The Landy - March 2024

Page 15: A rare ex-Navy 109” Series III Pick-Up is taken lovingly back to its original condition

LANDY

MARCH 2024

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ISSUE 124

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Urban Automotive predicts top five Land Rover modifying trends for 2024

Issue 124: Mar 2024

3

It’s a “Tea for me, four sugars and enough milk so it’s the colour of He-Man.” kind of insurance policy.

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URBAN AUTOMOTIVE IS WELL KNOWN FOR ITS WORK on creating a certain kind of Land Rover. The kind that rode the wave of the Defender craze, mainly – which means lots of toys, lavish interiors and no end of look-at-me-styling.

The company has branched out into other makes of vehicle too since first appearing in these pages. But Land Rovers continue to be at the heart of what it does – and it continues to keep its finger on the pulse of what’s happening elsewhere in the world of styling and modifications.

So when Urban Automotive makes its predictions for the Top 5 Modification Trends in 2024, if cool Land Rovers are your thing it’s a very good time to listen. And if the other kind of cool Land Rovers are your thing, well, it’s a very good time to look on while shaking your head in bemusement.

Resisting the temptation to list them in reverse order, here’s what the intelligencia are all wanting on their modded Landies this year: 1) Flat-faced alloys Flat-faced forged alloy wheels signal a move towards more retro-inspired builds, which sounds quite promising.

And you can be sure they’re about to become big in the UK because we always follow whatever happens in Amerika, where they’re a growing trend – witness the wheels on the Urban Range Rover pictured below and overleaf, fitted with 24’’ custom forged Cactus Jack x Forgiato rims by

LA-based Platinum Motorsport for the vehicle’s owner, one Kim Kardashian.

‘The unique wheel divides opinion but certainly stands out,’ says Urban, which could also be talking about Ms Kardashian there. ‘The flat-face design also aids aerodynamics.’

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Issue 124: Mar 2024

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DA5502 Heavy Duty Steering Bars 90/110 £99.00 incl VAT

Continued from previous page 2) Pastel vinyl wraps Satin black remains the most common colour for vehicle wraps. But pastel colours are coming up fast, with a number of top-end OEMs embracing them as paint colours and boutique modding houses like Urban seeing more demand for adventurous hues.

3) Bright interiors Not exactly a new concept on bling Defenders, as regular readers and their poor suffring eyeballs will be aware, but Urban expects bright and bold interiors to be on trend in 2024.

It recently worked on just such a vehicle for kick-boxing champion Rico Verhoeven – and promises that another project will be taking the approach even further during 2024.

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4) Heritage-inspired builds Restification is not new either, but the notion of combining iconic designs with contemporary underpinnings has become ever-more popular over the last five years – and Urban Automotive expects the trend to continue in 2024.

An example is the company’s own take on Land Rover’s 75th Anniversary Edition Defender, launched in March last year, which featured a carbon fibre vented bonnet and Urban’s UC-4 cast wheels with Grasmere Green pinstriping, as well as its signature spoiler and light bar. It offers the package on the 90 and 110 alike.

5) Visual Carbon Fibre This has been around in the automotive industry for decades, however Urban sees a clear uptick in the material’s popularity after a wide range of show

vehicles at last year’s SEMA in Vegas used naked carbon panels to make an impact. The company’s kits are based around the use of carbon fibre and it’s promising new finishes and techniques for 2024, with an in-house production facility allowing it to offer customers the opportunity to give their vehicles a customisable appearance.

‘As bespoke modifiers of some of the most coveted luxury vehicles in the world, we’re always keeping a close eye on the styles and trends that could lead to the next big thing,’ says Urban Automotive boss Simon Dearn. ‘Our clients are often high-profile individuals who are willing to take risks and push the boundaries, and we’re proud to deliver such a bespoke service for them alongside our trusted specialist build partners across the globe.’

NEXT MONTH’S ISSUE OF THE LANDY IS PUBLISHED ON 5 MAR You can pick up your copy of our April 2024 issue from selected newsagents and Britpart dealers – or read it online at www.thelandy.co.uk 01283 742969 • enquiries@assignment-media.co.uk • www.thelandy.co.uk • www.facebook.com/thelandyuk Group Editor Alan Kidd Art Editor Sam D’Souza Contributors Graham Scott, Alan Idle, Dan Fenn, Paul Looe, Tom Alderney, Gary Martin, Gary Noskill, Olly Sack Photographers Steve Taylor, Richard Hair, Harry Hamm, Michelle Thruxton, Vic Peel

Advertising Sales Manager Colin Ashworth Tel: 01283 742969 Publisher Sarah Moss Email: sarah.moss@ assignment-media.co.uk

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by Britpart. Details of your nearest Britpart dealer can be found at www.britpart.com Where a photo credit includes the note CC-BY-2.0 or similar, the image has been used under that Creative Commons licence. Details are available at www.creativecommons.org The Landy is published by Assignment Media Ltd, PO Box 8632, Burton on Trent DE14 9PR © 2024 Assignment Media Ltd

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Issue 124: Mar 2024

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Green Lane Association helps save Blind Lane for all 4x4 drivers – but elsewhere in Derbyshire, extreme weather forces emergency closures at Beeley and Two Dales

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he Green Lane Association’s efforts on behalf of all rights of way users have helped secure the right result at a public enquiry on the status of Excelsior, also known as Blind Lane, an unsurfaced road near Grindleford in Derbyshire. The route was put under threat by the actions of anti-freedom fanatics who, in their usual self-serving fashion, applied for it to be downgraded to a bridleway.

In a perfect example of why a GLASS subscription is such good value for money, the association dipped in to its fighting fund to employ a professional researcher – who unearthed valuable historical evidence and led a second campaign for user evidence in support of motor vehicle rights.

Phil Hobson, GLASS’ Rights of Way Officer, compiled and submitted a statement of case together with proof of evidence to the inspectorate, and attended the inquiry with the association’s local rep team. The inquiry lasted three days, overseen by a government inspector who walked the lane twice herself in addition to listening to evidence for and against vehicle rights.

The result was a victory for the pro rights of way community, with the inquiry finding that the route has historic public carriageway rights and should be recorded as a Byway Open to All Traffic on Derbyshire’s definitive map.

‘Thanks are due to our Derbyshire team, Peak District Vehicle Users Group members, all the others who helped put our case together and, particularly, the stalwarts who stood up in the public inquiry to give their evidence verbally,’ says GLASS Derbyshire rep Chris Mitchell. ‘This case shows that the green laning community can win the day, as long as we all put in the time and effort to prepare and present the necessary evidence to counter the sometimes questionable claims of the opposition.’

