern and a 3700K whiter light output for a safer more comfortable drive*

shotblasted and zinc-primed, before being powder coated for a long-lasting and quality finish.

It also comes fitted with two Cree LED fog lights and you can get yours from landy-spares.com.

Play to the Tunit

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BETTER, SAFER DRIVING.

Discovery 2, whilst also protecting it.

Manufactured from 5mm steel, the bumper is robust and designed to withstand tough off-road terrains.

The minimalistic design is suitable for low-line winch styles and is

*compared to a standard bulb

One of the reasons we love our Landies is that they are oh so very versatile and proficient work vehicles. Another is that there are endless ways to fine-tune its every aspect from top to bottom and back to front.

One aspect that most of us dream of adjusting, but if you’re like me, is the engine. Yes, I’d replace it or fit something like an air filter, but I’m on about really fine-tuning it.

What would be ideal, would be if said fine-tuning could be as versatile as the vehicle itself.

So, how does a Tunit Advantage 2B sound, with nine settings that

offer varying performance and economy settings, that is easily installed and is transferrable between vehicles.

Tunit installers also offer

bespoke refining upon installation for specific purposes such as heavy towing. To get a quote for your vehicle and more information visit tunit.co.uk

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FROM PARTS TO VEHICLE RECONDITIONING

Service from the Empire

Slide Over It’s all well and good having a fridge sat in the boot of your Landy, but most of the time, it’s you that’s making the effort, reaching in to them. Lazy things.

Too busy playing it cool.

Perhaps, to really rile the fridge, it could be mounted to an instrument that would bring it closer to you against its will.

Our Landies are workhorses, aren’t they? They get us from any A to any B with no questions asked. Having said that, sometimes there can be a little oomph absent. It’s easy enough to change this and that in the engine, but it is all on a sliding scale between performance and reliability.

Something you probably can’t do (no offence) is rewrite the ECU chip to tailor

the engine performance to your specific requirements. Well, that is exactly what Empire Tuning specialise in. Their service can increase your Landy’s bhp, smooth out the torque curve and in turn bring better fuel efficiency.

The service is ongoing too, until you are fully satisfied with the performance of your Land Rover, whatever the model or year. empiretuning.co.uk.

The Expanda Slide can do just that, with its adjustable frame and 180kg load capacity it can de-lazify a travel fridge of any size. The structure can be made up to a length from 670mm to 870mm at intervals of 25mm, and a width ranging from 420mm to 580mm at integers of 20mm, and then attached to the floor of the boot.

11

And it’s not just fridges that the Expanda Slide can coax out of your boot, with other stubborn boot dwellers such as heavy toolboxes, generators or even barbeques also being ousted.

Regain control of your boot and be the boss again. You can slide back into power and get your Expanda Slide at aj4wdoutfitters.co.uk

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The songbirds sing. The sun is rising and the kettle’s just boiled. You make the first brew of the day. Before making breakfast, you peek through the curtains to look at the idyllic driveway.

Your Landy, whatever it may be, sat peacefully, lightly coated in morning dew and basking in the sunburst.

But no, the unthinkable has

happened. It is gone. There’s only one thing to do. Locate it using your Skytag tracker. The GPS tracking system is highly accurate and can track your pride and joy to within metres of its global location and supplies this information directly to the police.

This access to real-time location data means that they can monitor

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Safe-T first

the vehicle from a distance and restrict the chances of a Bond-esque pursuit and damage to the vehicle.

There are various levels of support available across the three, monthly subscriptions that include worldwide coverage, movement alerts and notifications direct to your phone when the vehicle leaves designated zones.

Skytag are offering readers of The Landy a Skytag tracker and threemonths subscription for £129.95, with monthly subscriptions continuing for £6.99 or £10.99 afterwards. To claim the offer on this invaluable security system, quote the code ‘Landy17’ when you call up to order your Skytag bundle.

Skytag-gps.co.uk 0845 388 6062

How often do you hear a scaremonger whose beloved Land Rover has been bust into and stolen? Snatched away by yobs in search of a quick buck. No matter how many alarm systems, wheel locks or guard dogs you wrap it in, someone can still take your pride and joy if they want it enough.

With the genius Safe T-Pedal, only with a lock-specific key will anyone be able to access the pedals, meaning that if someone were to take your Landy with one attached they would have to carry it away.

This essential security guard is design to fit nigh on anything wearing a Green Oval, and is available from Shire Fabrications.

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As you grow older, your knees are one of the first things to go. Kneeling on the floor of the garage workshop, working on the Landy probably doesn’t help, either.

What we all yearn for, and probably should act on, is a dependable work mat, to insert a layer of comfort between us and the cold, hard concrete.

Ideally, something that’s not too thick, but is waterproof, retains heat and is obviously comfortable.

Enter the Mechanics Work Mat from Haymoor Products, a company that has honed their expertise in closedcell foam technology, to provide a

highly capable worker’s mat to provide comfort, heat reflection and protection from the wet. Find it at www.haymoorproducts.co.uk

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FROM PARTS TO VEHICLE RECONDITIONING

Drawer Dropping An organised tool collection is something everyone aspires to, whether you can be bothered to maintain one or not. We all know that if you look like you know what you’re doing, then chances are everyone else will think that you do. And that’s just as important as having a clue.

But whilst an ordinary set of tool drawers will keep your arsenal in check, they may not hammer home the point that you are a top-level mechanic, who is underappreciated and whose talents aren’t appropriately applauded.

There’s only one thing that shouts optimum performance louder than go-faster stripes – carbon fibre. The new, limited edition Sealey Carbon Fibre Effect 10 Drawer Topchest and Rollcab Combo has a very long name, but is also made with heavy gauge steel, ball bearing slides and has locking drawers.

Every jaw will drop when you roll it out on its black alloys, and while it will ensure you streak away to being the undisputed champion of mechanics, it will even do the basics of keeping your spanners safe. To get your hands on the ultimate addition to any garage (other than, y’know, another Landy) visit Sealey.co.uk.

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14 Going to Extremes

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FROM PARTS TO VEHICLE RECONDITIONING

It’s unavoidable but I’m going to say it. Our Land Rovers aren’t getting any younger. And they won’t be able to keep up forever. While our joints start to go, so do their propshafts.

But they’ll be forever young at heart, willing to attempt any obstacle, hill or moorland we point them at. Sadly, there will come a day when we push that little bit too far and something breaks. Just as our bodies can’t always keep up

with our minds and our will, our Landies can’t always put the power down without hurting themselves.

The mechanical version of a hip or knee replacement would be a new propshaft. The Extreme II propshaft from Bailey Morris is designed specifically for Defender Puma engines and is certainly tough.

Predominantly a company that manufactures custom propshafts for HGVs, Bailey Morris are

Gasket Case

experienced in producing tough, long-lasting mechanisms.

With its 35-degrees wide-angle components, heavy-duty UJs and upgraded spline with an improved seal, Bailey Morris have used all of their know-how in the second iteration of their Extreme Propshaft.

Hand over details of your Land Rover at baileymorris.co.uk and get a quote for your very own extremely orange propshaft.

Atkinson Bespoke Engineering stock all manner of Land Rover parts and accessories you may need, and one of these is the replacement gasket for a Defender’s pedal box.

It’s identifiable by the six holes and this is suitable for all Land

STEVE PARKERS LTD

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DISCOVERY 300 TDI CONVERSION INTO 90/110”

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NEW 300 TDI CONVERSION BOLT-ON ENGINE BRACKETS FOR 90/110/SERIES MODELS

WE MANUFACTURE CONVERSION EXHAUSTS SEE WEBSITE FOR DETAILS

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Service Kits • Batteries • Engine Parts • Clutch Kits & Parts • Gearbox Parts • Suspension Bushes Inc Polybush Kits • Springs, Brakes & Electrical Parts • Mild Steel Exhausts • Exhaust Fitting Kits • Performance Brakes • Suspension Lift Kits • Side Steps & Dog Guard • Alternators & Starters • Specialist 4x4 Tyres •Workshop Manuals • Winching Equipment Full workshop facilities for Servicing and Repairing Defenders 90 and 110. Engine conversions and chassis replacements carried out as well as general repair work. For more information please ring Kevin Direct on 01706 854223 or Email service@steveparkers.com 01706 854222

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LLOYD STREET, WHITWORTH, ROCHDALE, LANCASHIRE, OL12 8AA

Rovers from Series II through to the later Td5 models.

The gasket is self-adhesive, making it a doddle to apply.

To order yours, give Atkinsons a ring on the following number: 0121 559 5255

AirRide meets Dunlop

Treated your Landy to air suspension, or just thinking about it? Then this will certainly be of interest to you.

AirRide are combining their twenty-year expertise in air suspensions with status as a Dunlop suspension parts dealer in the UK, so you’ve a new one-stop-shop for any replacement parts or upgrades.

Their directory covers everything from parts to conversion kits, and they also stock management systems that can be controlled via smartphone. All of their products can be fitted independently or with the help of a local garage and are supplied with a fiveyear warranty from AirRide.

They are a specialist stockist, but in the most demanding of circumstances can also fabricate products to order.

To peruse the full range, visit their new website dunlop-systems.uk.

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PHONE

FROM PARTS TO VEHICLE RECONDITIONING

Well-to-do Wheels

Land Rover has a proud history of working with the armed forces. Whether your Landy was a service vehicle or not, it is part of their identity and is worth celebrating.

Weller Wheels have produced their aptly named Militia rim, made of solid steel, the Double D cut outs give the rim a utilitarian look whilst also providing great air cooling.

The 16” rims come in gloss or matte black, or white, and are the perfect way to freshen up an ex-service Landy, or just show appreciation of them.

You can order yours at wellerwheels. com for £239.99.

Edge Ahead

On your Range Rover Classic, you’ll notice when you open its doors that there is a door pin.

And in the picture below, you’ll notice some insulation washers for that door pin from Atkinson Bespoke Engineering. These help protect the bodywork around the edge of the pin, but additionally, they also edge out the metal washer for greater refinement.

Tempted? Give Atkinson Bespoke Engineering a call on the number here: 0121 559 5255.

NEW PRODUCT HIGH PRESSURE WASHER JET KIT THE FRONT WASHER HAS 6 JETS AND COMES WITH A HIGH PRESSURE PUMP, CUSTOM MADE PLUG AND PLAY WIRING LOOM. THE REAR WASHER HAS 3 JETS USING THE EXISTING PUMP AND WIRING. £228

FRONT DOOR HINGES REAR DOOR HINGES SET OF 4 INCLUDING SET OF 3 INCLUDING STAINLESS STAINLESS SECURITY FIXINGS £258 SECURITY FIXINGS £258 HIGH SECURITY BONNET FIXINGS NO EXTERNAL FITINGS £118.00 PER PAIR

ALUMINIUM FUEL CAP MACHINED FROM BILLET ALUMINIUM 6082-T6. COMES COMPLETE WITH LOCK AND KEY. AVAILABLE IN BLACK, SILVER & GREY £65.00

SECURITY SWIVEL LOCK EASILY FITTED BY REPLACING YOUR STEERING WHEEL WITH A SWIVEL LOCKING COVER WHICH WILL FIT IN YOUR CUBBY BOX. COMPATIBLE WITH OPTIMILL QUICK RELEASE BOSS ONLY. £138 EXTERIOR DOOR HANDLES MANUFACTURED FROM BILLET ALUMINIUM SOLD WITH OR WITHOUT HIGH SECURITY LOCK SOLD INDIVIDUALLY £165 LOCKABLE, £135 WITHOUT LOCK SLIMLINE STEERING WHEEL BOSS & CAP 48 AND 36 SPLINE VERSIONS AVAILABLE 32MM IN LENGTH £72

30MM WHEEL SPACERS SET OF 4 IN BLACK MANUFACTURED IN THE UK £154.80 QUICK RELEASE STEERING BOSS 36 & 48 SPLINE VERSIONS AVAILABLE LENGTH 42MM STAR TECH AND MOTO LITA NOW AVAILABLE £150.00 WING TOP VENTS PRICED PER PAIR POLISHED STAINLESS MESH & BLACK MESH AVAILABLE £162

For further details please email info@optimillraceproducts.com OR CALL 01282 844443

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Optimill Race Products

www.optimillraceproducts.com

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Issue 47: Jan 2018

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‘It was built by Malcolm for a customer to do pay and play’

Tray for Play

Words and Pictures: Dan Fenn

Trayback Land Rovers tend to be associated with the serious business of winching your way into seemingly impossible positions on challenge events. But they can make a lot of sense if all you want to do is go confidently on lane runs and playdays, too – though as it turns out, that can lead you down a very slippery slope Left: There are some people in the off-road world who you never, ever hear a bad word about. Absolutely none of them are magazine editors, but one of them is definitely Malcolm Whitbread. Much of the 90 was his creation – including the full exo cage and rear tray, as well as a set of tubular wings up front. It’s all made from 50mm CDS and provides a home for such things as front and rear LED lights, recovery gear and, most importantly, stickers

T

rayback Land Rovers riding high on dirty great 37” tyres – that’s the stuff of winch challenges, right? Well yes, more often than not it is. But you don’t need to have a competitive bone in your body to appreciate the benefits of a sorted 90 if off-roading is the way you get your kicks.

Meet Martin Cole. He’s been one of us for about six years, having got into off-roading in 2011. To start with, he was happy simply to spend his weekends exploring the green lanes of his native Mid-Wales – and who wouldn’t be, when Britain’s biggest network of gloriously scenic mountainous byways is on your doorstep?

The lane runs were always interspersed with the odd playday, however.

And a year or so back Martin found that the balance was tilting – anyone with a soul will always be able to enjoy a trip out on the Powys trails, but the Land Rover 110 Hard-Top he used at the time was spending more and more of its time taking on the extreme stuff. Which, of course, meant he was spending more and more time knocking out dents.

The 110 was far from standard, but too nice to trash. What Martin needed was a truck that could take the punishment without being turned into a shed.

And that’s exactly what he now runs. It’s a 90, but not the kind you’ve ever seen at a Land Rover dealership.

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Above: A tubular front end is redolent of hardcore winching, but the fact is that the vast majority of Defenders with damaged wings got them on green lanes. So although it might look like overkill, there’s actually a lot of sense in having them on a trail rig. Like the cage and rear tray, the 50mm tube work here was done by Whitbread Off-Road Dating from the first year or so of 90 manufacture (we can’t say ‘Defender’ as they weren’t called that until the best part of a decade later), it’s been mightily reworked by another resident of Wales, Malcolm Whitbread.

All Martin says he knows of the 90’s history is ‘very little, other than it was built by Malcolm for a customer to do pay and play.’ Whitbread Off-Road is one of the most highly thought of companies you’ll come across anywhere, though, so it’s a good place to start.

And buying it was just the start, too.

Because, while it was already far from standard, Martin had plans to take it further still.

Enter stage left his 110. Too nice to trash, but not too nice to donate a load of parts. ‘I spent the first two months of ownership swapping kit over from the old truck and fitting new parts,’ he says.

‘Mainly suspension, wheels, bumper and front winch.’

The suspension, since he mentioned it, is something he created himself using bits from an impressively wide variety

Issue 47: Jan 2018

17

Swifty. Taking you further.

From £2,995 inc. VAT

Continued overleaf Below: 37” tyres on a lane wagon?

More than you ought to need, for sure, but what’s more important is that the 37x12.50s mounted on these 16x10” Matt Lee Mach 5 beadlockers are Maxxis Creepy Crawlers – as opposed to the sort of treads that gain traction by digging relentlessly downwards

The Swifty is an innovative plasma-cutting table designed to cut mild and stainless steel as well as aluminium up to 8mm.

Saving time and money, the Swifty enables you to make spare parts for repairing or modifying your 4x4, such as sump guards, brackets or hinges - the possibilities are endless.

Compact enough to fit in your garage and working off single-phase electricity, Swifty will keep your 4x4 on the road.

