The Landy - July 2022

Page 12: The entry-level Discovery D250 makes a strong case for not going any higher up the range

LANDY

JULY 2022

Light is Adventure.

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ISSUE 102

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Boutique Defender 110 set to raise money for A Association

ecniq is a high-end automotive design specialist which operates as an OEM supplier of bodies, interiors, components and systems.

The company recently built a unique Defender 110 which it will auction at this September’s Goodwood evival, with all proceeds being donated to the oyal Air orces Association.

The idea of the Defender is to honour the Chinook helicopter, which celebrated its 40th year of active service in 2021. The vehicle, which is called the Q40, has been completely reworked – and finished off with a variety of styling cues paying homage to the aircraft.

These include an exterior which has been hand-finished in shades of gloss and matte dark green to match the Chinook’s camouflaged bodywork.

There’s also a subtle double-rotor motif, inspired by the badges on the air crew’s flying suits, on the rear of the vehicle, while anodised aluminium door handles are wrapped in marine leather and the grille, wing vents and wheelarches are made from carbon fibre.

So too are the seats, which are laid out in a 2 2 arrangement and finished in hand-stitched Bridge of Weir leather with sheepskin inserts. Beneath a quilted roof lining, the instrument cluster, centre console and steering wheel have all been redesigned, creating an

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image that’s mainly that of a bouti ue vehicle but also incorporates a number of touches inspired by military design and aviation. Up front, it’s clear to see that this is a Defender – however it’s barely recognisable in the back, where you’ll find individual executive chairs with a second refrigerated console in between them.

Something else out of the ordinary is that the front row has a black design theme, whereas in the back it’s white.

We don’t think the Chinook is like that, but one very clear nod to aircraft cockpits is a bank of switches in the roof, running back from the rear-view mirror.

When Ineos designed the Grenadier, turns out they weren’t the only ones to have this idea. The load area in the back is portioned off using webbing from a Chinook, while the interior is finished off with submarine lighting.

This all creates a spectacularly luxurious Defender, not to mention an eyeball pleaser of the highest degree.

But it’s not all show and no go. ost high-end Defender builds use LS3 V8 engines from General otors, but the Q40 is powered by something more left-field in the shape of a 2.3-litre ord Ecoboost unit, we seen in the Mustang. emapped to develop 30 bhp and 319lbf.ft, this is mated to a six-speed automatic transmission.

Underneath, a redeveloped suspension set-up uses programmable dampers, upgraded anti-roll bars and bushes as well as lowered coil springs.

With more aggressive road use very much the idea, the brakes too have been revised – to six-pot calipers and 345mm discs up front and 330mm fourpots at the back.

‘The decision to design and build something to honour the Chinook’s long service led us to one suitable and simple option with the Defender,’ says Tecni ’s Nigel empriere. ‘However we have been meticulous throughout the design and development process to create something completely bespoke which uses the aircraft as inspiration, but which elevates the vehicle to the next level.’

With prices for the best premium Defenders continuing to break well into the six-figure market, it’s hard to put an upper limit on how much this one might fetch when it crosses the auction block at Goodwood on 1 September. However it will come with one unique extra feature which is sure to bump up its value – an exclusive behind the scenes tour of the home of the Chinook, A diham in Hampshire. With the oyal Air orces Association set to benefit big-time from the sale, it’s safe to assume that bidding will be brisk.

Issue 102: July 2022

3

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2022 Yearbook Footers 73

Land Rover Yearbook

LAND ROVER LOVES a good publicity stunt almost as much as it loves a good exotic location. So a good publicity stunt in a good exotic location? Mad for it. ‘ ad’ may indeed be one of the words that come to mind when you picture someone driving up the spillway next to a 193-metre dam. Especially when you consider that it’s uphill, against a 50 tonnes-per-minute torrent – and that behind the vehicle is a sheer drop of around 300 feet.

The dam in question is part of the rahnj kar hydroelectric complex, a megastructure in Eastern Iceland. The spillway carries floodwater around the flank of the dam, where it’s ejected as a free jet – basically, a waterfall which shoots out from the cliff face before plunging into the valley below.

We could go on about the geological considerations that required it to be like this, but the main thing is that it’s scary.

Go off the edge of this thing and it’s goodnight tonight.

So, while this was very much a manmade kind of place to demonstrate that the ange over Sport can do wading, it was still a challenge, and a pretty wild one at that. The potential for it to go horribly wrong was very real.

That’s why they got essica Hawkins on the case. She’s a ames Bond stunt driver, and en route to rahnj kar she guided the new luxury performance SUV is PSUV going to catch on ? through the rocks and rivers of the Icelandic wilderness.

The spillway climb was the final obstacle en route from the valley floor to the summit of the dam. It rises at an

angle of 0 degrees – that’s frighteningly steep at the best of times, let alone into the teeth of fast-moving floodwater. The ange over Sport can wade far deeper, but in conditions like what matters is the momentum of the flow you’re fighting against.

‘The power of the water surging down the spillway was breathtaking from the side of the valley,’ said Hawkins. ‘Driving into it, knowing that a 90-metre drop was waiting behind me at the bottom of the slope if things went wrong, made this the most challenging drive I’ve ever undertaken.’

The good news is that you don’t need to be in a remote part of Iceland to enjoy what the new ange over Sport has to offer. You do need at least £ 9,125, but in comparison that looks quite straightforward.

To you get back you the road backback on the theonroad road To get on

WE SHIP PARTS WORLDWIDE

109

09/11/2021 18:49:56

Same DayDay Service Same Service To get you back back on on the theroad road

To get you back on the road NEXT MONTH’S ISSUE OF THE LANDY IS PUBLISHED ON 28 JUNE You can pick up your copy of our August 2022 issue from selected newsagents and Britpart dealers – or read it online at www.thelandy.co.uk 01283 553243 • enquiries@assignment-media.co.uk • www.thelandy.co.uk • www.facebook.com/thelandyuk Group Editor Alan idd

Contributors Tim Gibson, Gary Noskill, Dan enn, Paul ooe, Tom Alderney, Gary artin, Olly Sack

Photographers Steve Taylor, ichard Hair, Harry Hamm, ichelle Thruxton, Vic Peel

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

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Issue 102: July 2022

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Gibson’s Gab

The top three game-changing Landies In the history of the marque, three vehicles stand out as having genuinely changed Land Rover’s fortunes. Or so Tim Gibson reckons…

Words: Tim Gibson READ AN INTERESTING COMMENT piece by motoring guru Quentin Willson while waiting for my last dental appointment, I did. He was remarking on the emerging status of the reelander 1 as an appreciating classic, arguing that it revolutionised the motoring industry by precipitating the launch of the soft-roader and changing and over’s focus as a car maker.

Got me thinking, it did, about the models that transformed not only Land over’s identity but the wider automotive sector. So, without any further ado, here are the three most significant vehicles in the mar ue’s history.

(Crouches in bunker, dons tin hat, awaits angry letters

Not the Series I Actually, just a little bit of further ado, because I’m not actually including the first ever andy in my list. Controversial, I know, but also in my view justified.