Elsewhere in Derbyshire, an autumn of storms has taken its toll on the surface of Back Lane, also known as Two Dales, and Beeley Lane. The former was graded a few years ago, smoothing down a series of extreme washouts at its southern end, however these repairs were washed out during Storm Babet and the lane is now closed by a temporary TRO. Beeley Lane too has become washed out during the hard autumn and the local team from Peak District Vehicle Users Group recommend voluntary restraint by 4x4 users. This route was still open at the time of writing, however Derbyshire County Council was considering a temporary closure.

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How do you modify your Land Rover?

Issue 124: Mar 2024

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W

hen I first got into doing this job, I went to a Club Off Road driving day at Bala in some sort of completely standard vehicle the magazine I was working for at the time had on test. I’d had some off-road tuition so I knew a bit about how to drive, but everyone else seemed to be doing so much better than me. And their trucks looked SO much cooler.

I figured it out after a while. Their trucks looked cooler because they’d had things changed about them. And those things were why they were doing better than my showroom-standard motor, too.

And that was my introduction to the world of modified Land Rovers. A few other makes too, but that was a time when it was still very much the case that if you did off-roading, you did Landies.

Back then (and still, for me and probably you too), modifications means things like lifted suspension, winches, high-angle A-frame ball joints, bigger tyres, raised breathers and so on. But the world moves in strange ways.

If you’re reading this issue of The Landy by turning the pages one by one from the start (you’d be surprised how many people don’t), you’ll already have spotted the story that’s prompted these thoughts. The top five modifications people are supposedly going to be wanting in 2024 include things like visible carbon, pastel wraps and flatfaced alloys. In the world of traditional Land Rover modding, that’s hilarious, though we’re talking about the kind of car Kim Kardashian goes about in.

Some of the other predictions ring much truer, though. Brightly coloured interiors? The bling Defender market discovered that one years ago. And heritage builds? Isn’t that what every modified Defender and old-school hybrid has been since the world began?

Of course, we’re talking about street machines here, not proper Landies.

But much as we like to sneer at those whose taste differs from our own, we have more in common than we like to assume. Those trucks at Bala looked SO much cooler than my standard one, remember. And at the end of the day, isn’t that what it’s all about?

Alan Kidd, Group Editor alan.kidd@assignment-media.co.uk The Landy_2023_12_December_Richard Chassis_FP_A4.indd 1

04/10/2023 09:19

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Issue 124: Mar 2024

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Spring and summer dates for Great British Land Rover Show

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THE GREAT BRITISH LAND ROVER SHOW at Stoneleigh is very well established as the autumn event that brings down the curtain on each year’s season. Over the last couple of years, it has been accompanied by spring versions of the show, first at Newark and then at Bath and West – and now for the first time ever the organisers are going to be running both these versions of the big-name event.

The Newark show, which ran in May 2022, attracted a big crowd and featured a wide range of exhibits over two halls with a large area of outdoor

stands in between. The organisers intend to build on this for the second running of the show at its northernmost venue so far, and have listened to visitors’ feedback in a bid to ensure the space is used as effectively as possible to give everyone a day out they won’t forget.

This year, Newark is scheduled for 23 June – moving it from spring to summer and giving Land Rover clubs the opportunity to take adventage of the outdoor space between the halls.

And before that, the two-day version of the event at Bath and West Showground moves from its previous sum-

An Island for overlanders ROOF TENT SPECIALIST TUFF-TREK is hosting its fourth Overland Island camping event at the South of England Showground, near Ardingly in West Sussex, on the weekend of 26-28 April. Described as ‘an Overland Community Camp Out,’ this promises to be family and dog-friendly, with on-site entertainment and live music as well as a range of food vendors for those who don’t fancy cooking.

There are showers and toilets on site, too, should the facilities in your overland vehicle not be all you want or need for one of the social events of the overlanding year.

‘All are welcome,’ says Tuff-Trek. ‘Old friends and new, come and meet like minded people for on and off-topic discussions.’ Weekend tickets are priced at £65, with a £45 early bird offer still available at the time of writing.

mer slot to 20-21 April – with camping once again available for those wanting to make a weekend of it.

As always with the Great British Land Rover Show, the organisers’ association with the All Wheel Drive Club means there’ll be public off-road routes available – giving you a chance to show the world what you and your Land Rover can do. Add in a variety of other attractions – and, of course, the wide range of exhibitors who are always the lifeblood of these events – and you’ve got two very good reasons to mark 20-21 April and 23 June in your diary right now!

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Issue 124: Mar 2024

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Products

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The latest and best equipment, parts, tools, accessories and more for Land Rover owners

Genuine Minilites for Defender and more ca £270 + VAT • www.britpart.com THE MINILITE WHEEL is a bit of a motoring icon.

And, however much the word might make you grind your teeth when used by JLR executives, so too is the Defender.

Now you can double up on your icons and put both together. That’s because Minilites are now available through the Britpart network to suit the Defender (including pre-Defender) from 1987-2016 – as well as the Series III, Discovery 1 and Range Rover Classic.

The wheels are low-pressure die cast in highgrade aluminium alloy, CNC machined, pressure tested and powder coated. These are genuine Minilites, made to the same pattern as the legendary competition wheel on which the Austin Mini achieved global success in the 1960s and 70s.

If there’s to be a bucket of cold water, it’s that the wheels are only available in 8x18”. You can get them in black, silver and anthracite finishes, though, to complement the finish on your Landy of choice.

Air-con for TDCi-era Defenders Price: From £2524.97 inc VAT From: www.maltings4x4store.co.uk. SKU DA3833 THE PUMA-ENGINED DEFENDER was a great leap forward in some ways, with heating and ventilation among them. They weren’t the first to be fitted with air conditioning, but it became more common – and now you can make it more common still, thanks to this new Britpart kit which is available through Maltings 4x4 Store.

The kit suits both left and right-hand drive vehicles, and comes with a one-year warranty. As well as fitting instructions, you might be relieved to hear – this is a job most people would leave to the pros, though we do know of Defender owners who’ve done it themselves.

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Issue 124: Mar 2024

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Safety Devices’ Explorer roof rack now available for new-shape Defender Price: £854.70 inc VAT From: maltings4x4store.co.uk, DA3812 IF YOU’VE GOT A NEW-SHAPE DEFENDER and somehow still have some money left over, an Explorer Roof Rack from Safety Devices is a pretty good place to put it. And Maltings 4x4 is a pretty good place to go to get one, as they want you to contact them if you’ve found it at a lower price.

The rack doesn’t have a luggage rail, so it’s ideal for roof tents or items you strap down properly. This particular version is gutter-mounted, though a roll cage mounted version is also available. It measures 1.6 x 1.4 metres and is suitable for use on the new Defender 90, 110 and 130.

The rack is related to the Explorer unit which Safety Devices has been making for years to go on Defenders and pre-Defenders from 1987 to the end of the Td5 era in 2006. So you can be sure it’s a thoroughly time-served design.

