The Landy - July 2020 by Assignment Media Ltd

Page 16: A simple service turns out to require quotes for shipping the right oil halfway round the world

LANDY

JULY 2020

THE

ISSUE 77

ISSN 2056-6778 • Assignment Media Ltd

‘OUR 2.2 TDCI DEFENDER HAS A DPF – THESE ARE YET TO REACH AFRICA’

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Ex-military Land Rovers are always popular with enthusiasts. But they’re not always very civilised, even by normal Defender standards. This one, though, has been given the treatment by Overland and Highway. And now it’s a classic 90 with Army heritage and a glorious civvy life ahead of it…

Full story: Page 10

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Land Rover goes Live with Plug-in Hybrids

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and Rover has boosted its range of electrified vehicles with the launch of its plug-in hybrid technology, specifically found in the latest versions of Range Rover Evoque and Discovery Sport. The models – designated by their P300e PHEV labelling – illustrate Jaguar Land Rover’s further expansion into the field of electric automotive solutions, bolstering their current mild hybrid offerings with both the plug-in Evoque and Discovery Sport now available to order alongside. Using the firm’s brand-new 200hp three-pot 1.5-litre Ingenium petrol engine, the internal combustion engine works alongside a 109hp electric motor that helps propel the rear wheels, which in turn uses a 15kWh lithium-ion battery for power. A newly developed eight-speed automatic gearbox is also incorporated

The encouraging thing is that we into this state-of-the-art driveline, with aren’t finished with impressive figures the new plug-in hybrid technology just yet. On the charging front, the giving drivers the flexibility to choose P300e PHEVs should be able to surge between different power modes: from from 0-80 per cent charged in just 30 the petrol-only mode or a combination minutes if you’re using a 32kW DC of both electric and petrol, or finally public port, or even just an hour if you a useful (and quoted) range of 41 find yourself stuck with a mere 7kW miles (38 for the Disco Sport) on pure AC wallbox. electric mode. We are just a phone call or email away and here to help Perhaps more relevant, though, is Whichever mode you choose to ISSUES WITH YOUR DRIVETRAIN? the 6 hr and 42 mins quoted time for drive in, the powertrain uses the We are specialists in reconditioned: fully charging the car from a regular onboard GPS and navigation systems We are just a phone call or email • Rear Differentials • Transfer Boxes away and here to Same help Day Service To get you back on the road • Viscous Coupling Units (VCU) plug socket. Just don’t forget to plug it to maximise the car’s fuel efficiency, ISSUES WITH YOUR DRIVETRAIN? • Haldex Units in the night before… be it through petrol reserves or the ISSUES WITH YOUR ENGINE? We are specialists in reconditioned: electrical charge. At least if you find yourself running are specialists in reconditioning all • Rear DifferentialsWe • Transfer Boxes Same Day Service With CO2 emissions down as low late, you can be safe in the knowledge Freelander engines. To get you back on the road • Viscous Coupling Units (VCU) 12 month Unlimited as 32g/km, those figures bode well these plug-in hybrids are no buzzkills. NEED Aphone SERVICE, REPAIR OR DIAGNOSTICS? Mileagehelp Warranty We are just a call or email away and here to • Haldex Units for business users, but for ‘AverageWe are 0-60mph a fraction sec- awayNO just atakes phone callover orsix email and here to help PROBLEM! We can help you keep your Freelander in tip top condition, so you can focus on enjoying the ride! ISSUES WITH YOUR DRIVETRAIN? ENGINE? Joe’, the respective 201.8mpg and onds on both accounts and in all-elecISSUES WITH YOUR DRIVETRAIN? WE SHIP PARTSall WORLDWIDE 175.5mpg combined fuel consumption tric mode the PHEVs canWe reach reconditioned: are84mph. specialists in reconditioning We are specialists in reconditioned: figures for the Evoque and Disco Sport Ideal for making up lost time – and • Rear Differentials Freelander engines.• Transfer Boxes Same Day Service • Rear Differentials • Transfer Boxes Same Day Service 12 Tomonth Unlimited get you back on the road sound even better. How realistic they hastily draining your charge once more. • Viscous Couplingsue@freelanderspecialist.com Units (VCU) NEED A SERVICE, REPAIR OR DIAGNOSTICS? To get you back on the road • Viscous Coupling Units (VCU) www.freelanderspecialist.com Mileage Warranty • Haldex Units are remains to be seen. The P300e PHEV models are both are justNO a of phone call orWe email away and to help • Haldex UnitsavailableWe PROBLEM! can help you keep yourhere Freelander in the usual array S, SE ISSUES WITH YOUR ENGINE? in tip top condition, so you can focus on enjoying the ride! ISSUES WITH YOUR ENGINE? and HSE trims,YOUR with the R-Dynamic ISSUES WITH DRIVETRAIN? We arePrices specialists in reconditioning all WE PARTS WORLDWIDE upgrade available for selection. We are specialists in Freelander reconditioned: We are specialists in reconditioning all SHIP We can help you keep your Freelander engines. from £43,850 for the Evoque and are just a phone call or email and here to help Freelander engines. •start Rear Differentials • Transfer Boxes in tip topWe Same Day Service 12 month Unlimited condition, so you can focusaway on enjoying the ride! 12 month Unlimited NEED A SERVICE, REPAIR ORWITH DIAGNOSTICS? To get you back on the road £45,370 forCoupling the Discovery Sport. • Viscous Units (VCU) Mileage Warranty ISSUES YOUR DRIVETRAIN? NEED A SERVICE, REPAIR OR DIAGNOSTICS? sue@freelanderspecialist.com Mileage Warranty Wecan are help specialists in reconditioned: • Haldex Units NO PROBLEM! We you keep your Freelander • Rear Differentials • Transfer Boxes Same Day Service your Freelander NO PROBLEM! We can help you keepwww.freelanderspecialist.com in tip top condition, so you can focus on enjoying the ride! ISSUES WITH YOUR ENGINE? To get you back on the road • Viscous Coupling Units (VCU) in tip top condition, so you can focus on enjoying the ride! • Haldex Units WE SHIP PARTS WORLDWIDE

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4x4 community mourns loss of Selwyn Kendrick

elwyn Kendrick, whose contribution to the off-road world over the course of several decades made him one of the best known and most popular figures in the 4x4 scene, has died at the age of 76. A successful off-road driving instructor whose business was responsible for training countless professional 4x4 operators over many years, Selwyn was also heavily involved in organising Britain’s top-level comp safari and hillrally series. Yet unlike many for whom a hobby turns into a profession, he continued to enjoy off-roading in its own right, becoming a regular on the Southern Counties Off Road Club’s annual Ebble Valley Trail. A staunch believer in tried and trusted engineering, around ten years ago Selwyn was engaged by Autocar magazine to supervise the off-road part of a twin test between the Discovery 4 and Toyota Landcruiser. There was only ever going to be one winner in the mind of a publication so powerfully fixated on supercars and GTIs, and sure enough its journalists expressed their astonishment when Selwyn came down firmly on the side of the far more traditional Toyota. Had they turned up behind the wheel of a Discovery 1, we suspect, the verdict would have been altogether different. Perhaps Selwyn’s most significant contribution to the world, however, was the Mac 4x4 Challenge – a charity event which, between 2002 and 2016, raised £1.4 million for Macmillan Cancer Support. Selwyn originally planned to run the Mac 4x4 Challenge in the autumn of 2000 – only for that year’s tanker drivers’ strike to make it impossible. The following year, the Foot and Mouth epidemic had the same effect. Finally, the event went ahead in 2002; at that time, it was only seen as a one-off which might raise £5000, but its popularity was such that it was to run for almost a decade and a half. This determination in the face of adversity served Selwyn well in his own personal battle with cancer, which he fought for many years with his usual quiet determination and self-effacing humour. It was a fight in which he was,

sadly, destined to lose, however he was supported through his final years by an army of friends made during a lifetime in the off-road spotlight – who were also quick to pay tribute to him following the announcement of his death on 6 May. ‘Every competitor has memories of their interactions with Selwyn, who could be relied on to throw an unexpected diversion or task to the event just when you thought you had it worked out,’ said former Mac4x4 competitors Team Chaos. ‘A true gentleman who will be missed by all who knew him.’ ’A true gentleman, he would always have time to spend with you no matter what may be happening just to make sure everyone was having fun at the event,’ said Pat Masters. ‘An instigator of the Freelander challenge, he was

at his happiest making sure everyone else was happy.’ ’We often differed a little on specifics but always remained friends,’ said Ian Sykes, creator of the Scottish Hillrally back in 2002. And as you read through the comments of one well known name after another, one word keeps cropping up: ‘Gentleman.’ Selwyn was known by all for the gentle, kind-natured character and easy-going sense of humour that made him such a pleasure to work with and to know. Selwyn leaves behind his wife Joan, in what would been their Ruby Anniversary year, along with his son Joseph, his brother Jacky and his sisters Carol and Jill. Our sympathy, and that of the entire off-roading community, too all those mourning the loss of a man who was not just one of the good guys, but one of the best.

