Page 16: All eyes on Jan 2026 as Land Rover announces its first ever works entry into the Dakar rally
GLAD TO BE GREY
We’ve seen restored Defenders in some eyeball-searing colours.
Shocking pink. Lambo green. ASBO orange. There’s no end to it.
You can rely on Legacy Overland to do it their own way, though. As the US outfit’s latest restored 90 illustrates, a deep shade of grey is a great way to make an impression that’s restrained – but classy. Full story: Page 21
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Six-off edition marks Defender’s Ibiza party
YOU MAY HAVE MISSED IT IN THE NEWS, BUT IBIZA HAS BEEN TAKEN OVER. By Defenders. By Destination Defender, to be specific.
As summer was turning into autumn, Destination Defender ‘took over the island of Ibiza with a series of activities for enthusiasts of the original British adventure brand.’ These included the opportunity to buy one, naturally – and not just any old one, either, but the exclusive six-off Eivissa Edition which could only be ordered there and then, in either of the celebratory Sunrise and Noontide ‘curations.’
The Eivissa Edition is ‘a tribute to the iconic island of Ibiza.’ Which, aside from its reputation for non-stop partying, is also a World Heritage Site. Land Rover made six of them, three in each form, in reference to the ancient Phoenicians who first settled on the island and to whom the number was sacred, representing their god Bes. No, not the guy from Happy Mondays.
The Noontide model is a Defender 90 which ‘embodies the freshness of daytime.’ It’s inspired by the sea and sky, along with the colour of traditional Mediterranean buildings, which is to say it’s blue and white. The latter takes the shape of a contrast roof and matching wing vent surround, and the vehicle also has white six-spoke alloys – which are wrapped in 255/60R20 Pirelli road tyres, so a halfway sensible size by today’s standards even if the tread
pattern doesn’t scream adventure.
The Sunrise model, meanwhile, is all about ‘nightlife on the island and the magic yellow of sunrise.’ Not the magic pink of the quasi-cocaine that flooded the island this summer, then? Probably wise, you know how fashions come and go.
Sunrise, on the other hand, is eternal. Or at least it’s there every morning, which is what those of us who own traditional Defenders have to cross our fingers and hope for. This time the 255/60R20s are from Michelin (again very road-boased) and mounted on black six-spokes, which match the roof. And up on the roof is where you’ll find a retracting canvas section covering both rows of seats.
It may say something that we’ve got almost all of this by looking at Land Rover’s pictures of the Eivissa models.
The company didn’t say anything about the spec of the vehicles at all – their engines, base models or, colours aside, what went into ‘curating’ them. It did, however, point out that these limited editions are ‘more than just vehicles; they are a celebration of the island’s rich history and cultural significance.’
By contrast, we’ve learned a great deal about Destinations Defender’s
great Ibiza takeover. This was ‘a series of activities for enthusiasts of the original British adventure brand’ which took place over a fortnight in September. These included fancy meals and cocktails, pool parties with live music and classes where guests could learn how to make music and Spanish food themselves. Not at the same time, presumably. There was also a coastline hike on which guests collected litter ‘on a mission to preserve the scenic trails for other visitors… accompanied by an electronic soundtrack specially curated by Ibiza-born DJ, Jaime Fiorito.’ We’re not making this up, you know.
How much for a Eivissa Edition?
That’s something else Land Rover didn’t say. However Eivissa is the name for Ibiza in the language of Catalunya, so it’s lucky the whole thing didn’t get overrun by baton-wielding Spanish riot police. Not the kind of clubbing people normally go there for but hey, owning a Defender means always being up for the unexpected.
Scalextric launches a woolly Series I…
FANCY A SERIES I FOR
CHRISTMAS? Of course you do but, unless your own personal Santa is groaning under the weight of cash, even a project vehicle is quite a heroic thing to ask for.
But you CAN still have a Series I for Christmas. And it’ll work straight out of the box, too.
You have Scalextric to thank for this. Because while you may associate the slot-racing legend of all our boyhoods with cars like Mario Andretti’s JPS Lotus and James Hunt’s McLaren, these days the company makes model Land Rovers too.
A Bowler Wildcat from the Dakar, perhaps? Or a Range Rover Sport SVR? Nope, a Series I. And not just any Series I either – the Series I from Shaun The Sheep.
‘This unique edition brings together the much-loved world of Shaun The Sheep with the timeless appeal of the Land Rover Series 1, creating a must-have for collectors and fans alike,’ says Scalextric. ‘Designed with incredible attention to detail, this Scalextric model captures the rugged spirit of the Land Rover while embracing the whimsical charm of Shaun and his adventures.
‘Whether you’re speeding through rural landscapes or navigating tight corners, the Land Rover Series I is
built to tackle any challenge on the track. Its sturdy design and playful aesthetics make it a standout addition to any Scalextric set, offering hours of fun for enthusiasts of all ages. Join Shaun and his friends on a racing journey full of laughter and excitement as you put the Land Rover to the test in your next great adventure.’
In real life, the word ‘speeding’ tends not to be heard in the same breath as anything to do with the Series Is. And navigating tight corners is not what they’re noted for being best at, unless they’re the kind of tight corners you get on an RTV section.
Whimsical charm, though? Yep, when you’re behind the wheel of a Series
NEXT MONTH’S ISSUE OF THE LANDY IS
I you’ve got that by the bucketload. Even if you’re not a sheep. Scalextric’s C4543 Land Rover Series 1 - Shaun The Sheep, to give it its full name, is in the shops now and will cost you around fifty quid. Some of our more senior readers will remember a time when you could get a real one for that – but then, a tatty old farmer’s work hack wouldn’t be ‘perfect for collectors, families and fans of Shaun The Sheep.’
Which this is. And a perfect excuse to get your childhood Scalextric set out from the attic, too. Just don’t forget to spend Boxing day dripping old sumpo on your living room carpet for the fully authentic experience…
CREEL MARITIME, A SPECIALIST IN DEVELOPING SOLUTIONS FOR SUSTAINABLE TRANSPORT, has introduced ForestBiodrive – a project designed to demonstrate the potential of methanol-powered vehicles. As part of this, the company has been testing a Land Rover Defender 90 Tdi converted to run on methanol – something which it says demonstrates the technology’s viability for use on a larger scale.