Here’s why.

We all know the Wilks brothers were inspired by the US military eeps they’d encountered during the war. So while the Series I was an amazing invention that absolutely changed the game for over and affected the whole industry, it wasn’t a new idea. It added to a concept that was already well established, and it’s not even clear that it improved upon it, initially. orgive me, therefore. I love the Series I as much as the next green-oval obsessive and would give my whole family’s right arms to own one. But it’s

not impactful enough for my current purposes. Which leads me to Range Rover Classic Had to be there, didn’t it? I mean, you’ve got a car maker that’s carved a neat niche making surrogate tractors and overlanding machines. Then it decides to make a luxury vehicle that’s nonetheless capable of astonishing feats in the rough stuff, actuating a hitherto unimagined vehicular oxymoron that others have been trying to follow ever since.

The original three-door ange over has a hose-out interior, but remains one of the most comfortable cars anyone’s ever driven. Oh, and the use of live coilsprung suspension paved the way for the 90 and 110. So, you know: impact.

Disco 1 There’s an oft-told story about a and over exec who was asked by a journalist in the 1990s when the Defender would be reinvented for a modern market. He answered that it already had, in the form of the Discovery.

Bang on, that man. If the ange over brought luxury motoring to the off-road market, the original Disco gave real-world driveability and off-road power to the masses. More than that, it single-handedly saved and over as a business. Put simply, without the Disco 1, we wouldn’t have had any other and over since, because the company probably wouldn’t exist.

And just for the record, the asperor-was-it-Terence Conran interior is an

absolute work of art, especially in blue.

I mean, that handbag-cum-armrest.

‘Nuff said.

Freelander 1 Wot? A and over with no low range and independent suspension? It’ll never catch on.

Well, it did, didn’t it? And uentin Willson is absolutely right the reelander 1 is a classic in the making. It changed the perception of what Land over could be and do as a company, expanding its appeal and reaching a whole new swathe of customers.

But, since I’m courting controversy, I’ll end by saying this no one will ever persuade me it’s anything other than a complete dog to drive.

W W W. T I M F RY L A N D R OV E R S . C O. U K parts@timfrylandrovers.co.uk | service@timfrylandrovers.co.uk | sales@timfrylandrovers.co.uk | salvage@timfrylandrovers.co.uk

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Issue 102: July 2022

How much is your Land Rover worth?

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uring lockdown, when the rules prevented us from going out and about to photograph vehicles, we hit on the idea of contacting people who were offering theirs for sale and asking if we could feature theirs instead. It proved very popular with our readers, so much so that we’re still doing it now. ne result of this is that I’ve become used to people asking me if they’ve got their and overs for sale at the right price. ‘I’ve not sold one before,’ they say. ‘I’m worried I might be asking too much for it.’

There are certain fairly hard and fast rules. One of them is very much that when people ask this question, their asking price is actually too low.

The opposite rule also applies. When people say ‘I know what this is worth, don’t bother trying to haggle,’ the price will invariably be in dreamland.

There is, or there used to be, a handy rule of thumb when it came to valuing your car. Take whatever you think it’s worth, knock off about 25 and that’s about what someone will pay. A little cynical, maybe, but no more than that.

Having seen the ridiculous values being put on used cars recently, it’s a rule which has been suspended at the very least. But truth to tell, it never really applied to and overs.

I tripled my money on the first Defender I ever owned. I made 10% on the second and 25% on the third and all I ever did was leave them sat in a field for a few months. And I am, believe me, rubbish at buying and selling cars.

As we all know, a vehicle is only ever worth what someone is willing to pay for it. The thing is, people are willing to pay astronomical amounts for and overs.

It’s not a new phenomenon, but those amounts have gone through the roof in recent times.

So, when people ask me if their price is too high, my answer is always the same. Don’t blink. Drop it, and you can never lift it back up. But even those dreamland artists normally get a bite.

So, what was that rule of thumb again? Take whatever you think your and over is worth, add about 25 and even then you might be surprised.

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

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Issue 102: July 2022

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The latest and best kit, tools and accessories for Land Rover owners Goosefoot Panels introduces new reproduction rear body assembly for 88” Series II/III

www.osram.co.uk/ledriving-lights

GOOSEFOOT PANELS IS ALREADY VERY WELL KNOWN for the popular reproduction rear wings it manufactures and sells to fit the Defender 90. Not content with just that, however, now the Burnleybased company is going to be getting ready to become better known than ever previously, because it has just introduced a new range of complete reproduction rear body assemblies to suit 88” versions of the Series II and III. These come with their rear crossmember chassis mounting bolt holes already punched. Those at the front are not, however, because the position of this crossmember differs slightly between the Series II and III; it’s left to individual customers to drill their own holes to suit their vehicle.

‘The floor is spot welded to the rear crossmember but out of necessity, due to spot welding constraints, is riveted to the wheel boxes and bulkhead,’ explains Goosefoot. ‘All other components are spot welded together as per the originals – Land Rover themselves moved to riveting rather than spot welding the floor in place for the 90.’

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Each of these rear tub units is made up of no less than 57 aluminium components, all of which are spot welded together to make the complete assembly. ‘Each component is made to faithfully reproduce the Land Rover original,’ continues Goosefoot. ‘However we have taken the opportunity to increase the thickness of the floor, rear crossmember, bulkhead and tailgate support pillars compared to the originals – with no visible difference.’

Clearly, a lot of skilled work goes in to making one of these tubs. So you needn’t blanch at the price of £3800, which is a classic case of spend-itonce, spend-it-right. ‘The product is intended for high-end restorations where the cost of all-new compares very favourably to the cost of restoring an old unit due to the man hours involved,’ explains Goosefoot. And if you’ve ever been the man putting in those hours, you’ll probably be nodding in agreement. Not needing to add VAT on top should do no harm to your overall mood, either.

Want to know more? Have a gander (BOOM!) at goosefootpanels.co.uk.

Issue 102: July 2022

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Issue 102: July 2022

R A D I O

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Safety Devices raised air intake is designed to be used with a roll cage

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TWO OF THE FIRST THINGS you’re likely to think about if you’re prepping a Land Rover for action, especially the kind of action that involves marathon long-range stints on an overland expedition, are protecting its engine from dust and water ingress and

protection everything else, yourself included, from the consequences of a major stack.

The latter puts you very firmly into roll cage territory. And the former is all about kitting up your Landy with a raised air intake.

These are both fine things, and well worth the investment. But fitting them can give you a problem – which is that they both want to occupy the same bit of space down the front of one of your A-posts.

Safety Devices’ own 3” raised air intake is the answer. At least it is if you’ve got an original-shape Defender and you’re fitting one of the same company’s roll cages, because they’re designed to work together. So if you’re looking at a Defender 90, 110 or 130 and it’s a Hard-Top, Station Wagon, Pick-Up, Double-Cab or Hi-Cap, there’s an answer here for you.