The good, the bad and the best

n every walk of life, there are the good guys and the bad guys. You’ll know about it from work, from the tales your kids bring home from school, and certainly from the world of Land Rovers and off-roading. It’s human nature to dwell on the bad guys. I’ve certainly done it too much in the quarter of a century or so since I became part of this scene, getting my knickers in a twist about so-and-so who stitched me up over some work he did on my truck, that bloke who came out with all that stuff about me on that forum that time or whatever. You know how easy it is to let those guys own you, and you know how easy it is to let that fact distract you from the admiration you should be feeling for the good ones. And it’s easy to tell the difference between. This is something I learned early, specifically about off-road driving instructors but it rings true for everyone else too, from vehicle builders to us sad car hacks. The good guys are the ones who you never hear slagging off the opposition. It’s that simple. Selwyn Kendrick was one of the very first people I met in the off-road game. It was at a 4x4 show near Hereford in the summer of 1993, when I was utterly wet behind the ears and hadn’t a clue what was what. I had been taught to trust nobody, but the gentle sincerity of the man was so genuine, I warmed to him without a second thought. Our paths crossed many more times in the years that followed. Often that would be at a hillrally, when it was all kicking off at once and he was at the centre of the storm – yet he always had time to say hello, ask how I was getting on and, more often than not, tip me the lead for a story. He was always ready to help others, and he seemed to have an innate understanding of how to do that. Even in retirement, he put a tremendous amount into the shows we organise, with no expectation of any reward – just helping the scene to thrive was all he wanted. He was a great off-road man and a true friend to many. He will be sorely missed. Alan Kidd, Group Editor alan.kidd@assignment-media.co.uk

Gibson’s Gab

Three ways to ease the lockdown blues

If you’re sick of being holed up, our man in the West Country has some top tips to pass the time Words: Tim Gibson By the time you read this, the British government may have eased lockdown restrictions. With any luck, we’ll be able to meet friends and family in small groups, perhaps outside, and we may even be able to go to the seaside. But, as the last six weeks and counting have shown, there are plenty of ways to pass the time while holed up at home. And they don’t all involve DIY. Here are the things we’ve been doing in our house to help us make it through. Even when lockdown ends, I reckon they’ll remain a part of family life! 1) Land Rover top trumps There’s probably a proper version of this, but we’ve developed our own.

Sourcing photographs of every model in the Land Rover range, including classics, is fairly straightforward. We cut ours out of the back of a rival Land Rover magazine (wouldn’t want to spoil our back issues of The Landy, after all). Glue the images to a piece of A5 card, then write key specification details below: brake horsepower, max. torque, engine capacity, top speed, fuel economy, and so on. Then, buddy up and take a wodge of cards each. Try to beat your partner by picking the best figure for any given category. Hint: if you’ve a 3.9 EFi V8 Range Rover Classic in your hand, don’t choose fuel economy… 2) Go for a “drive drive” So, we know that non-essential travel

is off limits. Which means those sneaky yangs we all take from time to time to clear our heads are a thing of the past. If you’re anything like me, you won’t have driven more than a few miles for weeks – and you can probably count on one hand the number of times you’ve taken the car out. But here’s the thing. Look on YouTube for some slow TV showing glorious driving routes. We found a great one of the Adriatic Highway in Croatia, and another of the Atlantic Road in Norway: both roads I’ve long dreamt of tackling. Play them on an iPad balanced behind your steering wheel and move your hands as if you were driving. Engine noises are optional. It’s not quite as good as the real thing, but it’s certainly a fun way to pass the time

– especially if you load the kids in the back and ply them with sweets. 3) Your dream Land Rover My son and I have found another way to keep ourselves amused: specifying our dream Land Rovers. The details change daily, though consistent themes emerge. Most days, my boy chooses a Series I, whereas I tend to plump for a 200Tdi 90, and occasionally a 300Tdi Discovery. And sometimes a Series III.

But, obviously, it’s not just about the model you choose: it’s about the mods you go for, too. Lifted suspension – and if so, how much? Uprated power plant? Tyres? Underbody protection? Honestly, you can while away hours as you explore all the permutations open to you. Just ask my wife. Keep safe, dear readers. And remember: the lanes will still be there when all this passes – most probably looking more beautiful than ever.

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NEXT MONTH

Best of the Resto: At Hereford 4x4 this early 90 was in need of some serious TLC, but care was needed to make sure it kept all of its correct heritage... PLUS

Few G4 Freelanders ever existed – so what’s the story behind this Tangiers Orange Freelander that turned up at James William Classics?

Active 4x4 Adventures give us a glimpse of what could be waiting on the other side of lockdown, with their comprehensive tour of the magniﬁcent Pyrenees mountain range

NEXT MONTH’S LANDY IS PUBLISHED ON 30 JUNE You can pick up your copy of our August 2020 issue from newsagents or Britpart dealers – or read it online at www.thelandy.co.uk 01283 553243 • enquiries@assignment-media.co.uk • www.thelandy.co.uk • www.facebook.com/thelandyuk Editor Mike Trott Contributors George Dove, Tim Gibson, Barrie Dunbar, Jannis Drew, Dan Fenn, Henry Gibson

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Issue 77: July 2020

News

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In Gear

The very latest gear you need for your Land Rover

Brightest From the ground up for longest. Whether you’re turning an old dog back into something worth a king’s ransom, or creating a mega off-road machine, rebuilding Land Rover Defenders is as big a business as ever. And whichever route your own personal vision of perfection may take you down, so too is doing it on a galvanised chassis. Manufactured by GKN Wheels and Structures, the Marsland chassis is a well known option in this area. It comes galvanised as standard – and is supplied with a GKN Certiﬁcate of Authenticity, which is accepted by the insurance industry as conﬁrming that it was constructed using the same materials, processes and quality control techniques as were stipulated at the time of OE manufacturer. The chassis is type-approved, too, and has even been crash tested. Good kit, then. GKN builds them to 2016 type

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specification, including the rear crossmember and A-frame crossmember. The chassis uses pressed C-section main rails made from 2mm steel. This is augmented with 3mm stiffeners which are fitted and spot welded internally for added strength, effectively giving you 5mm of material where you need it most. You don’t need to expect these chassis to be cheap, but you certainly get what you pay for. For example, they’re supplied with a bolt-in gearbox crossmember, rear crossmember to body brackets and A-frame to chassis bushes. Power steering pipe, fuel filter, fuel tank and fuel line rivnuts are fitted to the

chassis, too, and all holes are drilled and tapped (excluding those for the rear tow pack). Three versions of the chassis are available – for 110s with V8 and 300Tdi engines, as well as a third which is suitable for the 2.5 petrol, 2.5 naturally aspirated diesel, 2.5 TD and 200Tdi. Like so many of the best things in life, they’re supplied via Britpart, whose dealers will give you change from £3000 including VAT if you shop around. You’ll ﬁnd these bad boys at www.britpart.com.

Music to your ears Also new to Britpart’s range for the Defender are these Fast Rings from Stinger Roadkill. These are foam rings designed to enhance the output of aftermarket speakers fitted in the 5-5.25” factory door openings. The rings reduce panel vibration, minimise destructive wave interference and help prevent front and rear wave cancellation. This allows improved audio output efficiency, in particular in the mid-bass area. The kits include three rings and are easy to fit, and shouldn’t cost more than about £20. You’ll find them at www.britpart.com.

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Finding Your Feet

One of the most common questions people ask about off-road tyres is how they perform on the road. A recent investigation into this thorny question was carried out by 4x4 Australia, using a range of wet and dry performance tests on a tarmac track. Up against a range of strong competitors from the usual A-list brands, the winner that emerged was the Maxxis 772 Razr M/T. Still fairly new to Great Britain, this is the company’s new flagship mud-terrain, a mantle they’re taken up from the Bighorn. In particular, the Razrs proved very effective in wet braking, pulling up at least 1.3 metres shorter than the rest of the field. They took the highest points score overall, too, and testers reported that the outer edges of their tread stood up well to initial wear after prolonged and intensive hard cornering. Maxxis is well known at the top end of off-road competition, where the Trepador is almost a must-use tyre, but its mud-terrains are still establishing themselves in the mud-terrain market. We’ve had personal experience with the 764 Bighorn, and on the whole it was a very good one, but we reckon the Razr will go on to become a more common sight on green lane and playday trucks. You can find out more details about this and other Maxxis tyres by visiting their webiste at www.maxxis.co.uk.

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Issue 77: July 2020

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Issue 77: July 2020

News

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Upgrading the Armoury

Words: Paul Looe Pictures: George Dove

Owning a military Land Rover is an appealing prospect. But while the history and story that surrounds the retired veteran could be compelling, some of its outdated technology could start to grind your gears. At Overland & Highway, however, this ex-MOD 90 has received all the alterations it needs to be the perfect compatriot

hen you picture the military, your mind may think of high-tech gadgets and an armoury of vehicles all blessed with the very latest in electronic wizardry and battleﬁeld weaponry. Think Batmobile meets Caterpillar 794 AC – Google it and smile – and you’re not far off what a ﬁve-year-old may believe the military requires.

Okay, so some weird lovechild between the aforementioned hardware could seem excessive, and useless, when it comes to the likes of reconnaissance duties, but an arsenal of James Bond-like gizmos on the dashboard would surely be very welcome when trying to catch or evade the enemy. While the Armed Forces and other military factions in the 21st Century

may possess state-of-the-art machinery (albeit not the sort designed and engineered by toddlers or Q Branch), for many decades the British Army turned to Land Rover, speciﬁcally for the basic nature in which the Green Oval machines operated. Early Land Rovers didn’t come with dashboards and the concept of protection extended to the canvas hood

Below Left: If you want to get with the times, replacing the 2.5 NA diesel unit for the 200Tdi is an effective solution

stretching over the vehicle in order to prevent occupants from getting wet when it rained. Of course, I’m being cynical. There were also windscreen wipers at the front so the driver could see where he was going… The Armed Forces loved the basic simplicity of Land Rovers. Even when the Ninety and One Ten variants came in to replace the old Series Land Rovers in the mid-Eighties, the beauty of such down-to-earth machines was that they could be worked upon in the field without the need for complex tools or diagnostic equipment.. This ex-MOD 90 is from that exact era, or 1987 to be precise. It’s a 12-volt GS model, meaning General Service, and entered service for the Ministry of Defence in ’87, embarking on a 15-year stint in the military before being cast off into civilian hands in 2002. Back when this 90 first enrolled, Land Rover was fitting its non-civvie

steeds with the robust ‘12J’ power unit – a 2.5-litre naturally aspirated diesel with heritage from the old 2.25 diesel and not a lot more power. This Overland & Highway 90 looks much the same as when it came out of service, or at least it does to the casual eye. You see, in civilian life there is no need to worry about sorting your mechanical woes out in the field, because there is no field, just the edge of the A5. So why not sympathetically upgrade the vehicle so it’s more bearable to drive on a daily basis? The 90 we have here has been modified accordingly and it is now powered by a Defender-spec 200Tdi, allowing it to keep the diesel authenticity, but ultimately improving drivability no end. The 200Tdi also mates neatly with the standard five-speed LT77 gearbox and the inclusion of power steering means the owner of this 90 can drive the vehicle knowing they don’t need to allocate rest days in their diary.

