The Landy - November 2020 by Assignment Media Ltd

Page 20: What it’s like to be the ﬁrst people ever to drive from London to Cape Town in an L322

LANDY

NOVEMBER 2020

THE

ISSUE 81

ISSN 2056-6778 • Assignment Media Ltd

‘I WAS CONVINCED THAT THE RANGE ROVER WOULD LOOK AFTER US’

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It tends to be older Landies that get restored into one-offs.

But this 2.4 Puma was already looking sorry for itself at just a few years of age. That’s when Adam Lilley got his hands on it. And with a Heritage-look rebuild, a soft-top conversion and a show-stopping cabin layout with six forward-facing seats, he’s turned it into one of the very best 110s you’ll ever see.

Full story: Page 14

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05/02/2020 15:19

3 Order book opens for 90 as second phase of Defender launch arrives

and Rover has launched the second phase of the new Defender, with the introduction of plug-in hybrid and six-cylinder diesel engines – as well as a stylish new X-Dynamic model. Better still, the order book is finally open for the 90. Starting with the latter, this is available from launch with the same extremely wide range of petrol and diesel engines as the 110. When equipped with air suspension, which is optional on this model, it will in Land Rover’s own words be ‘the most capable Defender ever made.’ An 11.3-metre turning circle adds further manoeuvrability, too.

As with the 110, the 90 is available in a staggering range of forms: Defender, X-Dynamic, First Edition and X models, S, SE and HSE trim levels and Adventure, Country, Explorer and Urban option packs. Talking of options, it comes as a five-seater as standard but in traditional Defender style you can spec a front jump seat to increase the complement to six. Prices for the 90 start at £43,625, or £35,820 plus VAT for the commercial Hard-Top. At the top of the range, a Defender 90 X with the P400 engine lists at £77,400. To put flesh on the bones of the new diesel options, these are based on a straight-six mild hybrid engine with a

choice of three power outputs. These are D200 and D250, which replace the D200 and D240 engines used in the 110 until now, and a new D300 whose 300bhp and 479lbf.ft are capable of shifting the 90 from 0-60mph in 6.3 seconds. The D200 and D250 are not too far behind, at 10.2 and 7.9 seconds respectively, and both return 32.2mpg in everyday use. More importantly, the engines’ strong torque output is perfectly suited to towing and off-road use; in addition to the eight-speed auto box that’s standard on all Defenders, these new diesel engines will be mated to an Intelligent All Wheel Drive system which constantly shuffles

output between all four wheels for the best possible balance of traction, efficiency and on-road dynamics. The new X-Dynamic model, meanwhile, is designed to bridge the gap between standard Defender and Defender X models. Its spec includes special dark grey and black finishes for its front and rear skid pans, grille bar and rear recovery loops, alloy wheels, mirrors and lower body cladding, while inside it gets illuminated kick plates and technical Robustec accents to its leather seats. While the new diesel engines and X-Dynamic models will be available on both Defender models, the P400e Plug-In Hybrid powertrain is reserved

exclusively for the 110. As well as offering a 3000kg towing limit (very high for a hybrid), it’s capable of being driven off-road in low range and full EV mode – allowing you to tackle extreme terrain in near-silence. The P400e system combines a 2.0-litre petrol engine with a 105kW electric motor to deliver 404bhp and an all-electric range of 27 miles. As well as thrusting the 110 from 0-60mph in 5.4 seconds, it returns up to 85.3mpg and 74g/km of CO2. All P400e Defenders come as standard with 20” alloys, air suspension and three-zone climate control. It’s available on X-Dynamic models and above, priced from £64,800.

Above: New 90 has the same highly practical cabin layout as the 110, with fold-flat rear seats whose hard, wateproof backs create a tough cargo bay. It can also be specced with a jump seat up front, turning it into a six-seater Left: Defender 110 P400e combines plug-in hybrid economy with the ability to drive off-road on electric power alone. It can also accelerate from 0-60mph in 5.4 seconds and tow 3000kg. Not at the same time, presumably…

New engines and models for Evoque and Disco Sport

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t hardly seems like any time since Land Rover launched its game-changing plug-in hybrid versions of the Discovery Sport and Range Rover Evoque. But there’s already more on the way – with further engine updates starring in a set of updates for the 2021 model year. These include a new 290bhp, 295lbf. ft turbocharged petrol unit, which will be available in the special-edition Discovery Sport Black – itself an addition to the range. The 2.0-litre unit allows a 0-62 time of 7.4 seconds and emits 211g/km of CO2, while the vehicle itself adds further styling touches inside and out to the R-Dynamic S on which it’s based. Elsewhere in the range, the Discovery Sport gains a brace of new Sameengines. Day Service mild-hybrid diesel Producing To get respectively, you back on the road the D165 163 and 204bhp and D200 units bring emissions down to as low as, coincidentally, 163g/km. The vehicle also gains Land Rover’s latest Pivi and Pivi Pro media systems,