Mud-UK brings relief for screwed-to-death vent panels Price: £240 Available from: www.mudstuff.co.uk AS MOST OF US HAVE FOUND OUT TO OUR COST, too much screwing can leave you damaged and fragile. We’re talking about the vent panel on a Defender, of course.

‘Over the years,’ says Mud-UK, ‘this fragile panel traditionally gets a million things screwed into it. So it’s always high on the shopping list for any restoration project.’

The grey plastic panel, which sits horizontally in the back of the dashboard on the classic Defender, is no longer available to buy from Land Rover. Good old Land Rover. So instead, Mud-UK have created their own copy of the original part.

‘We’ve accurately replicated the colour and texture of the original panel,’ the company says, ‘but manufactured it in a thicker grade material for greater durability.’ So after fitting it, you can screw away to your heart’s content. Yet another way in which Land Rover ownership is living the dream.

The Mud-UK panel is suitable for all Defender models up to 2001 (V), and for vehicles with right-hand drive.

It comes with all the fixings you’ll need to instal it.

Lightweight bumper from AlliSport Price: From £285 plus VAT From: www.allisport.com YOU DON’T TEND TO THINK OF ALLISPORT as a company that makes bumpers. But in addition to all the cool stuff they create to go under the bonnets of the world’s Land Rovers, this lightweight unit for proper-shape Defenders is a predictably tidy bit of work.

A direct replacement for the original steel bumper, AlliSport’s has raised end profiles for a better approach angles. It’s made from 4mm thick aluminium which is laser-cut and CNC-folded, and it comes in a choice of black or silver powder-coat – leaving you to decide whether or not you want it with DRLs.

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Ancient Mariner

Issue 124: Mar 2024

15

Ex-Army Land Rovers are a common enough sight, but ex-Navy not so much. This 109” Series III is a superb example of the breed, having enjoyed a recent restoration back to its original condition Words: Gary Martin

T

here are lots of ex-Army Land Rovers in the world. But an ex-Navy one is much less of a common sight.

It shouldn’t be any great surprise, of course. You’ll be a long time looking for an ex-Army destroyer, on account of they do stuff on land. By the same token, there’s a reason why it wasn’t called the Sea Rover.

Still, the Navy and indeed the RAF did always have a few Landies knocking about. The RAF, indeed, were the first clients to ask for Land Rovers with two-wheel drive; the Belgian Army followed suit years later, and in each case you have to wonder why they didn’t just get Bedford CAs or Commer FCs instead.

This, on the other hand, is not a Land Rover with one hand tied behind its back. It’s the real deal, and it’s

recently been restored back to near new condition. Oh, and in 46 years on this planet it’s done all of 27,100 miles.

That’s just under 590 a month, and we’ve done that many in a morning.

The resto was done between 2019 and 2020 by the 109’s owner, Ian Stilgoe. He bought it that year from his friend’s dad, a Mr Bennett of Formby, Merseyside, who in turn had been its first civvy owner after the Navy disposed of it in 1986.

The story doesn’t start there. though.

The 109’s build date is recorded as 29 March 1977, and about a week later on 4 April that same year it was despatched to the central Army Vehicle Depot at Hilton, Derbyshire. This facility was closed about a decade later and subsequently redeveloped into a housing estate – by which time the Land Rover had already completed its

service in the Navy and found its new home in Formby.

Its mileage was 15,400 when it was disposed of, and over the course of the next twenty years this climbed to 26,713. Mr Bennett kept it fully serviced and MOT’d, and obviously he did a few miles in it every year, but then in 2006 it was laid up. Maybe the work required to keep on top of its advancing years got too much, but either way that was it until Ian took it on.

After that, he didn’t waste any time.

His plan was to carry out a complete restoration, keeping the vehicle to its original spec, and it’s not a plan from which he deviated.

The chassis number, VIN plate and Royal Navy ID were all present, however the chassis was too far gone to save.

Ian based the rebuild on a galvanised unit but while doing so he retained the

The restoration was a thorough one, with almost everything capable of wear being either repaired or replaced. This includes the chassis, which still had its original manufacturer and Navy IDs but was too far gone to save and had to be replaced with a galvanised unit

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News

Issue 124: Mar 2024

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Adventure

Defender Rear Tubs

Quality Replacement Land Rover Bodies part of the original with the number stamped in it.

From chassis to rolling chassis, the axles were gently reconditioned using new seals and bearings. Ian inspected the diffs and halfshafts, finding that they weren’t worn, and the same went for the prop UJs. The front axle got new swivels, though, and then the reassembled units went under the chassis on new springs.

The engine and gearbox remain original too, which is kind of how you’d hope it would be after only 26,000 miles. Of course, though, both wanted rebuild of their own.

The engine is the 2.25 petrol, which is a pretty long-lived old lump if you don’t do anything silly. Ian rebuilt it with new seals and bearings, and fitted a new carb as well as renewing obvious stuff like the points, plugs and HT leads. He could have done more (you can always do more) but having pulled it apart he found it just didn’t need it.

The gearbox and transfer case got a similar going-over, with seals and bearings all round as well as a new second gear in the primary. The steering box and slave were rebuilt with new bearings and in went a new clutch, along with new slave and master cylin-

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ders, and a whole new braking system.

In the words of the man himself, ’not much which could wear wasn’t restored or replaced.’

Ian shelled out a bit more than £10,000 on parts for the project, which is well as the above included things like a new fuel tank, heater element and wiring loom. It all adds up to a big bill, though of course it also all adds up to a cool Land Rover so that’s alright.

Helping it look cooler than ever is a new hood and tilt from Exmoor Trim, which contrasts nicely with a fully resprayed glory coat in the correct Navy blue. Ian went the full nine yards and stencilled in the signwriting to go with it, too; if you don’t know your MOD acronyms (and we wouldn’t blame you, because there are more than 20,000 of them). PSTO(N) stands for Principal Supply and Transport Officer (Naval), and Rosyth is the dockyard you see down below you when you’re crossing the Forth Bridge north into Fife.

Just to digress, another one of the 20,000 is SEXSSI. This stands for Ship’s Explosive Store Safety Instructions, don’t you know. Someone was in a playful mood with that one…

Back with the 109, Ian fitted new seats inside as well as three-point iner-

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Buyers

tia reel belts. A towbar and electrics might sounds less likely on a restored vehicle, but the Navy would certainly have used it that way when it was new so in that sense it adds accuracy – even if you can’t imagine it being put to work these days. The 7.50R16 Michelin ZXLs it’s wearing are rather more modern than it would have started life on, too, but if you’re going to quibble about that it’s time to get some more real ale down you. Or rum.