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Issue 77: July 2020

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Above: Besides the jerry can holder, resprayed NATO Green bodywork and new mesh grille, the other key addition is the Safety Devices roll cage However, while the standout change may be the 90’s new heart, this Landy has been blessed with subtle customisations to make it a military Land Rover better suited to life outside the Armed Forces. That canvas hood, for example, is a replacement Exmoor Trim number that features windows for extra light and greater visibility in your blind spots. The

new frame is also from Exmoor Trim along with much of the interior. The Somerset-based interior specialists have provided the high-back cloth upholstered front seats, seatbelt bar and the front carpet set to lift this spartan cockpit. On the exterior, a mesh grille and front lamp guards provide a gloss to the front end, although that could be more to do with the lovely

Above: This 90 may have been modernised somewhat, but retro features like the military lighting switches remain resprayed NATO Green bodywork. A swing-away rear tailgate with jerry can holder complete the rear end, but it’s the full-length chassis-mounted Safety Devices roll cage that provides the most notable change, not just visually, but for peace of mind, too. The roll cage enables far greater protec-

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tion to passengers, along with those moments when some extra defence is needed off-road. This Land Rover is the perfect example of how to modernise a military machine. The history and authenticity remain, even down to the centre-mounted military lighting switch on

the dashboard, but the vehicle is now so much nicer to drive and to live with. And if that means more smiles per mile, then that can only be a very good thing indeed. Visit the Overland & Highway website for more vehicles for sale at overlandandhighway.co.uk

Brand new With interest in the Land Rover Defender at an all-time high, from the Defender tells the story of Publishers Solihull's go-anywhere legend – and Writers of from the earliest prototypes to the The Landy latest trends in restoration, personalisation and expedition prep. Newspaper! This high-quality bookazine also contains the most up-to-date coverage of the all-new Defender – which was recently named the most eagerly anticipated vehicle of all time.

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

And whatever kind of Defender you're after, old or new, you can't afford to miss our comprehensive buyers' guide. Packed with knowledge and advice from Defender specialists, it's a must for anyone looking to join the wide world of Land Rover ownership! Will be published online and in print in September. Just £7.99!

Pre-order today at www.4x4magazineshop.co.uk and pay no P&P.

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Issue 77: July 2020

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A Pedigree Mongrel

Words: Dan Fenn Pictures: Legacy Overland

Turning an elegant classic into a machine with a brash attitude isn’t easy. But American restoration specialist, Legacy Overland, has taken one particular Range Rover and given this Classic a personality with added authority

P Above: You won’t ﬁnd many Range Rover Classics with this blend of poise and aggression. This Legacy special combines retro features with modern tastes, such as the Rostyle wheels ﬁnished in gloss black. The lifted suspension also gives this Classic a more ‘up-and-ready’ purpose to its stance

icture a classic car in your head and you’re unlikely to imagine a machine with brawn and menace. Instead, classics usually have more understated attributes, such as elegance and charm, the sort of characteristics that you would naturally associate with a pretty car rather than one brimming with attitude. The same can be said of the Mark I Range Rovers. By name and by deﬁnition, these pioneering luxury SUVs are true classics, gliding along on the open road with nothing other than majesty

and grandeur. And then when they’re parked up, they seem approachable, with an unassuming stance and not an aggressive hard-faced stare that seems to greet us every time we look into the rear-view mirror these days. But what if your dream car was to be a Range Rover Classic with a little more clout – a Classic that carries itself more boldly and stands up for itself more in the crowd? The good news is that someone out there has already had the same idea. In fact, it’s a company rather than an

individual and the ﬁrm specialise in restoring vintage cars and SUVs, with one of their recent works of art coming in the form of a modernised and somewhat dapper 1974 Range Rover Classic. Legacy Overland, based less than an hour’s drive north of New York City in Greenwich, Connecticut, has lavished time upon this two-door Range Rover to build a Classic that walks the tightrope beautifully between modernity and its traditional roots. That said, the company admits that when it ﬁrst arrived at their workshop,

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 this Classic was a ‘bit of a dog’ and its mongrel traits have stayed with it on its journey back to tip-top condition. Allow us to explain. The Range Rover stands before you now as one complete and stunning vehicle, but this ﬁne specimen can trace its DNA to a number of different ancestors in its makeup. For starters, the frame of the car originates from a 1973 Sufﬁx B model,

while the body has been taken from a 1983 donor car. The 3.5-litre twin SU carburettor V8 engine is the surviving heart of a mid-1980s Range Rover, with the ﬁve-speed manual gearbox having been borrowed from a late ‘80s variant. And yet it all comes together with a 1974 registration plate. Because this Classic bares such a mixture of components, this is a Range Rover with welcome modern additions,

Issue 77: July 2020

yet still retains some of the staple hallmarks of the early two-door vehicles. For example, the timeless Rostyle alloy wheels come as a package with BFGoodrich’s very well proven All-Terrain technology and there’s still room for the trademark spare found to the one side of the boot. At the front, the quintessential grille, complete with

Left: Inside you’ll ﬁnd some neat reminders of who is behind this marvellous resto, alongside Palomino Beige leather seats with green piping Right: The rebuild took plenty of man hours, and came together thanks to the sacriﬁce made by several other Mk1 Range Rovers

vertical slots, is ﬁnished in black to mimic the accents around the rest of the car, a combination that only enhances the deep, enchanting Ardennes Green metallic paint of the bodywork. There are further ﬂashes of green inside the car, too, with the ends of the carpets and seats trimmed in green edging and piping, which sits completely

alongside the Palomino Beige of the upholstery and interior. Modern creature comforts, including the Pioneer Bluetooth-enabled stereo and air conditioning, make the Range Rover a more usable tool for the 21st Century, as do the mechanical upgrades of disc brakes located at each corner, power steering for the driver’s arms and LED headlights to improve visibility. Legacy Overland has built this Range Rover with the idea of it being used and not to be sat gathering dust in a garage.

And with a lifted suspension of 4” at the rear and 3” at the front, this is a Classic Rangey where the new owner should be able to take it just about anywhere. While this may not be a typical pedigree restoration of one of Land Rover’s most charming breeds, this ‘mutt’ of a Classic has been rescued and given a fresh start with an owner that will appreciate it for exactly what it is. It may be a mongrel of sorts, but this Range Rover is all about winning your heart – not best in show.

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Issue 77: July 2020

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The Dolly Diaries: Part Three

New Boots

Words: Henry Gibson

Our project 90 receives a welcome boost with a new set of alloy wheels and tyres

here is a train of thought that says old Defenders wear their battle scars with pride. They are, after all, part of the story of the vehicle. So, a mechanically sound but slightly battered utility Land

Rover isn’t something to worry about too much, then? That’s what I’m hoping anyway, as it would be fair to say that my 1997 Defender 90 Truck Cab, Dolly, certainly has a story to tell. Every panel is

dented and scratched and, when I got her, the paintwork was faded and the original white steel wheels were heavily rusted. She’s certainly got ‘character’, but then she worked hard on a farm for

23 years. Cosmetically perfect she’s not, but that isn’t a major concern and it is amazing the difference that an afternoon with some T-cut and decent polish has made. Of more pressing concern, though, was that those imperfect steel wheels were also wrapped with at least one imperfect tyre. We knew we’d have to change them before the first MOT became due just two months after we bought her. As is often the way with old Land Rovers, on closer inspection we realised that we would be lucky to get away with only changing one tyre. While only one was low on tread, the remaining elderly Avon Rangemasters were cracked and, even though they may have squeaked through an MOT, they left a little to be desired in terms of road safety. So, we faced having to buy four new tyres. This isn’t cheap – the quotes were nearing £600 – leaving me with a bit of a dilemma. Did I want to fit £600 worth of new tyres to my scratty old

wheels? Not really. But wheel refurbishment was looking pricey, and by the time we’d bought new steels and had them painted white, the total cost was eye-watering. I needed a plan and I needed it before MOT day. Dad and I started browsing the internet for options. Occasionally, a nice set of second-hand wheels and tyres would come up on eBay, but they were either too expensive, too far away, or simply old, worn or damaged. Until, that is, Dad noticed a nice set of five barely-used genuine Boost alloys with Continental Cross Contact All-Terrain tyres for sale just down the road. They’d been taken off a nearly new Defender when the owner upgraded to Twisted alloys, and the wheels had sat in his stable ever since. Everything seemed kosher, which was reassuring. We didn’t want to inadvertently buy stolen wheels. They had first been listed at £1,000, which was way out of our budget. But no-one bought them. They got re-listed at £750. No-one bought them. They

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Above and Below: Before and after – it’s the small (or large and round) things that make a big difference

Series 1, 2, 2a, 3 • All Defender • Discovery 2 got re-listed at £750 again, with the option to make an offer, which Dad did, expecting to be rejected. Bingo: he secured them for half the original price. He didn’t tell me he’d bought them, but I began to be suspicious when told on a Saturday morning that he needed me to help with an ‘errand’ that involved heavy lifting. I soon guessed. We lugged them home, ordered some new alloy wheel nuts and got to work fitting them – you can check how we got on by visiting my Teen Car Reviews YouTube channel. While new wheels can’t hide the dents and scratches, with freshly polished paintwork and shiny new wheels, Dolly is starting to look a bit more presentable. And there’s a real transformation to come shortly, which I’ll update you on in a future article. Dolly’s story, quite literally, continues… Henry’s YouTube channel can be found by searching ‘Teen Car Reviews’ on YouTube, where you’ll see the ‘Project Dolly’ videos.