Currently undergoing testing in the forests of northern Scotland, the 90 promises a number of benefits. As well
as producing much lower levels of CO2 and particulates compared to diesel, methanol delivers performance that is comparable if not superior. This gives it the potential to be used in the marine, forestry, heavy plant and haulage sectors. In addition, methanol can be produced from recycled waste and forestry by-products, making it attractive as an automotive or industrial fuel in areas where local manufacture is possible.
The project has received support from various forestry and industry stakeholders, including Associated
British Ports, Coillte (Ireland), JST Services (Scotland) Ltd, and TYGRIS. The technical work was undertaken by Inverness-based independent Land Rover specialist Native Automotive.
‘The advancements in electric and hydrogen technology are impressive,
but the cost of replacing heavy machinery and vehicles is out of reach for many in our sector,’ said Creel Maritime director Neil Stoddart. ‘Dropin fuels, like methanol, offer a more accessible alternative, enabling existing assets such as trucks, ships, and heavy
equipment to transition to greener energy sources.
‘Even well-known green fuels are being scrutinised for their origins and carbon footprint. Locally produced green fuels have clear environmental and economic advantages.’
Winter is a time for Land Rover heroes
As I write this, we’ve just had our first dump of snow and winter is here. It’s barely 4pm and already dark, the temperature outside hasn’t climbed above freezing all day and there are reports everywhere of roads getting blocked by stuck cars.
If you’re anything like me, the moment anything like this happens your first thought is always of going out in your Land Rover. Not to play silly games, obviously, but just to check on everyone else who only has a mere ‘car’ and see that they’re alright. You know, just being a good citizen, innit?
I’ve always loved snow, and ‘bad’ weather in general. It’s so much more interesting. And that was before I got my first Land Rover and discovered the potential it gave me for being a hero.
I know I’m not alone in doing this, but my tow rope was never out of reach. And there have been a few times in my life when it’s helped someone out, too. A bunch of tourists who had broken down in the ‘fast lane’ of a roundabout on the M25 were very grateful for a pull to safety, as was a girl whose car cut out in the middle of another motorway junction, this time on the M1. She actually wanted to pay me, which was nice – though of course I declined and mentioned the name of a charity I support instead. And no, I know what you’re thinking but she had her mum with her so stop thinking it…
You don’t do it for a kickback, of course, but that’s not the only time I was offered something in exchange for a tow. I live on the side of a valley, with only one road in and one road out –both of them up steep hills. Some years ago, we had a proper snowfall – and of course I was straight out there.
I helped loads of people up the hills to the main road, to the point where they were queued up waiting for their turn. All good fun, and then one of them offered me about five boxes of pizza. ‘I was supposed to be delivering them,’ he said. ‘Too late now though.’
Is there a moral to this? Probably not but, as the saying goes, not all heroes wearing capes. Plenty of them drive Land Rovers, though…
Alan Kidd, Group Editor alan.kidd@assignment-media.co.uk
Book Review
Three Men in a Land Rover
By Chris Wall, Mike Palmer and Waxy Wainwright
Published in 2023 by Porter Press International, £35.00
In September 1969, Chris Wall, Mike Palmer and Andrew ‘Waxy’ Wainwright set out aboard a 109” Series IIA Hard-Top in a bid to explore far-off lands. Over the course of nine months, they covered some 40,000 miles, visiting 40 countries along the way.
Called UNAtrek, the expedition was supported by the United Nations Association and helped spread knowledge of work the UN was doing at the time through agencies such as UNICEF. Within the team, Palmer was a youthful journalist and Wall a graphic designer with a talent for photography – skills which allowed them to record the story of their travels in unusual depth.
That story is told in Three Men in a Land Rover, a 208-page hardback book by Porter Press International whose 270-plus images include bountiful photographs as well as assorted memorabilia – tickets, telegrams, hard-written diary entries, local banknotes and press cuttings from the various articles published about the trio and their experiences.
There are letters from sponsors, too. While this was very much an independently conceived undertaking aboard an ex-utility Land Rover prepared by a local garage, the vehicle was heavily signwritten in support of the many businesses which lent a hand in getting it off the ground.
Authored by all three of the team, Three Men in a Land Rover is an affectionate memoir of what started as an attempt to set a record for the longest overland journey of all time.
started as an attempt and the articles they
timent – it is, they stress in their
Jointly created from their daily diaries and the articles they wrote at the time for a curious audience back home, it is more than just an exercise in sentiment – it is, they stress in their preface, ‘as accurate an account as possible.’
Their story is at times heartwarming, at times hair-raising. Along the way, for example, they were held at gunpoint, accused of spying and arrested on suspicion of murder.
tack and travelled through Turkey else
As always, any tale of an expedition undertaken more than half a century ago must come with the caveat that it wouldn’t be possible now. The team’s original plan was to travel east through the USSR, as it then was, via what’s now Ukraine. They ultimately changed tack and travelled through Turkey instead, however something else that wouldn’t be possible now was to skirt the northern shore of the Aral Sea. Its loss, which had just started to happen in 1969, was an environmental calamity at a time when the environment was barely understood.
themselves to some local apples and a hapless chicken that wandered into their camp had erous space. It’s not
anything to do with it is unclear…
the northern shore of the Aral Sea. Its These are the kind of personal approaches is tangible in their words.
Instead, the trio endured an uncomfortable night under a hail of stones in a mountain village on the Iranian border, where they found themselves nearly stranded by difficulties with the Land Rover’s distributor. Whether helping
These are the kind of personal memories that makes this book so engrossing. Chris and Mike tell the story of an exhausting stint across the desert north of Afghanistan in which they somehow managed to leave Waxy behind at a toilet stop. He caught up later after hitching a ride with a worryingly amorous Uzbek trucker.
As always with books of this nature, the pictures are lavish and given gen-
unheard of for coffee-table books to be strong on illustrations and painfully weak on content, however this is, if anything, the opposite. The photos are good, sometimes great but the story woven among them is superb – gently told, reflective and warm in its tone, with a humble sense of wonder on the authors’ part at what they were lucky enough to do at the start of their adult lives. The emotion of seeing the White Cliffs from their ferry home as it
approaches Dover is tangible in their words. If, to you, a coffee table book should simply be a thing to impress your dinner guests, there are probably more obvious ways of doing it than with Three Men in a Land Rover. However if you want a story you will struggle to put down, and one which also happens to be presented in a generously illustrated hardback style, it cannot be recommended highly enough.