Let Swifty drive away your limits.

For more information on the Swifty and how it can help you, please call 01543 473300, or visit www.swiftycnc.co.uk 13352_Swifty_Agricultural Launch Landy A4.indd 1

28/09/2017 12:01

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Issue 47: Jan 2018

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Above: A B-plate reg number marks the 90 out as being one of the very first of its kind. That means it was built a full decade before the 300Tdi engine came out – yet that’s what you’re looking at here. Generally referred to as one of the best engines Land Rover has ever made, this has been made better still by the addition of a 100-amp alternator, Morgan Hill boost pin, Allisport header tank and carbon fibre air filter housing Right: The 300Tdi was mated as standard to the later R380 gearbox, but this one turns an LT77 and LT230 1:4 transfer box. To make changing gear easier (aka ‘possible’), it’s running a Syncro Gearboxes Slickshift conversion, and just beyond the output is the familiar sight of an X-Brake

Above: The short story of the suspension is that the 90 runs a +2” lift using Britpart heavy-duty springs.

Up front, these are paired with Old Man Emu +5” shocks in Gwyn Lewis +2” challenge turrets with built-in spring locators, and the axle’s movement is controlled by Adrenaline 4x4 castor-corrected radius arms along with an adjustable panhard rod. The whole lot is mounted using high-flex polyurethane bushes from MM4x4

of sources. Britpart, Terrafirma, Old Man Emu, Adrenaline 4x4, MIB, Gwyn Lewis, MM4x4 - that’s a whole lot of suppliers, but he’s managed to pull their stuff together into a system which, he says, ‘gives good travel considering it’s a made-up kit!’ Such modesty: ‘made up’ is a phrase with a distinct whiff of guesswork to it, but this is clearly not the work of a duffer – Martin is a man who knows his spanners, and knows what he’s doing with them.

He does get in there and do it himself whenever possible, he confirms, ‘with help off my dad when I need an extra pair of hands or welding done.’ Fair enough – though of course with Malcolm Whitbread having been involved, the truck’s already been welded by one of the best in the business.

The work done by Whitbread OffRoad, which Martin has understandably enough seen no need to mess with, included the fabrication of a full exo cage, rear tray and challenge-style front wings out of 50mm CDS tube. The 90 was also fitted with a 300Tdi engine; you’d normally associate this with an R380 gearbox, but here instead we have the older and more agricultural but blessedly less troublesome LT77.

Something that certainly did prove troublesome were the axles beneath the vehicle when Martin started using it. Troublesome as in they broke. Both of them. ‘My tyres are awesome,’ says Martin of his 37” Creepy Crawlers in what may or may not be an entirely unrelated comment, ‘though they are a bit hard on the running gear!’

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Issue 47: Jan 2018

We’re on Facebook: www.facebook.com/thelandyuk So that was an early job for the scrap bin. And an unscheduled appointment with the workshop floor, though the result was that the 90 now sports a hefty pair of 24-spline axles from beneath a 300Tdi Discovery. Which is just as well, because Martin has recently bought a pair of ARB Air-Lockers – and that’s not something you want to be doing just before you decide you’ve got the wrong axles under your truck.

Other stuff he’s bought includes a new alloy radiator, in front of which is going to go a 115mm-thick intercooler from Allisport. That’ll mean moving the radiator housing back, which won’t be a problem as the engine is already tucked up nicely to the bulkhead.

He’s also going to fit silicon hoses in place of the rubber induction pipes and lob the standard Defender seats for a pair of aftermarket buckets. But what about the stuff he’s already done – is there anything there that he’d do differently if he were starting over?

Er, no, probably not. ‘I’d possibly not have gone for heavy-duty springs as they are very stiff while off-road,’ he muses. ‘But they do give it good road manners.’ Which, when you’re running on 37” mud tyres, is no bad thing.

Another more recent addition to the truck’s list of mods was the addition of a second winch at the back – another Warn 8274, to go with the one up front which he stumbled over for sale in someone’s garden and took home for an almost absurdly bargainous £80.

Jealous? We were.

Anyway, the reason for fitting this is that, as it turns out, the entire premise of this article was completely wrong.

As it turns out, Martin does have a few competitive bones in his body after all.

‘I amended the spec to allow me to compete in club trials and punch hunts,’ he says. ‘The rear winch was mounted in May this year, and I am hoping to start competing in some challenge events.’

Well, having progressed from laning to playdays, maybe it was inevitable that his tastes would get ever gnarlier. He does have the truck for it, after all.

Below: It’s the same Britpart springs at the back, this time working with Terrafirma +5” remote-reservoir shocks. Adrenaline 4x4 supplied the shock mounts, spring retainers and dislocation cones, while the trailing arms are Extreme units from MIB and further movement is allowed by a Gwyn Lewis wide-angle greasable A-frame ball joint

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Silicon steel, heat treated, shot peened and powder coated spring with Competition Dampers. 200 psi Nitrogen charged. Solid 20mm S45C steel shaft chrome plated with ‘Hallite’ Seal. Available in -1/2” to -2.5”.

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200 psi Nitrogen charged. Solid 20mm S45C steel shaft chrome plated for long life with ‘Hallite’ Seal. Fully serviceable. From -2 ½” to +6”.

Halfway between an Extreme kit & a 2” lift with the articulation from the Extreme kit and the axle drop of 2” kit as well stability and traction. The Evo 2 Kit can be fitted by the competent DIY’er in a weekend. Fits 90, 110, D1. Available with CHALLENGE Dampers.

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Issue 47: Jan 2018

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A World of Possibilities

Words and Pictures: Mike Trott

Sometimes what may appear to be one man’s trash can actually be another man’s treasure. And in places around the UK, there are Land Rovers just sitting, waiting for their moment to go from looking old… to just pure gold

I

find myself travelling east across the waistline of the UK whilst making a beeline for what seems to be the middle of nowhere. As I near my destination, I’m surrounded by fields that seem to stretch for miles, with no hedgerows lining the side of the road and allowing me the chance to take in the wonder of how flat this landscape is.

It’s no wonder the majority of the UK’s arable farming happens in these parts.

Pushing further into the county of Lincolnshire, I round a couple of 90-degree bends and then find myself driving alongside a paddock. At the far end I see a familiar sight: the front end of a Series III Land Rover sits looking at me as I carry on past the meadow.

I may only have between five to ten seconds to take in what lies out to my left, but the Land Rover – as they always do – leaves an impression on me. As my eyes swivel back to the road ahead, my brain is still analysing the sorry sight I just witnessed.

The Land Rover was disused and had clearly been in that state for some time. The grass around it was long, the paintwork was a mixture of shades, and the windscreen was no longer present.

Seemingly alone and past its sell-by date, the only companionship this Green Oval was likely to have would be from a dormouse nestling in the interior for some shelter.

It leaves me thinking about how many other Land Rovers are out there, parked up after far too many years of service for most vehicles to take, slowly decaying under the influence of Mother Nature and in the process becoming a shadow of their former

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We’re on Facebook: www.facebook.com/thelandyuk selves. A sad way to go when often these plucky workhorses have given us so much in return.

There is optimism creeping into the picture, however, as I finally pull up outside my destination on the edge of a country road, with little passing traffic and a chance for the sounds of the countryside to play solo.

I’ve stopped outside what looks like nothing more than an old filling station; a single fuel pump standing in front of the garage to greet me and very few signs of life. But this is a place that in many ways creates life…

This is the 4 Wheel Drive Truck Centre and inside wait Peter and Tim Battley, a father and son team that will trump most people when it comes to Land Rovers.

As I walk in through the shop entrance, I’m greeted with the sort of store setting you’d find in a number of legendary sketches from The Two Ronnies – but I’m not here to ask for ‘four candles’.

In the workshop the theme continues, as an old-school ordinary working garage stands patiently, ready to provide the backdrop to another reincarnation. But out in the yard

there’s a whole world of possibilities to be discovered.

I say world, although it’s more like a graveyard on the surface, bringing the Series III and its probable resident – the dormouse – straight back to the forefront of my mind. As the morning sunlight starts to weave its way through the corridors of Land Rover, I realise this isn’t a graveyard, but more of an Aladdin’s cave. That’s what Peter sees as well…

‘I see lots of projects,’ he laughs, as we stand looking over the various different states of Land Rover sitting before us. ‘But we can only do so much with one pair of hands!’

For some, their eyes would give the notion that this is a scrapyard and a place where Land Rovers have come to see out their days. For Peter, Tim and now you and I, we know this couldn’t be further from the truth.

These Land Rovers may be shells and in need of some serious man hours. But they’re not extinct – they’re like volcanoes, dormant in nature and potentially in line for a rude awakening in months or years to come.

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T 01404 891121

 

E sales@firstfouroffroad.co.uk

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Issue 47: Jan 2018

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That’s because with Peter and Tim around, any one of them could be pulled from their slumber and transformed into a better-than-new Landy.

‘Any project is going to be longterm,’ continues Peter, ‘And the truth is some will be stripped down, rebuilt and recycled, while others will never be awarded that luxury. We take them right down to the bare chassis, either making the necessary repairs or replacing the chassis altogether. Then you do the very best you can to make it as good, or preferably better than how the vehicle came out of the Land Rover factory!’

It’s certainly what they have a reputation for, with their expertise calling upon over 50 years of experience.

Below: Peter (left) and son Tim are a duo who know their Land Rovers

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Walking between the Green Oval relics, I try to visualise what the Series and Range Rover machines may have looked like once upon a time, but also what may become of them in the next ten years. I’ve no doubt some will still be here, just waiting for their turn.

Is there anything that will get any of these Land Rovers attention over their fellow comrades?

‘All the Land Rovers are good to work on, with the exception of the new breed being produced today – too complex and too many electrics. But I would think one of the old Land Rovers (early Series) can be considered the best,’ claims Peter.

There are plenty of Series vehicles (or shells) lingering for a call-up, hoping to show they’ve still got what it takes.

If Peter and Tim decide to bring one in from out of the cold and give it a new lease of life, it’s not something they can do in just days or even weeks.

‘It takes a good 12 months to do one.

One needs to be practical and still have some bread and butter coming in,’ explains Peter. I mention the Landy I saw parked up on the way up to the garage and ask Peter what goes through his mind when he sees such a spectacle.

‘It would be nice to hoover them all up and bring them back here – but I’m not sure we have the space!’ he chuckles.

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Saving all of those Land Rovers that are stranded and in distress as we speak is something I’m sure every enthusiast would like to see. Nevertheless, it is impossible to resurrect them all.

There has been a shift in people’s attitudes towards old Land Rovers, though, with a clear mission to try and preserve them now, more so than using them as the traditional workhorses they once were.

‘They shouldn’t be used as roughly anymore. We need to preserve them and look after them,’ states Peter. Many believe Land Rover is missing a trick not offering farmers, builders, utility companies and other traders a go-to simple workhorse. That used to be the job of the Defender, which Peter rightfully points out to be one of the most versatile vehicles ever made.

‘There were so many uses for the older model: the Defender could be a flatbed, a pick-up, an estate car, a softtop… the list goes on. Farmers don’t have that option anymore. With the Defender you wouldn’t mind using it and if you were knocking it about, should anything go wrong, it’s a Meccano set, so you just rebuild it.’

Even the Defenders are being forced into the classic section of motoring now, although with individuals like Peter and Tim turning back the clock and recycling

‘The truth is some will be stripped down, rebuilt and recycled, while others will never be awarded that luxury’

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them back into use, we should have enough Green Ovals to go around for a while yet.

As you’d expect with spending so many hours on one machine, the 4 Wheel Drive Truck Centre personnel get rather attached to the Landies during the rebuild.

‘Once done, it’s nice to think it will be looked after and go to a good home, even if sadly that is out of our control.’

Peter talks about it like it’s akin to rehoming a dog. Which in many ways, it is. These Solihull machines are so dependable and have such character within them that when you see one lying in a field, abandoned and unloved, you can’t help but see it as a stray; a creature you want to take home and nurture.

But don’t fret if it’s something you do see. Simply capture the stray and take it to Peter and Tim, they’ll get it back on the mend.

4WDTC: that’s just the RSPCA for Land Rovers.

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Stand On Ceremony

Words and Pictures: Mike Trott

Stiffen up, look sharp and put your hands together for Her Majesty Queen Elizabeth II. Or, rather, her Land Rover

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magine having to be introduced to a room full of people with your title preceded by the words, ‘His Majesty’ or ‘Her Majesty’. I’ve no doubt it’s one of those instances where the novelty would wear off in time and you’d regularly find yourself thinking ‘Oh, just get on with it – I’ve got croquet at noon!’

But if we pause for a second, there are benefits to being the monarch who lords it over the entire Commonwealth.

For starters, you don’t need to pootle about in an old Vauxhall Corsa and

look like the only crown you possess is from when your dentist decided you’d done a shoddy job of doing as you’re told.

No, being His or Her Majesty means you can pretty much have the pick of any motor vehicle out there, or even have one created for you if it isn’t.

Being the monarch, however, would require you to fulfil various public engagements, and as such, the peasants would like to be able to get a glimpse of you on your way through to that croquet game with the Pope.

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Needless to say, you now need a vehicle which can put you on a plinth, like a fine diamond raised up in a shop frontage with a price tag on it far beyond the dreams of a mere mortal. So yes, you’ll need a Land Rover then.

These days the Queen has a Range Rover that has had some chap with a hacksaw let loose on it, to cut away its roof so one can wave to one’s subjects.

But she’s been doing this for a number of years, and back in the Sixties and Seventies it wasn’t always a Range Rover playing the role of chariot.

Deep in the Dunsfold Collection lies a vehicle that, for a time, did shoulder the responsibility of carrying Queenie and a number of other royals around, in this case while the vehicle was stationed in Germany.

This vehicle here, though, is its twin. While the Dunsfold Collection

‘The peasants would like a glimpse of you on your way through to that croquet game with the Pope’

possesses the Land Rover registered as 30 XC 27, this is its counterpart – 30 XC 16.

Both of these Green Ovals are 1968 Series IIA machines, selected for the most delicate of operations in parading around various VIPs and now (given that I’ve been a passenger in it) some lesser Ps. These two royal carriers were originally military spec Land Rovers finished in the traditional Bronze Green veneer.

But these two veterans were selected for special services elsewhere. They reported for duty with the BAOR, otherwise known as the British Army on the Rhine. Once in Germany they were taken aside and customised to create the vehicles you see here.

From a mechanical point of view, the vehicles are very much as you were.

Continued overleaf

Will accept the original caps* and alloy wheel nuts †

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Above: While serving in Germany, the twins took on some Deutsch influences – including these VW Beetle hubcaps Left: When this soldier was first called upon, the 2.25 petrol engine was the best in Land Rover’s stable – so that’s what it got The 2.25-litre petrol engines sit at the top, a four-speed manual gearbox further behind and all the usual off-road ability remains, just in case it all goes a bit Ben-Hur. There are differences between the twins, though. The one pictured here is fitted with a rear step and, to make sure the VIPs don’t get thrown overboard,

there’s a handrail to grab while the other hand waves or shoos, presumably mood dependent.

The non-identical twin will have carried the entourage of whichever crony was sitting in the vehicle ahead, and a radio was also installed so the security team could call for back-up or be kept up to date on any important information.

To mark them out from the ordinary Land Rovers serving in Germany, they were painted black and were the subject of some improvised modifications, with Volkswagen Beetle hubcaps and mirrors being placed upon the Land Rovers.

According to Dunsfold records, these vehicles did serve the royals during the 1970s and ‘80s, including the late

Queen Mother too. As you’d expect, the Queen and her family have many other countries and dignitaries to visit, so the actual mileage these vehicles covered while in service was minimal, notably around 4000 kilometres.

They served valiantly over the years, right through till 1993 where they were demobilised and took the voyage back

to the UK following the conclusion of their duties in Germany.