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Issue 77: July 2020

fter being refused entry to South Africa due to the COVID-19 border restrictions, we decided we would return to Walvis Bay where we had stayed earlier on in the month to wait things out, as we had no idea how long the situation might last. In the two days it took us to drive from the Noordoewer border with South Africa back to Walvis Bay, the government had implemented a country-wide lockdown. We were lucky to arrive when we did, as travel between regions was no longer permitted. The first thing to do after arriving was to extend our visas. This was an easy process as there is an immigration office at the Walvis Bay port. It was just a case of dropping our passports off in

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The Waiting Game

Words: Jannis Drew Pictures: Valentina Drew the morning and then collecting them in the afternoon. As we don’t know how long we will need to remain in Namibia before international flights are allowed to restart, we have rented a nice house on the waterfront. The view is absolutely beautiful, there are huge flocks of flamingos in the bay and we can actually lay in bed whilst watching the dolphins catching fish in the early morning when the water is flat. It is such a change to life on the road, remaining in one place and sleeping in a real bed is something we are not used to anymore. Valentina has been making the most of the oven, with cakes appearing on a daily basis. Nearly a month has passed already, we have only been allowed out to

exercise and make essential trips to the shops. We have been taking advantage of this time by giving everything a good clean. It’s absolutely amazing how the fine African dust can find its way past even the tightest of seals. However, as there are no longer any active cases of coronavirus in Namibia, it has come as welcome news that the government is lifting the internal travel ban. This means we are finally allowed to travel unrestricted within Namibia. A problem we face now is the Defender is in urgent need of an oil change. We brought oil for one service which we did some time ago, but we have been covering many more miles than we expected. Our Defender has the 2.2 Puma engine. The European version of this

vehicle has the emission controlling diesel particulate filter (DPF). DPFequipped Defenders require a very specific blend of oil, which is readily available in Europe. However, as DPFs are yet to reach Africa, there is no demand for DPF compatible oil, making it near impossible to source. After many phone calls and even obtaining quotes to have it shipped from Europe, we have finally found a solution. Luckily we have been able to find what we need locally, but it is something to take into consideration if you ever plan to bring a new vehicle on an overland trip. All that is left to do is source a replacement oil filter and we will be good to get back on the road and continue exploring Namibia.

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Caught in the middle of a pandemic, refused entry to their destination country and in need of a new plan, Jannis and Valentina Drew ﬁnd themselves playing the waiting game in order to learn the fate of their dream adventure The new government restrictions have also removed the ban on fishing, so this week we have made the most of our proximity to the sea. We headed north on the recommendation of some local fishermen to an area they called Mile 17. We had some great fun driving along the beach with the crashing waves. Trying our best to dodge the spray as the larger waves broke and sent water right into our path. The weather has been quite fresh the past few weeks, but on the day of our fishing trip, the wind had changed around 180 degrees so it was now coming in over the desert. The wind was strong in the morning, bringing very hot sandy air, which was quite unpleasant to be out in. But it died down

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Above: Facing a pandemic isn’t as bad as you’d think when you have a sandpit like this to play in, and fish like the Galjoen (or black bream) in abundance to catch and sample around lunchtime giving us a bit of a break from the sand blasting against our faces. We first stopped off at a small beach just outside Swakopmund to collect some clams for bait, before we continued on the salt road to Mile 17. We were after Galjoen, which can only be found in this part of the world and is the national fish of South Africa – and I’m pleased to say the day was a success. In only a few minutes of the first cast

we were reeling in our first catch. We spent all day on the beach and finished up just as the sun was setting with a nice bag of fresh fish to keep us going for the next few days. This morning I made a trip to the Ministry of Environment and Tourism to obtain a permit for the off-road zone in the desert close to Dune 7. So after I have changed the oil, we hope to head into the desert for some dune bashing. Lockdown is proving to be not so bad...

With no news on a possible way to return to Italy, we are going to make the most of our time here in Namibia now that the lockdown has been relaxed. We will head back to Etosha National Park next week, to see if we can finally get the perfect picture of a lion. But for now, we hope everyone is safe and well. Visit our blog for further info and our full story, head over to here: www.defenderadventure.eu

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Good vibrations

Words and Pictures: Alan Kidd

Do you think it’s a good idea to buy someone else’s modified off-road machine? Well, conveniently, one has recently joined the fleet here at The Landy, and a first inspection at the workshop may be about to shed some light on the answer…

hich should come first when you buy someone else’s already modified Land Rover – a session on the lanes, or a session in the workshop? Quite right, yes: how do you know what needs looking at if you don’t find out by going off to have some fun? Having bought our 90 from a close friend who never cut corners in looking after it, that wasn’t as foolhardy as it would be if we had picked up a battle-weary old motor from a stranger. Or indeed from a supposedly reputable motor trader… another story we’re still bearing the scars of. Anyway, that first session was a relatively gentle one on a few lanes in

the Cotswolds, which the 90 took at an absolute stroll, but for us that also meant a couple of lengthy stints on the road. And this is where we thought any issues might show up if there were any waiting to present themselves. There wasn’t a lot to report, to be honest. But a harsh vibration under load at about 20mph seemed to point to a UJ with a bad attitude, and there was also a problem with the central locking. As far as I’m concerned, whoever in Land Rover decided it was a good idea to put such a thing on the Defender ought to be tarred and feathered, but when did a lifetime of woe for future owners ever stop a car maker from doing whatever it takes to shift units in the here and now?

Anyway, before we set off on any further laning missions, this time we reckoned a couple of hours in the workshop ought to be in order. So we booked the 90 in at Alldrive, a proper old-school Land Rover specialist situated in South Derbyshire, to get her up on the ramps and see what we were dealing with. Which is where the fun starts. The main ramp in the workshop had a Discovery 3 on it, as so many ramps in so many workshops so often do, so they popped it on to their second one. Which lifted the truck, but didn’t think much of being asked to do so. Not normally a problem with 90s, the guys assured us, in a ‘how heavy is this thing?’ kind of a way. The obvious

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Above and Below: This is what greeted us when we peered under the 90’s front end. The bolt-on diff guard had trapped a layer of wet mud against the axle case, and we all know how that’s going to end in the long term. We’ve always said that unless you’re involved in competitive off-roading or your actual life depends on it, looking where you’re going is worth all the armour in the world – obviously the belt-and-braces approach is to have armour and still pay attention, assuming you don’t mind the extra weight, and we might add more as time goes on. But for now, our priority was to protect the diff case from rusting out and if nothing else, it’ll look a lot less scabby… answers behind the additional groaning from the ramp were the bumper, winch, roll cage and secondary fuel tank (which is always full). None of these are what you’d call freakish items to have bolted on, which goes to show that it only takes a bit of modding to make a lot of a difference. One other item which wouldn’t have made too much difference in the grand scheme of things was a bolt-on diff pan protector, which looked like bad news the moment the 90 was finally in the air. Not because we object to protecting our trucks’ soft bits (though in our view, all the metal in the world comes a distant second to actually paying attention to where you’re going), but because there was a layer of wet mud trapped between it and the axle case which no amount of pressure washing was ever going to shift fully. So bolt-on became bolt-off. Which brings us to the UJs. Off came both propshafts for a proper all-round check – which revealed that there was nothing wrong with them at all. The same went for the sliding joints, too, so

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all that was required was a grease-up and back on they went. The hub bearings were fine too, however one of the swivels was a little loose, so out came three shims and that was it nice and snug again. Would

that be enough to cure the vibration? ‘It might be’ was the promising answer. At some point during all this, yours truly had the genius idea of looking on his phone to see when the 90’s MOT was due. Because after all, we’ve only

Below Left and Right: The initial feeling was that a UJ may be responsible for the reoccuring vibration. A preliminary inspection didn’t reveal any answers, so we needed to take the propshafts off and take a closer look

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

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Above and Left: Even after the UJs and propshafts could be thoroughly inspected, nothing showed up to suggest they were misbehaving. So they were greased-up and put back together again The actual cause of the vibration was found at a later date, with a couple of the suspension springs not seating correctly after some +3” springs were replaced with +2” items and the shocks being kept the same. It’s worth bearing in mind for when you start to play around with the geometry of your Land Rover’s suspension

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had it for five months now. Remarkably, it had exactly eleven days to run – and even more remarkably, the MOT station across the yard from Alldrive had a free slot there and then. So now it really was time to learn the truth. And the truth is that boom, back she came with a fresh ticket bearing just the one advisory for a slight fray on one of the seatbelts. On a Defender with over a dozen years under its belt and a history of off-roading, you’ve got to be happy with that. In fact, a quick check on the DVLA’s

website shows that this 90 has never failed an MOT in its life, and this year’s advisory is only the second it’s ever had (or third, if you count both drag link ball joints as separate items). Which, even though it’s a low-miler, is pretty damn good for a Defender used mainly as an off-road toy. We’ve definitely got a good ‘un here. A good ‘un, all the same, which still vibrates under load at around 20mph. It’s a mystery that became clear at a later inspection, specifically focusing around the suspension set-up.

Two of the suspension springs were found to be incorrectly seated, caused by the original +3” springs having been replaced with +2” ones at some point in the past, but the longer-travel shocks were kept in place. The issue with that is the axle was then given too much freedom for travelling, resulting in the partial dislocation of the springs and dislodging their seating upon returning to rest. Seating them properly cured the vibration and took care of at least one mystery. So, until the next one arises…

Below: The nearside swivel was a bit loose, so out came three shims and it tightened up a treat

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The Landy Buyer

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

Waiting it out

ne of the best ways to see out this period of isolation is by remaining productive. That could mean either working upon yourself, or for an even better idea, a Land Rover! But what would be the best Landy

to pour your time into? Well, seeing as the economy won’t be as buoyant for a while, why not try your hand at making a sound investment in the restoration business. A Series III, for example, could be picked up for a bit of a bargain, and carrying out work by yourself could

be the way to ensure the project doesn’t take too much out of your wallet. Then, by the time you’ve finished sprinkling your TLC over the thing, the market may have recovered somewhat, just in time for you to make a tidy profit. Food for thought...

Series I (1948-1958) If you want to be the owner of a vehicle that oozes heritage like no other, then surely a Series I Land Rover is the way to go. The Series I Land Rover – particularly in its 80” guise – is arguably the most sought after Land Rover for purists and collectors alike.