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complete with over-the-air updates via an embedded SIM card, and a new Cabin Air Filtration System capable of keeping out allergens, particulates and even smells. Further enhancements to the vehicle’s collection of advanced safety systems are also introduced to the Discovery Sport range – and indeed to the Evoque, which will receive almost all the above at exactly the same time. Whereas the headline story for the Disco Sport is the new Black model, however, on the Evoque it’s the

addition of an Autobiography trim at the top of the line-up. Very Range Rover, that. This features additional exterior styling elements and, in particular, added luxuries in the cabin. Prices for the revised Discovery Sport start at £31,915, with the Evoque nudging things upwards to £32,100. Safe to say you’ll be able to more or less double those numbers for the new Black and Autobiography models; the configurator at www.landrover.co.uk will keep you right on that and a great deal more besides.

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Gibson’s Gab

Why I am so over basic trucks

Our man in the West must be getting old: all he wants from his off-roader is comfort and, if possible, air-conditioning. Wuss Words: Tim Gibson When I heard about a rugged new minimalist off-roader being introduced to our country by a specialist importer, I felt a mix of dread and excitement. Dread because the history of such imports usually results in vehicles like the Mahindra CJ3 or Santana PS-10 arriving for a few years, falling apart and then shuffling quietly off again. But excitement because, with the demise of the original Defender and the ever-increasing prices of Series Land Rovers, I thought this may be a way of getting my hands on a cheap 4x4 to use for off-road fun. Alas, I don’t think the MWM Spartan is quite going to cut it. This bizarre vehicle is being imported to the UK in

small numbers by a Czech company, and with a ladder frame chassis and beam axles front and rear, it’s inviting inevitable comparisons with the ‘proper’ Land Rovers of yore. And here’s the thing: in many ways the comparisons are perfectly legitimate. The Spartan is based on the UAZ 469 Hunter, which was designed in the early 1970s. Its construction is basic, like a Series Land Rover, with a bare metal dash and hose-out vinyl interior. It looks to be pretty handy in the rough stuff, too. So my beef with the Spartan, I realise, is not that it’s insufficiently rugged to warrant comparison with the workmanlike vehicles that used to wear the green oval with pride. Actually, and whisper it softly, my problem is quite the

opposite: it’s almost too much like those rugged old trucks – which, if I’m frank, I’ve never much enjoyed driving. I remember my first experience behind the wheel of a Series III. It was at an independent Land Rover dealer who kindly let me take a vehicle off his forecourt for an afternoon, despite my callow youth and Golf GTi. I was terrified, and returned within a half-hour proclaiming that I’d stick with the VeeDub for a while longer, ‘just until I got more confident driving bigger vehicles’. I’ve piloted an array of Series Landies in the intervening years, and even persuaded myself that I could have one as my daily driver while working for Total Off Road magazine in the early noughties. But the truth of the matter is that beam axles and ladder frame chas-

sis do not a comfy cruiser make. And as I embrace the adjustments of middle age, I’m prepared to admit that I want a bit more comfort from my 4x4. So, you know what I’ve decided? I’m giving up the quest for a spiritual successor to the Defender. I’m going to own my desire for comfy seats, a free-revving engine and the ability to keep cool in summer and unfugged in winter. My next truck won’t be a ‘proper’ Landy or something pretending to be

such a vehicle. It’ll most likely be a Disco 4 or Range Rover Sport. Actually, since I’m being honest, I know exactly what I would choose if money were no object. Something which offers pretty much everything I want from an off-roader – things like a smooth, comfortable ride and a heater that works. Something like, oh, the new Defender. Which has all that and is an off-roader as well. Who knew?

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

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The spirit of adventure lives on

eople often say that there are no new adventures left in the world. Everywhere has been explored, every species has been discovered, every trail has been blazed. But people also often say that it’s not the getting there that counts – it’s the journey. And that’s particularly the case with overland travel. That being the case, actually there are lots of new adventures still to be had. As the travel story in this month’s issue of The Landy illustrates. It’s not like thousands of people haven’t already driven down through Africa by the classic eastern route, via Egypt, Sudan, Ethiopia and Kenya. In that way, the expedition whose story we’re going to be bringing you over the next few months is nothing new. But when it’s all about the journey, then it’s all about the vehicle. And when the vehicle is the first of its kind ever to make that journey, then you’re blazing a trail. Especially when the vehicle in question is an L322 Range Rover. When you plan an expedition, conventional wisdom says you should be looking to do it in the simplest possible vehicle. And an L322 is definitely not that. But, as co-author of the story Raymond Greaves points out, the engineering beneath all that terrifying electronic wizardry is actually very sound and extremely capable. If you choose a vehicle that’s been properly maintained and not molested by lash-up spanner throwers, it should be dependable as anything else. Especially if you can resist the temptation to modify it to within an inch of its life. More and more people are using the Discovery 3 and 4 for this kind of stuff, and it’s only a matter of time before the new Defender starts blazing trails around the world. The day will come when someone goes overlanding in a fully electric Land Rover, too. So you see, the spirit of adventure does live on. The destinations may have been done already – but the Land Rovers keep on evolving. Alan Kidd, Group Editor alan.kidd@assignment-media.co.uk