These days a monarch needs more than just a handrail and some VW hubcaps on their chariot. But as with so many other Land Rovers out there prove, there is not one single duty that a Land Rover can’t complete.

Land Rovers: they stand, they deliver.

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Rallying the Rover

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ou can imagine walking down a street like Drayton Gardens in Chelsea and being well and truly unsurprised to see the kerbs lined with Solihull’s flagship Range Rover. We can’t knock our beloved Land Rover for making a success of offering premium products for people with premium pay packets – but was that all the old Range Rovers were used for: a bit of kerbside candy and a driving position that helps you to feel elevated among other humans?

If we roll back the years, we can see that it wasn’t always like this. Range Rovers still respected the ethos of the original Green Oval-bearing machines and went about their business in much the same way, even if the Rangey was always meant to be the more luxurious market option.

Knowing what we know today makes this next vehicle something of a rarity. Built in the late Nineties, a time when Range Rovers were still used for things like racing, this Range Rover sets itself apart from the (at the time)

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Range Rovers weren’t always just posh pin-ups for the Premier League footballer, you know. There was a time when Range Rovers grafted like their ancestors – and some were even used in rallies Words: Chris White Pictures: Phil Masters

regular hybrid and bobtail conversions being done.

What you’re looking at here is a full-bodied Range Rover that once competed and triumphed in the challenging French Tout-Terrain Rally Championship – and when we say triumphed, we mean you’re looking at a class-winner.

Piloted by Dave Fletcher and his co-driver Marcus Healey, this Range Rover may carry a standard-sized body, but underneath it is far from ordinary.

But firstly, if you haven’t come across Tout-Terrain before, pause and visualise a mini Paris-Dakar for a moment and you’ll be more or less there.

This Range Rover was a production-class vehicle and Marcus claims one of its strengths to be that there wasn’t anything flash or complex about the way they put it together – instead, they used the best of everything from the Land Rover parts bin and maintained it scrupulously, so that breaking down was something it simply didn’t do.

With the invaluable backing of Kingsley Cross Country, it finished all but two

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We’re on Facebook: www.facebook.com/thelandyuk events in its halcyon year; one of the failures was a minor mechanical glitch, the other the result of a broken chassis.

Said chassis was a more or less standard structure, strengthened in key points and fitted with the appropriate bracketry to accept doubled-up shock absorbers. These were a mixture of DeCarbon and Explorer Pro-Comp at the front and all Explorer Pro-Comp at the back – nothing scientific, just a leftover from the days before the team switched over from one brand to the other.

Suspension followed the original format, with the factory-standard A-frame used at the rear instead of the radius arms favoured by many racers from the period. The self-levelling unit went the way of so many self-levelling units before it, and front and rear anti-roll bars mean the articulation-biased performance of the A-frame set-up was reined in a little.

Axles on race vehicles always take a tremendous amount of punishment, and it’s here that the team mixed and matched to greatest effect while building the Range Rover. In fact, they managed to turn their first front axle into a large effigy of a banana

during their inaugural season, which saw them participate in four events in preparation for their triumphant year.

The replacement axle casing was from a Discovery, but containing 110 internals, a Quaife diff and KAM halfshafts – a combination that was never

likely to let go, even in the face of the sort of provocation a racer gets every time it’s fired up.

It’s a similarly cherry-picked story at the back, where a standard Range Rover axle contained a Quaife diff and halfshafts from a V8 90. Once again,

stub axles were from a 110. This is the kind of hidden spec that makes the difference between a good-looking truck and a potential race winner – if you don’t notice your axle components, it’s because they’re doing their job, but if you’ve not got them right you’ll spend

29

half your life noticing that they need fixing again.

And why did a Range Rover need such bombproof axles? Simple: because it needed to cope with the

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Above: 5.0-litres of John Eales fun pumped out more than 300bhp. Perhaps not as outright powerful as some other trucks competing back in the day, but with the legendary JE reliability behind you (or in front of you in this case), making it to the end of the event wasn’t normally likely to be of concern.

Here the Plenum chamber was also moved to make space Above: Practicality isn’t quite what is was originally, but that would be because this FIA-spec cage was installed where once there were back seats.

Constructed throughout from CDS, the cage was part-built by one of the great names of comp safari racing: take a bow, Trevor Milner

power roared out by a 5.0-litre TVR engine that had been breathed on

by John Eales and was chucking out usefully over 300bhp at full chat.

The 5.0-litre unit, which is best known for powering TVR’s late, lamented Griffith, has been described as the ultimate development of the Rover V8. The version in the Range Rover was cross-bolted and balanced, and breathed through the largest K&N air filter you could get.

Bolted to the back of the engine was a standard five-speed manual gearbox and 1:1.66 transfer case. Something Dave noted about the French was that they didn’t do as much with their engines as they did with their gearboxes, whereas in Britain there was an almost obsessive drive for horsepower.

This isn’t totally the case with the Range Rover – there were vehicles out there developing far more than 300bhp. But it struck a balance

between having enough grunt to shift itself around a comp course without embarrassing anyone and not so much that only a massively tricked-out transmission would cope.

Things were kept simple when it came to braking, too. Standard discs used all-round, with 110 calipers gripping them at the front and Range Rover units doing the business at the back. They were helped in this task by the 205R16 Colway Diamonds, mount-

‘The secret of its success was that it didn’t break’ Above: Colway Diamonds sat wrapped around the disc brakes – 110 calipers at the front and Range Rover items on the rear – and Marcus has nothing but praise for the tyres the team used to run

Right: Belt-and-braces safety is a sign of a well built race truck

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Above: A stripped-out interior wouldn’t necessarily have been in keeping with Mr Rooney’s tastes (not that he had been born when this Rangey was built), but it was spot-on for competition use ed on standard Discovery steel rims, on which the vehicle did all its racing.

‘They handled so much better than any other diamond-pattern tyre,’ says Marcus. ‘They still felt safe at a hundred miles per hour, and were almost as good as any other equivalent tyre for the not-so-arduous going as well.’

That comment alone should be enough to convince you that a quick-response steering system seemed like a good idea, hence the use of a 2:1 reduction box, giving the vehicle a mere two turns from lock to lock.

Should both the brakes and the steering have failed to do their job, Dave and Marcus could always have sought refuge in the FIA-spec internal roll cage. Elsewhere inside the vehicle, which was left-hand drive to suit French events, there were made-tomeasure seats produced for the team and their sizeable frames.

‘The secret of its success was that it didn’t break,’ says Marcus proudly.

‘It didn’t break because its internal parts were checked regularly and changed when there was any doubt at

all, on the basis that it was much more enjoyable to finish an event than break part-way through.’

These days the only event you’ll see Range Rovers roll up to is an evening banquet at the palace, or when Mr Rooney needs to leave the Beetle behind one morning and get himself to Goodison Park.

Dave and Marcus used Range Rovers in an entirely different manner, and quite frankly, you can see why people say they don’t make them like they used to.

Issue 47: Jan 2018

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The Only Byway is Essex Fake tans, questionable lexis and a yearning for the city life – these are not the things you find when you go out laning with the Essex Land Rover Club. Instead you discover one of the UK’s most densely populated counties for byways – and some great sights along the way, too

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t’s very easy to be fed a stereotypical view of Essex. Which includes the sort of person you’re likely to meet while you’re down there.

If, heaven help you you spend your life sitting in front of ITV2, you may soon start to find yourself believing that the inhabitants of this fine county are

more closely related to the orangutan than any other species (in both appearance and manner, perhaps, as well as colour). You might also think their vocabulary is distinctive, standing out from the rest of the UK thanks to the use of such vernacular gems as ‘reem’ and ‘well jel’.

So, naturally, as I’m travelling down to this famed part of the UK, I can’t help but wonder if I might turn up to yet another Tesco car park and be greeted by a Land Rover club with ghastly brightly-coloured neons flashing all over their vehicles and be unable to ‘blend in’ with said vernacular.

Words and Pictures: Mike Trott Happily, it’s completely the opposite to all those, er, delightful things.

I rock up at the Tesco superstore car park in Great Dunmow and it becomes pretty clear where all the ‘cool kids’ are hanging out in the parking lot. A whole bundle of Land Rovers representing the ELRC are skulking around away from the main store, like the classroom rogues sitting at the back, waiting for the teacher to turn away before pulling out a slingshot and commencing fire.

But that would be unfair, they’re not up to no good. Really it’s down to the fact they have way cooler vehicles than anyone else in the car park. It’s a Sunday morning, though, so some people have yet to surface.

I make my way into the pack, searching for the ringleader, who in this case is Ray Booty – a man who turns out to be quite the gentleman.

As the rights of way officer for his club, the chairman for the Essex Local Access Forum and previously the GLASS area representative for Essex, it’s no wonder he is the man to go to when it comes to laning round here.

A great turnout of vehicles means we’re forced to split into four different groups before venturing out on to the Essex lanes. And with Ray being the one who waits behind to check for any late stragglers, we are last to check out.

It does, however, give Ray the opportunity to explain to me why it’s such

33

an ideal starting location. Apparently, it’s down to the Meal Deal – and the fact the car park is one of the few places you’re likely to be able to fit more than a dozen Land Rovers.

Because of my attendance, I’ve been graciously promoted to sit alongside Ray in his Defender, while his usual, competent and more glamorous navigator – and wife – Pauline has found a spot in another Land Rover.

And hopping into Ray’s Defender, I very quickly realise that, while ten years ago most retired citizens wouldn’t even take a second glance at even a mobile phone, let alone anything more advanced, these days everyone has had their life well and truly digitised in

some shape or form. Ray has started to use a tablet to keep an eye on his mapping – although there’s always a hard copy in reserve.

‘The switch to digital has completely revolutionised Pauline’s weekends as a navigator,’ smiles Ray. Our first lane is less than 400 metres from Tesco and, as we leave the bitumen, Ray tells me what to expect when we hit the byways of Essex.

‘It’s a fairly flat county, Essex. It can be rather muddy in places as there isn’t much rock under the surface,’ he explains. ‘And the lanes are very scenic all the way to be honest.’

Our first lane takes us over the busy A120 duel carriageway which, if

anything like me, would have given the rest of the group a sense of well-being; elevated above the usual run-of-themill, overcrowded, asphalt highways.

We then head east towards Little Dunmow, soon encountering our first water crossing of the day and a chance to shake off some of the dust from our Land Rovers’ undercarriage.

Our eventual destination is to be Sudbury, where we will sign-off for the day and head back via normal trade routes. But there is plenty to see and do before that comes round.

We’re zigzagging our way northeast towards Sible Hedingham, heading to and past Shalford in the process, and I develop a quick impression of what

many of the lanes are like in Essex: tight and densely populated with vegetation. Of course, there are many open lanes, but for the time being at least there seems to be a tree branch in arm’s reach at every given moment.

Essex is also the most densely populated county for lanes in the UK, with a buzzing network which, by and large, seems to be well looked after by the local authorities. That can often mean lanes become ‘less technical’ to drive, but the benefit is you’ll always get home for tea and won’t be spending the following weekend in the workshop.

That doesn’t mean to say you can’t find a lane that offers more of a conundrum on your passage through.

‘We generally run laning trips from February through to November, giving a couple of months’ rest for the byways and also because it’s the wrong time of year for it,’ explains Ray. ‘I organise the majority of the trips for the club, but I will go out on other more personal trips,’ he continues.

For the club, they tend to have a monthly gathering out on the lanes, with an annual holiday every August for a week’s worth of byway discovering.

While some of Ray’s gadgets may have been acquisitions from the last few years, his Defender 90 is for life – it has been in his possession for more than two decades.

Continued overleaf

34

The Overland Bazaar

Words: George Dove and Graham Scott

Finnish your Drink I was going to write some sarky thing about this cup being for people who knit their own shoes, and who lament that polar bear numbers are falling (when they’re rising) but, I’m sorry, I think this is beautiful.

It’s the Kupilka 37 large 2-in-1 cup.

Although you can peer inside this one for ages and you won’t see a second cup. We know. We wasted hours.

The thing is Kupilka is a Finnish company and they do things differently there. For starters, they brought

in Finnish industrial designer Heikki Koivurova and, while I don’t know who he is, you can see the benefit of bringing a full designer in. ‘Organic’ is the word they use to describe it, and it’s the only word since it describes not just the shape but also how it’s made.

The material is the company’s own biomaterial, made half from woodbased fibres from certified Finnish forests and half from polypropylene.

It’s strong and it’s light and it looks great, available in one of four natural

colours. It’s safe with boiling water and you can use it in temperatures down to -30 degrees, at which point the cup is looking in better shape than the user.

You can wash it by hand or even put it in the dishwasher when you get back and, at the end of its life, you can recycle it, burn it for heat or even send it back for re-manufacture.

The idea is that this is the only cup/ bowl you’ll need in the great outdoors, so you can use it for soup, rinse it out, use it for tea, rinse it out, use it for whisky, rinse, whisky, whisky.

Sitting round the campfire cradling one of these or one of the other stunning pieces that Kupilka makes, including cutlery and plates, would mark you out as seriously cool and in touch with Nature. Even if you are wearing a silly hat.

UK availability is through Alpine Trek and you can find it all here: www. alpinetrek.co.uk

Rest Assured

Camping is great. Man and nature completely at one. The cold breeze on your skin, the sing-song of the birds, the crunch of the leaves beneath your feet. Dad teaching the little ones to pitch a tent. Toasting marshmallows over campfires after long walks. Taking turns with the foot pump, because, of course, the 5v adapter is on the side in the kitchen.

Then, erm, sleeping on the cold, hard ground because the bong has fallen out of the airbed. Again.

Awake at 2am on the deflated airbed, you devise a plan to start a company making airbeds that inflate and deflate themselves. Bingo, nobody would’ve done that! You grab your phone and go to patent the idea. No signal. You get dressed quietly, but in the rush, you stand on the dog who barks and wakes up the family. You whisper how sorry you are, unzip the tent and start running.

As you leave the campsite and still have no signal the dog catches up with you, meaning he senses the excitement and doesn’t want to miss it. Awww, Rover.

Anyway, back to business. You run down the road. Signal! Quick browse and, oh, a company called Therm-a-

Rest already make self-inflating camp mattresses. They have alternating layers of air and foam and even deflate themselves. They sound really good. They’re £110 on their website – thermarest.com. Guess all you need to do is go back with your tail between your legs. Follow Rover’s lead…

Bagsy That

Our Landies can get us anywhere, right? A pivotal part of the team in any adventure. Haplessly escorting us, our camping gear and the kitchen sink up the side of whatever mountain, valley or through whatever stream.

But unfortunately, they can’t make it absolutely everywhere. So, when we climb a rock face too steep, or find a cave too narrow, we must go it alone.

Whilst obviously we can’t take everything packed into the Landy,

you can protect the essentials with the Fingal backpack from Trakke.

The compact design is simple and smart, and the waxed canvas is light and resilient. With fittings to house a 13” laptop, and a 13-litre capacity, this bag will comfortably hold the essentials you may need. These handmade, Scottish bags are made to your specification, with extra straps and personalisation available to order at trakke.co.uk.

Just Add Water

When packing for an adventure, lightness is key. Nobody wants to carry around weighty bags when there are alternatives. But some essentials just can’t be left out. Food for example.

If the HQ for your trip is a campsite then you have a solid anchor point, to which you will return to for supplies.

There’s probably even a shop onsite.

However, if you’re heading further off the beaten track, you’re going to need to take everything with you. This is when the genius of the Summit To Eat range comes in.

Their freeze-dried meals are compact, have a long shelf life, and

are easy to prepare. Simply by adding water, another essential you’re bound to take with you, you have a nutritionally balanced and flavoursome meal. The meals were designed for the outdoor lifestyle, and bring a taste of home to the remotest of locations. The range covers breakfast, mains and desserts, and includes widespread favourites such as bolognese, tikka masala and rice pudding. The full menu can be found online at summittoeat.co.uk

35 ‘I bought a Series I Station Wagon back in 1976 and have been through Series Is, IIs, IIIs, Discoverys and Range Rovers,’ reveals Ray. ‘I’ve had this for the last 20 years after finding it at a main dealer. It was an ex-demonstrator and at the time I was looking at either the Discovery 1 or a 90.