The air intake that’s supplied by Safety Devices doesn’t include the 3” head shown in the pictures, but you shouldn’t struggle to get your hands on one of those. And you certainly shouldn’t struggle to get your hands on the intake itself, because it’s just become part of the Britpart range.

They cost around £250 including the dreaded; drop in on your favoured Britpart dealer, or visit www.britpart. com to find one.

New glovebox jump start pack from Ring can fire up a 3.0-litre diesel with a flat battery IN THE PAST, ’ s a o os o bo a in a s a o ois s n o ’ o a a ba o is o a s n o o o ni i s o o is a o sa so a b nb an o s is is ni on o os a as b in so in an oo in on a on i a oo oo o b s is an a a b an na i a o a is on oin o n i o is in o ’ s n o on on o i ins a so o i o o in o oi o a o an as s a n on sa o s o isin s i a in o i ba i s an o i nab i s’ o a no o i a o s i s o a on a a o nso o in a s o i a an n ni s a an a o s s i as a ba an an s a n in s o i s o an i s i s i as a ni an a s a a ii s o i s an i s s i is s o oin a ain a a a ba i o n in o a in ano i n a as in sa s sa a s i o i o in ss an s on s a o an ’s a onn s s i in i n a s ana in o b n sa an i as as a in s o a i s o i i an an i s i o ion si a sa i i a o ban n ion o i o on i s on ob s ion i b a an o n i s a o an on o an i o i a o i o an o s o isi in a o oi o o n a s o is

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Issue 101: June 2022

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LAND ROVER trip in France ?

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Discovery D250 The entry-level diesel in the Discovery range is an engine which has already excelled in the Defender.

Is it as well suited to life in Land Rover’s family SUV? couple of years ago, Land Rover gave the Discovery an almost completely new range of engines. These included both petrol and diesel options, the common factor being that all of them are 3.0-litre, six-cylinder, 48-volt mild hybrids.

We’ve previously driven the P3 0 and D300 petrol and diesel range toppers, and exceptionally good they are too. Power, tor ue and refinement are off the scale in each case; they do do their work in slightly different ways but mainly they’re so smooth and uiet, with so much in reserve in any conceivable driving situation, that what stuck us is how very similar they are.

What we’ve got here is the entrylevel diesel unit. Badged D250, it produces 249bhp at 4000rpm and 420lbf.ft from just 1250rpm. This compares with 300bhp and 479lbf.

A

ft (from 1500rpm) for the D300, which costs £28 0 more if all else is e ual.

Saving that money means putting up with acceleration of . seconds and a top speed of 120mph, rather that the D300’s .8 seconds and 130mph. So even though it’s not that much cash in the greater scheme of things, you’re not exactly going to be slumming it with the D250 either.

The example tested here is an -Dynamic SE. That’s a £ 1, 5 motor before you get going with the options; in this case, Land Rover had added £50 5’s worth of kit including a towbar, locking rear diff and its Advanced Offoad Capability Pack.

A word on the latter. On all versions of the Discovery bar the P3 0, you need to spec it to get a dual-range transfer case. You also get the latest Terrain Response system, as well as All-Terrain Progress Control, so at £500 it’s not bad value for money. But as far as we’re concerned, for a Discovery not to have low box designed in as standard e uipment isa nonsense.

In the interests of balance, let’s also say that Land Rover is not the only manufacturer to make low range optional on vehicles of this nature. It is, however, the only manufacturer to be Land Rover. Decide for yourself.

Anyway, if you don’t go down the R-Dynamic road the Discovery starts at £55,100 in D250 form, so you can add a proper transfer case and it’ll still look cheap in comparison to a lot of the other 4x4s you might be thinking about.

The Defender, for example. et’s move swiftly on, though. People often say the Discovery 5 is more like a ange over, and it’s easy to make that assumption when you’re surrounded by premium materials and high-tech gadgets. But in reality, the two models are very clearly distinct from each other in terms of their character; both are beyond premium, but they’re resolutely individual too.

Whether or not you go for the R-Dynamic model, the Disco hits the spot in SE trim. There’s a huge range of materials available for the cabin, including eco-friendly suede-like fabrics made from recycled plastic bottles; easy as it is to sneer at such a thing, particularly if you’re an old dieselswilling off-road traditionalist, these look and feel much better than the leather you get by default on so many posh x s. To us, they’re far and away the best option you can choose when speccing a Discovery.

At any rate, the big story in the facelifted Discovery’s cabin is the

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Issue 101: June 2022

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D ROVER ENGINE AND LAND ROVER ENGINE AND E-MANUFACTURING X RE-MANUFACTURING ND REPAIR AND REPAIR

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addition of and over’s latest Pivi Pro infotainment system. Controlled by an 11.4” touchscreen, this looks classily understated and is excellent to operate, Supply of quality spare parts with instant responses and menus and Supply of quality spare parts Supply of quality spare parts blasting service controls which make clear sense from Supply of quality spare parts In house vapour the word go.

In house vapour blasting service house vapour blasting service In house vapour blastingInservice Full in house machining service Another worthwhile update was to Full in house machining service the second row of seats, which have in house service machining service Full in house machining Full service Friendly backed up with 12 month warranty been redesigned for greater comfort.

Friendly service backed up with 12 month warranty Friendly service backed up with 12 month warranty Friendly Not something they could have been service backed up with 12 month warranty accused of lacking, but now they lack it less than ever. It really is a very pleasing vehicle in which to both drive and be driven. Those seats also fold down to yield a monumental 2391 litres of cargo space; something like one in five Discovery sales go to the Commercial model, which we can only assume is predominantly about keeping the taxman at bay, because the ease with which the seven-seater converts into a van by any other name is so outstanding it practically brings a tear to the eye.

All of this is true irrespective of engine choice, but it’s worth reiterating that what you’re powering is one of the best all-round vehicles ever built. The Discovery is a glorious premium SUV, a practicality monster for people and luggage alike, a mighty towcar and an off-roader of huge potential (even if you do have to pay extra for low range).

So compared to the sublime D300, does the D250 engine make it any less of the above? In a word, no – though with the extra output adding comparatively little to the purchase price, you might reasonably conclude that if a thing’s worth doing, it’s worth doing right.

In the real world, though, unless you’re on a mission to prove something it’s pretty much impossible to separate them. An extra fourth-fifths of a second from 0- 0; are you ever really going to notice that? And in every situation we can think of, except perhaps when you’re cutting loose on an A or B-road, the extra depth of revs at which the Robust and stylish all-black design delivering D250 generates top tor ue goes a long exceptional LED illumination and performance way towards making up for the D300’s both on and off the road. bigger numbers.

Maybe, just maybe, the extra work the D250 has to do to generate the same result manifests itself in a marginally less refined performance.

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The UK’s largest range of Land Rover chassis Richards Chassis have been manufacturing and supplying high quality replacement Land Rover chassis in the UK since 1984. See our website for the entire range, or give us a call to discuss your requirements.

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That really is a maybe, though; this is a vehicle whose smoothness and lack of noise is one of its defining features.