Its 1940’s engineering gives it a real charisma, but consequently, parts aren’t as readily available as they once were. Restoration projects require deep pockets, but then if you can source all the bits you need and come up with a finished example, it could well fetch mega bucks.

Series II/IIA (1958-1971) In 1958, the second-generation Land Rover was born and along came the barrel sides which we came to recognise on even the very last Defenders. Today the Series II or IIA is a more affordable prospect than a Series I, yet it still carries much of that early charm that makes it a hit with enthusiasts.

The prices are on the increase, however, as these 60-year-old vehicles start to come into their own as an investment and collector’s item. A 2.25 petrol 88” would be our pick, as the diesel engines, certainly the 2.0-litre diesel, were underpowered and rather noisy.

Series III (1971-1985) Following on from the Series IIA, the Series III emerged in 1971 with a few cosmetic tweaks and safety features to freshen up the model. Headlights were shifted out to the wings in-line with new legislation and the dash received a bit of padding to hide the new safety bar across the top

of the bulkhead – we’re not sure it’s the full five stars on the latest Euro NCAP scale, though. The Series III wasn’t too dissimilar to the Series II in mechanical terms, keeping the same 2.25-litre engines throughout its production, although in 1980 the 2.25 motors switched to a

Lightweight (1968-1984) Possibly the ugly duckling of the Series Land Rover family – but that doesn’t mean to say you won’t find much love for the Series Lightweights. These military-derived vehicles can be easily distinguished from the regular Series Land Rovers, with visibly more angular wings and a frontal appearance

Insure your Series III with Adrian Flux from £80

that does divide opinion when you and your mates are in the pub. To mimic the civvy Series machines, the SIII LWT – built from 1972 onwards – also had its headlights switched out to the wings. These Series Lightweights throw up an extra dimension to Land Rover own-

* Based on a 1982 Series III, 2,000 miles per annum, 50yo driver, fully comp cover with green lane and off-road use included, excess of £100

£5000-£75000 Gone are the days where you could use a Series I as an actual Land Rover, because with restored and cherished examples now retailing where they’re at, preservation is the aim of the game. The rarer and earlier the vehicle, the higher the price tag gets. But can you really put a price on such an icon?

£2500-£40000 The Series II/IIA carries a wider stance than its predecessor and adds an extra (thin) layer of refinement over the Series I. While the engines have excellent longevity, they need to have been maintained properly. Be thorough in your checks, both under the hood, but also underneath the body.

£2500-£30000 more durable five-bearing crank rather than the three-bearing setup. The transmission also received syncromesh on all forward gears to make it easier to live with. They still carry the simplicity of earlier Land Rovers, but can be obtained for a fraction of the price... for now.

£3500-£22000 ership, with military history and touches often machine-gunning the vehicle. It means you get a Land Rover that could have a few more stories to tell – and you have something that stands out from the crowd. They’re a rare breed, so if you find one, it could be worth keeping hold of.

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

Pros: Heritage, charm, a true classic, the original Land Rover Cons: Availability of parts, price tag on early 80”s Versions: 88”, 109”. 2.25 4cyl petrol (‘58-’71), 2.0 4cyl diesel (‘58-’61), 2.25 4cyl diesel (‘61-’71), 2.6 6cyl petrol (‘67-’71 (109” only). Pros: As a resto it’s a sound investment, some examples now MOT exempt, more desireable than SIII Cons: Bulkheads can rot with ease, check suspension leaves for seizing

Versions: 88”, 109”. 2.25 4cyl petrol, 2.25 4cyl diesel. 2.6 6cyl petrol produced until 1980. Stage One V8 used detuned version of the 3.5 V8 (‘79-‘85). Pros: Most affordable way into Series ownership, still has the Series pedigree, parts still widely available Cons: Not as desireable as earlier Series models Versions: 88”. IIA (‘68-’72), III (‘72-’84). 2.25 4cyl petrol engine.

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

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Forward Controls (1962-1978) Only serious enthusiasts need continue reading here. Ownership of any Forward Control is not for the faint-hearted and it takes real commitment to stick with one. These leviathans are expensive to run and trying to get hold of some of the parts can be, quite frankly, a bit

of a nightmare! Clubs can help here, though, as is often the case with any Land Rover. These vehicles offer substantial payloads if that’s the sort of thing you’re after, but will also tick the boxes for huge, unnecessary and hilariously addictive fun.

Ninety/One Ten (1983-1990) The icon of the 4x4 world. This is Land Rover at its best: a no nonsense workhorse that can also take you just about anywhere in the world. Early examples of the Ninety and One Ten are worth keeping hold of, providing they’re in good condition, because they’re starting to be a real

collector’s item. However, you’ll likely be searching far and wide for that pristine example. This was the birth of the Defender, despite not being christened officially until 1990, and as such these Land Rovers had coil-sprung suspension, new engines – although they were

Defender Tdi (1990-1998) In 1990, the Defender name emerged and for the first time it meant that no longer was a Defender being powered by a feeble hamster in a wheel. If you’re after a 200 Defender, though, you might get a 200 unit but check whether it’s a Defender engine. Replacing blown units with a Disco

200Tdi is popular, so check the arrangement of the turbo and manifold to see which one you’ve got. After the 200 followed the 300Tdi, a revised version with a little more refinement, but just the same durability. Properly maintained, they can last for decades. Look around for one with

Defender Td5 (1998-2007) Following on from the Tdi era, Land Rover issued the Defender with its Td5 engine from 1998 to 2007. The engine is arguably Land Rover’s most reliable unit and it’s a strong performer out of the box, although it does lend itself to being tuned – just make sure that any mods have been done

properly before you take the plunge and purchase. Remaps, EGR valve deletes and uprated intercoolers are a few examples of what many have been subject to. Lots of power doesn’t always mean happy faces. The rear of the chassis has frequent-

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

days. They were fitted with six-speed gearboxes, still had phenomenal off-road capability and even made the Defender a nice place to be. But they were still very much Defenders. The era of blinging also began and you can find special editions out there for obscene money. If you like paying

Freelander 1 (1997-2006) We haven’t always held the Freelander 1 in the highest regard here at The Landy, but as market prices constantly change, so too can our opinion on certain vehicles. With examples attainable from as little as £500, the Freelander 1 represents a cheap gateway into Landy ownership.

There are a few issues to be aware of, though, such as the viscous coupling, which is expensive to replace and can be upset by simply having mismatched tyres on your axles. The 1.8 petrol used to be notorious for head gasket failures, but today’s replacements are much more robust.

Issue 77: July 2020

£11000-£25000 If you’re going to go the whole hog then why not buy a 101 Forward Control. You’ll have a V8 engine harping away underneath you (literally) and people are likely to clear out of your way when they see you coming in their mirrors. Surely that’s reason enough to buy one?

£5000-£13000 still terribly underwhelming – and offroad capability that has still yet to be matched today. A very early 2.25 petrol 90 is a rare thing, and a beautiful one too. But perhaps try for a 2.5 NA version with low miles and good history. They’re robust and as simple as they come.

£4000-£22000 full service history and you could find yourself a keeper. Some Tdi Defenders have received galvanised chassis and even bulkheads, and these are the type of Defender you should be after. If you can find one, you’ll have a workhorse set for life.

£6000-£30000 ly been called into question, so protect the rear crossmember if it’s in good shape, or else face the consequences. With minimal electrics, the Td5 Defender is still a DIY machine and you’ll be working on one of Land Rover’s most notable masterpieces. Bar the Tdi, the Td5 is up there with the best.

£10000-£80000 thousands of pounds for some bucket seats and additional leather, then go ahead. You will pay a premium for a Puma, especially since the end of production. But if you can grab a 2.2 TDCi and start preserving it now, you may well never see depreciation. We’re no financial advisors, though...

£400-£5000 The V6 is thirsty and the 2.0Di is gutless, so opt for a TD4 – but check the condition of the injectors first. Buy a Freelander 1 and you even get a Landy that’s decent off-road and doesn’t carry the usual trait of rusting after five minutes. It just might not have the credibility of other Green Ovals...

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

Pros: Soundtrack, presence, exclusivity Cons: Fuel bill, fuel bill, parking conundrums... fuel bill Versions: Ninety (‘84-’90), One Ten, 127 (‘83-’90). 2.25 4cyl petrol (‘83-’85), 3.5 V8 (‘83-’90), 2.5NA 4cyl diesel (‘84-’90), 2.5 4cyl petrol (‘85-’90), 2.5TD (‘86-’90). Pros: Good ones are now worth saving, same ability as Tdi Defenders Cons: Not many left in good condition, engines underpowered Versions: Defender 90, 110, 130 (1990- 1998). 200Tdi 2.5 4cyl turbo-diesel (‘90-’94). 300Tdi 2.5 4cyl turbo-diesel (‘94-’98). Pros: Excellent off-road, arguably the very best engines, old-school electrics Cons: Units are getting rare, many have been used hard; Tdi it might be, but that doesn’t mean rustproof Versions: Defender 90, 110, 130 (1998-2007). Td5 2.5 5cyl turbo-diesel.

Pros: Off-road capability, power, reliability (generally) Cons: Rear chassis, premium prices at the moment Versions: Defender 90, 110, 130 (2007-2016). 2.4 TDCi (‘07-’12), 2.2 TDCi (‘12-’16).

Pros: Better emissions (marginally), more creature comforts, same offroad prowess Cons: Price, more electrics, last of the breed Versions: 1.8 4cyl petrol (‘97-’05), 2.0Di 4cyl diesel (‘97-’00), TD4 2.0 4cyl turbo-diesel (‘00-’06), 2.5i V6 petrol (‘00-’05).

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

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Freelander 2 (2006-2015) Most people will turn their noses up at Freelanders because they’re not properly recognised as true Land Rovers. But while you should turn your nose up at the Freelander 1, the Freelander 2 actually makes for a much smarter proposition than you may think. Because of it being replaced by the

Discovery Sport, the FL2 is now an affordable option that still offers good levels of refinement, a strong 2.2-litre four-cylinder turbo-diesel engine and a level of practicality that means it can make for a great family vehicle. Plus it’s become one of the most reliable Land Rovers out there... generally.