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22 November • NAEC Stoneleigh • greatbritishlrshow.com

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25TH

ANNIVERSARY

s we announced in last month’s issue of The Landy, the 2020 Great British Land Rover Show is on track to go ahead as planned. Set for Stoneleigh on 22 November, this will make it the only Land Rover event of the year. As always, the show will give you loads for your money. With no other events having taken place all year, the organisers are anticipating massive pent-up demand from traders – so you can expect there to be a bumper crop of stands open for business. Current exhibitors already booked in include headline sponsor BFGoodrich, Terraﬁrma and Paddock Spares, and you look forward to seeing plenty more, large and small, when the doors open. There’ll be parking areas reserved for Land Rovers, too, and a special package for recognised clubs means plenty of representation for the grassroots Land Rover scene. Talking of clubs, the All Wheel Drive Club will once again be running a drive-round off-road course – tickets for this cost £15 on the day, but with limited availability the smart money is on paying just £10 to book ahead.

Calling all clubs!

As usual, the event will be held indoors – meaning there’s no danger of it being rained off. Of course, full social distancing and virus prevention measures will be in place, including a one-way system and limitations on the number of visitors allowed within Stoneleigh’s exhibition halls. To allow this, the organisers will be running timed entry slots for visitors with pre-booked tickets. To guarantee you’ll be allowed in at the time you want, select your slot when you book

in advance. Advance bookings for each slot will be limited, however – so to make sure you don’t miss out, you should book as early as you can. The good news is that as normal at the Great British Land Rover Show, booking in advance brings with it the chance to make big savings. Tickets on the door will cost £15 per person – but when you book ahead, that drops by half to just £7.50. Needless to say, with the situation changing on a day-by-day basis there is still a danger of the show having to be called off at the last minute. In this case, anyone with a pre-booked ticket will be able to claim a refund or keep it for use at next year’s show. You can stay up to date by following the show’s Facebook page – which is at www.facebook.com/gblandrovershow. Or to book your half-price tickets, head for www.greatbritishlrshow.com – and, as well as saving money, secure your entry slot at the time you want. But don’t delay – with no other Land Rover shows since Stoneleigh last year, it’s going to be a busy one!

Want to be part of the 2020 Great British Land Rover Show? There’s a great package on offer to help you promote your club… • FREE stand • Four free staff passes • Half-price advance and on-the-door ticket prices available for all members of participating clubs

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The route south from Egypt and into Sudan is a well known rite of passage for overlanders. In particular, the ferry across Lake Nasser can be a test of endurance – not least because it’s when vehicle-dependant travel becomes boat-dependant instead

NEXT MONTH’S ISSUE OF THE LANDY IS PUBLISHED ON 26 OCT You can pick up your copy of our December 2020 issue from selected newsagents and Britpart dealers – or read it online at www.thelandy.co.uk 01283 553243 • enquiries@assignment-media.co.uk • www.thelandy.co.uk • www.facebook.com/thelandyuk Group Editor Alan Kidd Contributors Tim Gibson, Gary Noskill, Raymond and Nereide Greaves, Dan Fenn, Harry Hamm, Kazioyoshi Sasazaki, Olly Sack Photographers Steve Taylor, Michelle Thruxton Vic Peel, Richard Hair Advertising Sales Manager Colin Ashworth Tel: 01283 553244

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

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Toylander 3

Every effort is made to ensure that the contents of The Landy are accurate, however Assignment Media Ltd accepts no responsibility for errors or omissions nor the consequences of

The Landy is distributed by Britpart. Details of your nearest Britpart dealer can be found at www.

actions made as a result of these

• Build manuals & full kits, • Pre-cut panel sets & ready-made bodies available • Build & full kits, controlled speed, lights, horn,manuals & ready-made bodies available controlled speed, lights, horn, • Manual includes full component • Pre-cut panel sets includes full component • Manual and body cutting dimensions • Pre-cut panel sets & ready-made bodiesand available body cutting dimensions The Landy is published by ready-made • Battery powered DIY&kits or parts bodies available • Manual includes full component • Battery powered DIY kits or parts Assignment Media Ltd, • Manual includes full component Repton House,For Bretby more information please contact 01291 626141 sales@toylander.com www.toylander.com and body cutting dimensions For more information please contact 01291 626141 sales@toylander.com www.toylander.com and body cutting dimensions Business Park, Ashby Road, Bretby • Battery powered DIY kits or parts DE15 0YZ • Battery powered DIY kits or parts