‘Pauline was leaning more towards the Discovery but she was overruled and a 90 it was!’

The only modification Ray has made over the years concerns the 200Tdi engine, which now runs on Zeus timing gears. He also says that they never used to do laning like this back in the ‘70s. It wasn’t until the ‘90s when Ray got his Defender that he started exploring the countryside around him.

‘This 90 has been my main laning vehicle for all these years,’ states Ray. ‘We’ve done Morocco and the Pyrenees, but even though Pauline and I are retired, you’d think we’d have more time to do stuff like this – but we don’t.’

We make a turn at Parsonage Farm on the way up to Sible, where Ray points out that the fields running adjacent to the lane were once the site of an ancient battle. It’s a much more scenic picture now than the bloodstained setting of the past, thankfully.

It makes for more pleasant viewing than TOWIE, too, which over the last few years has let us marvel at the IQs of such ‘stars’ as Joey Essex and Gemma Collins. Splendid. Back to laning, anyway.

There is one point worth considering when in Essex: because the county is rich with byways given the total area, you can make sure you have one of the most relaxing country drives anywhere.

Often little lanes join with gravel tracks before linking back to soil-topped trails

36

and you can completely forget what tarmac looks like.

‘We cut back some of these lanes a few weeks ago so that the council could get their machines in and cut

them back properly. You could barely walk up these routes before,’ remarks Ray. A nice reminder, right there, of the important work our 4x4s carry out on the lanes.

At this point the atmosphere within the 90 is interrupted by a tune from Evanescence coming on to Ray’s stereo system. It’s a moment where you sort of eat your own words.

You assume (wrongly) that someone of retired status will be listening to some classics from the ‘60s and ‘70s, but then it’s a bit like finding out your granddad has better taste in music than

you do. Naturally, you hand over all your kudos points in the process. These Land Rover folk are full of surprises!

At our next coffee break, we establish that having a green 90 with a white roof is clearly the trend in Essex; not some latest Merc with a berk inside.

It’s a popular exterior choice and one that soon develops into a mini ‘Spot the Difference’ game.

Ken Bullough’s Td5 Defender is the 90 with the mods: a 2” lift kit, a dabble of engine tuning through the exhaust and with the EGR valve removed. He’s also fitted bigger and better springs, plus there’s a set of BFG Muds knocking around underneath.

Even a handful of modifications on a 4x4 – whatever badge is on the front – can make it that bit more of an accomplice out on the lanes. But while modifications are for many off-roaders out there, any decent vehicle should be competent straight out of the box.

And there are few more competent than the Defender.

‘No offence, but I’ve never really seen the point in lifting my Defender,’ says Ray in a very straight tone. ‘I agree that tarmac can be exceedingly boring, and I love the problem solving

you can get on some lanes, but I don’t like getting stuck. If I do, then I feel like I shouldn’t have been there.’

There’s clearly a real mix of individuals in this club, but all with clear admiration and love for the Green Oval.

‘It’s a good social group,’ continues Ray, ‘We are blessed with great members. I used to be just one of the punters who was quite happy travelling in the middle of the pack, but now I run a lot of the trips and I enjoy the planning and mapping of the routes.’

The other benefits of going laning under the watchful eye of Ray – and a very good point he makes – is that travelling out with a club can set newbies off on the right path.

‘We can induce newcomers properly,’ says Ray, ‘And it stops them from falling into bad habits.’

Later in the day, on the approach to Castle Hedingham, we roll past a pleasant house that is situated on the green lane. Ray and I both agree that this would be a wonderful scenario to have – a daily commute that involves laning – sounds good right?

We turn north before levelling with Great Yeldham and rotating east again with Sudbury now in the crosshairs.

37 The land has now started to flow a bit more as we push towards Suffolk, with peaks and troughs topped with hedgerows and deciduous trees.

I join Ken for the final leg of our day.

‘I’ve just given my Defender the annual wash,’ he laughs, ‘I even let it

have some soap. Should probably ban that stuff for Defenders, though; usually you just get the hose and spray off the biggest clumps of mud!’

We continue to bounce from lane to lane until we reach our stopping point overlooking an array of different colour-

ed fields. It’s time to split and head back to our respective homes.

There’s many a character within the ELRC, and few more knowledgeable than Ray. Forget what you see on TV; Essex is a county lush with vegetation and green, green lanes.

There are plenty of them, too, and that includes many different types.

If you’re after a laning trip that won’t wreck your vehicle and will offer you sights you didn’t think could possibly exist so close to London, then it really is true: the only way is Essex.

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Ruby’s Off Again: Episode Twelve

After being on the road for well over a year, you’d think Ruby The Landy may be getting tired of seeing the world. But, after the sights of Canada, it would seem Ruby has got the bright lights of the USA fixed firmly in her gaze. We join Ruby and her compatriots as they’re about to explore the wild landscape of Alaska – and it doesn’t disappoint Pictures: Jenny Bright & Gavin Lowrie

A

ltogether, Jenny Bright, Gavin Lowrie and Ruby The Landy spent a couple of nights camping at Lake Ki, north of Seattle. Ruby would be having some downtime for the coming two weeks, as Jen and Gav embarked on a cruise north to the biggest US state – Alaska. After a brief detour to a shopping outlet to get glad rags for their cruise, the three globetrotters parted ways as the nine-story ship set sail.

Having become accustomed to camping and living out of Ruby since beginning their travels over a year ago, the over-indulgent lifestyle was jarring. Gav and Jen were left aghast as they cruised past mile after mile of rugged, mountainous coastline wearing fir tree coats, alongside glaciers and whales, and some passengers holed away in the onboard casino

or shops, oblivious to the wondrous wildlife around them.

On solid Alaskan ground, our adventurers were glad to catch up with an old friend – Mother Nature. During the stints inland, they took in the cultures of small towns and the world around them. On a walking trail near the Juneau ice lake, they spotted something absolutely electric.

‘We spotted loads of electric wires and a TV cameraman,’ says Jen. ‘We heard that the BBC would be filming Wild Alaska Live over a few days. We rushed over to a cameraman, and told him that we were from England and loved the BBC! We had a chat about

the programme, the presenters and what they were filming. It was due to go out live from that spot the following day back home!’

After returning to Juneau town, and a trip up Mount Roberts, Jen and Gav returned to the sea for a few days.

Back on the ship, there were talks that Jen attended, but she saw a different type of animal.

‘There was a huge focus on shopping, with a lot of talks on what to buy from various ports, and the deals at the shop on the boat. People would holler and shout for free stuff,’ recalls Jen. ‘They would almost fight each other for it when it was thrown into the audience.’

Many things on the cruise didn’t sit right with Jen and Gav, from the ignorance of the nature all around them, to the commercial focus and over-indulgence from other guests ordering double portions for every meal. In the evenings, the pair often mixed with new people and made some acquaintances who would become an important part of the trip. Stacey, Ryun and their two boys, Heath and Payton, often ate with Jen and Gav before dancing the night away in the ship’s nightclub.

One of the most notable stops on the cruise was that in Icy Strait Point, where the guys went on their best wildlife watching trip in Alaska. This trip

Left and Below: Seattle will certainly keep you sleepless with this skyline to marvel at

Above: Alas... Can you see the size of this glacier?!

took them through the local hotspots for bear sightings, and Jen counted eight grizzlies on the excursion.

‘It was brilliant to see them in their natural habitat. We saw a mother with her two cubs ambling after her and another in the river hunting for salmon!’

‘One bear came right under the bridge we were standing on,’ adds Gav. ‘He was only about forty feet away!’

On other stop-offs, the pair took in various sanctuaries and conservation projects, protecting bears, moose, wolves and elk, and also observed nature in the wild. It was in Homer where the American icon was spotted in the wild – the bald eagle.

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Despite the wondrous wildlife the cruise had brought them into contact with, the pair were glad when they could be reunited with Ruby.

After a diversion into Seattle, seeing the sights and visiting the Bill and Melinda Gates Foundation, the three amigos set their sights on the next stop at Mount Rainer National Park.

Beneath the behemoth of the Washington landscape that is Mount Rainer, the tent was pegged for a couple of nights. Around the active volcano sits the most glaciated national park in America. On the first day, they visited a part of the park aptly named Paradise, and it lived up to the name.

‘It was so beautiful, particularly the superb views of the ice-clad Mount Rainer and the meadows covered with colourful subalpine flowers,’ says Jen. ‘It was one of the prettiest places we have ever been.’

They took in the sights of the park through various hikes around the park and immersed themselves in the natural beauty, but on the second day something more familiar started causing a stir.

‘Ruby is quite the attraction in the USA,’ smiles Gav like a proud father.

‘Numerous people approached us to ask about her and admire her. One man kept walking past Ruby and when we stopped to talk, he said, in a deep southern drawl, “That’s about the sweetest car I ever did see!” I swear Ruby batted her headlamps!’

Via a stop-off at another active volcano, Mount St Helens, the trio headed into Portland and treated Ruby to some much-needed TLC at the PDX British Garage. Owner Francis and his wife, Elsa, were keen to hear the story of Ruby’s travels and gifted her four hours of pampering.

After Ruby’s rejuvenation, the trip headed towards some recognisable

Above: Crater Lake, where the water is as deep as it is blue Below: Mount Rainer sits in splendour with its dusting of white on top

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faces and a truly one-of-a-kind motorsport. Jen and Gav introduced Ruby to Stacey, Ryun and the boys at their home in Oregon. After staying with them for a couple of nights, the Tillamook County Fair was recommended and one thing in particular caught Gav’s attention at the event.

‘The Pig N’ Ford World Championship Finals was undoubtedly the highlight,’ shares Gav. ‘It involved the driver collecting a piglet, cranking up their Ford Model T and then racing around the arena – swapping piglets each lap!

There was also a demolition derby which was equally entertaining!’

Following the madness of the fair, Ruby took Jen and Gav down the coast towards Crater National Park, a stretch along which they were often accompanied by grey whales offshore. Following a couple of stopovers in RV parks and attempting to answer the question, ‘What does the Queen think of Donald Trump?’ the trip to the next stopping point was straight forward. The park itself was again a sight to behold. Yet another volcano, Mount Mazama had erupted thousands of years ago and

the remaining crater paved the way for the deepest lake in America.

‘Whilst we have seen many beautiful lakes on this trip, we have never seen anything like the deep blue of Crater Lake. Because it is so isolated, the water in the lake is free of pollutants and is one of the purest lakes in the world,’ explains Jen. There are two islands in the lake, which Gav, Jen and Ruby viewed from the multiple viewpoints, before hiking to the highest point in the park.

Next stop was the Humboldt Redwoods National and State Parks.

Home to some of the tallest Redwood trees in the country, with many standing over 100 metres, the park has a 31-mile road, which Ruby and co traversed in full.

‘We stopped many times, taking short walks through the forests and gazing upwards in awe at the height of the trees,’ describes Jen. ‘We had never seen anything like it before and it was one of our favourite places. We were in Redwood State Park for the total eclipse. Again, we stared in admiration, with our protective glasses, and it was a great experience surrounded by the majestic trees and watching nature at its best!’

With one final park visit, this time Yosemite, the journey was heading towards the next working destination in Utah. With a thousand miles covered already, Ruby had gained a lot of fans in the States, arguably more so than in the South American leg of the trip.

‘We have met wonderful American

41 NEW Headlining / Roof Lining Kits people every day on this trip,’ states Jen. ‘They have a genuine interest and curiosity about Ruby and we are stopped at least three or four times a day. This has been the most interest from people in any country so far!’

After Yosemite National Park and heading to Utah, Ruby may have gained awareness of this, and in Bakersfield threw a bit of a tantrum.

‘We had a very hot night in the roof tent and got up early to head ever closer to Utah,’ explains Gav. ‘That was until Ruby had other ideas! She decided to stop whilst trying to turn at traffic lights and stranded us in the middle of the road!’

‘It was clear Ruby wanted to seek fame in Los Angeles, as she’d had her head turned by all the interest in her!’

Jen says whilst rolling her eyes. ‘So we took her to a mechanic and left her there whilst doing our month working in Utah, which unfortunately meant making do with a hire car! But as long as Ruby is out seeking fame and fortune in LA, she’s happy!’

As per usual with Ruby’s travels, she has enabled Jen and Gav to experience some of the most awe-inspiring landscapes in the natural world. The United States has proved testing so far, to Jen, Gav and Ruby too. Although if there is one thing that has been clarified during this adventure, it’s that the world has no end of natural wonders to offer.

Read more of Ruby, Jen and Gav’s world tour at www.rubythelandy.com

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Rover’s Return

W

hen it comes to talking about Land Rover engines, few companies can boast having the knowledge and experience that NWS Motor Services have. They simply live for Green Oval power plants.

Previously we’ve featured a supply and fit job within these pages, shadowing how NWS can take a broken TDV6 engine and recondition or replace it with one that even possesses parts more durable than the Solihull standard.

In this particular edition, however, we’re looking at the Rover V8 – or to be more specific, the 4.6-litre V8.

This was an engine that graced the Range Rover P38, a machine not always painted in the most affectionate light – but a big V8 would never be a bad thing to start up on a cold winter morning... assuming it actually starts.

Anyway, we’re going to be following the rebuild of a 4.6, observing the expertise of NWS technician, Chris, as

Words and Pictures: Mike Trott he carefully reassembles the pick of all the P38’s power units.

But before we get stuck in, we have a quick word from Sam Edwards, Workshop Manager at NWS, who oversees all the different engine operations.

Now the P38 was regarded as a vehicle ahead of its time, and rather complex in nature, much to its detriment many would argue – but is the engine complex in nature, too?

‘The fundamentals of any engine run of the same principle: intake, compression, power and exhaust. But if you’re asking whether this is a complicated engine, I’d say it was innovative for its day, although when you compare that now to a 5.0-litre supercharged V8 that’s currently in some of the Range Rovers, there is so much more technology involved in the engines of today,’ explains Sam. The rebuild you’ll see over the next few pages is challenging enough, and not something a DIY mechanic is

NWS Motor Services are the experts when it comes to Green Oval engines. And in this month’s issue of The Landy , we follow the rebuild of an icon and one of the final incarnations of Rover’s famed V8 likely to take on, purely because of the amount of specialist equipment needed to carry out a full professional rebuild.

It does, however, give us an insight into the inner workings of the specialists.

‘The key to any engine work, though, is to take your time – don’t rush the build,’ states Sam. ‘You want to get it right first time. There are other rules you should tinker by as well, if we’re being thorough: the build environment, for example – it needs to be kept clean and tidy.’

Having the right equipment to carry out the work within that environment

is also essential. You should invest in the latest tools so that you can get the job done first time. The last thing you need is being halfway through a build and realising you don’t have a tool to complete the job.

Another attribute that will aid you through such workshop tasks is experience. Observing the skills of someone who knows what they are doing can be invaluable, just as we will be doing here.

It’s experience that enables you to pick up crucial information: torque settings for instance. Sam explains, ‘Each engine will have different tolerances so it is

imperative that the correct settings are used for each type of engine.’

With NWS, you can be sure the heart of your Land Rover is in the hands of some of the best surgeons around – which is why some people use their bespoke reconditioning service for the likes of their Series Is and IIs. Could be something to bear in mind if you keep looking at your Series III and thinking it could do with some TLC. In the meantime, enjoy the caressing of a V8’s internals over the next few pages – and if it piques your interest, find out more at nwsmotorservices.co.uk.