One of the best things about this Series III, in addition to simply being a wonderfully cool truck, is that its history is unusually complete. Its Royal Navy acquisition contract number (049-76-1) is present, its military registration was 15-RN-86 and, almost unbelievably, when Ian was pulling it apart for restoration he found a naval specification print under one of the seats. There was a time when someone would probably have been court martialled for that under the Official Secrets Act. Mainly, though, it’s cool. Very cool, very complete and very accurate in all the ways an everyday classic should be. All it needs now is a home on the coast and it’ll be set for a retirement fit for an old sea dog.

Thanks to the 109’s owner for the information and pics in this article. It’s currently available for sale – you can find it listed in the classified adverts on page 28 of this issue.

The original 2.25-litre petrol engine was good to go again, which is pretty much as you’d hope with only 26,000 miles on it. Ian renewed the carb and HT system, and rebuilt the engine with new seals and bearings, but that was all The Landy_2023_09_September_Pegasus Bulkheads Ltd_FP.indd 1

06/07/2023 11:13

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17

Cleaned up and looking as good as new, the 109’s interior gained new seats and belts as well as a heater element that actually works

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A means to an end

Issue 124: Mar 2024

21

Some Land Rover fans are devoted to the marque in an almost religious way. Others just love off-roading – and have come to find that owning a Land Rover is the best way to do it Words: Paul Looe Pictures: Harry Hamm

S

ometimes, being a Land Rover devotee can mark you out as a bit of a loser. You know the kind – got the mug, got the T-shirt, got about half a dozen Landies and no more than one of them is ever running at any given time. This is the kind of person who can’t say ‘Japan,’ because after the first three letters their mouth involuntarily forms the word ‘crap’ instead, and they’re no credit to anyone.

But then there’s the kind of person who’s an off-roader first and foremost and who happens to have fallen in love with Land Rovers because of it. People like Rob Berekis, for example, who

describes his off-roading history quite succinctly: ‘I’ve always been into mud.

I’ve always loved engines.’

Rob grew up on motocross bikes, but there’s a certain age at which you have to either give up or start spending a lot more money to stay competitive.

That left him without a hit of mud for several years, but he kept himself busy by doing things like getting married.

Which in turn led him back into the world of off-roading, via a friend of his wife whose husband took him out and got him hooked.

Next thing you know, Rob’s putting a cage on a 300 Tdi 90 and going out

to give it death. Actually, it was chassis rust that did that… well, chassis rust and two and a half years’ enthusiastic off-roading. His answer was to go out and buy another 300, so he must have liked the first one.

This one came from an owner who had already done some quite serious stuff to it – including fitting a full external cage with an additional rear hoop for use as a high-level fairlead when winching at extreme angles. As this suggests, there were winches at both ends, but aside from a pair of snorkels (yes, a pair… work that one out) it was otherwise largely standard.

22

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Above right: The rear crossmember looks reasonably standard at first glance, but the hawse fairlead embedded in it tells a story. Rob actually mounted the winch by cutting out the back of the chassis to make way for a dedicated tray Rob’s plan was to take what had already been started and carry it on in his own style. He added must-have kit from familiar names like ARB and Old Man Emu, as well as upgrading the tyres to hardcore-as-it-comes Insa Turbo Special Tracks. He also replaced the everyday front winch with an 8274, which he mounted on an old Scorpion Racing bumper from eBay. In keeping with the majority of his off-roading mates, he also warmed up the engine to get more power to his wheels. Tweaks to the turbo and fuelling, combined with a full-width intercooler, gave him all a man will ever need. Or more, actually – when we

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Above left: The 300 Tdi beneath the bonnet has been there since the vehicle left Solihull. Original doesn’t necessarily mean standard, though – its turbo and fuel pump have been turned up to help make the most of a full-width Allisport intercooler, so don’t expect it to be shy and retiring. You’ll have spotted the silicon hoses here, too, and there’s also a 100-amp alternator and Kenlowe electric fan in there

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asked if he’d had it on the rollers, the answer was no but ‘I break shafts every time I go out.’

That doesn’t sound like much of a boast but, though he has thought of building up the axles, he takes the view that since your drivetrain is inevitably always going to have a spot that’s weaker than the rest, you’re better having it somewhere that’s easy to get at and cheap to replace. ‘I have an abundance of shafts,’ he explains, ‘and it only takes half an hour to change one. If you strengthen the axles, you’ll just end up with something else going – like the transfer case, which you really don’t want.’

Sure enough, a rear halfshaft went bang on our photoshoot, and when we phoned Rob for a chat a few weeks later he’d just come home from a do a t Walters Arena… where, sure enough, he blew a front one then followed that up by totally destroying the CV on the end of it. But he’s adamant that this is a price worth paying – as he is that while running a more extreme suspension set-up and losing his bodywork might make his 90 more competitive, he’s not up for turning it into a challenge warrior.

That’s not only because this is his daily driver and work truck, either (though it is). ‘I wouldn’t want to turn it

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Above left: Heavy-duty trailing arms to the rear axle are cranked to allow more droop. You’d be doing very, very well (or badly, to use another word for it) to break one of these. Note the use of unpretentious rubber bushes and bump stops – not to mention the rope wound on to the drum of the rear winch in the background Above right: 285/75R16 Insa Turbo Special Tracks on ZU rims are mounted up using 30mm spacers. No shortage of traction there, not indeed of stability, but with a set up like this you need to be checking your hub bearings way more regularly than normal into a trayback, even if I could. I love a standard 90, I love them. Some people think they’re farmers’ vehicles, but I just adore them.’

This in spite of his personal taste in off-roading, which you’d think would make him a prime candidate for challenge events. ‘I’m not that into quarries, to be honest. Give me the woods, get me winching. I love to winch – when I go somewhere, I need to be on the side of a hill hanging off it!’

Anyway, Rob’s love of Land Rovers has seen him double up on the green ovals in his garage. Being a petrolhead at heart, he used to run an Alpina-built BMW, but having realised where the

real fun lies he got rid of this in favour of a Discovery 3. Good lad.

He doesn’t shirk at getting his hands dirty, either – and not just the 90. He’s even done the Disco’s cam belt – without, he says, taking the body off. ‘You just have to be a bit more flexible…’

Despite this, Rob isn’t a mechanic by trade. He just pays attention, and with the help and tuition of various people he soon reached the point where he felt very confident working on his vehicle.

His parents helped out, too, by turning a blind eye all the times when he was supposed to be working in their garden centre but was lying under his Land Rover instead!

Rob told us he’d like to go a galvanised chassis on the 90, but that would be tricky as he was always using it. ‘I’m quite happy with it the way it is, though,’ he mused. ‘I think everything I’ve put on it is the best.’

He might have rediscovered his love of mud kind of by accident, but Rob has taken to Land Rovers like a true convert. And with such a good crew of mates there to help him along, these days stuff doesn’t faze him – whether it’s hanging off a winch cable or changing a gearbox. ‘I do stuff I’d never have done before I got a Land Rover. Buying a 90 is probably the best thing I’ve ever done!’