When responding to any advert in The Landy, you should make appropriate enquiries before sending money or entering into a contract. The publishers take reasonable care to ensure advertisers’ probity, but will not be liable for any losses incurred as a result of responding to adverts Wholesale copies distributed by Marketforce.

britpart.com Where a photo credit includes the note CC-BY-SA, the image is made available under that Creative Commons licence. Details are available at www. creativecommons.org

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

Issue 81: Nov 2020

News

Products

Vehicles

Adventure

Workshop

Buyers

In Gear

The very latest gear you need for your Land Rover

Brightest Reconditioned four-pin for longest. diffs star in Britpart range You know what people say about Land Rovers needing parts more often than other makes, but at least they’re cheap? Well, those people obviously haven’t ever had to buy a reconditioned four-pin diff for a Defender or P38 Range Rover. If you know your Landies, you’ll appreciate that there’s a reason why this is pricey stuff we’re talking about. It’s pricey because it’s rare. It’s rare and it’s highly sought after, and when you put those things together there’s only one outcome. These 24-spline beauties are suitable for Td5-engined 110s and 130s from 2002 onwards, in addition to 110s only from throughout the 2.4 and 2.2 TDCi era. They’re also compatible with the Range Rover P38A, which is where you’d imagine most of them come from prior to being reconditioned. The price? It’s a case of shopping around at Britpart dealers, but from

what we’ve seen you’ll do pretty well to get one for much less than about £725 including the VAT – and we’ve seen them for a good bit more.

Still, spend it once, spend it right, as the very wise old saying goes. Step one on the road to doing so is to pay a visit to www.britpart.com.

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Check online for your nearest stockist, ringautomotive.com

Pack for illustration only.

If you use your Land Rover for gentle outdoor activities like camping or semi-pro car-booting, a stand-alone generator is likely to be a staple in your tool kit. The Clarke range from Machine Mart includes a variety of Inverter Generators which use sine wave technology to provide a clean, stable supply of AC mains power. This makes them ideal if you want to run electronic equipment on-site. Though they’re game for a lot more than just charging your laptop, because the range includes units with maximum power outputs of 800W, 1100W and a hefty 1800W. All are driven by efficient four-stroke engines with an easy-start feature and eco throttle system – Clarke promises greater fuel efficiency and reduced running costs as a result, and the generators also have an automatic shutdown function to protect them against overloading and damage from running low on oil. Weighing from as little as 9.3kg, the generators also promise noise outputs from as low as 69dBA. Each model includes a 12V DC battery charging facility with single or twin sockets; prices start at £215.98, and you’ll find them at www.machinemart.co.uk.

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Tomahawk Apache joins Wheelwright range of Land Rover rims

Aftermarket wheel specialist Wheelwright has augmented its huge range by adding the Tomahawk brand – giving it a new offering aimed specifically at off-roaders. Featured here is the Tomahawk Apache, which Wheelwright expects to be the brand’s best-selling design. A five-spoke alloy with a wide range of applications including several Land Rover fitments, this has an ET16 offset and is available in either matt or satin black finishes. The big one for Land Rover drivers with a certain kind of Solihull vehicle on their driveway is an 8.0x18” unit (there’s also an 8.5x20”, but this is six-stud only). Talking of big things, the price tag is £745 a pop, but what value do you put on individuality? ’Whether you want to try four-wheel mountaineering, explore unmetalled green lanes or simply make your off-roader better equipped for the urban jungle, Tomahawk has you covered,’ says Wheelwright. ‘With its chiselled, five-spoke centre and riveted-style outer rim, the new Tomahawk Apache will toughen-up your off-roader with a bold new footprint.’ You probably weren’t thinking of it in these terms, but now you know. Wheelwright has a network of more than 500 UK specialists, so you won’t have to go far to get a set on your Land Rover. The first place to go, indeed, is your keyboard – it’s all waiting for you at www.wheelwright.co.uk.

Issue 81: Nov 2020

sealan

ne Parts 12 adds new x Parts Hankook Dynapro AT2 to UK bush Kits • tyre Sprin all-terrain range Exhausts • Exha uspension Lift K STEVE PARKERS LTD STEVE PARKERS LTD ors & Starters • S Winching Equipm w w w. t h e l a n d y. c o . u k

Issue 81: Nov 2020

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Hankook has introduced the latest all-terrain tyre in its 4x4 range. Called the Dynapro AT2, this is a proper all-rounder, as it comes with the 3PMSF sidewall badge – meaning it satisfies legal requirements for use as a winter tyre. Replacing the previous Dynapro AT M, the AT2 is for drivers who ‘require high traction and safety with their off-road vehicle both on and off paved roads.’ Hankook is listing a total of ten different sizes in the UK,

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though globally the tyre is available in a massive range of fitments from 15” through to 22”. The tyre is built using a doublelayer carcass and has extra reinforced shoulders for off-road traction. It has a protective layer under the tread to help prevent or reduce damage in the belt area, and the belts themselves have a high-strength solid steel construction – which Hankook promises will ensure excellent road-holding and extended service life. The AT2’s silica compound has been developed to resist damage on gravel trails, too.