It pulls like a train at all speeds, too.

Around town, it’s utterly effortless, hauling with a purpose that never goes away, and its mastery continues all the way up to motorway speeds – where it will sit very happily all day long.

Kicking it down from this kind of speed provokes a bit of noise, though nothing too drastic; the acceleration you get is steady rather than instant, but it does continue to build pace relentlessly.

Off-road, too, it simply never feels stretched. Whether you’re rumbling along at 20mph on a scruffily unsurfaced green lane or picking your way at less than walking speed across the sort of terrain that makes a vehicle work for its living, there’s rarely any sign of the engine needing to break a sweat. Every now and again, the revs rise as the traction control asks for more input to help it defeat the laws of nature, but even then it’s more of a contented gurgle than a shrill bark.

In terms of fuel consumption, over the course of a week in the D250 we got 31.8mpg out of it. So, while we don’t have anything relevant to compare it to, we’re not seeing anything to say it will be an economy hero they way a D300 won’t.

With all else being e ual, then, we do have to say that we’d spend the extra money and trade up to the D300. egular readers will know that we’re huge, huge fans of the D250 engine in the Defender, and it’s excellent in the Disco too – but the more powerful unit has a fractional edge which makes it that much better suited to what the latter vehicle is.

Be in no doubt that the Discovery D250 is a wonderful vehicle. If you’re in the market for an SUV of this nature and you can afford the price of putting one on your drive, we can’t think of anything that will live with the standards it sets in so many different ways.

Actually, we can think of one thing and it is of course the Discovery D300.

There’s something indefinable that makes the bigger engine even better – but make no mistake, either way you’ll be getting a and over that’s nothing short of brilliant at all it sets out to do.

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Issue 102: July 2022

Pleasure yacht

17

This Series II’s owner admits to having got ‘extremely carried away’ while restoring it. The result was a classic Land Rover with a touch of maritime luxury that’s all ready to sail off happily into the future Words: Dan Fenn

hen people restore 90s and 110s, it’s normal for them to finish the job with a bit of bling. It’s what the market wants, ultimately – dressed up Defenders sell well, that’s the long and the short of it.

It’s a bit different with older Series trucks. Traditionally, restoring a classic car means taking it back to showroom standard, and this is indeed where

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the six-figure market still resides.

But there’s a lot of love for rat-style trucks – that is, old leafers which have been returned to a completely robust mechanical condition but left with all the wear marks on their bodywork that gives them the character we all love.

This here Series II is a bit different.

It’s fresh from a very major restoration job indeed, and no-one could accuse it of being a rat. But it’s not showroom-

standard, either – there’s a whole lot more character to it than that. or starters, the combination of light blue paintwork and beige canvas has a kind of nautical vibe to it that feels like it belongs on the uayside at Poole Harbour or somewhere like that. Who knows what character was buffed out when its panels were brought back to life but rather than being smothered beneath several layers of new bron e green, it’s been replaced by a whole new character that and overs never had back in 1959.

If that all sounds a bit fanciful, take a look inside. The rear of the vehicle, and its footwells, have been floored in teak.

If it didn’t already feel like a miniature

The 2.25-litre petrol engine is original to the vehicle, as is the fourspeed gearbox behind it. Both have been completely refurbished, as has the Webber carb. The rebuild was based on a new galvanised chassis, ’ common to see the bulkhead being galvanised too. This one really has been done to last

yacht on four wheels, it does now.

This isn’t some DI lash-up, either the andy’s owner, who goes by the name of George, says the job was done by a company whose clients include none other than Sunseeker. So what they don’t know about laying a wooden floor ain’t worth knowing.

Getting the work done properly was very much the theme of this restoration, too. George says 50 professional

hours have gone into it – and we’d add that every single one of them show.

So does the kit that the professionals in uestion used. The truck sits on a fresh galvanised chassis – as does a galvanised bulkhead, which marks this out as a proper belt-and-braces rebuild. All the body cappings were regalvanised, too.

So it’s solid. But it’s also more original than it might look. Very often,

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Issue 102: July 2022

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COMPLETE READY TO DRIVE CARS OR SELF BUILD KITS • Build manuals & full kits,

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trucks with this kind of vibe have gone that way because they already had a ord V or a over V8 turning a pair of ange over axles or something like that, but this one is still on its 2.25-litre petrol engine and four-speed box.

These have been rebuilt, of course, along with everything else that’s even remotely capable of being rebuilt – such as the Webber carb, ensuring the 8 ,000-mile four-pot runs as smoothly as it ever did before.

Naturally, it’s aided in this by comprehensively rebuilt running gear.

The andy has had a complete rewire, too, and its heater system has been reconditioned. It could be said that the latter is a bit of an optimistic thing to do, given their less than entirely stellar effect from new, but every little helps. ther stuff you don’t often hear about in restoration tales includes an all new dashboard. This contains a full set of restored and rebuilt instruments from Speedy Cables, too, and if you know your classic car scene you’ll know that these guys have a reputation to reckon with. They’re viewed through a steering wheel that has been completely refurbished, and while he’s holding

on to it George is sitting in one of the all new seats that go with a pristine looking cabin.

What else is new? The wheels and tyres, the paint of course , the canvas roof ‘I started the project thinking it would be an easy restoration,’ George admits. ‘I got extremely carried away with the time and cost ’ As you do. Talking cost, he reckons he’s done £50,000 on it, which is a pretty shattering amount when you think of what the typical restored classic will fetch – but then, he’d argue that his had been finished to a very atypical level of attention to detail.

And, of course, it looks like a yacht.

We think it’s one of the most beautiful Series trucks we’ve seen. Would it be pushing the boat out see what we did there to say it’s the and over e uivalent of a Cal-look Beetle? Either way, we found it hard not to feel that that new dashboard is crying out for a bit of creative sticker-bombing Now, as is so often the case, having spent a small fortune on the restoration George is now sitting on a vehicle that owes him an awful lot of money. And when that happens, you know what people tend to do. The answer to the

uestion that’s forming in your mind is £ ,995, which definitely puts this towards the top end of the market for restored Series IIs. It’s not a lot for a teak-trimmed yacht, on the other hand. ‘This car would be the perfect vehicle for any summer occasion or holiday home,’ suggests George, though you can probably imagine yourself driving it in a whole world of other scenarios too. Basically, it’s just a beautiful, beautiful thing – and while it might be a little optimistic to call it an appreciating asset, if it’s treated right it certainly won’t plunge in value the way most new SUVs of that price will the moment you sign your name on the contract.

That’s the nature of old andies, of course. Someone’s going to spend a bit on this one – but it’s going to repay them many times over. ust so long as they don’t drive it down to Poole Harbour and forget that it’s not actually a yacht The vehicle in this article was for sale at the time of writing, at a price of ’s bas n a o an o an n i in assi a s on page 28 of this issue.