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IT’S THAT TIME OF YEAR when we think about parking heaters. Often, we think about them while scraping ice off our windows with a credit card or driving haphazardly away from home first thing in the morning while blasting ice-cold air upwards at a completely opaque windscreen and craning our heads out the side of our trucks in an attempt to see. As well as being dangerous, this is no good at all for your Land Rover’s engine. So you’re thinking about heaters, which means you’re thinking about Webasto, which means you’re thinking about AC Automotive. They specialise in this stuff. And specialists are good, as you’ll know if you’ve ever had an MOT
done on a Land Rover by somebody who wasn’t one.
Based in Gloucester, AC Automotive is an authorised Webasto partner with the facilities to fit new systems and test and repair faulty ones. They sell parts, too, as well as full systems for punters wanting to fit them themselves. Which you might, but we’d refer you back to what we just said about specialists.
The classic Webasto unit, the Thermo Top Evo, is a petrol or diesel-burning water heater with a choice of 2.5-4.0 and 2.8-5.0 kW outputs. You program it or fire it up remotely, it warms your engine’s coolant which in turn warms the cabin, defrosting the windows, and when you
come to set off you’re driving in a comfortably cosy space and you can see what you’re doing. Oh yes, and your engine is running warm from the word go, which as well as being better for it also means it’s not starting its day by gulping down fuel like Olly Reed on a 17-day bender. Remarkably, or possibly not, there were times when Reed actually spent more on a session’s worth of beer than it’ll cost you to get one of these supplied and installed. He’d have been less likely to sit quietly in your vehicle and clear the ice off its windows for you, too.
This means we are able to diagnose and repair any Land Rover model up to the present year!
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SOMETIMES, JUST FOR FUN, WE LIKE TO PLAY WITH THE CONFIGURATOR ON LAND ROVER’S WEBSITE. Tonight’s game involved seeing how much it would cost to order a Defender with a winch.
Obviously the Defender itself is not a cheap thing, and there’s a LOT of ways of making it less cheap than ever. But we kept looking and finally, right down at the bottom of the accessories tab, we found the winching section. The one you get is a Warn Zeon Platinum 10-S, which typically costs between £2600 and £2900 depending on how much the dealer you use has paid Google. Get it from Land Rover and it’s £4524. That does include fitting, though… using a mount kit which takes the damage up to £7966.
The hilarious thing is that there are people who’ll actually pay this, because it hasn’t occurred to them that there might be another way. The good news is that there is, thanks to
Terrafirma’s Discreet Winch Mount for diesel-engined versions of the new Defender.
This includes a high-strength winch tray as well as all the fixings and fasteners, electrical components and bracketry required to fit it. You get detailed instructions and a cutting template, too.
The kit includes the bits you need to relocate the winch’s electrical controls to the Defender’s engine compartment. Oh, did we mention that you also get a winch? It’s Terrafirma’s popular TF3301 – so, not a like-for-like comparison to the one Land Rover will give you, if for no other reason than that’s a 10,000lb unit whereas Terrafirma’s pulls 12,000lb. Other differences? Oh yeah, funny thing, Land Rover’s costs about nine times as much. Expect that to come down to something like eight and a half when you include fitting. We know where our money would be going.
WHILE WE’RE ON THE SUBJECT OF WINCHING, snatch blocks are unbelievably useful things – but they’re also pretty heavy, especially if you’re into the sort of recoveries that involve using two or more of them. In addition, anything with moving parts is vulnerable to them deciding not to move any more. We fetched one out of the back of a truck recently where it had been left out in a damp environment for a while thanks to a blocked drain, and it hd been reduced to a piece of expensive ballast.
That’s why we like the look of Terrafirma’s 15-Tonne MBS Snatch Ring. This promises a strong, lightweight, easy to use and safe alternative to the traditional metal swing-away snatch block, especially when using synthetic ropes – it’s designed for use with a 10mm line. It’ll fit comfortably into
Next-level traction from Spikes-Spider Alpine PRO snow chains
Price: £469.95 (for original-shape Defender)
Available from: www.roofbox.co.uk
RELIABLE CORNERING AND BRAKING ON SNOW AND ICE is about much more than four-wheel drive. Even when they’re fitted with winter tyres, heavy vehicles like Land Rovers are particularly sensitive to driving speed and snow conditions – it’s often sensible to use snow chains, which provide much better safety and traction. But snow chains are a pain to fit, we hear you say. And indeed they can be – however the ALPINE PRO, made by Spikes-Spider
and sold by www.roofbox.co.uk, is designed for intermittent use, taking only 30 seconds to attach and remove.
Made in Switzerland, the ALPINE PRO promises exceptional performance and a design which means its chains can’t get tangled. A hub mounting plate is what makes them so quick and easy to fit.
Specific features of the ALPINE PRO include:
• A ‘kink’ in the grip plates which emulates the perpendicular ‘grip links’ used in very expensive conventional snow chains to provide better traction, better braking and better steering
• Grip plates made of galvanised steel and including pressure points for better grip on ice and very hard snow
• Adjustability to suit a large number of tyre sizes by reconfiguring the patented adjusters, with a filler unit holding these in place
• Suitability for vehicles up to 5.0 tonnes laden weight It would not be possible to fit these chains to a Defender in the standard way, because the vehicle uses 27mm wheel nuts and the largest Spikes-Spider fix clips are 24mm. However a solution is at hand. When ordering the chains, you can also get modified OE wheel nuts with tapped threads; these are used as a foundation for fixing the Spikes-Spider hub plates, using a 17mm brass adapter which is also supplied. Considering the wide range of vehicles for
which the ALPINE PRO is suitable, that’s an indication of how seriously the company takes Land Rovers.
Another feature of the ALPINE PRO is that the chains are designed to sit relatively loose on the tyres. This aids them with self-cleaning and helps them adjust to frequent changes in tyre shape without straining any components – characteristics which mean they also perform equally well on wet grass. A brilliant all-round solution where traction is at a premium, then – and a very convenient way of turning your tyres into tracks!
Defender to enter 2026 Dakar
Land Rover has announced that it is to enter an official works team in the Dakar. Starting in 2026, a Defender-based assault on the iconic desert rally will be Solihull’s first attempt since a semi-official Range Rover entry failed to take off in the late 1980s – and its first ever fully fledged works bid for Dakar honours.