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On the surface of the tyre, the tread pattern is designed to disperse water efficiently, with new drainage grooves allowing it to achieve shorter braking distances than its predecessor. Hankook promises a better wear rate, too – and when you take it off-road, the tread promises to grip well in the sort of conditions for which an AT tyre is designed, with effective self-cleaning on typically muddy tracks allowing them to cut through to the firmer, cleaner ground below. To prevent intrusive rolling noise being generated by the depth of the tread, this has stepped block edges and a staggered pattern. In addition, the combination of a compact belt and extra wide contact patch is designed to ensure even wear while also enhancing the tyre’s braking and handling characteristics. A big vote of confidence from the car manufacturing industry for the AT2 is that it will be fitted as original equipment by Ford and Chevrolet. Many of those sold in the UK will be used on Land Rovers, however – something which the range of sizes available here reflects. Typical prices range from about £85 to £105 each, but as always with tyres there’s much to be gained by shopping around.

nd 110. Engine con or more information Leaking Discovery 2Leaking sunroof?Discovery Replace brokenReplace plastic 2the sunroof? spouts with our kit, the broken plastic whichwith consists spouts our of kit, New metal spout, Genuine Non Genuine WE MANUFACTURE CONVERSION EXHAUSTS SEE& WEBSITE FOR DETAILSParts & which consists of rivets, sunroof seal, Accessories New metal spout, Genuine & Non Genuine Parts & & instructions Service Kits • Batteries • Engine Parts sealant rivets, sunroof seal, Accessories • Clutch Kits & Parts • Gearbox Parts sealant & instructions Service Kits •Bushes Batteries Engine Parts • Suspension Inc• Polybush Kits • Springs, Brakes

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

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Hankook Dynapro AT2: UK specifications Size

Fuel Load Speed Efficiency Index

235/70R16

109 T

245/65R17

111 T

235/75R15 245/70R16 255/65R16 255/65R17 255/70R16 265/65R17 265/70R16

E E E E E E

LT265/70R16 E

109 T 111 T 109 T 110 T 111 T 112 T 112 T

114 S

017

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Workshop handwash station from Brown and Geeson Washing your hands has become quite a big thing this year. For some of us, it already was (just saying), and if your hands are the kind that spend a lot of time in workshops it’s not the sort of job that takes a couple of quick Happy Birthdays before it’s done. So if you don’t already have a wash station, now might be the time. And the B-G Wash Station from Brown and Geeson might be the one. It’ll let you store your hand cleaner, paper towels and gloves nice and tidily, and it’s mobile enough to double up as an on-site dispenser for use on events. The Wash Station is made from mild steel with a powder coated finish and features a holder for paper towels of up to 225mm wide and 180mm in diameter, a storage shelf for cleaning products and a dispenser for rubber gloves. It’s fitted with keyhole mounting points, making it easy to instal in anything from your garage to the back of your truck itself. Obviously, having something like this to fall back on after a day’s trialling is guaranteed to earn you a barrage of mocking from your friends. But when said friends discover that their hoodies were in actual fact already even muddier and have been acting as a reservoir of wet dirt to get their hands into a worse state than ever, it won’t be long before they’re asking if they could trouble you for a quick squirt. What price cleanliness? The unit is priced at £59.99, which is not a lot for a lifetime of driving home from a hard day’s off-roading without having a layer of wet mud between you and your steering wheel. Pay a visit to www.bg-racing.co.uk and you’ll be cleaning up.

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Issue 81: Nov 2020

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Six is the Magic Number

Words: Harry Hamm Pictures: Vic Peel

Turning an ugly but well maintained Puma 110 into a beautiful Heritage tribute doesn’t sound like the biggest project ever. But this magniﬁcent soft-top hides a secret – a completely unique interior layout with three rows of forward-facing seats

here’s a bit of a split in the contemporary Land Rover modding scene. Everyday punters tend to start with tired old 90s and 110s and give them back their old sparkle (plus, more often than not, a load more on top). The loadsamoney customising houses,

meanwhile, tend to like Pumas as they’re newer and, no doubt, because it’s easier to take a hundred grand off someone if the car you’re selling them actually has a dashboard. Adam Lilley is not a customising house. But he’s not your everyday punter, either.