Range Rover Classic (1970-1996) The Range Rover Classic is one of those vehicles that you could theoretically still use everyday, even now in the 21st Century. If you’re running a V8, however, that may not be such a wise idea. Classic Range Rovers still provide a relatively refined and great drive today, but they

can be thirsty if you’re not in one of the various turbo-diesel examples. That said, if you own one and it’s in good condition – look after it, as it will only appreciate. These vehicles are popular with collectors and even untidy examples are starting to demand reasonable values.

Range Rover P38A (1994-2002) Many people believe the P38A Range Rover to be a bit of a menace – and often it’s completely justified. Lights on the dashboard, air suspension failure, head gasket failure... the list can start to look like a cartoon bill. Still, it’s not all doom and gloom with the P38. In fact, if you find one in good

working order, it’s still a sensational car to own, even today. Service history is a must, and if you’re going to own one then some diagnostic equipment is going to be a better companion than a spanner. Avoid the diesel variant as the engine was adopted from a BMW saloon

Range Rover L322 (2002-2012) Compared to the P38, the L322 Range Rover was a saint. Generally. Its electronic aids were far less temperamental and it delivered a new level of luxury to four-wheeled motoring. The Td6 receives mixed reviews: some say it’s underpowered while others say it’s the best of the bunch.

Common sense would steer you towards a TDV8, either the 3.6 or 4.4, but these are the L322s holding out for strong money. Notably, the petrol V8s are lingering with very appealing price tags, but don’t think running one would be cheap. As with many 21st Century Land

Range Rover L405 (2012-present) If you want the very best in automotive luxury, then look no further than the current Range Rover. The latest incarnation of Land Rover’s flagship Range Rover weighs a whopping 400kg less than its predecessor thanks to the use of an aluminium body, which helps on mpg – although

owning one of these suggests that your cash flow isn’t particularly an issue. This is the last word in elegance and majestic motoring. All the engines supply copious amounts of power to your right foot, while the L405 hasn’t lost any of its off-road pedigree... even if taking one off-road is like asking your

RR Sport Mk1 (2005-2013) Much of the first-generation Range Rover Sport was borrowed from the Disco 3, in fact it shared virtually identical underpinnings, whereas today’s Sport uses the same foundations as the L405. Nevertheless, Land Rover put a Range Rover in a tracksuit and at-

tempted to make a handler out of it. To some extent they succeeded, although it’s no sports car despite what it says on the back of the vehicle. It can play the leisure vehicle very well, though, and will go off-road like the best of them. If you’re going to buy one, then

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£2500-£21000 Do be aware of the rear diff and Haldex unit for costly outlays. Prices are now falling thanks to the Freelander name disappearing from the production line, but for £10,000 you can now get a capable all-rounder that is actually pretty adept off-road and yet still economical to run.

£5000-£60000 Unfortunately, in terms of spare parts, many have succumb to corrosion or have been abused off-road to the point of no return. While an early ‘70s Classic may not be attainable for everyone, tidy examples of the late four-door versions can make for an equally tidy investment.

£1500-£11000 and isn’t up to the task of the extra weight a Range Rover carries. Go for a 4.6 HSE, it’s actually more economical than the 4.0 V8 and you’ll get all the toys (working or not). Or you could try and find a limited edition anniversary model or even a Holland & Holland...

£3000-£30000 Rovers, they have lost their accessability for the home mechanic and any issues you’re like to encounter will require deep pockets. Drivetrain faults are becoming more frequent, so you need to look for that FSH. As a car, however, it’s probably all the car you’ll ever need.

£27000-£200000 alcoholic friend to a wine-testing session. They could comfortably partake, but probably shouldn’t. Prices are still only right for Premier League footballers and people with either a link to the royal family or the drugs trade. If you fit into some of these categories, then we envy you.

£4000-£30000 you need to love it for itself, because a Discovery of the same era is more practical, while a full-fat Range Rover is always going to carry an extra layer of prestige. Perhaps the only issue with the Sport – and it’s a big one – is that is shares all the problems the D3 experiences.

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

Pros: Better off-road than you may anticipate, reliability, refinement, economy of diesel engine Cons: Transmissions can wear quickly if used for towing Versions: Two-door (‘70-’85), four-door (‘81-’96), LSE (‘92-’96). 3.5 V8 petrol (‘70-’86), 3.5 EFI V8 petrol (‘86-’89), 3.9 EFi V8 (‘89-’96), 2.4 VM turbo-diesel (‘86-’92), 200Tdi (‘92-’94), 300Tdi (‘94-’96). Pros: Most usable classic Land Rover, V8 power, ride quality Cons: Rust (again), availability of parts for early models, V8 thirst Versions: 4.0 V8 petrol, 4.6 V8 petrol, 2.5 6cyl turbo-diesel.

Pros: Luxury, price, a Land Rover that doesn’t rust. Could even P38 prices rise soon? Cons: Electrics. Nuff said Versions: 3.0 Td6 (‘02-’06), 4.4 V8 petrol (‘02-’07), 3.6 TDV8 (‘06-’10), 4.4 TDV8 (‘10-’12), 4.2 supercharged V8 petrol (‘05-’09), 5.0 supercharged V8 petrol (‘09-’12).

Pros: Great off-road, luxury, image, TDV8 powerplants Cons: Your maintenance bill Versions: 3.0 TDV6, 4.4 SDV8, 5.0 supercharged V8 petrol, 3.0 SDV6 hybrid (‘14-present).

Pros: Styling, engines, capability at pretty much everything Cons: Price Versions: 2.7 TDV6 (‘05-’09), 3.0 TDV6 (‘09-’11), 3.0 SDV6 (‘11-’12), 4.4 V8 petrol (‘05-’07), 3.6 TDV8 (‘07-’10), 4.2 supercharged V8 (‘05-’09), 5.0 supercharged V8 (‘09-’12). Pros: Decent performance from both engines and chassis, a lot of car for your money Cons: Not as practical as a Disco, not as prestigious as a proper RR

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RR Sport Mk2 (2013-present) The second-generation Range Rover Sport has also been on a diet to save over 400kg, just like the current daddy Range Rover, the L405. That means that even this big bruiser is relatively economical when spec’d with the SDV6 motor.

Some won’t like the flamboyant posture, while others will love it. But no one can knock the performance. It feels incredibly light for such a big car, and if you’ve robbed a bank and can afford the SVR version, it’s as good round a race track as it is on a green lane.

RR Evoque Mk1 (2011-2019) When the Range Rover Evoque was launched, it signalled JLR’s intent on hitting the masses. And given that the Evoque was, and still is, their fastest-selling vehicle, they clearly hit the brief, even if it wasn’t for the traditional Land Rover owner.

They don’t much like the Victoria Beckham connection, nor that it is the polar opposite to a Defender. It’s actually still a capable thing off-tarmac, but it would rather not go down that route. Nevertheless, it is economical by Land Rover standards and because

RR Evoque Mk2 (2019-present) Most Range Rovers all look the same at the front now, but the new Evoque has adopted a similiar back end to the larger Velar. It’s not just the exterior that mimics the 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

Issue 77: July 2020

£25000-£155000 Its recent update has seen the Velar cabin tech filter through to the Sport. The only stumbling block with such a fine motor is going to be how to pay for it. Sell a kidney, maybe (not necessarily your own) – or wait for prices to come tumbling down through depreciation.

£10000-£47000 there are so many out there, they have decent residuals. The Convertible was launched in 2016, and the are three and five-door version. We say stick to the latter, and avoid the 2WD model. What’s a Range Rover without four-wheel-drive?

£31600-£55000 range is made up of mild hybrids, available with diesel and petrol engines combining to an electric motor. Only the base front-wheel drive D150 Evoque escapes the electrification.

Versions: 3.0 SDV6, 4.4 SDV8, 5.0 supercharged V8, 3.0 SDV6 Hybrid, 2.0 P400e Plug-in Hybrid. Range Rover Sport SVR 5.0 supercharged V8 (‘15-present). Pros: Feels light considering weight, engines, almost as luxurious as its bigger brother Cons: You’ll need deep pockets Versions: 2.2 SD4 (‘11-’15), 2.0 Si4 4cyl petrol, 2.0 TD4 (‘15-present).

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

Versions: D150 FWD 2.0-litre 4cyl turbo-diesel, D150, D180, D240 AWD MHEV, P200, P250, P300 AWD MHEV. Pros: Feels like a proper Rangey Cons: The petrol engine is poor on fuel economy, even as a hybrid

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Range Rover Velar (2017-present) And so the Range Rover family welcomes its fourth model, confidently making it the most prominent of Land Rover’s sub brands. It’s a vehicle designed to fill the gap between the smaller Evoque and larger Range Rover Sport. It’s a competent cruiser and has received numerous

accolades because of its particularly handsome exterior. The Velar is based upon the same architecture as the Jaguar F-Pace, but has greater off-road ability than the aforementioned (good for Green Oval enthusiasts) and it is available with a wide choice of engines, most of which

Discovery 1 (1989-1998) The earliest version of the Land Rover Discovery was aimed purely at providing a middle ground between the agricultural Defender and the luxury, upper-class Range Rover. And the Solihull outfit succeeded. It carried much of the Defender’s capabilities, but added more refinement

and a driving experience more suitable to families, including seating for seven, but all without a steep Range Rover price tag. Blessed with the same wonderful Tdi engines, the Discovery saved Land Rover and hit back at offerings from other nations by being an affordable

Discovery 2 (1998-2004) Following on from the first-generation Discovery, in 1998 Land Rover gave its family SUV some minor cosmetic tweaks and a whole new power unit in the shape of the Td5. The engine is arguably Land Rover’s most reliable unit and it’s a strong performer out of the box, although it

does lend itself to being tuned – just make sure any mods have been done properly before purchasing. You can also buy a V8, but the fuel bill isn’t going to be welcome, plus they’re more temporamental. Unlike on the D1, its the chassis that’s the problem, not the body,