Ahead of this, Defender will also be the rally’s official car partner from 2025, in a multi-year sponsorship agreement which will see Land Rover supply a fleet of support vehicles for Dakar rally officials and VIP media until 2028. In addition, six specially prepared Defenders will be used to recce special stages for future runnings of the classic endurance event.
Coming just a few weeks after JLR acknowledged that the Bowler Motors factory was to close, the announcement appears to confirm a move in-house for the company’s motorsport activities. The vehicles used in the Dakar will look like Defenders but in order to stand any chance of victory will be fully bespoke competition cars under the skin, and
it would be inconceivable that Land Rover would not draw heavily on the know-how it brought in house when it acquired Bowler in 2019.
Land Rover says its Dakar campaign will ‘prove its (Defender’s) extreme durability and capability in the world’s most demanding off-road competition.’
In the meantime, standard versions of the vehicle will be a highly visible sign of the new sponsorship deal when the coming rally gets underway from 3-17 January 2025 as they transporting rally officials and VIP media around Saudi Arabia for the duration of the competition. The six ‘specialised’ recce vehicles will also be supplied to support officials of the Dakar organisation for them to test routes for future rallies – including those in which Land Rover will compete.
The rally team will be headed up by James Barclay, Managing Director of JLR Motorsport, who said: ‘Anyone who loves motorsport will have a passion for Dakar. It’s the Everest of motorsport and an event where success is dependent as much on human determination
in the toughest of conditions as it is ultimate test for vehicle and engineering capability. Bringing the world’s most capable and iconic 4x4 to the world’s most iconic rally-raid is a perfect fit.
‘Our first time ever with a factory entry into the Dakar means we are right at the beginning of our journey.
We are conscious of how much we have to learn and achieve before taking the start in 2026, but we are already well underway and looking forward to the adventure.’
The 2025 Dakar, which is the sixth in Saudi Arabia and the 17th since terror threats forced the organisers to abandon routes leading to Dakar itself, will follow a route Bisha to Shubaytah. It includes three days in the infamous Empty Quarter, which presumably won’t be as empty as normal at that point. Land Rover says it will announce more details of its works entry during the event.
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Super Charged
‘Good boosted to super.’ That’s Legacy Overland’s description of this 1988 Land Rover 90, which has been rebuilt with just enough creature comforts – and plenty of additional off-road skills
Words: Gary Martin
Pictures: Legacy Overland
The value of old-shape Defenders may have dipped over the last couple of years, but people are still restoring them as enthusiastically as ever. There aren’t as many customers out there for mid-range restorations – however at the top of the market, the big money is still out there. This could easily lead to the resto game getting top heavy, the way it did with Series Is when Land Rover got
in on the act and suddenly you were either a millionaire or the bloke with the spanners. But there are signs that in the Defender market, people have cottoned on to the fact that overrestoration is a thing. To put it another way, adding lots of bling is the way for a restorer to add to their margin, because every little bit of chrome or stainless they bolt on can be marked up. But more and more customers just
want a nice 90 or 110 that’s been taken back to original, or original plus, without being turned into a tart’s handbag.
We’re all familiar with the Defenders (and pre-Defender 90s and 110s, before anyone starts) that have been rebuilt into tacky horrors with an unlimited budget and no taste at all. There was a bit of a craze for it at around the time when Defender production was coming to an end, and of course there’ll always
be at least some level of demand for the sort of more-money-than-sense Land Rovers created by a mercifully small number of specialists. But the vast majority of punters and experts alike have learned that making it look like a child’s toy on the outside and a 70s’ porn set in the cabin is no way to treat a fine old vehicle.
Legacy Overland has been restifying and re-engineering a range of 4x4s,
Defenders included, since before that craze ever started. And the always-imaginative US outfit has always been above doing anything so crass to the vehicles it builds.
This 1988 Land Rover 90 is a good example of that. It was built to be a really nice, modernised ‘Defender’ (inverted commas for the benefit of the pedants in the room) with a combination of creature comforts and enhanced off-road skills. In the company’s own words, the project ‘saw the restoration take good and boost it to super.’
Right at the heart of this is the 90’s engine, a 3.5-litre Rover V8. Legacy Overland is not immune to using LS lumps when only a sea of cubes will do, but there’s just something right about a Defender with the venerable old Buick unit on board. This one has been completely rebuilt using Holley’s Sniper electronic fuel injection kit along with hydraulic tappets, a warmer cam and a sports exhaust. The original radiator made way for a more efficient aluminium one, too, with an electric fan to suck the air through it.
The 3.5-litre Rover V8 was fetched out and stripped early in the project, before being rebuilt from a naked block. Legacy Overland added a fruitier cam and exhaust as well as hydraulic tappets and a Holley Sniper EFI kit
The engine remains mated to the correct LT85 5-speed gearbox and LT230 transfer case. Both were fully refurbished, as were the axles and indeed the chassis – it was all a bit crusty when the guys in the Legacy Overland workshop first stripped it, but despite needing some welding it was fundamentally sound and able to go again in its renewed form. The suspension was renewed, as were the brakes – with the rear axle gaining discs – as the vehicle gained a new mechanical spec which would make it ‘sublimely drivable.’
There are those of us who would argue that all Defenders are sublimely drivable. Even if some of them verge on the ridiculous instead. But we know what they’re saying here – you always have to put the work in when you’re behind the wheel of one of these, but some of them give you more than others in return and this one is set up to give you a bit more besides.
It’s the same deal inside, where Legacy Overland’s trim crew have always been able to stay within the boundaries of good taste – but know how to do the good stuff better than the brothel brigade. Just as there are people who put
honking great engines into old Defenders and create things that are barely usable, there are those who’ll lob half an acre of ghastly bright leather at a cabin which still has the teeth marks in it from some old Yorkshire farmer’s dog. Safe to say neither approach has been involved here.
You might not call it understated but it certainly is restrained. The interior was built back following the full stripdown with sound-deadening material on the seat box, bulkhead, tub, wheel boxes, side panels and so on, followed by black leather trim with contrasting white stitching on the dash, cubby box and seats – two heated Corbeau buckets and four inward-facing jump seats, to be precise. The dash also gained a centre console which holds a cluster of auxiliary gauges and a bank of rocker switches for the heated seats, electric windows and central locking.