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f there are two words you hear more than any others about the Discovery 3, they’re ‘money’ and ‘pit.’ The vehicle is famous for what its timing belt, air suspension and handbrake can do to your bank balance, but to be honest so can just about everything else about it.

For the 2010 model year, the Disco 3 became the Disco 4 and what was already a posh but complicated SUV became posher and more complicated still. It was magnificent to drive – quite possibly the first Discovery to make people question the need to buy a Range

Series I (1948-1958)

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

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

Restoration projects require deep pockets, but see it through and the result will be worth mega bucks.

Gone are the days where you could use a Series I as an actual Land Rover. Because with restored examples changing hands

Series III (1971-1985)

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

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

In 1980, the engines switched to a more durable five-bearing crank rather than the old threebearing setup. The transmission also received syncromesh on all forward gears to make it easier to live with.

Lightweight (1968-1984)

These military vehicles can easily be distinguished from regular

Land Rovers. To mimic the civvy Series machines, the Series III model built from 1972 onwards, also had its headlights switched out to the wings.

Lightweights add an extra dimension to owning a Land Rover.

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

90/110 (1983-1990)

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

also take you just about anywhere in the world.

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

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

Rover, though its brilliant seven-seat layout meant its practicality was on a different planet to its big brother.

The 2.7 TDV6 engine had become the 3.0 SDV6, too, which made it better than ever for towing. This engine is notorious for crankshaft failures, however, as well as for oil starvation and big end bearings – on top of all the usual emissions-related horrors. And you’ve still got air suspension to think about, as

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well as that handbrake and, these days, rust. It’s a sensational vehicle – but you need to go in with your eyes wide open.

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£5000-£85,000 Series II/IIA (1958-1971) for millionaire money, preservation is the aim of the game.

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

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

£2500-£45,000

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

A 2.25 petrol 88” would be our pick, as the diesel engines were underpowered and rather noisy.

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

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

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

£2500-£30,000 Series IIA/IIB FC (1962-1971)

£2500-£15,000

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

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

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

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

rarity – with all the cachet, pride and immense awkwardness that comes with this status.

By ‘rare’, we’re talking about less than 2500 Series IIA FCs in total. And they tended to have a very hard life, so not many have survived to tell the tale.

Forward-Control models differed from everyday Series IIs by

£3500-£22,000 101 (1972-1978) out from the crowd. They’re a rare breed, though – so if you’ve got one, it’s worth keeping hold of.

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

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

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

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

£3500-£35,000 127 (1985-1990) A very early 2.25 petrol 90 is a rare thing, and a beautiful one too. But perhaps try for a 2.5 natasp diesel: they’re robust and as simple as they come.

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

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

having heavy-duty ENV axles, but engine-wise they had the familiar 2.25 petrol and diesel lumps. So, don’t expect performance – but do expect to be given an ‘interesting’ time in the workshop…

Pros: A Land Rover like no other, if that’s what you want Cons: Especially brutal to drive, and to find parts

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

by Land Rover standards.

Pros: Master of the road. Lovely V8 soundtrack. Everybody who sees one loves it Cons: Monumental running costs. Expensive to buy, too

£6500-£27,000 took 110 chassis and stretched them. It was designed for military and commercial users and came as a high-capacity double-cab.

These days, it’s very rare to find a 127 that hasn’t been hammered, restored and/or converted, or all three. People looking for a work truck tend to go for a later 130, so the 127 is more of an enthusiast’s

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

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

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

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

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Defender 200 Tdi (1990-1994) £4000-£38,000 Defender 130 (1990-2016)

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

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

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

The LT77 gearbox in the 200 Tdi is more truck-like than the later R380, and these vehicles didn’t come with bling. Just be sure it’s an original Tdi you’re getting, not an old Discovery conversion.

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

Defender 300 Tdi (1994-1998)

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

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

The arrival of the 300 Tdi also brought with it the R380 gearbox.

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

Defender TDCi (2007-2016)

The last Defenders gained modern 2.4 and 2.2 TDCi engines and

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

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

£12,500-£35,000

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

The advent of the Tdi engine was the making of the 130, too. At last, Land Rover could make them pull properly without returning single-figure fuel economy by using a hard-worked V8.

£4500-£43,000 Defender Td5 (1998-2007) become sought after for their light clutch and better shift action.

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

Pros: Strength and simplicity.

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

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

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

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

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

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

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

£55,000-£165,000

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

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

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

making modifications – a market Land Rover wants to take back and have for itself. It won’t hold its value long-term the way an original-shaper does, either. But this is still a superb vehicle.

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

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

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

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

£8500-£195,000 Defender (2020-on)

As a result, you’ll find many more original(ish) 130s than 127s.

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

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

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Freelander (1997-2006)

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

£400-£5500 Freelander 2 (2006-2015)

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

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

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

Today’s replacements are much

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

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

The Freelander 2 was a massive improvement on the model

£2000-£17,500

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

It’s become one of the most reliable Land Rovers out there, too.

But do be aware of the rear diff and Haldex unit for costly outlays.

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

Range Rover Classic (1970-96) £4000-£275,000 Range Rover (1994-2002)

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

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

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

Range Rover (2002-12)

The Mk3 Range Rover hit new heights of luxury and was more re-

The fifth-generation Range Rover takes its position as a luxury car

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

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

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

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

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

£1000-£28,000

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

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

Electronics are laughably flaky.

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

£2200-£27,000 Range Rover (2012-22)

liable than the P38. It’ll still cost a lot to run, however, and drivetrain faults and underbody corrosion are not unknown.

The TDV8 engine is sublime, but you’ll pay more to get one – especially the 4.4, though the 3.6 has all the power you need. The V8 petrol, on the other hand, is temptingly cheap. Guess why…

Range Rover (2022-on)

An awful lot of Rangeys have been neglected and/or abused, and you can still buy they cheap.

But if you’ve got the skills, and access to parts, restoring one would be the ultimate hobby that pays.

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

bargain search out one with the unpopular 3.2 petrol unit. Either way, it’s a fine SUV to drive.

Prices have fallen since the production ended, too – £10,000 now gets you one worth having.

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

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

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

£20,000-£150,000

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

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

Inside, the Range Rover’s cabin is superb, with sumptuous trim and cutting-edge equipment.

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

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

£99,000-£220,000 Range Rover Sport (2005-2013) £2500-£20,000

to greater extremes than ever, with lavish equipment and endless opportunities for personalisation.

It’s a supreme lifestyle wagon for the rich: to many of Land Rover’s traditional fans, on the other hand, it’s the supreme irrelevance.