‘I have been a Land Rover enthusiast since as long as I can remember,’ he says. ‘Growing up in the Norfolk countryside, I was always surrounded by these vehicles. ‘I got my first 90 on my 18th birthday. It was an absolute rust bucket with no engine, so I set about a galvanised Left: It’s a small touch in the greater scheme of things, but one of the ﬁrst things you notice about any vehicle is its grille – and in this 110’s case it’s a Heritage style unit that sets the tone for the rest of the build Right: Beige hood from All Wheel Trim sits over a unique heavy-duty frame which Adam designed alongside a local fabricator. The whole lot is galvanised to ensure it has a healthy future Far right: The ﬂoor of the rear body is trimmed out in wood. We’ve seen this done before, but seldom to such effortlessly stylish effect. The seat belt receivers are far tidier than in your average Defender, too

chassis swap and installing a 200Tdi engine. I built it with my great uncle and will never let this vehicle go!’ As well as a cool Land Rover, something else Adam got out of this experience was a load of skills and knowledge. And he’s been putting them to good use ever since.

‘My next project was a MOD 90 and Sankey trailer,’ he continues. ‘This vehicle started life as a hard-top but after repairing the usual rust spots, I decided to respray it in NATO green and convert it to a soft-top. My father was very surprised when I presented the finished vehicle to him on his 60th birthday!’

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Left: Heritage badging and galvanised body cappings create a completel convincing period look Above: The dash has been mainly left alone, but the main facia panel has been colour-coded to the bodywork Right: Trimmed to match the hood, the three rows of front-facing seats are fabulously classy without being over the top Pausing only to make a mental note to try and bring up our children just like Adam, especially the bit about giving Land Rovers to their dads, we move on to the 110 on these pages. It’s a 2.4 TDCi dating from 2011, and it’s got a nicely modest 74,000 miles on the clock. But that’s not what you’re looking at. This is a vehicle any of the custom houses would be proud to create – but few of them would be capable of matching. We don’t say that because of the standard to which it’s been built (which is very high, but they should all be capable of that) but because of the lightness of touch that’s gone in to its creation. For just about every bit you can see on a Defender, there’s a blingy replacement. This makes it all too easy to over-spec them, creating something that assaults your eyes from all directions and ends up as everything and nothing. Adam’s 110 is not like that. ‘I was inspired by an image I saw of a white Series III with a beige soft top,’ he explains. ‘I thought it would be cool to recreate this classic style juxtaposed with a modern Defender. ‘I also took inspiration from the final Land Rover Heritage editions and sourced a Heritage grille and badges to give it a special vintage feel.’ But it wasn’t always like this. ‘When I found the 110, it really deserved a new lease of life. It was a solid and

dependable work truck with a great service history, but it looked terrible. It had been hand-painted in black, had work lights fitted all over it and was covered in reflective tape!’ The 110 had been white prior to being turned into such an abomination, so Adam resolved to take it back to where it began. And this fitted in very nicely with his vision for the project, too. ‘I purchased the vehicle with a plan to rebuild it to the highest standard,’ he says. ‘I wanted to restore it to its former glory, while also adding some truly bespoke features that would really test my design and fabrication abilities, in order to create a complete unique one-off vehicle.’ Mechanically, the Defender is largely as it always was. Adam added Terrafirma Adventurer springs and shocks and renewed the brake pads and discs, as well as giving it a good general service and check-over, but this one is all about what’s up top and in the cabin. In particular, Adam got together with a local fabricator to design a heavy-duty galvanised hood frame. This provides a home for the beige soft-top – as well as leaving plenty of space for the 110’s undisputed party piece. This is its seating arrangement – with two forward-facing rows lining up behind the driver and passenger to make it a genuine six-seater. Adam used Exmoor Trim seats, which he sourced second-hand and mounted

using his own bespoke hardware. Even the belts were chosen to sit tidily when the seats are not in use, rather than lying around all over the floor the way the originals tend to. The installation is nothing short of superb, both in the way it looks and the way it operates – it’s one of those things a professional outfit probably couldn’t risk selling because of the amount of hoops you’d have to jump through, but Adam has absolutely nailed it. The seats themselves are trimmed in black and beige leather with contrasting stitching, a look that’s carried through to the front – where the facia trim and cubby box are also colour-coded to the overall theme. So too is the rear door card, and there’s a custom wooden floor beneath those two rows of seats – but that’s as far as it goes. Adam did also instal a new Pioneer stereo, if that counts, however with the big stuff taken