The theme continues with charcoal alcantara on the roof and walls, while further detailing includes aluminium pedals, gear knobs and door handles. The main gauges have ally bezels, too, and the steering wheel has stainless steel spokes and a matching wrap
in black leather with white stitching around its rim. Around the body, you’ll see Optimill hinges, KBX vent covers and so on – and of course having been prepped for paint, the panels were finished in a deep grey glory coat. What we’ve not mentioned yet, though, is the kit that’s gone on to make an off-roader out of it. Which is more extensive than you might expect, even if 275/65R18 is unlikely to be your first choice of tyre for use on a proper-shape 90. Those tyres are Cooper Discoverer STT Pros, however, which immediately gets a thumbs-up from us – and even if there’s more wheel and less sidewall than we’d go for ourselves, there’s no denying that they look the business filling up the space beneath the Defender’s arches.
Something we certainly do like to see is the sort of winch you can rely on, and a Warn Zeon 8 puts an emphatic tick in that box. It’s tucked in beneath a deformable A-bar and in front of the condenser for a bespoke air-conditioning system, and beneath it the bumper mount flows down into a heavy-duty steering guard. Moving back along the vehicle there’s a set of jackable rock sliders, too, as well as a NAS rear step – and up top a steel snorkel helps keep trail dust out of the engine’s air intake. And water, should the 90’s owner decide to take that particular risk.
We can’t see that happening, however. Because capable though it is, this is a Land Rover that’s way too nice to trash. A year and a half on from
when Legacy Overland started pulling it apart, the company was ready to take it out and show it to the world – and a very happy new owner was ready to get on board and start enjoying the fruits of a proper restoration. So is the resto game getting top heavy? After all, a job like this doesn’t come cheap. Well, classic cars have never exactly been a poor boy’s pastime – and as always, if you want it done right you needn’t expect it to also be done cheap. So yes, this is a premium build – but it’s certainly not the kind which, for a while, threatened to give the Defender business a bad name. It’s built to be used and it’s built to last –exactly how any real off-roader should be. And not even a whiff of bad taste. Good boosted to super? Check.
As the stripdown begins, it’s clear that the chassis will need some remedial work if it’s to go again. The main rails do have rust in them, but only in localised areas – whereas classic weak spots like the body outriggers have definitely seen better days
Left: The rear crossmember is up for replacement, too, with the main rails ground through in readiness
Above: Talking of the grinder, this was used to scour the entire chassis back down to bare metal
Here’s the chassis with the new metal in place, before and after painting
Keeping
a
Legend in trim
Croytec are dedicated to developing products with style and quality
We give form to our components by machining detail into them with chamfered edges and rounded corners, under cuts, engraving and much more. We take time with care and attention to detail to ensure we deliver quality products. Our products have become a feature to many Land Rovers worldwide.
Alongside our aluminium interior and exterior trim range, our Special Order Service offers leather trim which can be designed to your requirements incorporating our colour anodised parts, to give you the ultimate Enhanced by Croytec Defender.
The Landy Buyer
All the information you need – in one place – to buy your perfect Landy
and four-speed box haven’t been brought up to date in the intervening decades?
ne of the great things about old Land Rovers is that you can rebuild them to whatever extent you want. But this is also one of their greatest weaknesses as a classic or retro vehicle in the traditional sense, because it means so few of those that survive do so in their original form.
There are plenty of 110s still around from the early 1980s, at least when you compare them to the number of, say, Ford Escorts from back then. But how many that left Solihull with a 2.25 engine
Series I (1948-1958)
The Series I, particularly in its 80” guise, is the most sought-after of
all Land Rovers. Its engineering and design give it real charisma, but parts aren’t readily available. Restoration projects require deep pockets, but see it through and the result will be worth mega bucks. Gone are the days where you could use a Series I as an actual Land Rover. Because with restored examples changing hands
Series III (1971-1985)
These military vehicles can easily be distinguished from regular
terms, keeping the same 2.25-litre engines throughout the length of its production run. In 1980, the engines switched to a more durable five-bearing crank rather than the old threebearing setup. The transmission also received syncromesh on all forward gears to make it easier to live with.
Land Rovers. To mimic the civvy Series machines, the Series III model built from 1972 onwards, also had its headlights switched out to the wings.
Lightweights add an extra dimension to owning a Land Rover. Their military history and details mean you get a truck with more stories to tell – and that stands
You can’t blame people, because with so many far better engines available repowering one of these early 110s was a no-brainer. If you were to find an original one now, however, messing with it would be a no-brainer in the other sense…
Yet they are still out there, and some of them are even still work trucks. Most have become heirlooms that will never
£5000-£85,000
for millionaire money, preservation is the aim of the game.
The earlier the vehicle, the more it will be worth. The sky’s the limit – but can you really put a price on such an icon?
Pros: Heritage, charm, a true classic, the original Land Rover Cons: Availability of parts, price tag on early 80s
£2500-£35,000
They still carry the simplicity of earlier Land Rovers, but the Series III remains the most affordable way into owning a leafer.
Pros: Most affordable route into Series ownership. Still has the Series pedigree. Parts still widely available
Cons: Not yet as desirable as the earlier Series models
out from the crowd. They’re a rare breed, though – so if you’ve got one, it’s worth keeping hold of.
Pros: Not like all the other Land Rovers out there. Military background. Lovely 2.25 petrol
Cons: Appearance isn’t to everyone’s taste. Exclusivity over regular models means they command a price premium
be sold, but you might occasionally see one for sale. In which case, you know what to do. And what not to do…
Series II/IIA (1958-1971)
much of that early charm. Prices seem to have peaked now, however they still remain strong for good examples.
A 2.25 petrol 88” would be our pick, as the diesel engines were underpowered and rather noisy.
The Series II/IIA has a wider stance than its predecessor and adds an extra (thin) layer of
Insure a 2.25 110 with Adrian Flux from £110
• Based on a standard 1983 110 2.25 petrol 4-speed SW.
Valued at £25,000, 3000 miles per year. 50 year old driver, fully comp, £175 excess
£2500-£40,000
refinement. While the engines have excellent longevity, they need to have been maintained properly. Be thorough in your checks, both under the bonnet and underneath the body.