If you can afford one, few cars could be as pleasing. However if you can afford one and you love

Land Rovers, you’re likely to be thinking about how many real ones you could buy with this sort of money. It wouldn’t make a bad way to tow your collection about the place, though…

Pros: Immense prestige, and sublime both to be in and drive Cons: To at least 99% of people it’s utterly divorced from reality

The Sport is mechanically similar to the Discovery 3 – meaning it’s

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

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

You’re looking at a car which many people associate with rich chavs and criminals, however. And being based on the Discovery 3, it can’t help but share that vehicle’s reputation as a money pit.

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

Expect horrific running costs

Range Rover Sport (2013-22) £19,500-£140,000 Range Rover Sport (2022-on) £80,500-£145,000

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

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

Some won’t like the flamboyant posture, while others will love it.

Either way, inside the cabin it’s very nearly as luxurious as the full-fat Range Rover.

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

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

Hilariously, this is what counts as the affordable way in to owning a

new Range Rover. The Sport is less about being chauffeur driven and more about lording it over other aspirational school runners, but once again it’ll be lovely to drive.

Like the full fat Range Rover (a phrase which has never felt more appropriate), the Sport is available with an old-school V8 engine that gives you racecar performance in

return for NASA-level emissions.

Most UK customers with opt for an altogether healthier plug-in hybrid, but they’ll still get a vehicle that’s brutally fast a well as being able to do the normal Range Rover stuff.

Pros: Smooth, refined, comfy… and game for a laugh, too Cons: Still hasn’t quite shed its proceeds-of-crime image

Range Rover Evoque (2011-19) £7500-£41,000 Range Rover Evoque (2019-on) £31,000-£60,500

When the Evoque was launched, it signalled JLR’s intent on hitting

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

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

Nevertheless, it is economical

by Land Rover standards and

because there are so many out there, used prices are tempting.

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

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 range is made up of mild

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

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

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Range Rover Velar (2017-on) £27,500-£75,000 Discovery (1989-1998)

The Velar a competent cruiser and has received numerous accolades

because of its particularly handsome exterior. It’s based upon the same architecture as the Jaguar F-Pace but has greater off-road ability and is available with a wide choice of engines, most of which combine good economy with usable everyday performance.

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

Discovery 2 (1998-2004)

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

most reliable units ever. It drives well, too – mated to a manual box it has more guts even than the V8 option, which is surprisingly bland but predictably thirsty.

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

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

Discovery 4 (2009-2017)

Somewhere between a facelift and a whole new model, the Disco 4

is basically an evolution of the 3.

It looks similar and is still a practicality monster, as well as being hugely impressive on and off-road and a hero in front of a trailer, but despite being only subtly tweaked inside feels far more luxurious.

That hasn’t prevented it from suffering all the same issues as time has gone on. You need to

Discovery Sport (2015-19)

The Discovery Sport packs seven seats into a Freelander-sized

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

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

other models expected to follow the Velar in due course.

But is there a whiff of style over substance? Well, it’s a very good SUV. But you don’t half pay a premium for those suave looks...

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

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

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

Over time, the Disco’s epic ability meant almost all of them were hammered at playdays. Lower body rust is a big killer, too. So it’s rare to find a good one now,

£1000-£11,000 Discovery 3 (2004-2009) models had air-suspension, with all the horrors that brings.

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

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

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

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

But it was also astonishingly complex, and these days it has a reputation as a money pit.

Air suspension and electronic

£6000-£30,000 Discovery 5 (2017-on) start off by buying the best you can possibly afford – and at the top of the market, they don’t come cheap. Get it right, though, and this is as good as a modern Land Rover has ever been.

Pros: Most LR fans’ idea of what a Range Rover should be like Cons: Still a potential money pit, and the best are expensive

£12,500-£33,000 might shudder at the price if you’re buying new, though – but on the used market, there are some tidy looking deals to be had, even on high-spec examples.

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

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

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

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

Discovery Sport (2019-on)

The second-generation Disco Sport came along only four years

after the first. That’s because once again, it’s related to the Evoque, which was ready for a full new model in 2019.

The Sport is a premium midsized SUV with seven seats and a decent level of off-road ability. It’s a massively popular choice for the school run – and, with the arrival of a plug-in hybrid option last

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

Very early ones in tip-top condition are full-on classics, too. For a sound one to own, we’d look for a tidy 300Tdi. Pros: Price, practicality, parts availability. Epic off-road ability Cons: The body rusts like it’s been doused in sea water

£1850-£16,000 handbrakes are big sources of woe, cam belts are a body-off job to change and rust is becoming more of an issue. Get a good one, though, and it’s all the car you’ll ever need.

Pros: Good at everything. Lots of accessories available now Cons: As fragile as you expect, and then some

£24,500-£95,000 convincing – as is an interior that might make you wonder why you’d bother paying more for a Range Rover. Just be careful not to go wild with the options and end up paying more for a Discovery…

Pros: Immense blend of comfort and practicality Cons: Feels more like a softroader than a proper Discovery

£21,000-£62,000 year, as a company car. Quality has taken a step up from the first model – it’s now a convincing premium vehicle, and the range offers enough choices to suit anybody with the means to buy one.

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

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News

Issue 124: Mar 2024

Products

Series IIA 88” 2.25 soft-top diesel (1963). Galv chassis. Refurbed bulkhead. Fairey overdrive. Recent resto. Refreshed engine, SIII box.

New springs and steering box. Custom teak dash. £28,950. Rugby.

07801 566804 03/22/001

Series IIA (1965). Originally a Carawagon. Restored last year with galv rear 1/4-chassis and many new body parts. New electrics, carb, fuel tank, rebuilt front axle.

Heritage Cert. £16,995. Horsham.

07770 968944 03/22/002

Series III 109 (1977). 27,000 miles. Ex-Navy, restored to original on galv chassis in 2020. History from before and after disposal.

2.25 petrol. Heritage cert. Only 100 miles since resto. £18,500. Rugby.

07801 566804 13/23/004

Series I (1950). Literal barn find in Italy. One owner before seller.

Original chassis (needs work), correct engine,. Drives well. All docs to register in UK on original number. £12,750. Chelmsford.

07808 939796 13/23/006

Series IIA 109 Pick-Up (1969).

Very rare factory-approved Air Drive conversion with PTO-driven compressor. Signwritten with great patina. Original and complete vehicle for restoration. £3000.

Evesham. 07507 934457 13/23/005

Defender 90 Td5 Soft-Top (2007). 146k miles. Auto. 6-seater.

Tow pack, Sawtooths, CarPlay, reverse camera, cubby box, side runners, upgraded lights, electric windows, leather seats. £28,500.

Bath. 01225 752358 01/24/001

Defender 90 Td5 Utility (2006).

75,000 miles. Alive Stage 2 tune, Fox/Eibach suspension, soundproofed, bespoke interior, Alpine head unit. Galv 1/3 chassis. Waxoyled. MOT Nov 24. £23,000. West Sussex. 07780 704080 02/24/002

Defender 110 300 Tdi CSW (1998). 161,000 miles. 12-Seater.