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1. The first job when rebuilding any engine at NWS is to check the tolerances of the components that will be reused in the rebuild. Conrods, crank journals and cylinder liners (unless top hat liners are fitted), for example, all need to meet strict standards. If they don’t, then they will be scrapped.

Top hat liners will be fitted if necessary, but all reusable components must go through a thorough cleaning process

43

1 2. Cleaning is one of the important jobs, but this is more than just a case of running a bit of Fairy Liquid over some engine parts. NWS use the latest technology and equipment to ensure each component is ready to be called upon for service once more

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2 3. The cylinder block is also cleaned and, if required, painted. Here lies the clean block ready to be mated with its internals, and if you look closely you can make out that top hat liners have already been installed

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5. These are four of the ‘main’ bearings that sit in the housing on the block side, although there are five in total, as evidenced in the next picture…

6. Technician Chris slots them into the block one at a time

6

8. Next, a drop of engine assembly oil lubricates the bearings ready to receive the crankshaft

8

9. Crankshaft is lowered into the block

9

10. These are the main bearing caps, which slide over the crankshaft...

10

11. ...As you see Chris demonstrating here. Now in a sort of Blue Peter ‘here’s one we made earlier’ way, Chris has already used the plastigauge to check the clearances are correct for the bearings

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7. If you look closely, you’ll notice the notches on the bearings which will (hopefully) ensure that you can’t go wrong when placing them

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12. This means rather than fitting the caps etc. and checking the clearances before removing the cap bolts and caps again, you can see the next stage – which in this case is the main cap bolts being positioned through the crank cap

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13. All in place, the bolts are tightened up a notch

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14 15. It will even flash green once you’ve exerted the correct amount of force

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TRUST 15 16. This is where we now assemble the pistons with new rings. Here you’re looking at a complete piston with the conrod and its bearings in situ already. The piston is the big clump of silver, with rings located around the top edge. Further along you have the conrod (or connecting rod) which does as it says on the tin.

The conrod clasps around the crankshaft and is completed by the conrod cap being fixed around the otherside

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17. The outside edge of the piston has an arrow imprinted on it, which designates the way it should sit within the cylinders

18. Pistons carry more than one ring and the gap must be in the correct place – on the 4.6, there are three which should be spaced at thirds to one another, or simply, like a Mercedes badge. The three rings all have different jobs: the top ring is for compression, the middle is the oil scraper and the lowerdeals with oil control

18

20. Oil is then used to connect the conrod and bearing to the crankshaft

20

21. Mentioned previously, the conrod sits with a piston at one end while the other side wraps around half of the crank. Now the conrod bearings can be fitted before the conrod cap encapsulates the bearings to the crank

21

22. Bolts get fitted and tightened, but the plastigauge is needed once more to clarify the correct clearances

22

23 / 24. You can see how the rods come down from the pistons and grasp the crankshaft. This is how the piston is able to push up and down through the cylinder

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19. Now the piston, along with the connected conrod, can be lowered into the cylinder bore using the piston ring compressor

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25 / 26. Now we’re looking down upon the upper block assembly and you can see the camshaft has been inserted and sits across the length of the housing

25

26 27 / 28. The pistons sit at different levels along the crank, plus you can make out the arrow that shows which way they all face.

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This is the bulk of the rebuild done, but other components follow with the oil pump and strainer, plus gaskets, the timing chain kit, hydraulic lifters and more. It gives you an indication of the work involved and how precise a rebuild can and should be, along with details that you certainly don’t want to miss. If you need a professional hand, however, NWS will be more than happy to lend one when it comes to the health of your Land Rover’s motor

28

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R

eliability and Land Rover isn’t necessarily a combination of words you’ll find in the same sentence, especially when it comes to complimenting one another.

But the Td5 is often praised for being a robust unit. And when you put it inside the ultimate Land Rover, is there a better vehicle around?

Ashley Counsell of Ashley 4x4 is here to help dissect the truth.

Now while Ashley concurs that the Td5 engine is generally a durable thing, sadly no engine is without fault.

‘Occasionally head gaskets fail due to the plastic head-to-block locating dowels breaking. Fitting steel dowels at repair cures this,’ advises Ashley.

‘Another very occasional failure is the cylinder head cracking internally causing diesel fuel to run down into the sump. It’s a rare one, but if the oil level appears well over the mark then it could have a sump full of diesel.

Unfortunately, it’s not a cheap repair if it happens,’ warns Ashley.

There’s more too. Injector O-ring seals can fail, while the bolt-on fuel connector unit at the back of the head is prone to weeping fuel.

Ashley continues, ‘The in-head injector wiring harness can get oil ingress into the cable strands causing a misfire or bad starting. Best advice: check for oil present at the harness connector plug at the front right of the head.

‘The harness is easy enough to change, but check to see if the oil has wicked its way back to the red plug at the engine ECU (under driver’s seat).’

Should that be the case, Ashley says the offical fix was usually a new engine wiring loom. But you can save yourself money by cleaning out the plug with contact cleaner or similar. This may need to be repeated a couple of times.

‘Also beware that a harness fault will quite likely show as an injector fault on

diagnostics, so don’t go down a blind alley on that one…’ adds Ashley.

The Td5 can experience power loss, which is often attributed to split or internally collapsed turbo boost pipes, but also check the small vacuum type pipes from the turbo boost control.

Faulty airflow meters can make the performance seem flat but don’t always show on diagnostics.

Here Ashley advises to try a meter from another vehicle which performs okay. And finally, another performance limiting or poor starting fault can be a tired in-tank fuel pump, again it doesn’t show on diagnostics as the engine system doesn’t monitor fuel pressure.

You may have noticed now that a diagnostic kit is needed for the Td5.

The electrics are basic but a fault reader is something these later Defenders require unfortunately.

There are good points to owning a Td5 Defender, though, despite what

you’ve just read. The suspension, like with all 90s and 110s, is coil sprung and ideal for easy replacements, with the only difficulty coming in the shape of corroded fixings.

The Lt230 transfer box is strong, along with the R380 gearbox, but oil changes and regular maintenance is required for tip-top running.

Ashley says, ‘Replacing the clutch should include the dual mass flywheel which adds to the cost. But make sure the crank spigot bush is done too, because even if it wasn’t noisy before doing the clutch, you can guarantee it will be afterwards if you don’t renew it!’

While the Td5 is a strong engine and can also provide the base for some extensive power tuning, a Defender is still a Defender, meaning corrosion is never likely to stay away for long.

Culprit areas include the chassis, particularly the rear crossmember, but also the doors, steel inner frames and

the aluminium skins. Bulkheads are prone, especially where they meet the floor plates, but as Ashley points out, today there are numerous solutions, with galvanised replacements and a strong array of protective solutions.

So, your closing thoughts on the Td5 Defender, Ashley?

‘They possess better performance than previous models, but this is still a utility vehicle. They’ve had massive popularity since production stopped, which keeps values up. They are very prone to thefts and strip downs, so precautions would be wise, but a cult following will ensure they’ll be around for a long time!’

Ashley 4x4 is based near Stafford and equipped to cater for any of your Land Rover repair, servicing or parts enquiries. Give them a call on 01785 243175 or visit their website: www.ashley4x4.com

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Series I (1948-1958) If you want to be the owner of a vehicle that oozes heritage like no other, then surely a Series I Land Rover is the way to go.

The Series I Land Rover – particularly in its 80” guise – is arguably the most sought after Land Rover for purists and collectors alike.

Its 1940’s engineering gives it a real charisma, but consequently, parts aren’t as readily available as they once

were. Restoration projects require deep pockets, but then a finished example will fetch mega bucks.

Gone are the days where you could use a Series I as an actual Land Rover, because with restored and cherished examples now retailing where they’re at, preservation is the aim of the game.

The rarer and earlier the vehicle, the higher the price tag gets. But can you really put a price on such an icon?

Series II/IIA (1958-1971) In 1958, the second-generation Land Rover was born and along came the barrel sides which we came to recognise on even the very last Defenders.

Today the Series II or IIA is a more affordable prospect than a Series I, yet it still carries much of that early charm that makes it a hit with enthusiasts.

The prices are on the increase, however, as these 50-year-old vehicles start to come into their own as a collec-

tor’s item. A 2.25 petrol 88” would be our pick, as the diesel engines, certainly the 2.0-litre diesel, were underpowered and noisy.

The Series II/IIA carries a wider stance than its predecessor and adds an extra (thin) layer of refinement over the Series I. While the engines have excellent longevity, they need to have been maintained properly. Be thorough in your checks.

Series III (1971-1985) Following on from the Series IIA, the Series III emerged in 1971 with a few cosmetic tweaks and safety features to freshen up the model.

Headlights were shifted out to the wings in-line with new legislation and the dash received a bit of padding to hide the new safety bar across the top of the bulkhead – not sure it’s a five stars on the Euro NCAP scale, though.

The Series III wasn’t too dissimilar

to the Series II in mechanical terms, keeping the same 2.25-litre engines throughout its production, although in 1980 the 2.25 motors switched to a more durable five bearing setup.

The transmission also received syncromesh on all forward gears to make it easier to live with.

They still carry the simplicity of earlier Land Rovers, but can be obtained for a fraction of the price... for now.

Lightweight (1968-1984) Possibly the ugly duckling of the Series Land Rover family – but that doesn’t mean to say you won’t find much love for the Series Lightweights.

These military-derived vehicles can be easily distinguished from the regular Series Land Rovers, with visibly more angular wings and a frontal appearance that does divide opinion when you and your mates are in the pub.

To mimic the civvy Series machines,

the SIII LWT – built from 1972 onwards – also had its headlights switched out to the wings.

These Series Lightweights throw up an extra dimension to Land Rover ownership, with military history and touches often machine-gunning the vehicle. It means you get a Land Rover that could have a few more stories to tell – and you have something that stands out from the crowd.

Forward Controls (1962-1978) Only serious enthusiasts need continue reading here. Ownership of any Forward Control is not for the faint-hearted.

These leviathans are expensive to run and trying to get hold of some of the parts can be, quite frankly, a bit of a nightmare! Clubs can help here, though, as is often the case with any Land Rover.

These vehicles offer substantial

payloads if that’s the sort of thing you’re after, but will also tick the boxes for huge, unnecessary and hilariously addictive fun.

If you’re going to go the whole hog then why not buy a 101FC. You’ll have a V8 engine harping away underneath you (literally) and people are likely to clear out of your way when they see you coming in their mirrors. Surely that’s reason enough to buy one?

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£3500-£50000+ Versions: 80” (‘48-’53), 86” (‘54-’56), 107” Pick Up (‘54-’56), 107” SW (‘54’58). 88”, 109” Pick Up (‘56-’58). 1.6 4cyl petrol (‘48-‘52), 2.0 4cyl petrol (‘52- ‘58).

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

£1400-£30000 Versions: 88”, 109”. 2.25 4cyl petrol (‘58-’71), 2.0 4cyl diesel (‘58-’61), 2.25 4cyl diesel (‘61-’71), 2.6 6cyl petrol (‘67-’71 (109” only)).

Pros: As a resto it’s a sound investment, some examples now MOT exempt, more desireable than SIII Cons: Bulkheads can rot with ease, check suspension leaves for seizing

£1500-£25000 Versions: 88”, 109”. 2.25 4cyl petrol, 2.25 4cyl diesel. 2.6 6cyl petrol produced until 1980. Stage One V8 used detuned version of the 3.5 V8 (‘79-‘85).

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

£2500-£25000 Versions: 88”. IIA (‘68-’72), III (‘72-’84).

2.25 4cyl petrol engine.

Pros: Not like all other Series Land Rovers out there, military background, uses lovely 2.25 petrol Cons: Styling isn’t to everyone’s taste, can be pricey owing to their exclusivity over regular models

£3100-£20000 Versions: Series IIA (‘62-’66), Series IIB (‘66-’72), 101 (‘72-’78). 2.6 6cyl petrol engines for IIA/IIB, 3.5 V8 petrol for 101.

Pros: Soundtrack, presence, exclusivity Cons: Fuel bill, fuel bill, parking conundrums... fuel bill

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Ninety/One Ten (1983-1990) The icon of the 4x4 world. This is Land Rover at its best: a no nonsense workhorse that can also take you just about anywhere in the world.

Early examples of the Ninety and One Ten are worth keeping hold of, providing they’re in good condition – but you’ll be searching far and wide for examples that are.

This was the birth of the Defender, despite not being christened officially

until 1990, and as such these Land Rovers had coil-sprung suspension, new engines – although they were still terribly underwhelming – and offroad capability that has still yet to be matched today.

A very early 2.25 petrol 90 is a rare thing, and a beautiful one too. But perhaps try for a 2.5TD version with low miles and good history. They’re robust and as simple as they come.

Defender 200Tdi (1990-1994) In 1990, the Defender name emerged and with it a cementing of a legacy that already stretched back over 40 years.

This was... is the best 4x4 by far.

It carried the Tdi badge for the first time and meant that no longer was a Defender being powered by a feeble hamster in a wheel.

If you’re in the market for a 200 Defender, though, you might get a 200 unit but it might not necessarily be from

a Defender. Replacing blown units with a Disco 200Tdi is popular, so check the arrangement of the turbo and manifold to see which one you’ve got.

The 200Tdi is probably the best for off-roaders, so many of these vehicles will have been worked hard.

Some owners have now started restoring these vehicles, meaning a premium price – but can you really put a price on perfection...?

Defender 300Tdi (1994-1998) After the 200 followed the 300Tdi. Essentially, this was a revised version of the predecessor – perhaps a little more refined – but still just as durable.

These engines, providing they are properly maintained, can last for decades. Look around for one with full service history and you could find yourself a keeper.

Some Tdi Defenders have received galvanised chassis and even

bulkheads, and these are the type of Defender you should be after. A futureproof Landy.

By the time the 300Tdi came out, Land Rover was now giving the Defender power steering as standard and disc brakes all-round. It’s the little things after all.

Arguably the company’s greatest engine, balancing performance and practicality. The Defender in its prime.

Defender Td5 (1998-2007) Following on from the Tdi era, Land Rover issued the Defender with its Td5 engine from 1998 to 2007.

The engine is arguably Land Rover’s most reliable unit and it’s a strong performer out of the box, although it does lend itself to being tuned – just make sure that any mods have been done properly.

Remaps, EGR valve deletes and uprated intercoolers are a few exam-

ples of what many have been subject to. Lots of power doesn’t always mean happy faces.

The rear of the chassis has frequently been called into question, so protect the rear crossmember if it’s in good shape, or else face the consequences.

With minimal electrics, the Td5 Defender is still a DIY machine and you’ll be working on one of Land Rover’s most notable masterpieces.

Defender TDCi (2007-2016) The last of the Defenders were fitted with Ford Transit engines – first the 2.4 TDCi, followed by the 2.2 TDCi, brought in to meet Euro V emission standards and keep the Defender alive for another few years.

Sadly, these engines denoted the Defender’s swansong, the twilight of its days. They were fitted with six-speed gearboxes, still had phenomenal off-road capability and even made the

Defender a nice place to be. But they were still very much Defenders.

The era of blinging also began and you can find special editions out there costing obscene amounts of money.

You will pay a premium for these Defenders, especially since the end of production. But if you can grab a 2.2 TDCi and start preserving it now, you may well never see depreciation. We’re no financial advisors, though...

£2000-£15000 Versions: Ninety (‘84-’90), One Ten, 127 (‘83-’90). 2.25 4cyl petrol (‘83-’85), 3.5 V8 (‘83-’90), 2.5NA 4cyl diesel (‘84-’90), 2.5 4cyl petrol (‘85-’90), 2.5TD (‘86-’90).

Pros: Good ones are now worth saving, same ability as Tdi Defenders Cons: Not many left in good condition, engines underpowered

£3200-£25000 Versions: Defender 90, 110, 130 (1990- 1994). 200Tdi 2.5 4cyl turbo-diesel.