Pros: A sound investment to restore – and enjoy Cons: Bulkheads and chassis rot, springs prone to seizing
rarity – with all the cachet, pride and immense awkwardness that comes with this status.
By ‘rare’, we’re talking about less than 2500 Series IIA FCs in total. And they tended to have a very hard life, so not many have survived to tell the tale.
Forward-Control models differed from everyday Series IIs by
the time came for demob. They were flogged off at very low prices and turned into off-road toys –not something you’d do with one today, given the rarity and classic value they’ve taken on.
having heavy-duty ENV axles, but engine-wise they had the familiar 2.25 petrol and diesel lumps. So, don’t expect performance – but do expect to be given an ‘interesting’ time in the workshop…
Pros: A Land Rover like no other, if that’s what you want Cons: Especially brutal to drive, and to find parts
Compared to the IIA/IIB FC, the 101 is more fun thanks to its V8 engine. It’s still a military tool, though – some still have fixtures and fittings from their Army
which adds interest. This is a vehicle for enthusiasts, though, with costs that are sky-high even by Land Rover standards. Pros: Master of the road. Lovely V8 soundtrack. Everybody who sees one loves it Cons: Monumental running costs. Expensive to buy, too
The Series II/IIA is more affordable than a Series I, yet it still carries
The Series III wasn’t too dissimilar to the Series IIA in mechanical
The Tdi engine, which arrived with the Defender name, can last for
decades if it’s looked after. And with prices having dropped recently, they’re more affordable than they have been for many years.
The good thing about the earlier 200Tdi is that it’s simpler than the later 300. What you gain here you lose in refinement, but this is seen by many experts as the best Defender of them all.
The LT77 gearbox in the 200 Tdi is more truck-like than the later R380, and these vehicles didn’t come with bling. Just be sure it’s an original Tdi you’re getting, not an old Discovery conversion.
Pros: The perfect combination of tradition and modernity
Cons: Lots of horrible and/or deceptive ones around
Defender 300 Tdi (1994-1998) £3500-£40,000
replaced, though
The last Defenders gained modern 2.4 and 2.2 TDCi engines and
the two are related. It’s much more refined and smoother to drive, though there are more electronics involved so later versions in particular are less of a DIY fix.
The arrival of the 300 Tdi also brought with it the R380 gearbox. This used to have a terrible reputation for relability, but most have been put right by now and they’ve
introduced the
become sought after for their light clutch and better shift action. It was during the Tdi era that Defenders started getting things like alloys, too. You might even find one that’s not been off-road… Pros: Strength and simplicity. Perhaps the definitive Defender Cons: Sure to be very different to when it left the factory
(2007-2016) £6500-£275,000
smooth six-speed gearboxes, They still had phenomenal off-road ability and were even okay to sit in. Famously, this was the Defender that actually had a dashboard
You can find special editions and boutique conversions to TDCi models that cost obscene amounts of money. You will pay a premium for any these late
Defenders, however the era of skyrocketing prices seems to be over and TDCis have dropped further in value than the Td5. So a good 2.2. could now be quite a shrewd investment
Pros: Efficiency, creature comforts, off-road prowess
Cons: Price, electronics, TDCi engine is unloved
If the subject of the new Defender comes up in enthusiast circles, try
130 that changed the most. That’s because unlike the old 127, it was built on a proper chassis of its own rather than a stretched 110 frame.
The advent of the Tdi engine was the making of the 130, too. At last, Land Rover could make them pull properly without returning single-figure fuel economy by using a hard-worked V8.
a strong performer. It does lend itself to being tuned though, so watch out for abused ones and knackered examples that have been pushed beyond the limit.
As with all Defenders, you’ll need a rear crossmember sooner or later – or even a new chassis.
As a result, you’ll find many more original(ish) 130s than 127s. Some are even still in service with the utility companies they were built for. If you want a Defender for overlanding, look no further. Pros:
Despite having more electronics than the Tdi, a Td5 Defender can still be a DIY machine. Parts are in plentiful supply,
£45,000-£185,000
to steer it away on to something safer. Like Brexit, for example.
Much as it may infuriate purists, however, the Defender is actually a very wonderful thing. It’s kind of like an old one, only with space, comfort and equipment.
The big difference is that you can’t work on it yourself. This goes for maintenance and, crucially,
making modifications – a market Land Rover wants to take back and have for itself. It won’t hold its value long-term the way an original-shaper does, either. But this is still a superb vehicle.
Pros: Comfort, capability, rugged fitness for purpose
Cons: Not cheap to buy. Lacks the old one’s basic charm
The Td5 engine is arguably Land Rover’s most reliable unit and it’s
The 300 Tdi engine is very different to the 200 unit it
When Land Rover
Defender name, it was actually the
It’s also a notable classic in its own way, as it heralded the start of the company’s modern era. It has its issues, though. The viscous coupling is expensive to replace and can be upset simply by running mismatched tyres.
The 1.8 petrol used to be notorious for head gasket failures. Today’s replacements are much
more robust, but a late diesel is your best bet. Even these can go calamitously wrong, though. This was a more complex car than it needed to be, and buying one for sweeties now doesn’t change that.
Pros: Cheap to buy, no big rust issues, surprisingly able off-road Cons: All sorts of things can go wrong, some very expensively
Range Rover Classic (1970-96) £2500-£225,000
are people who do just that, preferring to invest new-car money in a restoration than spending it on a current model.
It’s a smart policy, too. An early two-door can cost mega money, but any Classic will appreciate in value if kept in good condition –and sought-after rarities like the CSK and LSE can be a gold mine.
Range Rover (2002-12)
The Mk3 Range Rover hit new heights of luxury and was more re-
liable than the P38. It’ll still cost a lot to run, however, and drivetrain faults and underbody corrosion are not unknown.
The TDV8 engine is sublime, but you’ll pay more to get one –especially the 4.4, though the 3.6 has all the power you need. The V8 petrol, on the other hand, is temptingly cheap. Guess why…
An awful lot of Rangeys have been neglected and/or abused, and you can still buy they cheap. But if you’ve got the skills, and access to parts, restoring one would be the ultimate hobby that pays.
Pros: Most usable classic Land Rover, V8 power, ride quality
Cons: Rust, availability of parts for early models
£2200-£24,000
This isn’t a DIY motor, but it certainly is a Range Rover, with brilliant off-road and towing skills. It relies a lot on electronics, but they work wonders – and the deepdown engineering is very robust.