Roof rack. Original chassis, new rear crossmember. Cubby box, all good seatbelts. Excellent tranny.

History. MOT July. £13,500. Halesworth. 07564 911160 02/24/003

Defender 90 200 Tdi Hard-Top (1989). 192,928 kilometres. Steel bumper, snorkel, LED roof, work and fog lights, BFG ATs. Puma seats. Part service history. Well maintained.

MOT June. £9500. East Grinstead.

07864 283836 02/24/005

Defender 90 200 Tdi (1991).

131,000 miles. SD cage, 2” lift, Cooper STTs, steel bumper, Superwinch X9, rock sliders, snorkel, steering guard. Raptor dash, frontfacing rear seats. £14,995. Swindon. 07765 043966 02/24/004

Defender 90 (1987). Ex-MOD, with Sankey Ammunition Trailer.

152,000 miles; 65k-mile 200Tdi in 2022. New shocks and springs 2019. Interior carefully maintained.

Dry barn stored. MOT May. £15,000 ono. 07748 692691 13/23/001

Defender 90 Project Kit (1992).

Truck-Cab. New galv chassis on +25mm springs. 300Tdi, overhauled LT77 and LT230. Brakes rebuilt. Refurb A-frame. Extensive kit to rebuild. £6450. Keith.

07879 607749 13/23/003

Discovery 1 300 Tdi van (1989). dislocation cones, steel bumpers, 5” lift, 285s, 52” LED bar, 13,500lb winch, 80-amp marine batteries, rock sliders, galv tank guard.

Solid. Long MOT. £4480. Chertsey.

07748 206225 02/24/001

Discovery 200Tdi (1993). 200,600 miles. Rust-free. New floors, sills, footwells, inner wings etc. Engine rebuild, new suspension and brakes, rad, water pump, cambelt.

FSH. Full MOT. £7495. Dulverton.

07967 362090 01/24/006

Discovery 300Tdi (1998). 123k miles. 7-seat. Air con, electric windows, new Insas. Straight, unmolested, everything works. Sunroof sealed. Cam belt at 115,000 miles.

MOT June. £2700. Pontypool.

07564 259781 01/24/002

Discovery 3 Camper Van (2005).

157,000 miles. Roof rack, snorkel, camping conversion in rear with bed and storage. Ideal for overland build and coil conversion (air susp light is on). £4000. Cleckheaton.

07845 132166 01/24/005

Range Rover 4.6 Vogue (2001).

105,000 miles. Top spec vehicle with enormous equipment list and high refinement level. Mostly good condition. Stainless exhaust, new discs and pads. Full MOT. £4250.

Bolton. 07834 228199 01/24/003

Range Rover 4.6 Vogue (2002).

212,000 miles. LPG. Rebuilt engine and gearbox, air suspension works.

Drinks cabinet. LEDs, EBC brakes, rear DVDs, reversing camera, headlining replaced. £2750. Sheffield.

07599 136288 01/24/004

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HERITAGE LAND ROVER magazine is produced by Land Rover experts and enthusiasts and covers the era of the Series I, II and III as well as the original Range Rover, and more modern classics such as the early Discovery and Defender. Published 4 times a year, Heritage Land Rover is a high-quality magazine combining great writing with beautiful photography, making it a publication you’ll want to keep hold of and treasure.

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• The biggest ever gathering of Land Rovers from behind the gates of the Royal household • Exploring Europe in a whistle-stop Discovery expedition • The trip of a lifetime reaches its conclusion as a pioneering Range Rover reaches Cape Town

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88” TO AFRICA

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07/11/2023 11:01 NEW 4x4S

NEWS

Goodwood Revival hosts largest earliest royal family goes back to the very Land Rover’s relationship with the a rich variety of all kinds of vehicles days of the Series I. Today, there’s on the first anniversary of with connections to the crown – and Land Rover brought Her Majesty Queen Elizabeth II’s death, them that’s ever together the biggest collection of been in the same place at once.

GOIN’ DOWN SLOW

Defender or of vehicle is between an old-shape For most overlanders now, the choice to Liberia on a 7000-mile expedition from Britain mile into an adventure, try embarking

W

hen you’re getting ready for a lengthy vehicle-dependent expedition though

Words and Pictures: Oscar Scafidi

one of the world’s most arid and hostile regions, it’s advisable to buy the newest 4x4 you can afford.

Having done this, you should as spend as much time and money possible ensuring it’s loaded up with

top quality equipment – including anything that will help you cope with the extreme temperatures.

That’s the sensible approach, but there are two major drawbacks to doing things the right way. One, it’s

of the way.

It didn’t take very long at all for us we to realise that for this to happen, do were going to need to be able to at more than just change a tyre. And this point, our collective mechanical knowledge barely stretched to doing even that.

We needed expert help. And they don’t come much more expert than John Bowden, the main man

at Gumtree 4x4 in East Sussex.

Although we weren’t sure if our old Landy was realistically capable of

his year’s Goodwood Revival got underway on 8 September – the first anniversary of the late

static display.

4

The procession featured Landies and Range Rovers used by the Royal family in either an official capacity or privately as part of the household collection. It included vehicles from the Royal fleet and JLR Classic as well as those now in private hands.

The pair of Land Rovers remainthe ing on static display were two of earliest Royal vehicles – the first Series I State Review vehicle and

another Series I ordered by HM King George VI. While all these vehicles are well known to enthusiasts, this was the first time they had ever

been brought together.

Land Rover has had a long assoas ciation with the Royal Family, and dispart of JLR today it continues to play the Royal Warrant in recognition of its status as an official supplier.

Lennard Hoornik, JLR’s Chief Com-

carrying us across the obstacles of the Sierra Nevada, the sand of the Sahara, the swamps of Senegal and the forests of Sierra Leone, John told us he was optimistic about our chances – and £1000 later our Land Rover had a brand new air filter, timing chain and front suspension, together with a box of spares (or ‘bodging kit’ as John put it) and a high lift jack. We left the workshop assured that as well as now having a suitably prepped vehicle, we also had the firm belief

mercial Officer, said: ‘We are proud of our Royal associations, which stretch back to the very origins of the business, and wanted to honour HM Queen Elizabeth II with a fitting tribute on the anniversary of her passing. We have never gathered such an extensive collection of Royal vehicles in this way and the commemorative parade was a fitting

of a Land Rover expert.

moment of remembrance.’

2024 Land Rover Yearbook

96

2024 Land Rover Yearbook

2024 Land Rover Yearbook

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T

his quite took me back.

Not to South Africa, which I motorbiked to in the 1980s. But that quote: ‘The last thing you want to do is break down; if the heat doesn’t get you, the wildlife might.’ Those summer nights in The Projects in

South London, ah yes.