Pros: Legendary off-road, one of the very best engines, old-school electrics Cons: Genuine Defender 200Tdi units are getting rare, many have been used hard, corrosion

£3500-£20000 Versions: Defender 90, 110, 130 (1994-1998). 300Tdi 2.5 4cyl turbo-diesel.

Pros: A slightly more refined Tdi powerplant, the best?

Cons: Erm... erm... hmm, this is hard

£5000-£20000 Versions: Defender 90, 110, 130 (1998-2007). Td5 2.5 5cyl turbo-diesel.

Pros: Off-road capability, power, reliability (generally) Cons: Rear chassis, premium prices at the moment

£10000-£35000 Versions: Defender 90, 110, 130 (2007-2016). 2.4 TDCi (‘07-’12), 2.2 TDCi (‘12-’16).

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

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Freelander 1 (1997-2006) We haven’t always held the Freelander 1 in the highest regard here at The Landy, but as market prices constantly change, so too can our opinion on certain vehicles.

With examples attainable from as little as £500, the Freelander 1 represents a cheap gateway into Landy ownership.

There are a few issues to be aware of, though, such as the viscous coupling, which is expensive to replace

and can be upset by simply having mismatched tyres on your axles.

The 1.8 petrol used to be notorious for head gasket failures, but today’s replacements are much more robust.

The V6 is thirsty and the 2.0Di is gutless, so opt for a TD4 – but check the condition of the injectors first. Buy an FL1 and you even get a Landy that’s decent off-road and doesn’t carry the usual trait of rusting after five minutes.

Freelander 2 (2006-2015) Most people will turn their noses up at Freelanders because they’re not properly recognised as true Land Rovers.

But while you should turn your nose up at the FL1, the Freelander 2 actually makes for a much smarter proposition than you may think.

Because of it being replaced by the Discovery Sport, the FL2 is now an affordable option that still offers good levels of refinement, a strong 2.2-litre

four-cylinder turbo-diesel engine and a level of practicality that means it can make for a great family vehicle. Plus it’s become one of the most reliable Land Rovers out there.

Prices are now falling thanks to the Freelander name disappearing from the production line, but for £10,000 you can now get a capable all-rounder that is actually pretty adept off-road and yet still economical to run.

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£500-£3000 Versions: 1.8 4cyl petrol (‘97-’05), 2.0Di 4cyl diesel (‘97-’00), TD4 2.0 4cyl turbo-diesel (‘00-’06), 2.5i V6 petrol (‘00-’05).

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

£3700-£20000 Versions: 2.2 4cyl turbo-diesel, available in two- or four-wheel drive, 3.2 V6 petrol (‘07-’09).

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

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Range Rover Classic (1970-1996) The Range Rover Classic is one of those vehicles that you could theoretically still use everyday, even now in the 21st Century.

If you’re running a V8, however, that may not be such a wise idea. Classic Range Rovers still provide a relatively refined and great drive today, but they can be thirsty if you’re not in one of the various turbo-diesel examples.

That said, if you own one and it’s in

good condition – look after it, as it will only appreciate. These vehicles are popular with collectors.

Unfortunately, in terms of spare parts, many have succumb to corrosion or have been abused off-road to the point of no return.

While an early ‘70s Classic may not be attainable for everyone, tidy examples of the late four-door versions can make for an equally tidy investment.

Range Rover P38A (1994-2002) Many people believe the P38A Range Rover to be a bit of a menace – and often it’s completely justified. Lights on the dashboard, air suspension failure, head gasket failure... the list can start to look like a cartoon bill.

Still, it’s not all doom and gloom with the P38. In fact, if you find one in good working order, it’s sensational.

Service history is a must, and if you’re going to own one then some

diagnostic equipment is going to be a better companion than a spanner.

Avoid the diesel variant as the engine was adopted from a BMW saloon and isn’t up to the task of the extra weight a Range Rover carries.

Go for a 4.6 HSE, it’s actually more economical than the 4.0 V8 and you’ll get all the toys (working or not). Or you could try and find an anniversary model or even a Holland & Holland...

Range Rover L322 (2002-2012) Compared to the P38, the L322 Range Rover was a saint. Generally. Its electronic aids were far less temperamental and it delivered a new level of luxury to four-wheeled motoring.

The Td6 receives mixed reviews: some say it’s underpowered while others say it’s the best of the bunch.

Common sense would steer you towards a TDV8, either the 3.6 or 4.4, but these are the L322s holding out for

strong money. Notably, the petrol V8s are lingering with very appealing price tags, but don’t think running one would be cheap.

As with many 21st Century Land Rovers, they have lost their accessability for the home mechanic. Drivetrain faults are becoming more frequent, so you need to look for that FSH. As a car, however, it’s probably all the car you’ll ever need.

Range Rover L405 (2012-present) If you want the very best in automotive luxury, then look no further.

The latest incarnation of Land Rover’s flagship Range Rover weighs a whopping 400kg less than its predecessor thanks to the use of an aluminium body, which helps on mpg – although owning one of these suggests that your cash flow isn’t particularly an issue.

This is the last word in elegance and majestic motoring. All the engines sup-

ply copious amounts of power to your right foot, while the L405 hasn’t lost any of its off-road pedigree... even if taking one off-road is like asking your alcoholic friend to a wine-testing session. They could comfortably partake, but probably shouldn’t.

Prices are still only right for Premier League footballers and people with a link to the royal family. If you fit into that category, then we envy you.

RR Sport 1 (2005-2013) Much of the Range Rover Sport was borrowed from the Disco 3, in fact it shared virtually identical underpinnings, whereas today’s RR Sport uses actual Range Rover foundations.

Nevertheless, Land Rover put a Range Rover in a tracksuit and attempted to make a handler out of it. To some extent they succeeded, although it’s no sports car despite what it says on the back of the vehicle.

It can play the leisure vehicle very well, though, and will go off-road like the best of them.

If you’re going to buy one, then you need to love it for itself, becausse a Discovery of the same era is more practical, while a full-fat Range Rover is always going to carry an extra layer of prestige.

They’re still a good all-rounder, though, and now relatively affordable.

£1500-£50000+ Versions: Two-door (‘70-’85), four-door (‘81-’96), LSE (‘92-’96). 3.5 V8 petrol (‘70-’86), 3.5 EFI V8 petrol (‘86-’89), 3.9 EFi V8 (‘89-’96), 2.4 VM turbo-diesel (‘86-’92), 200Tdi (‘92-’94), 300Tdi (‘94-’96).

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

£600-£11000 Versions: 4.0 V8 petrol, 4.6 V8 petrol, 2.5 6cyl turbo-diesel.

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

Cons: Electrics. Nuff said

£4000-£40000 Versions: 3.0 Td6 (‘02-’06), 4.4 V8 petrol (‘02-’07), 3.6 TDV8 (‘06-’10), 4.4 TDV8 (‘10-’12), 4.2 supercharged V8 petrol (‘05-’09), 5.0 supercharged V8 petrol (‘09-’12).

Pros: Great off-road, luxury, image, TDV8 powerplants Cons: Your maintenance bill

£45000-£150000 Versions: 3.0 TDV6, 4.4 SDV8, 5.0 supercharged V8 petrol, 3.0 SDV6 hybrid (‘14-present).

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

£7000-£40000 Versions: 2.7 TDV6 (‘05-’09), 3.0 TDV6 (‘09-’11), 3.0 SDV6 (‘11-’12), 4.4 V8 petrol (‘05-’07), 3.6 TDV8 (‘07-’10), 4.2 supercharged V8 (‘05-’09), 5.0 supercharged V8 (‘09-’12).

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

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RR Sport 2 (2013-present) The second-generation Range Rover Sport has also been on a diet to save over 400kg, just like the current daddy Range Rover, the L405.

That means that even this big bruiser is relatively economical when spec’d with the SDV6 motor.

Some won’t like the vulgar and flamboyant posture, while others will adhere to the smart, yet mean styling.

But no one can knock the Sport for its

performance. It feels incredibly light for such a big car, and if you’ve robbed a bank and can afford the SVR version, it’s as good round a race track as it is on a green lane.

The only stumbling block with such a fine motor is going to be how to pay for it. Removing limbs is possibly the most feasible option, or wait ten years and see if the prices have come tumbling down off those high pedestals.

RR Evoque (2011-present) When the Range Rover Evoque was launched, it signalled Jaguar Land Rover’s intent on hitting the mass market. And given that the Evoque is their fastest-selling vehicle to-date, they’ve clearly done the job.

That doesn’t mean it’s a hit with purists. They don’t much like the fact Victoria Beckham was involved in the designing of it, nor that it is the polar opposite to a Defender.

It’s actually still a capable thing off-tarmac, but it would rather not go down that route. Nevertheless, it is economical by Land Rover standards and because there are so many out there, they have decent residuals.

Go for a five-door with the new Ingenium engine, and make it the 4WD version. The 2WD model may be eco-friendly but what is a Range Rover without four-wheel drive?

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£43000-£130000 Versions: 3.0 SDV6, 4.4 SDV8, 5.0 supercharged V8, 3.0 SDV6 Hybrid.

Range Rover Sport SVR 5.0 supercharged V8 (‘15-present).

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

£14000-£48000 Versions: 2.2 SD4 (‘11-’15), 2.0 Si4 4cyl petrol, 2.0 TD4 (‘15-present).

Pros: Economy, handling, beats rivals off-road Cons: Not as practical as the new Discovery Sport

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Evoque Convertible (2016-present) Talk about niche markets: here’s a fourwheel-drive SUV that also doubles up as a convertible – go figure.

It’s not going to appeal to a great number of people, and those who do like the cut of its jib will have to contend with a driving experience that is inferior to the regular Evoque, and the likelihood of a few more head scratches regarding practicality.

The only real upside is that of the

electrically-foldable roof, which does at least improve the vehicle’s exterior when slid back out of sight.

You’ll also be in relatively exclusive company when owning this car, and it’s only available in the higher trim levels of the Evoque stable.

All that aside, you’ll have probably the most capable and versatile convertible the world has ever seen. This is not just a soft-top for the summer.

Range Rover Velar (2017-present) And so the Range Rover family welcomes its fourth model, confidently making it the most prominent of Land Rover’s sub brands.

It’s a vehicle we will be giving our driven verdict on in the very near future, but for the meantime, we do know this much: the Velar is a fine-looking craft and is based upon the same architecture as the Jaguar F-Pace.

It has greater off-road ability than the

aforementioned (good for Green Oval enthusiasts) and it 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 other models expected to follow the Velar in due course.

Other than that, you do pay a premium for the suave looks...

Discovery 1 (1989-1998) The earliest version of the Discovery was aimed purely at providing a middle ground between the agricultural Defender and the luxury, upper-class Range Rover.

It carried much of the Defender’s capabilities, but added more refinement and a driving experience more suitable to families – but without a Range Rover price tag.

Blessed with the same wonderful

Tdi engines, the Discovery saved Land Rover and hit back at offerings from other nations by being an affordable all-rounder. And that still holds true even today.

Early Discovery 1s in fine condition are now classics and will continue to appreciate. We would recommend trying to find a tidy and later 300Tdi example, but watch out for body rust – the boot floor, arches and wings etc.

Discovery 2 (1998-2004) Following on from the first-generation Discovery, in 1998 Land Rover gave its family SUV some minor cosmetic tweaks and a whole new power unit in the shape of the Td5.

The engine is arguably Land Rover’s most reliable unit and it’s a strong performer out of the box, although it does lend itself to being tuned – just make sure any mods have been done properly. You can also buy a V8, but

the fuel bill isn’t going to be welcome, plus they’re more temporamental.

Unlike on the D1, its the chassis that’s the problem, not the body. We all know that Discos make for a great tow car, and consequently many of the rear chassis on D2s have dipped their rears into the sea. Not all of them live to tell the tale...

Get a later example for more creature comforts and difflocks too.

Discovery 3/4 (2004-present) The Discovery went through a dramatic revamp for its launch in 2004, but it came out the other side as one hell of a vehicle.

Greatly improved in terms of power and refinement, the Disco 3 received the relatively economical 2.7 TDV6 engine (although the thirsty 4.4 V8 petrol was an option) and became the first Land Rover to be given Terrain Response. If you need one vehicle in

your life, this could be the one that ticks the most boxes at once.

Be weary of maintenance costs, especially as you approach the 105,000mile/seven-year mark that means the timing belt is due – it’s a body-off job!

The 3.0 TDV6 and SDV6 engines are even better, with monumental amounts of torque. Luxury has also increased significantly in later examples. A later SDV6 model is best.

£35000-£55000 Versions: TD4 2.0-litre 4cyl turbo-diesel (180hp), SD4 2.0-litre 4cyl turbo-diesel (240hp), Si4 2.0-litre 4cyl petrol (240hp).

Pros: One of the very few ways you can get open-top thrills in a Land Rover Cons: Heavier, less practical, less economical and worse to drive than hard-top Evoque

£44000-£90000 Versions: D180 2.0-litre 4cyl turbo-diesel, D240 2.0-litre 4cyl turbo-diesel, D300 3.0-litre 6cyl turbo-diesel, P250 2.0-litre 4cyl petrol, P300 2.0-litre 4cyl petrol, P380 3.0-litre 6cyl petrol.

Pros: Very stylish, interior, choice of engines, driven verdict soon...

Cons: Could hurt the bigger Sport and L405. Prices stretch to near £100K

£500-£5000 Versions: 200Tdi 2.5 4cyl turbo-diesel (‘89-’94), 300Tdi 2.5 4cyl turbo-diesel (‘94-’98), 3.5 V8 (‘89-’93), 3.9 V8 (‘94-’98).

Pros: Almost as every bit as good as the Defender off-road, price, practicality Cons: The body rusts like it’s been doused in sea water

£1000-£6000 Versions: Td5 2.5 5cyl turbo-diesel, 4.0 V8.

Pros: Td5 power and reliability, great all-rounder, better comfort than D1, diff locks standard for ‘03 onwards (model dependent) Cons: Rear chassis crumbles like its dessert namesake

£5800-£40000 Versions: 2.7 TDV6, 4.4 V8 (‘04’09), 3.0 TDV6 (‘09-’12), 3.0 SDV6 (‘12-present).

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

55

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Discovery 5 (2017-present) Launched just a couple of months ago, this latest Discovery is still yet to hit the UK roads on mass.

Land Rover needed to improve economy in particular with this edition of the Disco, and having chopped 480kg from the kerbweight, it would seem their proficiency in the use of lightweight technologies is only getting better and better.

We’ve yet to drive the latest Discov-

ery, but expectations are high – especially as this will be Land Rover’s most capable SUV in production.

New engines look promising on paper, and Land Rover has listened to customers regarding the infotainment system. It will remain to be seen whether the changes have quenched the thirst of the critics, though.

We reckon the base Sd4 model could turn out to provide all you really need.

£43500-£76000 Versions: 2.0 Sd4, 3.0 Td6, 3.0 Si6 (‘16-present).

Pros: Most technologically-advanced Land Rover to-date, keeps Discovery practicality Cons: Not many can afford one currently, easy to mistake for D Sport

Discovery Sport (2015-present) Brought in to replace the ageing Freelander 2, the Discovery Sport was the vehicle that turned the Discovery brand into a family.

It has come to be so much more than a re-badged Freelander, though.

For starters, the Discovery Sport has seven seats (just), drives better than a Freelander 2 and is now more refined thanks to the Ingenium Td4 engine.

Land Rover is now churning out

LAND ROVER T H E E V E RY D AY C L A S S I C

substantial units of the baby Disco, now even matching the Evoque for pace as one of the fastest-selling vehicles to carry a green oval.

It’s a more usable vehicle than the Evoque, though, and carries less of the feministic stigma that often surrounds the Evoque.

Grab a cleverly-spec’d SE Tech for a car that can be as practical as a daddy Disco, but for a more attractive price.