Discovery 3/4 (2004-2017) The Discovery went through a dramatic revamp for its launch in 2004, but it came out the other side as one hell of a vehicle. Greatly improved in terms of power and refinement, the Disco 3 received the relatively economical 2.7 TDV6 engine (although the thirsty 4.4 V8

petrol was an option) and became the first Land Rover to be given Terrain Response. If you need one vehicle in your life, this could be the one that ticks the most boxes at once. Be weary of maintenance costs, especially as you approach the 105,000mile/seven-year mark that means the

Discovery 5 (2017-present) Launched a couple of years ago, this latest Discovery has received high praise in taking the utilitarian Land Rover into new territory. Land Rover needed to improve economy in particular with this edition of the Disco, and having chopped 480kg from the kerbweight, along with

introducing new engines, they’ve taken one huge step towards doing so. Having driven the latest Discovery, we can confirm that it has lost none of its versatility and is comfortably the most capable Land Rover currently on sale today. All of the engines have great flex-

Discovery Sport (2015-present) Brought in to replace the ageing Freelander 2, the Discovery Sport was the vehicle that turned the Discovery brand into a family. It has come to be so much more than a re-badged Freelander, though. For starters, the Discovery Sport has seven seats (just), drives better than a

Freelander 2 and is now more refined thanks to the next-generation Ingenium Td4 engine. Land Rover is now churning out substantial units of the baby Disco, now even matching the Evoque for pace as one of the fastest-selling vehicles to carry a green oval.

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£38000-£85000 combine good economy with usable everyday performance. The interior is Land Rover’s most advanced cabin to date, with other models expected to follow the Velar in due course. Other than that, you do pay a premium for the suave looks...

£1500-£12000 all-rounder. And that still holds true even today. Early Discovery 1s in fine condition are now classics and will continue to appreciate. We would recommend trying to find a tidy and later 300Tdi example, but watch out for body rust – the boot floor, arches and wings etc.

£1500-£8000 especially towards the back end. We all know that Discos make for a great tow car, and consequently many of the rear chassis on D2s have been dipped into the sea. However, not all of them live to tell the tale... Get a later example for more creature comforts and difflocks, too.

£3500-£40000 timing belt is due – it’s a body-off job! Rust is becoming more and more of an issue with these vehicles, too. The 3.0 TDV6 and SDV6 engines are even better, with monumental amounts of torque. Luxury has also increased significantly in later examples. A later SDV6 model is best.

£34000-£80000 ibility and, along with its increasingly upmarket – and Range Rover-esque – interior, the new Disco 5 is one of the best machines to cover long distances in, whether that’s on the road or not. Like most new Land Rovers, it’s easy to overspend on the options, but a well-specced Sd4 is all you really need.

£15000-£50000 It’s a more usable vehicle than the Range Rover Evoque, though, and carries less of the feministic stigma that often surrounds the baby Range Rover. Grab a cleverly-spec’d SE Tech model and you could find yourself with a car that can be as practical as a daddy Disco, but for a more attractive price.

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Versions: D180 2.0-litre 4cyl turbo-diesel, D240 2.0-litre 4cyl turbo-diesel, D300 3.0-litre 6cyl turbo-diesel, P250 2.0-litre 4cyl petrol, P300 2.0-litre 4cyl petrol, P380 3.0-litre 6cyl petrol. Pros: Very stylish, interior, choice of engines, driven verdict soon... Cons: Could hurt the bigger Sport and L405. Prices stretch to near £100K Versions: 200Tdi 2.5 4cyl turbo-diesel (‘89-’94), 300Tdi 2.5 4cyl turbo-diesel (‘94-’98), 3.5 V8 (‘89-’93), 3.9 V8 (‘94-’98).

Pros: Almost as every bit as good as the Defender off-road, price, practicality Cons: The body rusts like it’s been doused in sea water Versions: Td5 2.5 5cyl turbo-diesel, 4.0 V8.

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

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

Pros: Off-road capability, usability for every occasion, luxury on later models, torque of 3.0-litre engines Cons: Maintenance costs, air compressor on D3s, D4s not so cheap Versions: 2.0 Sd4, 3.0 Td6, 3.0 Si6 (‘16-present).

Pros: Most technologically-advanced Land Rover to-date, keeps Discovery practicality, comfort Cons: Has lost its sense of value, steps on the toes of the Rangey Versions: SD4 2.2 4cyl turbo-diesel (Jan ‘15 - Aug‘15), TD4 / SD4 / eD4 Ingenium 2.0 4cyl turbo-diesel, Si4 2.0 4cyl petrol.

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

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C&A 4x4 Ltd, Norfolk Rd, Colne, Lancashire BB8 9JH Tel: 01282 868874 or 01282 861503

Worldwide LR

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

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

A1 British 4x4 Specialists Independent Servicing and Performance Specialists for Land Rover Vehicles. Unit 4, Fernhill Street, Bury, Lancashire, BL9 5BG

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

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

News

Issue 77: July 2020

Products

Vehicles

Adventure

Workshop

Buyers

USED LAND ROVERS FOR SALE List your Landy for FREE!

Series I

Email one picture and details to:

alan.kidd@ assignment-media.co.uk

Series III 88” Truck Cab (1972). 100,000 miles. New canvas, clutch, starter motor, parabolic springs and shocks. Radiator, rubber mats, tow bar, side steps. Five eight-spoke Wolfrace wheels fitted, five standard wheel with good tyres. Chassis and body, no rust. £6200. Salisbury, Wiltshire. 07765 203827 02/20

Series I 86” 3.5 V8 Truck Cab (1958). Series III g’box, axles. Fairey O/D, free-wheeling hubs. Tax, MOT exempt. 1st gear knocking. B’head repaired, needs rewire. £5995 ono. Preston, Lancs. 07976 764069 07/19

Series IIA 88” 2.25 Diesel. Rebuilt five years ago. Tax/ MOT exempt. New parts include cylinder head, injectors, starter motor and front quarter chassis. £8950 ono. Craven Arms, Shrops. 01588 640812 12/19

Series I 88” 2.0 Petrol (1958). 100,000 miles. Historic vehicle. Only two other owners. Engine overhauled, new tyres. Starts on the button. Good condition for age. £9950. Chatham, Kent. 07747 800191 05/19

Series II Ex-Military (1960). No rust or rot. Diesel. Everything works, O/D, good tyres, stainless exhaust. Later style two-speed heater. Adjustable tow bracket. £15500. Wetherby, Yorkshire. 07801 550277 08/19

Series III 109” Hardtop (1975). Tax and MOT exempt. 2.25 diesel. Overdrive, free-wheeling hubs. Good runner. Chassis very good. Possible P/X for SWB Landy. £5500. Blackpool, Lancs. 07846 395256 10/19

Series IIA 88” 2.25 Petrol (1971). 60,000 miles. Tax and MOT exempt. Excellent nut and bolt rebuild. £10995 ono. Clacton-on-Sea, Essex. 07979 093362 12/19

Series III 88” Hard Top (1981). 16,000 miles. One owner. Diesel. All new wheel cylinders. Barn find. £6550 no VAT. South West. 07966 130180 02/20

Series III Ex-MOD 109” FFR 24V Hardtop. MOT July ‘20. Arctic heater, insulated, twin tanks, new rear crossmember. Pull-out radio table. VGC for the year. £5500. Deting, Kent. 07594 566344 09/19

Series III 88” 2.5 NA (1982). Ex-military engine, rebuilt by MOD in 2000s. Lots of history, high-range 4WD won’t engage. Good chassis, bulkhead. Oil leak. £3850. Bedford. 07858 899658 08/19

Series III LWT (1974). 3,900 miles. MOT’d, tax exempt. 2.25 petrol. Professional SU conversion. Roll cage and new canvas. Perfect runner. Records show with 225 Sqn Royal Engineers. £12000. 01920 464540 11/19

Series III 109” Ex-MOD (1979). 99,500 miles. MOT April ‘20. 24V, duel fuel tanks. New Exmoor roof, ATs, modulars. Needs little welding, otherwise very solid truck. £4250. Cottenham, Cambs. 07719 328017 08/19

Series III Lightweight (1975). Rover 3.5 V8 on SU carbs. Galv chassis, bulkhead. Rebuild completed 12 months ago with parabolics, rebuilt axles. £10000. Norwich, Norfolk. 07876 491208 10/19

Series IIA LWT (1968). 54,000 miles. MOT and tax exempt. 2.25 petrol. Potential restoration project or source of parts. £1500 or sensible offers only. Preston, Lancashire. 01995 641129 02/20

Defender 90 200Tdi (1993). 148,000 miles. MOT June ‘20. Recent new items: gearbox, transfer box, clutch, steering box, timing belt, swivel joint. £6000. East Somerset. 01749 841131 04/20

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

Series II/IIA

2 & 4 Door Classic Range Rovers, all parts, body shells and doors.