David Lane, heading up Oshe to Automotive, probably doesn’t go that part of town. His Land Rover certainly wouldn’t. It looks far more of comfortable in the surroundings the Royal Automobile Club in Pall in Mall, further north in London than Sarf Lunnun.

a When we looked there were only couple of properties for sale in Pall Mall, both of them just one-bedroomed apartments, both of them with price tags of over one million pounds. To be fair, one of them had a tiny balcony and if you leaned out

(assuming you weren’t a Russian who would never now do such a thing) you could see the RAC Club.

And there, inside, not outside, you

would have found the Okavango. but Fortunately not the African river, the latest in a long line of Defenders that have been upgraded into the stratosphere but with a price tag that means, if you didn’t buy the

2024 Land Rover Yearbook

Nobody sets out to do a Land Rover badly, but few have ever reached for the stars like the owner of this Series IIA. It was built to a mixture of Rolls-Royce and superyacht standards and, rather unusually for an old Landy, finished with the most expensive paint in existence

to necessities. I’m not sure I’d want have a crash with that mahogany steering wheel in front of me but maybe owners will employ a driver so they won’t worry too much. camera cars in Bexleyheath.

OF course, it’s still a 90 and no In this Adventure spec the Oshe amount of magic is going to make Land Rover has semi-active suspenthe interior a truly comfortable place sion, with the five mappable settings to lounge. But they’ve done their electronically controlled, assisted best, with reprofiling of the heated by a G-sensor to further smooth seats, and different pedal and out the handling. Add in AP Racing handbrake arrangements to try to brakes and even a bespoke wiring Words: Paul Looe make more room. You can’t say that loom. There’s attention to detail here had a reallyHarry Hamm Oshe Automotive hasn’t Pictures: – even the bulbs in the headlights at good, thoughtful and thorough go have ‘Oshe’ tags. autoconverting a 90 into a luxury auto Much of that remains unnoticed mobile, yet one that is still capable here are many reasons for restoring at rest, but the interior, sometimes of tackling some serious outdoors.a Land Rover. Some are good, others covered with a bikini hood, is all some solid, real-world experience Which is good as prices start at not so much. But we’ve just come about being noticed. You will notice although it’s quite hard to see how £225,000 but we all know the end across the best. the Muirhead red leather seats and as sweating round a game reserve in point will be nowhere near ‘Ithat did it to stop my husband from spending red German woven carpet, with acadding owner this open-top Land Rover 90 would owners never can resist the money on something else,’ says the cents of both mahogany and acacia is appeal that, we’ll end well. Perhaps the red interior more. David Lane puts the of this gorgeous Series IIA. And with wood – very African of course. the this is to disguise all the blood that might like this: ‘For the connoisseur, boldly predict that every bloke reading The dash has been reworked exnotice noticeget spilled. improvements will be very now jealous of her husband. tensively so now features more retro improveIIA. Or The idea is that this is what Land able and are a dramatic improve You might also be a fan of her Series dials, an Audison and Moreli audio is you, think Rover might have been or might ment.’ If that connoisseurmaybe you won’t, actually, because if you system feeding through Burmester Hardly into. at developed did, well, no have been you can find the company they should look the way they once speakers, Bluetooth audio, wireless before. a novel idea, as it’s a rich seam www.osheautomotive.com Land Rover EVER looked like this charging and all the other modern leave her several companies are currently Its owner herself (who asked us to truck do the mining. This is ‘a clean, historically name out of the story and let her of opinion right respectful, modern interpretation talking instead) admits that it splits all. pictures the Land Rover legend.’ Ain’t they down the middle. ‘When people see apartment, you could afford about they’ll like it However, hurrah, they haven’t of it,’ she says, ‘it’s 50:50 whether four of these vehicles. not one gone down the electric vehicle or not. But when you see it for real…

Which would be tricky as prothe founder’s doubtful it’s – route it.’ person hasn’t loved duction is planned at four vehicles a restorapast involved finding many electric That’s because this is the story of a year. With just a handful coming with a Land recharging points amid the ronis tion with a difference. Yes, it starts on stream (sorry), the Okavango V8 up with one davels. Instead there’s a ‘beating Rover that was knackered and ends the beginning of a range that will in this case a 3.5-litre but the also a Land is heart’, this but ever, you 90 than the to better that’s add the 110 model go down the long-wheelbase versions will have Rover whose owner didn’t want to see here. Further projects will be way it looked an LT1 6.2-litre V8 to make the heart normal route of returning it to the called Zambezi, Sabie and Limpopo. beat a little faster. when it was new. She had other ideas.

(Or ‘the great grey-green greasy do as Feeding through an auto box, this ‘It is what it is because of what I Limpopo River, all set about with whether in the so should give decent grunt an everyday job,’ she explains. ‘I work fever trees’ as the Just So Stories a standard for deep in the Serengeti or deep in superyacht industry. We work to eloquently put it. There’s a wraparesults.

Sloane Square traffic. And while it high-end clients who expect high-end round graphic that needs doing.) truck.’ may look like all the effort has gone That was the standard I put into the So what’s with all the Africa vibe? restorers into the shiny, fancy bits, there’s a There’s only a limited number of (Not exactly channelling Rudyard technical you’d go to for a job like this. Clearly, to matter, just skills and knowledge were going a Kipling I’ll admit.) To be fair, this is programme based on heart and life and experience, as well as pampering the one percent. Owner David Lane grew up on a South African you wildlife reserve, and that’s where learn how important a reliable vehicle is when you’re out in the bush.

In those early days there were Land Rovers and old Willys Jeeps and that’s when he made that quote at the beginning of this story. True enough. After adventures around the world, he settled in London and started a company with the name of an African thunder god. Oshe Automotive therefore is based on

just wasn’t going to happen.

Instead, we bought a 1973 88” Series III Land Rover, fitted with a 2.25-litre petrol engine, for just £950. It was old, it was loud, it was slow and it was very thirsty, but we still hoped that this classic off-road workhorse would carry us every step

Queen’s death. To mark the event, Land Rover put on a unique show of historic royal vehicles in Her Majesty’s honour, with a total of nine lapping the Goodwood circuit while two more were presented on

OR NOT?

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often boring. Two, it’s sometimes just not possible.

When my friend Mark and I began planning a 7000-mile trip to the West African nation of Liberia, we had £2000 to spend. Doing it aboard a heavily modified new Land Cruiser

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• A restified Range Rover with the sort of engine that makes a Rover V8 look tiny

Brought back from the brink of oblivion, this Series IIA has probably the best paintwork ever applied to a Land Rover

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2024 Land Rover Yearbook

2024 Land Rover Yearbook

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The 2024 Land Rover Yearbook, from the makers of The Landy, is in the shops now. £9.99 at WHSmith – or buy direct at shop.assignmentmedia.co.uk/books-merchandise

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