£28000-£50000 Versions: SD4 2.2 4cyl turbo-diesel (Jan ‘15 - Aug‘15), TD4 Ingenium 2.0 4cyl turbo-diesel (Aug ‘15 onwards).

Pros: More practical than an Evoque – and less vulgar, seven seats, still great off-road Cons: Back seats only for small mammals, price of top models

From the publishers of

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From the publishers of

High-quality glossy publication | 144 pages | £8.99

On the shelf in WHSmith and independent newsagents and direct from Assignment Media via www.toronline.co.uk from 31st March whilst stocks last!

News

Issue 47: Jan 2018

Vehicles

Adventure

Workshop

Buyers

STOCKIST DIRECTORY South East cont.

West Midlands cont.

John Richards Surplus

Independent Land Rover & 4x4 service, repair & welding specialist

www.mcautocentre.com

Unit 5, Ashgrove Farm, Piltdown, TN22 3XN cars@mcautocentre.com • 01825 724045

AJD Off-Road

Land Rover Parts, Ex-Military and General Surplus The Smithy, Wood Lane, Hinstock, Shropshire, TF9 2TA

Land Rover Specialists: Sales, Repairs & Servicing West Winner, Eversley Centre, Eversley, Hants, RG27 0LY info@safari-engineering.co.uk www.safari-engineering.co.uk Tel. 0118 9732732

www.johnrichardssurplus.co.uk One of the UK’s leading independent Land Rover parts specialists

2013 AWDC Comp Safari Champions using Fox Shock Absorbers

Phone: 01992 445634 / 01992 445630 E-mail: ajd@ajdoffroad.co.uk

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Unit N5, R.D. Park, Essex Road, Hoddesdon, Hertfordshire, EN11 0FB

sales@britcar.com | 01473 907444

www.ajdoffroad.co.uk

All aspects of Land Rover repairs and maintenance, diagnostic work, MOT work and preparation, parts stocked and supplied.

Specialist Land Rover and 4x4 Stockists

5 Wheeler Street, Headcorn, Kent, TN27 9SH

Gumtree 4x4 “Independent Specialists in Land Rover, Range Rover, Discovery and Freelander.”

E: citygbcov@yahoo.co.uk Specialist in Land Rover gearboxes and transfer boxes, rebuilds and overhauls Established since 1994 reconditioning Land Rover transmissions

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T: 07973 751123

Specialist in Land Rover Gearboxes and Transfer Boxes rebuilds and overhauls, based in Coventry Established since 1994 reconditioning Land Rover transmissions Stock items available with next day delivery across the UK Prices start from £250 Trade enquires welcome

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Yorkshire

Parts and accessories for a range of models, from Series II to Range Rover Sport Free Standard Shipping on UK Mainland Webshop Orders* Visit www.psautoparts-store.co.uk Call 01622 891777

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LR16_Billing_22_City_Gearboxes.qxp_A4_Half_Page_Landscape 18/07/2016 12:48 Page 1

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56

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0114 283 1785 | www.facebook.com/elitelandroverspecialists Unit 7 Glenn Works, Carr Road, Deepcar, Sheffield S36 2NR

www.mm-4x4.com marketing@mm-4x4.com • 01905 451506

North West England MM 4x4

AUTOLOGIC

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From simple MOT failures to full off-road preparations. gasguzzlers.org.uk 07713 286351

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Unit 6 Westmead Ind Est, Hedingham Road, Gosfield, Halstead, Essex, CO9 1UP

www.lrsengineering.co.uk 01787 469553

Independent Land Rover Specialists Parts, Repairs, Service, MOT and Breakers Unit 2, Holme Mills, Holme Mill Lane, Keighley, West Yorkshire, BD22 6BN www.mpb4x4.co.uk mpb4x4@gmail.com • 01535 661203

West Midlands Stafford’s only independent Land Rover Specialist Service & Repair of all Land Rover Vehicles

Unit A Southern Avenue, Leominster, Herefordshire, HR6 0QF

www.raptor4x4.co.uk sales@raptor4x4.co.uk • 01568 799004

APB Trading

01299 250174 • www.apbtrading.co.uk

East Midlands

www.ca4x4.co.uk

Steve Parkers Ltd Lloyd Street, Whitworth, Rochdale, Lancashire, OL12 8AA

www.steveparkers.com info@steveparkers.com • 01706 854222

Worldwide LR

Land Rover Parts Specialists 77a Sandon Road, Southport, Lancashire, PR8 4QD

www.worldwidelr.co.uk enquiries@worldwidelr.co.uk • 01704 567114

Unit 1, Tixall Heath Farm, Brancote, Stafford ST18 0XX 01785 243175 | www.ashley4x4.com

“Suppliers of High Performance Off-Road Accessories, we won’t leave you stuck in the mud!”

Unit 38, Hartlebury Trading Estate (North), Kidderminster, Worcestershire, DY10 4JB

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Online Land Rover Part Specialists Offering Worldwide Mail Order

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Diagnostic & Land Rover Specialist

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Independent Land Rover Specialists citygbcov@yahoo.co.uk Parts, Accessories and Off-Road Equipment

Unit C17, Ditchling Common, West Sussex, BN6 8SG

admin@gumtree4x4.co.uk • 01444 241457

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News

Issue 47: Jan 2018

Products

Vehicles

Adventure

Workshop

Buyers

USED LAND ROVERS FOR SALE Series III

Series I

Lightweight

Series I 80” (1950). Rover P6 2.2 TC engine fitted. Tax & MOT exempt. Good condition. New seats, hood. Series II g’box with overdrive. Free-wheeling hubs. £11250 ono. Birmingham, West Mids. 07952 120409 01/18

Series IIA 88” (1965). Owned

by British Steel till ‘94. Full resto on good original chassis.

Professional respray. Every part is new or refurb’d. Full MOT. £9250. Nottinghamshire.

07791 461223 09/17

Series IIA 88” 2.5 Tdi (1969).

69,000 miles. MOT Aug ‘17. Tax exempt. Recent improvements: reconditioned engine, clutch, new starter motor, springs.

Overdrive. £5900. Northampton. 07711 381216 03/17

Series II 88” Soft Top (1960).

Galvanised chassis, 200Tdi engine, resprayed body, Syncro slickshift, Wright Off-Road Acoustic Mat System, tax exempt. £POA. Mid Wales. 07580 394885 11/17

Series III 88” Pick-Up (1982).

MOT June ‘18. 2.25 petrol.

Parabolics, new exhaust system, clutch cylinder, wheel bearings, seats and mats. Excellent bulkhead. £5250. Wrexham, North Wales. 07967 467443 01/18

Series III 88” CSW (1983).

52,000 miles. MOT Oct ‘17. 2.25 petrol w/overdrive. Bulkhead and chassis rust-free. Undersealed. Bodywork, interior good. £8000. Blackpool, Lancashire.

07543 671394 07/17

Series III 109” Station Wagon (1972). 22,758 miles. MOT July ‘18. 2.5 NA diesel, Kenlowe fan.

Chassis, bulkhead excellent.

New radiator. Free-wheeling hubs. £5800 ono. Nottingham.

07833 684472 10/17

Series IIA Lightweight (1969).

Stripped and rebuilt in 2005, including engine. Needs resto now, chassis, bulkhead in good order. Fairey o/drive. Tax exempt. £4750 ono. Coventry, West Mids. 07931 138919 04/17

Series I 86” (1954). 94,750 miles. MOT July ‘17. Very original.

Lots of work done – some by Jake Wright: full wiring harness, carb overhauled, rear leafs. £12000 ono. Keighley, West Yorks. 07957 101510 02/17

Series IIA 88”. Bought as project, no time to start it.

Needs new gearbox. Ideal resto.

Body in good condition. Tax exempt. Great potential. £3000.

Keighley near Bradford, West Y’shire. 07455 050240 08/17

Series IIA 88” (1962). 2.25 petrol. Tax exempt. New clutch, master and slave. New exhaust, props, rear diff, distributor, wiper motors. Free-wheeling hubs. £4000 ono. Huddersfield, West Yorks. 07545 889108 10/17

Series IIA 88” (1964). MOT May ‘18. 2.25 petrol. Not ex-MOD, just camo paint. Professionally renovated. Rebuilt engine, galv chassis, replaced bulkhead. £8000 ono. Hassocks, West Sussex. 07795 102181 12/17

Series III 88” 2.25 Diesel (1981). 83,820 miles. MOT Nov ‘18. Good history. Chassis, x-members, bulkhead have all received work. Paintwork not standard. £4000. Welshpool, Wales. 07972 796329 01/18

Series III 88” Soft Top 2.5 Petrol (1983). MOT March ‘18. Very original. Deep Bronze Green.

Floor matting front and rear.

New bench seats. Free-wheeling hubs. £7500 ovno. Salisbury, Wiltshire. 07825 942845 06/17

Series III 88” (1973). 101,328 miles. Solid chassis, bulkhead.

2.25 petrol. Tax exempt (MOT exempt from May). New carb, alternator, HT leads and electronic ignition. £8900. Tadley, Hants.

07881 913711 01/18

Series III 88” Lightweight HalfTon (1973). LHD. Spent most of life in Spain: chassis never welded. Body clean, straight.

Diesel fitted, 2.25 petrol included. SORN. £8500. Worksop, Notts. 07761 706729 03/17

Series IIA 88” SW (1969).

73,000 miles. 2.25 petrol. Tax exempt. Seven seater. Modern seats in front. New tyres, batt, distributor and alternator. Chassis, bulkhead excellent. £4995.

Cornwall. 07980 560282 01/18

Series IIA 88” (1964). Very original. 2.25 petrol, original exterior, elephant hide seats.

Chassis needs replacing, bulkhead TLC. No MOT or tax. £2500 ono. Hagley, Worcestershire.

07860 259442 06/17

Series IIA 88” (1969). MOT Dec ‘17. Solid bulkhead, chassis. Tax exempt. 2.25 diesel. Free-wheeling hubs. New rad, HD batt, door tops, master cylinder. £4250 ono. Haltwhistle, Northumberland. 07572 775124 12/17

Series IIA 88” 2.25 Diesel (1967). MOT Jan ‘18. Galvanised chassis. Fairey overdrive. Dixon Bate adjustable tow bar. New door tops, bottoms, side skirts.

Matching VINs. £3300. Rochester, Kent. 07478 116660 11/17

Series III 109” 2.6-litre 6cyl Petrol (1978). 39,000 genuine miles. Rare model with straightsix. One owner from new. MOT until Dec ‘17. Dry stored from new. £6995. Doncaster, South Yorks. 07703 728758 09/17

Series III 88” 2.25 Petrol (1981). 11 months’ MOT. Full ground-up nut and bolt rebuild.

Richards galv chassis, bulkhead.

Engine, gearbox, hubs rebuilt.

Resprayed. £7500. Mid Essex.

07484 622135 09/17

Series III 109” (1978). 69,102 miles. MOT Jan ‘18. 2.25 diesel.

Safari roof, Fairey overdrive.

Roof rack. Good tyres. Chassis, bulkhead, x-member good. £3495 ono. Loughborough, Leics. 07731 470145 12/17

Defender 90 Td5 (2001).

120,000 miles. Two owners, well maintained and serviced. Good tyres, tow bar, spots. Contact Percy’s Garage. £POA. Cloughjordan, Tipperary, Ireland.

00353 872 247 913 10/17

Series III 88” (1972). 56,500 miles. MOT May ‘18. FSH. Restored. New rear chassis, springs, lights, brakes, carb. Rewired.

Waxoyled. Spare wheels, two keys. £8500 ono. Retford, Notts.

07907 740327 11/17

Series III 109” Hard Top (1981). 46,898 miles. MOT May ‘18. Rebuilt bulkhead, lots of new parts. Iveco 2.5 diesel.

Resprayed. Good chassis, no welding. £5000 ono. Plymouth, Devon. 07790 910283 09/17

Defender 90 300Tdi (1997).

127,000 miles. MOT’d. New clutch kit, rear x-member, EGR deleted, boost pin. Chassis and bulkhead mint. Standard farm vehicle. £4000. Saltburn, North Yorks. 07866 116735 10/17

Series III 88” 2.25 Diesel (1972). 73,000 miles. MOT Feb ‘18. Galvanised chassis, coil spring suspension, disc brakes all round, overdrive. Tax exempt. £4000. Southport, Merseyside.

07985 742855 09/17

Series III 88” (1974). 46,000 miles. MOT Oct ‘18. Tax exempt.

Matching numbers. Bulkhead, chassis solid. New parts: alternator, batt, distributor, solenoid. £11500. Stockport, Manchester. 07950 403179 12/17

Land Rover 90 Hard Top (1989). Tdi engine fitted.

140,000 miles. MOT June ‘17, no advisories. PSH. New steering box ‘14, x-member welded. £6500 ono. Corwen, North Wales. 07805 478461 05/17

Series II/IIA

90

Hot Picks

Series IIA Lightweight 88” (1969). 73,000 miles. MOT Aug ‘18. 2.25 petrol. Full military history. Registered as a civvie in ‘76. Very original bar Series III braking system. Very little rust.

Canvas top and Fairey overdrive included. £5600. Reading, Berkshire. 07595 394986 01/18

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Issue 47: Jan 2018

We’re on Facebook: www.facebook.com/thelandyuk

Hot Picks Defender 90 300Tdi CSW (1995). 166,000 miles. MOT March ‘18. New front brakes, servo, batt, vacuum pump, fan and timing belt. Just serviced. Solid all-round. £5500. Gillingham, Kent. 07887 564381 10/17

Land Rover 90 Disco 200Tdi (1985). 103,374 miles. Full MOT. Disco ‘box, RR axles. Steel wheels inc. Acoustic matting.

Solid bulkhead, chassis, x-member. £4000 ono. Salisbury, Wiltshire. 07708 944951 10/17

Defender 90 Ex-MoD (1992).

85,000 miles. 2.5 N/A diesel.

Exportable to USA. Power steering. Exceptional condition.

Repair plates in footwell. New seats in rear. £9995. Rochester, Kent. 07513 249895 07/17

Defender 90 200Tdi Ex-Military (1991). 112,000 miles.

Listing mainly for interest, but will sell at a good price. Happy to receive offers. £5200 ono.

Carnoustie, Scotland. 07873 626767 09/17

Land Rover 90. Built on a 1988 chassis. Discovery Tdi engine.

Six seater. Immaculate. Long MOT. Special interior, pink and black, pink gearknob and sporty steering wheel. £10995 ono.

Cornwall. 07855 185059 01/18

Land Rover 90 CSW (1986).

147,600 miles. MOT April ‘18.

Chassis, bulkhead in VGC. Engine and gearbox good. Clean and tidy vehicle. Tow bar. £6950.

Shrewsbury, Shropshire. 07800 819052 09/17

Defender TDCi Hard Top XS (2012). 56,000 miles. MOT Dec ‘17. Nappa leather. LED lights.

KBX grille and vents. Black chequer plate. BFGs. £23500 ono. Doncaster, South Yorks.

07979 365455 12/17

Land Rover 90 2.5TD (1987).

MOT Sept ‘18. Good chassis.

Lifted. Polybushes. Four good All-Terrains. Bulkhead needs welding, but repair panels are included. £2950 ono. Penicuik, Scotland. 07856 484069 12/17

Defender 90 200Tdi County (1993). 135,000 miles. MOT April ‘18. Timing belt replaced May ‘15. Waxoyled. New UJs, hub seals, exhaust. Door bottoms need work. £5500. Northumberland. 01670 731825 01/18

Defender 90 Tdi (1995). MOT March ‘18. Fully rebuilt with new chassis coated in Buzzweld. Lifted, sliders, dislo’ cones, guards, winch, cage, LEDs, bucket seats. £10000. Rhyl, North Wales.

07803 359482 10/17

Defender 90 300Tdi (1995).

MOT Oct ‘17. BFG ATs, modulars, bucket seats, CB radio, cubby box, snorkle. Lifted. Steering guard, winch bumper. High lift jack. £4750. Manchester.