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Issue 102: July 2022

News

Products

Vehicles

Adventure

Workshop

Buyers

Ready to see the world This 300 Tdi Defender 90 has been given a major restoration – and turned into a seriously cool off-road camper in the process Words: Tom Alderney

The LEADING LAND ROVER AND RANGE ROVER 4X4 ENGINE REBUILD SPECIALISTS Although specialising in Range Rover and Land Rover our experience covers the full spectrum of vehicles which enables us to service and repair any make and model. We bring a wealth of experience from Land Rover main dealer, but with a friendly local garage approach. No job is too big or too small and all servicing and maintenance work will be fully explained and priced to meet your needs.

02035 420 100 • sales@4x4enginerebuilds.co.uk • www.4x4enginerebuilds.co.uk 27 Riverside Industrial Estate, Unit 16 Thames Road, Barking, IG11 OND

IF THE PICTURE ABOVE doesn’t stir your soul, maybe check and see if you’ve got a soul.

If there’s one image, above all, that people love about Land Rovers, it’s that of a lone vehicle out there in the wilderness. On board, a hardy explorer at one with nature aboard his trusty steed.

Of course, we all know about how this kind of steed can turn out to be more rusty than trusty. But we also know how the right owner can turn it back again – into more than it ever was before.

That’s what happened to this 300 Tdi. Its current owner, who’s called Darren and hails from near Edinburgh, bought it in 2017 and gave it the kind of rebuild that means what you’re looking at is, to all intents and purposes, a new vehicle.

What he took on was a 90 with around 200,000 miles on its clock and an MOT history which, while actually pretty clean, had seen it tugged more than once for welding in addition to a variety of small, silly things that pointed to a general lack of love.

That was about to change. Starting with a galvanised chassis, Darren used

a brand new 300Tdi engine with a gasflowed performance head, mating it to a new R380 gearbox and fitting a PAS box, turbo, radiator and header tank.

He also reconditioned the axles, using new swivels and halfshafts – as well as new wide-angle propshafts to turn them.

On went a new bumper, grille and lights, a Raptor dash was added in the cabin and the whole lot was rewired. In every area where it matters, the 90 became a new one.

So when Darren describes it as being ‘mechanically in perfect working order, with very low mileage,’ he’s telling the truth. The 90’s identity may have a lot more miles beneath it than the 14,600 on its clock, but if you know what you’re

looking at you’ll know which figure is that right one.

You’ll know what makes it such a cool one, too. ‘This has been used for pleasure and camping only,’ says Darren, ‘covering most of its mileage during the summer months in the Scottish Highlands. ‘It is a stunning example of a Defender camper and has provided much joy to me and my partner as we explored Scotland in it over the last few years.’

And now you can feel the joy too. At £30,000, the 90 is not cheap – but for a new Land Rover, it’s excellent value. And for the chance to experience landscapes like the one in the picture, it’s priceless.

You’ll find it in the classifieds on page 28 of this issue.

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The Landy Buyer All the information you need – in one place – to buy your perfect Landy

A money pit?

T

he two words you hear people utter most frequently about the Discovery 3 are ‘money’ and pit’. But once they’re done with bemoaning the horrors inflicted on their wallet by its suspension, handbrake, timing belts and more

or less everything else, they do tend to admit that when it’s not bankrupting them, it’s a pretty wonderful truck.

And all that wonderfulness is there to be punted on at achingly low prices now.

We all know why they’re low, but when you can get a Disco 3 for a couple of

Series I (1948-1958)

The Series I, particularly in its 80” guise, is the most sought-after of

all and overs. 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 and over. Because with restored examples changing hands

Series III (1971-1985)

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

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

In 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.

Lightweight (1968-1984)

These military vehicles can easily be distinguished from regular

and overs. To mimic the civvy Series machines, the Series III model built from 19 2 onwards, also had its headlights switched out to the wings. ightweights add an extra dimension to owning a and over.

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

90/110 (1983-1990)

This is and over at its best a no nonsense workhorse that can

also take you just about anywhere in the world.

Early 90s and 110s are starting to be a real collector’s item. But you’ll likely be searching far and wide for a pristine example.

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

grand it’s hard to be sensible. This is a lot of truck for your money. f course, even if you manage to land a really well behaved one and have a trade account with a parts supplier (most of the people we’ve heard waxing lyrical about the Disco 3 have been professional and over specialists, funnily enough , running costs will still be high. Its fuel consumption and road tax rating will see to that. But a Discovery 3 with all its

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

The earlier the vehicle, the more it will be worth. The sky’s the limit – but can you really put a price on such an icon?

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

£2500-£30,000 They still carry the simplicity of earlier Land Rovers, but can be obtained for a fraction of the price... for now.

Pros: Most affordable way into Series ownership. Still has the Series pedigree. Parts still widely available Cons: Not yetas desirable as the earlier Series models

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

Pros: Not like all the other Land Rovers out there. Military background. Lovely 2.25 petrol Cons: A ’ ’ E over regular models means they command a price premium

£3000-£26,000 A very early 2.25 petrol 90 is a rare thing, and a beautiful one too. But perhaps try for a 2.5 natasp diesel they’re robust and as simple as they come.

Pros: E E U potential for mods and restos Cons: Puny engines (V8 apart) Not many left in good condition

Insure a Discovery 3 with Adrian Flux from £225 depreciating done still has the potential to be a very sensible purchase – not to mention a sensational all-round x .

• Based on a 2004 2.7 TDV6 automatic. Valued at £3500, unlimited annual mileage.

50 year old driver, fully comp, £200 excess

Series II/IIA (1958-1971)

£2500-£40,000

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

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

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. Some now MOT exempt Cons: Bulkheads and chassis rot, springs prone to seizing

Series IIA/IIB FC (1962-1971)

£2500-£15,000

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

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

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 Cs 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

101 (1972-1978)

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

£7500-£26,000 the time came for demob. They were flogged off at very low prices and turned into off-road toys – not something you’d do with one today, given the rarity and classic value they’ve taken on.

Compared to the IIA IIB C, the 101 is more fun thanks to its V8 engine. It’s still a military tool, though – some still have fixtures

127 (1985-1990)

The 12 was built on a special production line in Solihull which

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 ’ Cons: E

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

Pros: Master of the road. Lovely V E sees one loves it Cons: Monumental running E

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

These days, it’s very rare to find a 12 that hasn’t been hammered, restored and or converted, or all three. People looking for a work truck tend to go for a later 130, so the 12 is more of an enthusiast’s

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

Almost all 12 s have had an engine conversion by now, too. ots to be wary of, then – but it’s a hell of a lot for your money.

Pros: E limitless potential and character Cons: U S had a colourful life

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

Defender 200 Tdi (1990-1994) £4000-£35,000 Defender 130 (1990-2016)

The Tdi engine, which arrived with the Defender name, can last for

decades if it’s looked after. ind one that’s had all its oil changes a tall order and it’ll go round and round the clock.

The good thing about the earlier 200Tdi is that it’s simpler than the later 300. What you gain here you lose in refinement, but this is seen by many experts as the best Defender of them all.