care of so effectively there was no need to tart it up with details. The same can be said about the outside of the vehicle. Adam had the panels professionally resprayed and anything that can be galvanised was galvanised, but he resisted the temptation to throw on a garish set of alloy wheels. Instead, he sourced a set of genuine Wolf steel rims and had them colour-coded to the vehicle’s bodywork – something which fits in perfectly with its Heritage theme. And talking of that, on went a brand new Heritage style grille, along with Heritage Limited Edition aluminium badging. As finishing touches go, you’ll be doing well to beat that. What works so well about this 110 is that it’s not overdone. Of course, it’s very handy if you can start with a low-mileage Puma that’s been really well looked after, so thaht you can

concentrate on the fun stuff rather than having to get in among the oily bits and spend all your budget on things no-one will ever see – but even then, we’ve all seen plenty of resto-modded Defenders that look like the waiting area in a Vegas brothel. Adam’s proves that you don’t need to go that far. ‘Less is more’ is a monster of a cliché, and it’s often completely wrong, but too much is always too much. Start with a vision and you’ll end with, well, a vision. And that’s exactly what this 110 is. Supremely conceived, skilfully executed and an absolute joy to look at. If you see a better one than this, buy it. Or better still, pretend you’re Adam and I’m your dad, and buy it for me. Adam’s 110 is currently for sale. You’ll find it listed in the Classifieds section on pages 28-29 of this issue.

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Issue 81: Nov 2020

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Sleeping Beauty

Words: Kaziyoshi Sasazaki Pictures: Legacy Overland

n the world of old Landies, there can be some big grey areas between precious classics and project-ready old stinkers. It’s not so long ago, after all, that people were cutting up Series Is and early Range Rovers to create hybrids. Nowadays, if you had a dog-eared Series I and early Range Rover, you’d keep them in separate garages in case they try to mate. Classics are classics – and, as is often the case in that slightly strange world of vastly expensive cars that never get driven anywhere, people who restore them normally want to keep them as original as possible. There is, however, another way of treating a classic Land Rover that

doesn’t involve either preserving it in aspic or treating it as a self-propelled crate of parts. Restification is a noble art – indeed, as it involves turning old cars that don’t get driven into new ones that do, it could be considered the noblest of them all. Reuse is better than recycling, we’re always told – in which case, restified vehicles are the greenest form of motoring there is. That might be a tricky argument to carry off when you park your 6.2-litre Range Rover next to Madam Sniffy in her self-righteous Nissan Leaf or Toyota Prius and she looks down her nose at you like you’re a planet-killing monster. Not that you’re likely to sweat it, because some people won’t be told.

And besides, you’ve got a 6.2-litre Range Rover to console you. The 6.2-litre Range Rover in question is called Project Stirling. It’s a bit of a rarity in that it’s a 2-door from as late as 1991, and it’s also pretty special in that it was built by Legacy Overland – an American company that specialises in turning tired old 4x4s into stunningly restored trucks whose classic underpinnings are set off by just the right level of modern reimagining. ‘The overall design guidance from the client for this build was to maintain the original stock look of the car as much as possible,’ says the company. ‘A sleeper truck with some sharp, and deliberate, tweaks.’ Sounds good. We’ll Left: Crate engines are the norm in the American rebuilding scene – and when there are units like the LS3 available, why wouldn’t you? The big V8 is good for 430bhp, making the Range Rover fast and torquey and giving it a lovely exhaust note Right: Both axles contain heavyduty halfshafts, CV joins and drive ﬂanges made from 4340 alloy steel, as well as automatic torque-biasing pegged diffs with heavy-duty rings and pinions. The springs and shocks raise it by 1”, making just enough room for a set of 265/75R16 all-terrain tyres. Britpart performance brake discs and a Terraﬁrma adjustable steering linkage complete what is a very full story under here

get on to the whole ‘sleeper’ thing in a minute, but first let’s go back to the headline story – that thumping great 6.2-litre V8. It’s a General Motors LS3, of course (aka the Corvette engine), and it dishes out 430bhp. Fitted brand new and straight from the crate, it was mated to a 4L85e four-speed automatic gearbox, behind which the LT230 transfer case was rebuilt using a heavy-duty cross pin and sleeved casing. The axles are upgraded, too, with the halfshafts, CV joints and drive ﬂanges all replaced with heavy-duty units made from 4340 alloy steel. Inside, the standard open diffs were swapped out in favour of automatic torque-bias-

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When the owner of this late twodoor Range Rover approached Legacy Overland asking about a restoration, he told them he wanted it to be a sleeper. And that’s what he got – a Classic that looks fairly standard but whose velvet gloves hide a ﬁst of steel… ing limited-slip units with heavy-duty crownwheels and pinions, and these were pegged for consistent contact and the extra strength this brings. So it’s fast when it needs to be, it’s packed with grunt for towing or off-roading and it makes a lovely noise. This is all very promising. But to go back to the street sleeper thing, a vehicle needs to look pretty standard to carry that off – which in turn means no lairy off-road mods. And sure enough, this is a subtle vehicle. It does ride on a set of +1” heavy-duty springs, giving it just enough clearance to mount a set of 265/75R16 BFGs on original five-spoke alloys, but no-one’s trying to pretend