Pros: Great off-road, luxury, image, TDV8 powerplants
Cons: Very complex. Huge running costs
Freelander 2 (2006-2015) £2000-£15,500
The
was
it replaced. It’s a refined and affordable SUV with a strong engine, good equipment and a decent level of practicality.
It’s become one of the most reliable Land Rovers out there, too.
But do be aware of the rear diff and Haldex unit for costly outlays.
The 2.2-litre diesel engine is a strong performer, though for a bargain search out one with the unpopular 3.2 petrol unit. Either way, it’s a fine SUV to drive. Prices have fallen since the production ended, too – £15,000 now gets you a late one on tiny miles.
Pros: Reliability, refinement, economy of diesel engine
Cons: Transmissions can wear quickly if used for towing
own, even today. The problem is that they’re very complex and very, very good at going wrong.
spent at least part of its life being worked on by idiots
The fifth-generation Range Rover takes
position as
Land Rovers, you’re likely to be thinking about how many real ones you could buy with this sort of money. It wouldn’t make a bad way to tow your collection about the place, though…
Cons: To at least 99% of people it’s utterly divorced from reality Range Rover (2022-on) £99,000-£220,000
car to greater extremes than ever, with lavish equipment and endless opportunities for personalisation. It’s a supreme lifestyle wagon for the rich: to many of Land Rover’s traditional fans, on the other hand, it’s the supreme irrelevance.
If you can afford one, few cars could be as pleasing. However if you can afford one and you love
The second-generation Range Rover Sport is 400kg lighter than
the original, meaning it’s almost economical to run. It feels really nimble and agile on the road, too, and it comes with a range of engines giving it a brisk turn of pace. Some won’t like the flamboyant posture, while others will love it. Either way, inside the cabin it’s very nearly as luxurious as the full-house Range Rover.
Pros: Immense prestige, and sublime both to be in and drive
the masses. Given that it was the company’s fastest-selling vehicle, they clearly hit the brief, even if it wasn’t for the traditional Land Rover owner.
It’s actually still a capable thing off-tarmac – but it’s definitely more at home on the road.
Nevertheless, it is economical by Land Rover standards and
If you can afford the SVR model, you’ve got a super-SUV with rap star image. In every case, though, running costs will be vast. Parts don’t get any cheaper because you bought it second-hand…
Pros: Performance, refinement, handling, glorious interior
A Mk2 Rangey in good working order is still a sensational car to
Air suspension failure is the norm. Head gaskets can let go. Electronics are laughably flaky. And parts can cost the earth – as will the labour bills. Perhaps worst of all, nowadays it’s very hard to find one you can be sure hasn’t
Still, you’ll get a classy motor with proper off-road and towing skills. It’s becoming a classic, too, and prices are still tiny considering everything you get.
Pros: Luxury, price, a Land Rover that doesn’t rust Cons: Electrics. Be very afraid Range Rover (1994-2002) £1000-£29,000
Range Rover (2012-22) £15,000-£75,000
range supply copious amounts of power, and its road manners are absolutely impeccable.
It’s startlingly capable off-road, too, even if getting one muddy would feel like bad form. Most that leave the tarmac probably do so only when their owners are in the mood to blow some grouse out of the sky.
Inside, the Range Rover’s cabin is superb, with sumptuous trim and cutting-edge equipment. Prices are, of course, as immense as the vehicle itself. But if you can afford it, so too is the presence a Rangey will give you.
Pros: Class, luxury, engines, vast all-round capability
Cons: Price
Range Rover Sport (2005-2013) £2000-£17,500
The Sport is mechanically similar to the Discovery 3 – meaning it’s
a supreme off-roader as well as being a funky road ride. It doesn’t handle like a sports car, but is agile enough for an SUV.
A Discovery of the same era is far more practical, however, while a full-fat Rangey has more class.
The Sport is still a massively able tow barge, though, in addition to all its other virtues.
You’re looking at a car which many people associate with rich chavs and criminals, however. And being based on the Discovery 3, it can’t help but share that vehicle’s reputation as a money pit.
Pros: Decent performance and all-round dynamics
Cons: A Disco 3 is more usable. Expect horrific running costs
Range Rover Sport (2022-on) £80,500-£145,000
Hilariously, this is what counts as the affordable way in to owning a
because there are so many out there, used prices are tempting. There’s a Convertible model, too, as well as three and five-door tin-tops. We say stick to the latter, and be sure to get one with 4WD. Pros:
Cons: Marmite image. Pricey to buy and run Range Rover Sport (2013-22) £13,500-£65,000 When
new Range Rover. The Sport is less about being chauffeur driven and more about lording it over other aspirational school runners, but once again it’ll be lovely to drive.
Like the full fat Range Rover (a phrase which has never felt more appropriate), the Sport is available with an old-school V8 engine that gives you racecar performance in
has adopted a similiar back end to the
It’s not just the exterior that mimics the looks of the larger vehicle, however, as the Evoque has gained the latest Touch Pro Duo tech and a hike in quality.
The main highlight of the new Evoque is the fact the majority of the range is made up of mild
return for NASA-level emissions. Most UK customers with opt for an altogether healthier plug-in hybrid, but they’ll still get a vehicle that’s brutally fast a well as being able to do the normal Range Rover stuff.
Pros: Smooth, refined, comfy… and game for a laugh, too
Cons: Still hasn’t quite shed its proceeds-of-crime image
hybrids, available with diesel and petrol engines combining to an electric motor. Only the base
The fourth-gen Range Rover is a majestic 4x4. All the engines in the
The Freelander 1 is a cheap gateway into Land Rover ownership.
Freelander 2
a massive improvement on the model
The original Rangey is a classic you can use everyday – and there
its
a luxury
Raptor Engineering... designed by enthusiasts, for enthusiasts
The Velar a competent cruiser and has received numerous accolades
because of its particularly handsome exterior. It’s based upon the same architecture as the Jaguar F-Pace but has greater off-road ability and is available with a wide choice of engines, most of which combine good economy with usable everyday performance.
The interior was Land Rover’s most advanced cabin yet when
most reliable units ever. It drives well, too – mated to a manual box it has more guts even than the V8 option, which is surprisingly bland but predictably thirsty.