Defender 300 Tdi (1994-1998)

The 300 Tdi engine is very different to the 200 unit it replaced, though

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

The arrival of the 300 Tdi also brought with it the 380 gearbox.

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

Defender TDCi (2007-2016)

The last Defenders gained modern 2. and 2.2 TDCi engines and

smooth six-speed gearboxes, They still had phenomenal off-road ability and were even okay to sit in. amously, this was the Defender that actually had a dashboard any people dislike the TDCi, especially the earlier 2. , but they still change hands for huge money – especially when the likes of ahn or Twisted have been

The T gearbox in the 200 Tdi is more truck-like than the later 380, and these vehicles didn’t come with bling. ust be sure it’s an original Tdi you’re getting, not an old Discovery conversion.

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

£4500-£40,000

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

130 that changed the most. That’s because unlike the old 12 , 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.

Defender Td5 (1998-2007)

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

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

D Cons: Sure to be very different to when it left the factory

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

£9500-£195,000

Defender (2020-on)

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

Pros: E forts, off-road prowess Cons: Price, electronics, TDCi engine is unloved

£12,500-£30,000

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

As a result, you’ll find many more original ish 130s than 12 s.

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

Pros: A proper truck with huge capabilities in every area Cons: I ’ ’ actually need that much size

£6000-£35,000

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

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

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

still be a DI machine. Parts are in plentiful supply, as is specialist knowledge – and it’s one of the best and overs ever.

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

£45,000-£110,000

to steer it away on to something safer. ike 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 e uipment.

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

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

Pros: Comfort, capability, Cons: Not cheap to buy. Lacks ’

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Freelander 1 (1997-2006)

The reelander 1 is a cheap gateway into and over ownership.

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

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

The 1.8 petrol used to be notorious for head gasket failures.

Today’s replacements are much

£400-£5500 more robust, but a late diesel is your best bet. 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

Freelander 2 (2006-2015)

The reelander 2 was a massive improvement on the model

£2000-£18,500

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

It’s become one of the most reliable and overs 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 – £10,000 now gets you one worth having.

Pros: R economy of diesel engine Cons: Transmissions can wear quickly if used for towing

Range Rover Classic (1970-96)£5000-£265,000 Range Rover P38A (1994-2002) £1500-£25,000

The original angey is a classic you can use everyday – and there

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

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

Range Rover L322 (2002-12)

The k3 ange over 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 . , though the 3. has all the power you need. The V8 petrol, on the other hand, is temptingly cheap. Guess why

RR Sport Mk1 (2005-2013)

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 angey has more class.

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

RR Evoque Mk1 (2011-19)

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

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 and over 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

An awful lot of angeys 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

£2250-£28,000 This isn’t a DI motor, but it certainly is a ange over, 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

£12,500-£25,000 ou’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.

E

£9500-£47,000 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 WD. Pros: E concept-car image Cons: Cramped rear seats, not as practical as a Disco Sport

A k2 angey in good working order is still a sensational car to

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

Air suspension failure is the norm. Head gaskets can let go.

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

Range Rover L405 (2012-on) £27,000-£180,000

The current ange over is a majestic x . All the engines in the

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. ost that leave the tarmac probably do so only when their owners are in the mood to blow some grouse out of the sky.

RR Sport Mk2 (2013-on)

The second-generation ange over Sport is 00kg 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-fat ange over.

RR Evoque Mk2 (2019-on)

ost ange overs all look the same at the front now, but the new

The Velar a competent cruiser and has received numerous accolades

other models expected to follow the Velar in due course.

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

The original Discovery was based on the ange over of the time,

Inside, the ange over’s cabin is superb, with sumptuous trim and cutting-edge e uipment.

Prices are, of course, as immense as the vehicle itself. But if you can afford it, so too is the presence a angey will give you.

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

£22,500-£160,000

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

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

Range Rover Velar (2017-on) £30,500-£95,000 Discovery 1 (1989-1998) because of its particularly handsome exterior. It’s based upon the same architecture as the aguar -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 is and over’s most advanced cabin to date, with

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

Pros: Luxury, price, a Land R ’ Cons: E B

with the same 100” wheelbase and a slick body containing a spacious, flexible cabin. It was well e uipped and refined, and it came with the wonderful Tdi engine. ver time, the Discovery’s epic off-road ability meant almost all of them were hammered at playdays. ower body rust is a big killer, too.

So it’s rare to find a good one now,

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

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

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

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

£800-£18,000 and when you do they tend to be priced with a lot of optimism.

Very early ones in tip-top condition are full-on classics, too. or a sound one to own, we’d look for a tidy 300Tdi. Pros: Price, practicality, parts E Cons: T ’ been doused in sea water

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

Discovery 2 (1998-2004)

The Disco 2 is powered by the Td5 engine, one of and over’s most

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

Discovery 5 (2017-on)

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

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

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

£1000-£12,000 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

£24,500-£80,000 convincing – as is an interior that might make you wonder why you’d bother paying more for a ange over. ust be careful not to go wild with the options and end up paying more for a Discovery Pros: Immense blend of comfort and practicality Cons: Feels more like a softroader than a proper Discovery

Discovery 3/4 (2004-2017)

The Disco 3 is an astonishing allround vehicle. It’s good on the road

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

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

Discovery Sport (2015-19)

The Discovery Sport packs seven seats into a Freelander-sized

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 Evo ue, and you won’t need to live with the fear of Posh Spice jokes. ou

Discovery Sport (2019-on) The second-generation Discovery Sport arrived only four years after the first. That’s because once again, it’s related to the Evo ue, which was launched several years earlier and was therefore ready for a full new model in 2019.

£2450-£34,000 be maintenance costs – infamously, the timing belt is a body-off job, and rust is becoming more and more of an issue with these vehicles, too.

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

£13,000-£33,000 might shudder at the price if you’re buying new, though – but on the used market, there are some tidy looking deals to be had, even on high-spec examples.

Pros: More practical than an E S seats. Capable enough off-road Cons: Back seats only for small mammals. Price of top models

£21,000-£52,000 The Disco Sport is a premium medium-si ed SUV. It’s available with seven seats and, by the standards of the competition, models with four-wheel drive offer a decent level of off-road ability.

It’s a massively popular choice

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for the school run – and, with the arrival of a plug-in hybrid early last year, as a company car.

Quality has taken a step up from the first model, with far better chassis dynamics and overall refinement. There’s a range of

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

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

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

28 Series II 88” 2.25 petrol ST (1959). 86,000 miles. Full resto in last 2 years, 450+ professional man hours. Galv chassis and bulkhead, all running gear rebuilt, teak floor. Stunning. £47,995. Frome.

07515 887278 07/22/001

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

News

Issue 102: July 2022

Series III 109” 2.25 petrol (1978). 64,000 miles. Ready to use slide-out mobile bar. Fully fitted rear with pump coolers, 6 beer taps, decoration lights. Ex-Army ambulance. £13,000. Nuneaton.

02475 260663 07/22/002

Series III 88” Hard-Top (1972).

200Tdi. engine installed Galvanised chassis. Freewheeling hubs.