Series III

Hot Picks

Located in the Midlands, 5 minutes from junction 15 on the M6 Tel: 07842 818294

Defender 90 300Tdi (1995). MOT Nov ‘20. Galv chassis, snorkel, four fold-up rear seats. Five spare 265/75/16 wheels, tyres. £8000 ono. Wolverhampton, West Mids. 07483 867749 05/20

Lightweight

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

Issue 77: July 2020

Hot Picks Defender 90 Puma XS Low mileage Matching reg plate £8.5k of extras £42000 including plate South Bucks 07730 036910 04/20

Defender 110 Hi-Cap Tipper (2002). Comes with Hi-Cap trailer. Massive extras. Please ring for additional details. £12950 no VAT. May part exchange if it helps. Worcester. 07711 591000 12/18

Defender 90 300Tdi (1997). 92,000 miles. SORN. Re-upholstered seats, night heater, spare bearings, prop and rock guards. New tyres, snorkel and spare bonnet. £12500 ono. Berks. 07747 474748 10/19

RR Classic Breaking (1990). Early front end grille, bonnet and wings. Nice four-door interior. Good wood and five-speed box. All cheap. Will remove all parts. Darlington, County Durham. 07940 702604 08/19

Range Rover

RR L322 Autobiography 4.4 V8 (2003). 146,000 miles. 11 months’ MOT. PSH. Auto. Spectral Blue, one of five from factory in 2003. £3500 ono. Oldham, Greater Manchester. 07970 673738 05/20

Featured Listing Land Rover 90 (1989). MOT Dec ‘19. Discovery 300Tdi engine, galv chassis. Good solid ﬂoor, soundproofed, carpeted. Lifted, snorkel. Never used off-road. £6750 ovno. Hull, East Yorks. 07394 075355 09/19

RR Classic LSE (1993). 141,000 miles. MOT April ‘20. LPG. Electric seats, sunroof, air-con. Great example, hardly any rust. Pleasure to drive. £9000. St Albans, Hertfordshire. 07784 179974 06/19

Defender 90 200Tdi Pick-Up (1992). 147,000 miles. MOT Oct ‘19. Strong engine, gearbox crunches into second. Lifted. Body decent condition. No service history. £4800. Benson, Oxon. 07535 027309 08/19

RR Classic 6.2 V8 GMC Diesel (1982). 51,000 miles. MOT Oct ‘18. Auto. Conversion done during full rebuild. New uprated gearbox and springs. Good tyres. £15995. Shefﬁeld, South Yorks. 07931 655911 05/18

Defender 90 300Tdi (1996). 113,000 miles. MOT May ‘19. LEDs, snorkel, solid, original engine and chassis. £££s spent. Six seats, new wheels and BFGs. £10500. Hemel Hempstead, Herts. 07766 869321 04/19

110

Miscellaneous

Range Rover Off-Road Buggy Rolling chassis, no engine or gearboxes. Stainless steel fuel tank, some new parts. £525 Brentwood, Essex 07860 541644 06/19

Defender 110 2.2 TDCi Double Cab (2013) County spec Features include winch, side bars and roof rack Mileage: 13,727 £26,750 Dartford, Kent 07899 880027 07/20

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

Servicing, Repairs, Diagnostics, Programming, Genuine & Non Genuine Parts Supplied

Defender 110 V8 CSW (1990). Full MOT. 3.5 V8. Genuine South African import, original galvanised chassis and bulkhead. Service history. Outstanding condition. £14995. Umberleigh, Devon. 07585 337686 08/19

Land Rover Series Autobooks Workshop manual for Series II, IIA and III – petrol and diesel models, from 1959 to 1976 £6.50 Canterbury, Kent 07989 951895 07/20

Unit 6 Westmead, Hedingham Road, Gosfield, Nr Halstead, Essex CO9 1UP 01787 469553

Registered To Land Rover Online Service System

QUADZILLA UTV & ATV Dealers

C B

News

Issue 77: July 2020

R A D I O Call us NOW 01604 402403

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ENCE NO LIC ED R REQUI

Off-Road Playdays Kirton Off Road Centre Kirton Lindsey, North Lincs

Kirton Off Road Centre Kirton Lindsey, North Lincs

Protrax

Slindon Safari

Tixover, Northamptonshire

Slindon,West Sussex

Slindon Safari

Thames Valley 4x4

Slindon,West Sussex

Oxley Shaw, Berkshire

21 June

5 July

Explore Off Road Silverdale, Stoke-on-Trent

Devils Pit

Frickley 4x4

31 May Cowm Leisure Whitworth, Lancashire Kirton Off Road Centre Kirton Lindsey, North Lincs

Protrax Tixover, Northamptonshire

Slindon Safari

Frickley 4x4 Frickley, South Yorkshire

£59.99

T-3000 New Rugged Front Speaker CB Radio

Parkwood 4x4 Tong, Bradford Picadilly Wood Bolney,West Sussex

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

Discovery 300TDI 3 door 95H 125K miles. 2 owners. New sills. Long MOT. £1600. Defender 110 TDI 91J 200TDI only 63,000 miles. Good order. £4995.

Defender 90 Station Wagon 96P 125K miles, 1 owner, New Galv Chassis, full external roll cage, Alli Wheels, MT Tyres. £8995.

Discovery 200-300 TDI, breaking for spares, most parts available.....POA

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

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

Frickley, South Yorkshire

Muddy Bottom Minstead, Hampshire

Barton-le-Clay, Bedfordshire Frickley, South Yorkshire

Muddy Bottom Minstead, Hampshire

Mud Monsters East Grinstead,West Sussex

Parkwood 4x4

27 June

Picadilly Wood Bolney,West Sussex

Burnham Off-Roaders Tring, Hertfordshire Kirton Off Road Centre Kirton Lindsey, North Lincs

28 June

14 June

Burnham Off-Roaders Tring, Hertfordshire

Essex, Rochford and District 4x4 Club

Cowm Leisure Whitworth, Lancashire

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

Buyers

Dates are apt to change, so always check with the site before travelling

Mouldsworth, Cheshire

Barton-le-Clay, Bedfordshire

CB Radios

Workshop

Hill’n’Ditch

Devils Pit

From

Adventure

30 May

7 June

www.THUNDERPOLE.co.uk

Vehicles

Calendar

Slindon,West Sussex

For the complete range of ALL CB Radios & Accessories visit

Products

Hill’n’Ditch Mouldsworth, Cheshire

Tong, Bradford

12 July Essex, Rochford and District 4x4 Club Rayleigh, Essex

Hill’n’Ditch Mouldsworth, Cheshire

Protrax Tixover, Northamptonshire

Slindon Safari Slindon,West Sussex

Green Lane Convoy Events 1-2 June

20-21 June

5 July

UK Landrover Events Eden and Tynedale

4x4 Adventure Tours North Pennines

UK Landrover Events Tyne and Wear

4 June

Trailmasters Yorkshire

8 July

UK Landrover Events Lake District

5 June 4x4 Adventure Tours Ridgeway

6-7 June Protrax Wales

21 June UK Landrover Events Dales and Eden District

25-28 June 4x4 Adventure Tours Wales (winches only)

27 June

UK Landrover Events Tynedale

Trails and Tracks Yorkshire Dales

7 June

4-5 July

UK Landrover Events Northumberland

4x4 Adventure Tours North Yorkshire

13-14 June

Protrax Wales

Trails and Tracks Lake District/North Yorks Dales

Trailmasters Lake District

UK Landrover Events Peak District

10 July 4x4 Adventure Tours Cotswolds

11 July Trails and Tracks County Durham

11-12 July 4x4 Adventure Tours South Wales

13-14 July Lost World Overland Wales

16-17 July UK Landrover Events Cumbria/Yorkshire

Land Rover Defender Upgrades & Accessories

LAND ROVER DEFENDER HEADLINING & INTERIOR WINDOW TRIM Hand crafted and covered in nine different colours. Made from GRP & lined with a plush suede-like finish Optional extras: Defender 90 PUMA - Alpine window inserts - Sun Visor Covers

Alston (Black)

Stornaway (Dark Grey)

Silver (Light Grey)

r1 10

Honey Biege (Tan)

Defender 90

fen

Sandbank Biege (Sand)

Defender 90 TD5

Luna White (Ivory)

Coffee (Dark Brown)

Cocoa (Medium Brown)

Hazel (Light Brown)

REPLACEMENT SEAT COVERS

www.masai4x4.com

/masai4x4

Protect your Land Rover with Raptor A TOUGH & TINTABLE protective coating

CUSTOMISABLE RAPTOR is available in black and tintable versions. The tintable version can be altered to suit the colour of your vehicle by adding a small amount of automotive solvent paint. RAPTOR can be applied as a smooth finish through to a very coarse finish. FEATURES & BENEFITS > Easy to use: simply FILL - SHAKE - SHOOTÂŽ > Easy to clean > Provides excellent UV protection > Waterproof - provides a water tight seal, keeping water out and protects new surfaces against rust > Sound deadener (reduces noise and vibrations) > Protects against rust, corrosion salt, damp and extreme temperatures > High resistance to everyday and off-road use > Abrasion and stain resistant > Dries rapidly, is flexible > Provides excellent adhesion > No need to wax after application SURFACES* > Painted surfaces > Aluminium > Steel > Bare Metal > GRP > Galvanised > Plastics > Wood > Polyester Fillers > Glass > SMC

Britpart are the EXCLUSIVE Raptor stockists in the Land Rover aftermarket.

USAGE > Automotive > Off-road > Marine > Commercial > Industrial > Agricultural APPLICATION METHODS > U-POL Stonechip gun > Roller > Brush

*Some substrates require additional surface preparation before applying RAPTOR.

RAPTOR is a highly durable protective coating that ensures protection against mechanical damage, fuels, hydraulic oils, rust, corrosion, salt water, damp, extreme temperatures and off-road muddy good fun. APPLICATION AREAS > Chequer plate and grills > Loading area > Underbody protection > Bumpers and bull bars > Sills, side rails and steps > Wheels and wheel arches > Part and full vehicle overspray > And much more...

For full product details visit

www.britpart.com/raptor

One half of this Discovery 1 corner bumper is a very tired looking, tatty and weather beaten bit of plastic. The other half is transformed with a coating of Raptor and it will stay like this as RAPTOR is UV resistant. RAPTOR can be applied as a smooth finish through to a very coarse finish. DA6382 DA6383 DA6384 DA6385 DA6387 DA6390 DA6391 DA6392 DA6393 DA6394 DA6484 DA6395 DA6396 DA6397 DA6398

Raptor - black finish Raptor - black finish Raptor - tintable finish Raptor - tintable finish Raptor hardener Degreaser Degreaser Degreaser Acid etch primer Universal adhesion promotor Raptor Traction Finishing Pads Panel wipe cloths Mixing cups Wooden mixing spatulas

4 litre kit 750ml bottle 4 litre kit 750ml bottle 250ml tin 1 litre tin 5 litre tin 500ml aerosol 450ml aerosol 450ml aerosol 200g sachet 10 x Fine pads 140m roll/350 sheets 25 qty 100 qty