Whereas the Disco 1 was prone to body rust, the D2 is fine here. Instead, its chassis rots like a carrot, especially towards the back end. Also at the back, seven-seat
it came out. It was very much designed to be a trend setter.
But is there a whiff of style over substance? Well, it’s a very good SUV. But you don’t half pay a premium for those suave looks...
Pros: Stylish design, chic cabin, excellent tech features
Cons: Feels like an indulgence, especially at such a high price
models had air-suspension, with all the horrors that brings.
Mainly, D2 owners will tell you about rogue electronics. And leaky sunroofs. They still love their trucks, though, which says a lot.
Pros: Td5 power and reliability, great all-rounder, lots of choice
Cons: Chassis rust, electronics, leaky sunroofs, air suspension
Discovery 4 (2009-2017) £6000-£30,000
Somewhere between a facelift and a whole new model, the Disco 4
is basically an evolution of the 3. It looks similar and is still a practicality monster, as well as being hugely impressive on and off-road and a hero in front of a trailer, but despite being only subtly tweaked inside feels far more luxurious.
That hasn’t prevented it from suffering all the same issues as time has gone on. You need to
with the same 100” wheelbase and a slick body containing a spacious, flexible cabin. It was well equipped and refined, and it came with the wonderful Tdi engine.
Over time, the Disco’s epic ability meant almost all of them were hammered at playdays. Lower body rust is a big killer, too. So it’s rare to find a good one now,
and capable off-road, genuinely luxurious and a giant of a tow truck, and as well as being able to seat seven adults it can be turned into a van with a totally flat rear load area.
But it was also astonishingly complex, and these days it has a reputation as a money pit.
Air suspension and electronic
and when you do they tend to be priced with a lot of optimism. Very early ones in tip-top condition are full-on classics, too. For a sound one to own, we’d look for a tidy 300Tdi.
Pros: Price, practicality, parts availability. Epic off-road ability
Cons: The body rusts like it’s been doused in sea water
handbrakes are big sources of woe, cam belts are a body-off job to change and rust is becoming more of an issue. Get a good one, though, and it’s all the car you’ll ever need.
Pros: Good at everything. Lots of accessories available now
Cons: The phrase ‘money
start off by buying the best you can possibly afford – and at the top of the market, they don’t come cheap. Get it right, though, and this is as good as a modern Land Rover has ever been.
Pros: Most LR fans’ idea of what a Range Rover should be like Cons: Still a potential money pit, and the best are expensive
Discovery Sport (2015-19) £600-£22,000
body and dishes up an appealing all-round blend of comfort, kit and general driving manners.The third row of seats is only suitable for little ‘uns, though, and off-road it’s a Discovery in name only.
It’s a more practical proposition than the closely related Evoque, and you won’t need to live with the fear of Posh Spice jokes.
There are some tidy deals to be had on late high-spec examples now – though if you do a search for ‘Ingenium reliability’, you might end up deciding to buy something Japanese instead…
Pros: Seven seats. Practical, and capable enough off-road
Cons: Back seats only for kids. Reliability worries over engines
it to be – but it’s much more luxurious than anything else short of a Range Rover.
All the engines in the range are refined and flexible, and its chassis is remarkably supple for such a big vehicle. There’s no end of electronics working away in the background, but the effect is very convincing indeed.
£13,500-£77,000
One in five Disco sales go to the commercial model, which is available as a high-spec luxury tax buster. But every model is a supremely able, flexible all-rounder for work and play.
Pros: Immense blend of class, comfort and practicality
Cons: Feels more like a softroader than a proper Discovery
The original Discovery was based on the Range Rover of the time,
The Disco 2 is powered by the Td5 engine, one of Land Rover’s most
The Disco 3 is an astonishing allround vehicle. It’s good on the road
The Discovery Sport packs seven seats into a Freelander-sized
Manufactured to exacting standards to maintain your vehicle’s ride and handling.
PROEVO+ Steering and Suspension products are selected to meet the stringent level of performance & durability associated with Land Rover and Jaguar vehicles.
PROEVO+ provides customers:
> Exceptional value
> Premium quality
> Built to OE specification
> Extended warranty
Series I 86” 2.0 petrol (1956). 86,395 miles. Chassis-up rebuild; new outriggers, dumb irons and rear crossmember. Correct engine, box and axles. Rover P4 head. New seats, hood and sticks. £13,500. Truro. 07584 350576 12/24/005
Series II 2.25 petrol 109” Pickup (1961). Recent engine tune and lift pump, new battery, new front tyres on HD steels. Engine recently tuned and retimed by specialist. Tax/MOT exempt. £8750. Thirsk. 07944 900939 12/24/010
Defender 130 2.4 TDCi (2010). 137,000 miles. New engine, box and LOF clutch. Stage 1 tune. Hannibal rack and awning, LEDs, Optimill wheel boss etc. MOT Aug. £28,500. South Queensferry. 07872 181734 13/24/004
Defender 110 Td5 HT (1999). 191,000 miles. New galv chassis, replacement bulkhead. Clean and tidy. Many other new parts, 2500 miles on new AT tyres. Roof rack included. £13,000. Swanage. 07581 413070 12/24/001
Series III 88” diesel (1975). New canvas and
Goodbye Saggy Headliners
Say Goodbye to Sagging Cloth Headliner:
Our kits are manufactured to replace sagging or deteriorating cloth headliners, giving your Defender’s interior a much-needed facelift.
Rigid Composite Material for Durability:
Constructed from a robust composite material with a textured finish, these kits offer enhanced durability and longevity, outperforming traditional cloth headliners.
▲ Defender 90 - 1987 - 2016 with Alpine lights
DA3694 Light Grey
DA3871 Black
⊳ Defender 110 - 1987 - 2016 with Alpine lights
DA3745 Light Grey
DA3870 Black
Easy to Clean Surface: The wipe-clean feature of our headlining kits makes maintaining a clean and hygienic interior effortless.
Simple Installation with Existing Clips: Designed for convenience, these kits can be easily fitted using the existing clips in your vehicle, making the installation process quick and hassle-free.
Moulded for a Perfect Fit: Each headlining kit is moulded to ensure a precise fit, adhering to the contours of your Defender for a professional and smart appearance.
Lightweight Construction: Despite their rigidity and durability, our headlining kits are surprisingly lightweight, ensuring they don’t add unnecessary weight to your vehicle.