Bulkhead replaced. Tax exempt. £6000. Forest Of Dean. 07971 151760 07/22/005

Products

Defender 110 2.4 TDCi County HT (2008). 86,000 miles. Recent major refurb including all suspension, brakes, body, chassis and interior. Mechanically sound, rust free.

MOT March. £17,400. Newport.

07977 198241 07/22/016

Defender 90 Td5 County (1990).

115,000 miles. Puma styling, leather buckets, 13” wheel, LED lights. Nav, CD, Bluetooth. Sump and steering guard, ladder, roof rack. MOT Dec. £14,750. Blackburn. 07470 297829 07/22/008

Defender 90 300Tdi (1996).

14,600 miles since resto in 2018.

Galv chassis, new engine and gearbox, mechanically in perfect order.

Front Runner roof rack. Used only as a camper. £30,000. Edinburgh.

07866 619524 07/22/011

Defender 90 (1990). Comp safari vehicle with 270bhp 3.0-litre BMW M57 engine, Ashcroft R380, Helix paddle clutch, pegged diffs, Fox shocks, galv chassis, MSA cage.

MOT Feb. £14,000. Maldon.

07770 996800 07/22/012

Defender 110 2.2 HCPU (2016).

4200 miles. Air-con. Heated seats and screen. CD, DAB, Bluetooth.

Dynamat. Full Dinitrol when new. Alive remap, intercooler, exhaust. MOT Oct. £42,000. Hertford. 07973 239611 07/22/017

Defender 110 2.4 TDCi HT (2008). 210,000 miles. Factory HD suspension. Rack, snorkel, CD stereo. Rock solid underneath, runs smooth and quiet. Ideal expedition truck. MOT Jan. £11,495. Holmfirth. 07742 428117 07/22/010

Hybrid (1957). 59,000 miles.

2.5-litre Ford TDI, R380, LT230, late Defender axles. PAS, disc brakes, front/rear winches. 3” lift, 35” Discoverer STT Pros. Exmoor hood. £10,500. Ferndown. 07471 746688 07/22/013

Defender 110 XS Puma (2008).

143,000 miles. Pop-top roof, 2 solar panels, National Luna fridge/ freezer and split-charge. Longrange tanks. Excellent all-round.

MOT Mar 23. £35,950. Chester le Street. 07791 263487 07/22/009

Discovery 300 Tdi (1995). New cambelt, head, rad, front discs and pads, rear floor panel. Welded around seatbelt anchorages and both inner wings. Little work needed for MOT. £1100. Wirral.

07708 620116 07/22/004

Discovery 3 2.7 TDV6 SE (2009).

157,551 miles. 7 seats. Nav, air-con, elec seats, unmarked 18” alloys.

Recent susp compressor, cambelt, turbo, tyres. Custom 250bhp ECU upgrade. MOT Mar. £9000. Dorset.

07471 746688 07/22/014

Range Rover Sport 3.0 TDV6 Autobiography (2013). 117,000 miles. Heated seats, cruise control, parking sensors, reversing camera.

No faults, no warning lights. FSH, MOT Oct 22. £13,995 07817 302696 07/22/006

Range Rover 200Tdi (1990).

Limited edition 20th Anniversary 2-door. LHD. 5-speed manual.

Correct features, new top tailgate, solid chassis. Needs a few cosmetic jobs to finish. £14,750. Evesham.

07708 470030 07/22/003

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

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

Registered To Land Rover Online Service System

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THE BEST HEAVY DUTY LAND ROVER CLUTCHES! LOF TDCi clutch kits RRP

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Vehicles

Adventure

Workshop

Buyers

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

A Land Rover to keep your spirits up!

OWNING A LAND ROVER can be enough to drive you to drink. But here’s one where you drive the drink to… well, anywhere. Wherever there might be people in need of a crafty pint, this Series III has been converted into a bar that can get to them.

Underneath, it’s an ex-Army 109” Series III Ambulance from 1978. Powered by a 2.25-litre petrol engine, it was first put on the road in civvy hands in 1978 – since when its total mileage has increased to a less than astronomical 64,000.

That’s not the sort of stuff you need to be concentrating on here, though. Look instead in the back, where beneath a wonderfully time-serviced roof you’ll find a fully fitted bar.

Complete with pump coolers and six beer taps, this slides out to form a table which sits beneath a matching gazebo. The truck’s signwritten, of course, and has its own bar sign made from pallets.

‘Literally pull up and make money,’ says Holly Tree Trade Sales, of Nuneaton, which has the Series III listed at £13,000 (it’s advertised on the page opposite). Well, yes – though ‘literally pull up and make friends’ might work too. Just imagine arriving at your mate’s barbecue aboard this bad boy…

There is of course the tiresome issue of licensing.

But the idea of being able to operate a pop-up bar capable of popping up anywhere a Land Rover can go is very appealing indeed. If nothing else, it would be an utterly brilliant excuse for running about in the coolest vehicle you’ve ever seen. Cheers!

Issue 102: July 2022

29

The definitive publication for all enthusiasts of classic Land Rovers

LAND ROVER T H E G R E AT B R I T I S H C L A S S I C Sponsored by

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Pages of spares and accessories for every classic Landy

Look after a Land Rover, and it will last forever. This longevity, which is almost unique in the car industry, means a vast number of classic Land Rovers are still on the road today – and not just as classics, but as historical vehicles still working for their living to this day.

Land Rover: The Great British Classic celebrates this magnificent heritage by focusing on the best of Land Rover from its early days. A high-quality publication from the makers of 4x4 magazine and The Landy newspaper, it covers a broad

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In Praise of Patina

nothing We all love a showroom-spec Landy. But there’s pride quite like a Series I that wears its heritage with

ly Range Rover and Discovery Series I, II/IIA and III • Pre-Defender 90/110 • Ear ers still doing what they do best Restored, preserved, modified: Classic Land Rov

war years, but also the first generations of Range Rovers, Discoverys and Freelanders, as well as the 90s and 110s that were later to become the legendary Defender.

Covering the vehicles’ history, spotlighting case studies of restored and otherwise much-loved examples and searching out stories of adventure behind the wheel, Land Rover: The Great British

PLUS What to pay for every classic Land Rover

Classicc is a publication for everyone who admires Land Rovers from the early days.

Published on 29 April, priced £9.99 • Available from WHSmiths and other large newsagents Or buy direct from www.4x4magazineshop.co.uk – with no P&P!

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

Issue 102: July 2022

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

STOCKIST DIRECTORY

Steering Wheel Restoration

South East England

Steering Wheel Restoration

Steering Wheel Restoration Land Rover I, II, III restored to concourse standard.

Steering wheel restoration, vintage to modern cars, tractors, lorries, buses, boats. Bluemels, celluloid, bakelite, Land Rover I, II, III restored to concourse Unit 95, The standard.

Oaks, wood & plastic.