07949 280663 03/17

Land Rover 90 Ex-MOD (1986).

74,467 miles. MOT April ‘18. Disco 200Tdi. Overhauled gearbox, new shocks, turrets, water pump, discs and pads. £5500 ono.

Darlington, County Durham.

07930 546763 12/17

Land Rover 90 2.5TD (1989).

79,890 miles. One owner. Galv chassis. Drivetrain in good order.

Bulkhead is rotten, needs repair.

Bought as resto, no time. £3800.

Shipton-on-Stour, Warwickshire. 07789 602186 12/17

Land Rover 90 (1986). 245,420 miles. MOT Sept ‘18. Galv chassis, rebuilt 2.5 diesel engine.

Snorkel, light bar, chequer plate and winch. Good history. £7500 ono. Whitley Bay, Tyne & Wear.

07864 312691 12/17

Defender 90 300Tdi (1994).

151,000 miles. New rear x-member. Internal roll cage, refurb’d g’box, new brakes, starter motor, batteries. Lifted, winch, HD bumper. £5000 ono.

York. 07415 401133 09/17

Defender 90 300Tdi (1995).

Increasingly rare LR. Professionally renovated. Galv chassis, grey vinyl interior, new Boost alloys, waxoyled, LEDs. Recent MOT. £15500. Bewdley, Worcestershire. 01299 841144 01/18

Defender 90 2.4 TDCi Hard Top (2010). 51,000 miles. MOT June ‘18. Very good tyres – BFG All-Terrains. No rust. Chassis just waxoyled. £12500 plus VAT. Hawes, North Yorkshire. 07794 414919 10/17

Land Rover 90 (1985).

75,000 miles. 12 months’ MOT. Resprayed. Good chassis. Lifted, wheel spacers, guards, winch and bumper. New prop, brakes. £6300. Bathgate, Scotland.

07845 484069 01/18

Defender Wolf 90 XD Tdi FFR (1991). MOT July ‘18. 24v. LEDs. Ammo tray and gun rack in situ. Lowered. Polybushed. Cambelt done. £8750. Truro, Cornwall. 07772 223312 01/18

Selling your vehicle privately?

List your Landy for FREE! Call 01283 553243

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Issue 47: Jan 2018

SPECIALIST FOR ESSEX AND SUFFOLK News

Products

Vehicles

Adventure

Workshop

Buyers

Hot Picks LAND ROVER SPECIALIST FOR ESSEX AND 2009 110 DEFENDERSUFFOLK ONE OWNER

Defender 110 Td5 (2002). 219,000 miles. MOT Sept ‘18. £700 spent in last two months: new intercooler, welding repairs. £6000 ono. Loughborough, Leicestershire. 07760 664763 01/18

£15,995

Defender 90 200Tdi (1993).

141,927 miles. MOT May ‘18.

New doors, bonnet, bumper and steering wheel. Wide arches, treated chassis, BFGs. KBX grille.

Resprayed. £6500. Spalding, Lincs. 07497 080533 12/17

Defender 110 Td5 DC Spectre Project (2002). 124,000 miles.

Puma bonnet, Mach 5 rims, 33” tyres, lifted, wider arches, Superwinch. Good engine. Long MOT. £9000. Basingstoke, Hants.

07479 210200 12/17

Defender 110 Td5 (2004).

147,730 miles. Boost wheels, original steels included. New turbo, intercooler, Disco transfer box. Chassis never welded. £7900. Filey, North Yorkshire.

07712 679318 07/17

Defender 110 Hard-Top (2007).

165,000 miles. MOT Aug ‘18.

FSH with lots of receipts. New discs, pads. Waxoyled. Lifted, uprated suspension, BFGs. New batt. £7995 ono. Edinburgh, Scotland. 07917 131107 01/18

Defender 110 Exmoor Trim Show Vehicle (2013). 23,278 miles. One owner. Stunning bespoke interior, subtle exterior upgrades. Very easy life, drives like new. £39950. Somerset.

01984 639088 01/18

Defender 90 Td5 Pick-Up (2003). 96,000 miles. MOT Nov ‘18. Body refurbished. New side steps, chequer plate, front bumper, clutch, wheel arches.

Just serviced. £9000. Epping, Essex. 07957 188011 01/18

Defender 110 200Tdi (1993).

180,000 miles. Lots of history.

Maintained by LR technician.

Galv bulkhead, new cyl head, timing belt, water pump, rear 1/4 chassis, battery. £4750. East Sussex. 07850 178881 07/17

Defender 110 Td5 (2004).

124,000 miles. MOT June ‘17.

New tyres. Very good condition for the year. Drives very well.

Recommend viewing. £7950 ono. Oxford. 07805 931368 (no texts please) 07/17

Defender 110 Td5 SW (2001).

141,765 miles. MOT Oct ‘18.

Good history. 12-seater. Engine, gearbox replaced a few years back. Chassis good. £8500 ono.

Moreton-in-Marsh, Gloucestershire. 07950 377515 01/18

Discovery 2 Td5 Expedition (1999). 150,000 miles. MOT April ‘18. Roof tent, awning included. Superwinch, OME dampers, Remap. £6999.

Wellington, Somerset. 07788 954647 07/17

Defender 90 200Tdi (1999).

84,500 miles. New rear x-member. Rebuilt front axle. Waxoyled.

Td5 rad and intercooler. Recon’d steering box. Terrafirma suspension. £3200. Stokesley, North Yorks. 07791 420870 01/18

Defender 110 200Tdi Tipper (1990). 12 months’ MOT. Recent service with cambelt and fuel tank changed. Ready for work or play. Snorkel. £6250.

Macclesfield, Cheshire. 07850 114333 09/17

Land Rover 110 Ex-MOD (1989). 181,000 miles. Rover V8 (from new) with LPG. Needs recommissioning and a new rear chassis. Good winter project. £2250 ono. Blackburn, Lancashire. 07834 800419 12/17

Defender 110 300Tdi (1998). 195,000 miles. MOT Oct ‘18. Second owner after Scottish Fisheries Research. HD crossmember, new batt, rad and water pump. £5500 ono. Perth, Scotland. 07921 710567 01/18

Discovery 2 4.6 V8 Trail Edition (2004). LHD. Rattle in the engine, but still drives. Rare vehicle. US version of G4 truck.

Roof lining sagging. £3000 spares or repairs. Basingstoke, Hants. 07479 210200 12/17

Defender 110 Td5 CSW (2001).

217,000 miles. 12 months’ MOT. Recent service, head gasket changed. Refurb’d injectors, new rear x-member. Polybushed.

Vented discs. £10450. Bridport, Dorset. 07909 522435 07/17

Defender 110 Double Cab 2.4 TDCi (2008). 36,419 miles.

MOT June ‘17. Castor-corrected radius arms, cranked rears. Dislo cones. Reinforced steering rods. £18000. Bradford, West Yorkshire. 07555 231238 06/17

Land Rover 110 LS6 Chevy V8 (1989). Hard Top. Noisekiller soundproofing, Exmoor Trim acoustic carpets, County seats. £14000 ono. As featured in The Landy. Washford, Somerset.

07712 594591 11/17

Land Rover 110 Ex-MOD (1988). 70,000 miles. No MOT. Non-turbo 2.5 diesel. Manual.

Tidy for its age, with a good, solid chassis. Starts and drives. Roll cage. £3995. Bath, Somerset.

07836 310225 01/18

Discovery 2 Td5 (2002).

122,000 miles. FSH. Auto. Gun metal grey with black cloth trim.

Excellent condition. Rear passenger door not opening. Seven seats. £3495. Blakeney, Norfolk.

07768 706650 10/17

Defender 110 300Tdi Pick-Up (1995). 116,000 miles. 12 months’ MOT. Two previous owners. Great condition. Rare hydraulic snow plough inc. Two sets of keys. £5995. Leeds, West Yorks. 07817 323572 01/18

Discovery 2 Td5 ES Premium (2004). 126,000 miles. Auto.

Waxoyled. Stage 1 remap. New front window regulators, air-con re-gassed. Never towed. Cream leather. £5295. Fleet, Hampshire. 07419 748026 10/17

110 200Tdi (1986). 181,657 miles. MOT June ‘18. Disco engine. New parts: starter motor, alternator, lift pump, water pump, cambelt, rad, rear quarter chassis & more. £4995. Selston, Notts. 07398 103184 10/17

Discovery 1 200Tdi (1990).

150,020 miles. MOT June ‘17.

Two owners from new. SORN. VGC. Slight corrosion under bonnet. Heater, central locking broken. £1900. Swindon, Wiltshire. 07973 108282 07/17

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Issue 47: Jan 2018

We’re on Facebook: www.facebook.com/thelandyuk

Miscellaneous

61

Td5 Engine and Automatic Gearbox (2001).

84,000 miles on each prior to being removed.

Discovery 2 Td5 (2003). 65,169 miles. Full service history.

Manual. Minor front damage.

Vehicle in Italy past 10 years.

Best offers. 07432 674243. tomhardingdesign@gmail. com 12/17

Discovery 2 Td5 (2001).

162,000 miles. MOT June ‘18.

Auto. Alarm, towbar, seven seats. Service history. New head gasket, rear chassis replaced in June. £2750. Buxton, Derbyshire. 07861 642371 12/17

Discovery 1 300Tdi (1997).

176,417 miles. MOT July ‘18.

Auto. Lifted, HD winch, mud tyres, turbo replaced last year.

Skimmed head. Small leak from steering box. £1500. Wales.

07739 071244 10/17

Range Rover

Range Rover P38 4.0 HSE V8 (2001). 125,000 miles. MOT Aug ‘18. Auto. FSH. Black leather, heated seats, climate and cruise control. New exhaust, discs, pads, HT leads. £2300. Bradford, Yorks. 07974 600958 11/17

RR Classic 3.9 V8 Vogue SE LPG (1992). 143,000 miles. FSH. MOT Sept ‘18. Auto. Good condition. Driver’s seat electrics only issue. Lots of spares. Stainless exhaust. £4500. Barnsley, South Yorks. 07798 723728 12/17

RR Classic 6.2 V8 TD (1994).

133,338 miles. MOT May ‘18.

Pick-up conversion. Manual.

Air susp. New inner wing, sills, x-member, 3mm steel floor. £10000 ono. Ellistown, Leicestershire. 07983 991730 08/17

RR P38 4.0 V8 Westminster Edition (2002). 106,000 miles.

MOT Sept ‘17. One of 200. Auto.

Three owners. New camshaft, water pump. Cosmetic areas resprayed. £13150. Ware, Herts.

07780 000678 09/17

RR Classic 3.5 V8 (1982).

42,500 miles. 12 months’ MOT. Manual. Totally original.

Stunning condition. 100% rustfree chassis and body. Waxoyled. £22995. Lutterworth, Leicestershire. 07834 639943 06/17

RR C lassic 3.5 V8 (1988).

38,000 miles. MOT Oct ‘18. Manual. Five-speed. Original, unmolested. Dry stored before light recommission. Rust-free. £6000.

P/X considered. Andover, Hants.

07721 495543 01/18

Freelander

Freelander 1 TD4 (2005).

57,000 miles. Long MOT, just serviced. 300Tdi., one of a kind.

FSH. Exceptional wagon, almost like new. Genuine 38-40mpg.

Never towed. £3750. Stirling, Scotland. 07731 854617 12/17

Land Rover Off-Roader. Fully rebuilt, including engine, gearbox, up to 10k spent. Savage wheels and tyres, full roll cage.

Recaro-style seats, power steering. €3750 ono. Carlow, Ireland.

00353 85 1402575 09/17

Delivery can be arranged.

Haynes Workshop Manual 90, 110 & Defender Diesel.

1983 to 1995. As new condition. £7.50. Canterbury, Kent.

07989 951895 10/17

£350 plus VAT. 07904 377862

08/17

Wanted

Land Rover Series III

MOT preferred, but not essential Seeking daily runner

Discovery 2 4.0 V8 ES Auto (1999). 92,464 miles. MoT Aug ‘17. Work done: new springs, brakes, shocks, fuel pump, HT leads, spark plugs, heater and lots more. £2700 ono. Birmingham. 07548 676160 09/17

Range Rover P38 TD6 (2001).

MOT Jan ‘18. dHSE converted to TD6 in 2007 by Rally Raid.

Auto. FSH. Previously owned by LR. Fully working susp. £3000.

Middleton-in-Teesdale, County Durham. 01833 640808 06/17

RR P38 4.6 V8 Vogue SE (2001). 120,000 miles. MoT Sept ‘17. Cream leather, high gloss black cappings. Integrated sat-nav. LPG. New tyres, battery and air susp’. £3450. Gloucester.

07467 244563 10/17

RR P38 2.5 DSE Manual (1997). 145,000 miles. MOT April ‘18. Air susp reset tool included. New oil pipes, fuel pipes, water pump, starter motor, oil intercooler. £1495. Lewes, East Sussex. 07776 207536 09/17

Freelander 2 HSE TD4 (2007).

88,000 miles. MOT Sept ‘18. FSH. LR towbar. Full cream leather, satnav, A/C, panoramic sunroof.

Excellent condition throughout. £6600. Southsea, Hampshire.

07714 691591 12/17

Discovery 1 Dropside Pick-Up 200Tdi (1991). 234,000 miles.

12 months’ MOT. Professional conversion. Rear body from LDV Sherpa. New ball joint, bushes, rear pads. £?. Farnham, Surrey.

07595 168253 01/18

RR Classic 3.9 V8 SE (1995).

146,000 miles. FSH. Brooklands body from factory. LR directors car originally. Vehicle in Italy past 13 years. Best offers.

07432 674243. tomhardingdesign@gmail.com 12/17

RR L322 3.6 TDV8 Vogue SE (2007). 13,000 miles (on new engine). MOT Nov ‘17. Full service history. New turbos, intercooler, inlet manifolds. £13995. Wrexham, North Wales. 07971 250363 11/17

RR P38 4.6 V8 (2002). 83,000 miles. 12 months’ MOT. FSH. Java Black with cream leather interior. Heated seats, rear entertainment, A/C. New brakes. £5750. Liverpool, Merseyside.

07703 617001 12/17

Freelander 2 2.2 TD4 SE (2006). 118,080 miles. MOT Jan ‘18. No advisories. 2 previous owners. FSH. Nav, leather, parking sensors. £4k spent in 2 years: shocks, brakes etc. £5995. Porth, Wales. 07467 042601 03/17

Blackpool, Lancashire area 01253 723863

Hot Picks Discovery 1 300Tdi (1998).

142,000 miles. MOT June ‘18.

Auto. Recon’d head and gasket, EGR blanked. Headlining is sagging, but generally solid vehicle. £1400. Solihull, Warwickshire.

07891 430624 10/17

RR Classic 3.9 V8 Vogue SE (1992). VGC for the year. Ready to take for MOT. Heated grey leather seats. One electric seat and sunroof not working. SORN. £4500. Wellington, Somerset.

07870 763634 09/17

Discovery 1 300Tdi (1998).

169,000 miles. Overhauled rear: new rear x-member, boot floor, boot sides, fuel tank cradle and rear arches. New tyres, brakes. £1600 ono. Hexham, Northumberland. 07500 042358 07/17

RR P38 2.5 DSE (1996).

200,000 miles. MoT Sept ‘17.

Manual. Tow bar. Lots of £££ spent, invoices to prove it. Clean car, starts, drives well. £1495.

Henley-on-Thames, Oxfordshire. 07711 259529 09/17

01673 842101 Range Rover P38 2.5 DHSE (2000). 108,000 miles. New MOT and every paper copy available since new. Current owner since 2005. Silver. £3200 ono. Essex. 07952 957208 01/18

62

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

News

Issue 47: Jan 2018

Products

Vehicles

Adventure

Workshop

Buyers

Calendar

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