Steering wheel restoration, vintage to

modern Manston cars, tractors,Business lorries, buses, celluloid, bakelite, S W heel tel: +44 844962 boats. Bluemels, Steering teering W(0)1843 heel R Restoration estoration Park, wood &Ramsgate, plastic.

steeringwheelrestoration.co.uk tel: +44Kent www.steeringwheelrestoration.com CT12844962 5FS (0)1843

North West England

LRS Engineering Loony about Landys!

Land Rover I, II, III restored to concourse standard.

Steering wheel restoration, vintage to modern cars, tractors, lorries, buses, boats. Bluemels, celluloid, bakelite, wood & plastic.

www.lrsengineering.co.uk 01787 469553

South West England

77a Sandon Road Southport Lancashire PR8 4QD www.worldwidelr.co.uk enquiries@worldwidelr.co.uk 01704 567114

2013 AWDC Comp Safari Champions using Fox Shock Absorbers

A1 British 4x4 Specialists Independent Servicing and Performance Specialists for Land Rover Vehicles.

Unit 4, Fernhill Street, Bury, Lancashire, BL9 5BG

tel: +44 (0)1843 844962/ 01992 445630 Phone: 01992 445634 steeringwheelrestoration.co.uk E-mail: ajd@ajdoffroad.co.uk Unit N5, R.D. Land Park, Essex Road, Hertfordshire, EN11 0FB Rover I, II, Hoddesdon, III

Land Rover I, II, standard.

III restored to restored to concourse concourse standard.

Steering wheel restoration, vintage to Steering wheel restoration, vintage to modern cars, tractors, lorries, buses, modern cars, tractors, lorries, buses, boats.

Bluemels, celluloid, bakelite, boats. Bluemels, celluloid, bakelite, wood & & plastic. plastic. wood

www.ajdoffroad.co.uk

www.a1british4x4.co.uk enquiries@a1british4x4.co.uk • 0161 763 4300

tel: tel: +44 +44 (0)1843 (0)1843 844962 844962

steeringwheelrestoration.co.uk steeringwheelrestoration.co.uk

West England Freelander Specialist Independent Land Rover Specialist

Glebewood Lodge, Brandon Rd, Methwold, IP26 4RH

07809 575421 sue@freelanderspecialist.com

www.island-4x4.co.uk Online Land Rover Part Specialists Offering Worldwide Mail Order

* Free Mainland UK Delivery Over £50 * * Delivery France, Germany and Belgium £10 unlimited weight and parcels *

sales@island-4x4.co.uk

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

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

www.gumtree4x4.co.uk admin@gumtree4x4.co.uk • 01444 241457

SALES & REPAIRS IN ALL VEHICLES & 4x4s Wenlock Motors offer a wide range of services including vehicle repairs and servicing, air conditioning repair and re-gas, clutch replacements, diagnostic work, power steering issues and much more...

Smithfield Works, Bridge Road, Much Wenlock, TF13 6BB en ock otors@btconnect.co • 01 7 7 14

APB Trading

Leading Independent Land Rover Specialists Unit 38, Hartlebury Trading Estate (North), Kidderminster, Worcestershire, DY10 4JB

01299 250174 • www.apbtrading.co.uk

West Midlands

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

www.johnrichardssurplus.co.uk in o@ ohnrichar ssur us.co.uk • 01

HIGH STREET, DOWNLEY HIGH WYCOMBE HP13 5XJ FULL RANGE OF GENUINE, ALLMAKES, BRITPART AND BEARMACH PARTS, ACCESSORIES, UPGRADES, TOOLS AND MANUALS AVAILABLE

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North East England

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

steeringwheelrestoration.co.uk

AJD Off-Road

31

03 1

Yorkshire

MPB 4x4

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

Wales

Foundry 4x4 Ltd

Cast Iron Quality & Service The Old Bakery, Rear of Vale Terrace, Tredegar, Gwent, NP22 4HT

www.foundry4x4.co.uk

info@foundry4x4.co.uk • 01495 725544

Performance Braking Extensively tested Alcon brake systems will battle through the toughest challenges without sacrificing performance.

When you’re heading into extreme terrain, you leave nothing to chance. That’s why you’ve probably already added some aftermarket upgrades - suspension lift kit, bigger tyres & a winch etc. But there’s one problem; the weight of all that extra gear can put a strain on your Defender’s braking performance.

The more serious your adventure, the more you need an Alcon uprated brake kit.

The Alcon complete uprated brake solutions are designed to perform superbly even in the harshest conditions. From high rocks to desert washes, these extensively tested brake systems will battle through the toughest challenges without sacrificing performance.

Alcon is a global leader in the design, development and manufacture of brakes, clutches & actuation for motorsport, OEM, aftermarket, specialist and armoured/military vehicles. Alcon’s range of brakes, clutches & actuation is huge.

It has been developed for over 30 years by working at the top level of motorsport including F1, NASCAR, GT racing, World Rally, and Touring Cars to name but a few. With a wealth of experience in brake and clutch design, backed up by our well-equipped development facility based within “Motorsport Valley” in the UK, Alcon thrives on the challenge of devising innovative and unusual solutions for every application. We use our specialist knowledge to create the best solutions for every customer’s need. That’s why we’re the best at what we do.

Alcon Defender Brake Kits > High friction brake pads increase stopping power > Increased brake pad area reduces temperatures and increases pad life > Staggered position in order to ensure even brake pad wear > Stainless steel pistons as standard for improved resistance to thermal conductivity > Hard wearing anodised alloy caliper > Internally drilled, no external pipes

DA2704

Defender Rear Brake Kits > Solid ‘C’ grove disc - Ø298 x 14mm > 4 Piston forged caliper > Performance break pads included DA2704 4 Piston kit Red DA2705 4 Piston kit Silver Replacement Parts DA2712 Rear left brake disc DA2713 Rear right brake disc DA2714 Rear brake pad set DA3339 Rear anti-rattle clip Note - Both DA2704 & DA2705 rear kits are suitable for fitment on Defenders where either 16” or 18” front disc kits are fitted. For Defender 110 the rear kit will only fit vehicles from VA128340.

DA2703

DA2700

Defender 16” Wheel Front Brake Kits > Fixed iron ‘C’ groove disc assembly - Ø334 x 28mm > 4 Piston 2 piece cast caliper > Performance brake pads included > TÜV approval certification is available when fitting the 16” brake kits to a Defender - DA2702 plus DA2704 and DA2703 plus DA2705 DA2702 16” 4 Piston kit Red DA2703 16” 4 Piston kit Silver Replacement Parts DA2706 16” Front left brake disc DA2707 16” Front right brake disc DA2708 16” Front brake pad set DA3335 16” Front anti-rattle clip

Defender 18” Wheel Front Brake Kits > Fixed iron ‘C’ groove disc assembly - Ø355 x 32mm > 6 Piston monoblock cast caliper > Performance brake pads included DA2700 18” 6 Piston kit Red DA2701 18” 6 Piston kit Silver Replacement Parts DA2709 18” Front left brake disc DA2710 18” Front right brake disc DA2711 18” Front brake pad set DA2797 18” Front anti-rattle clip

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