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Issue 81: Nov 2020

this is a full off-road build. No, not even with Britpart performance discs and a Terrafirma adjustable steering linkage to go with its rebuilt PAS set-up. Instead, this is a truck for what Legacy Overland describes as its owner’s ‘surfing lifestyle.’ It was rebuilt from a bare chassis, as the company’s vehicles always are, and while they were about it they treated it with Raptor to keep it as healthy as possible for as long as possible. Up top, ‘the paint job stays faithful to the original Land Rover shades of green, but with a slight tweak to provide a richer, metallic hue to make for a head-turning look.’ You could brushpaint this car in cheap emulsion and Rimmer ad LR A5 LANDSCAPE 2019.qxp_Layout 1 06/02/2019 09:59 Page dis32 it would still be a head-turner, but you get what they’re saying. And it certainly does look the business. Inside, the cabin has been retrimmed using saddle leatherette with black piping, which goes rather nicely with a a new black fibre carpet set and contrasting details for the centre console, cubby box and shifter boot. Said shifter is a Lokar Performance unit, and the cubby contains a battery kill switch – one of various security measures that were put in place to help the vehicle’s owner remain, well, the vehicle’s owner. A very neat touch is that the original Blaupunkt stereo was retained, but mated to a Sony Bluetooth receiver to provide ‘a modern sound experience.’ That’s the kind of subtlety that marks out a sympathetic restification from a ham-handed mod job, and it’s exactly ORIGINAL, OEM & AFTERMARKET PARTS & ACCESSORIES the sort of thing Legacy Overland 1948 TO PRESENT DAY trades on. ‘This tastefully resto-modded two-door Range Rover Classic is a Trust us to deliver...Worldwide. Millions of parts in stock. masterclass in an incredibly comprehensive and detailed restoration taking thousands of man-hours to complete,’ the company says – but you probably knew that just by looking at it. So is this gorgeous Rangey the inhabitant of that grey area between the Parts service also available for Triumph, MG, Rover, Mini & Jaguar ‘96 on. parallel worlds of classic and modified 4x4s? It deserves better, you’d have to say, than to be seen as an example of some sort of no-man’s land. We’d say We’ve Expanded our Call Centre Hours - Now Open up to 20 Hours a Day - 7 Days a Week! it’s more like the best of both worlds. It’s a compromise between classic origTriumph House, Sleaford Road, Bracebridge Heath, Lincoln, LN4 2NA. England inality and modern function, perhaps Telephone: 01522 568000 Fax: 01522 567600 E-mail: sales@rimmerbros.com – but one which is uncompromising in its pursuit of perfection.

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Issue 81: Nov 2020

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21st Century Trailblazing

Words and Pictures: Raymond and Nereide Greaves

There can’t be many parts of Africa that aren’t already well established in the overlanders’ book of trails. So how do you follow a path no-one has trodden before? Simple: you set out to be the ﬁrst people ever to do it aboard an L322 Range Rover…

ost people embarking on a drive through Africa in a Land Rover quite sensibly opt for the toughest and simplest model they can find. This usually means a Defender 110 or 130, or perhaps a Mark 1 Discovery or Range Rover. But for us, the vehicle selected itself. In fact, it helped inspire the entire trip in the first place. Having owned a modern (L322) Range Rover for several years, I was impressed with the depth of its engineering, the quality of its construction

and its total reliability. Having done some off-road training with Land Rover, I had also seen its eye-widening capabilities first hand. So the desire to take our Rangie on a proper expedition grew. Problem was, very few people had ever done anything like this – indeed, I could find no evidence of anyone taking an L322 across the length of Africa prior to our trip. And the problem with being a bit of a pioneer is that you have to work everything out for yourself. The upside, of course, was that it would be a vastly more comfortable

means of covering big distances in the dark continent! So I did as much research as I could on what does go wrong with these vehicles. I asked endless questions on online forums and grilled professionals in the parts and preparation industries – but turned up nothing that particularly put me off. I even downloaded the workshop manuals for the vehicle, which are a work of art. The description of the car’s systems runs to 777 pages of highly informative drawings, diagrams and explanations, while the service pro-

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cedures manual and wiring diagrams alike cover more than 1000 pages. Yes, this car is terrifyingly complex – but the hardware seems to be up to the job in standard form. So we decided to go for it. Our itinerary was going to take us from London to Cape Town via an 18,000-mile route through 20 different countries, but having tried my hardest to put myself off doing it in the Range Rover I was convinced that with a really thorough service and the minimum of modifications and accessories, it would look after us. The process of preparing the vehicle is described separately on these pag-

es. Safe to say, a lot of work goes into getting ready for an expedition across Africa – but as we set off from London on 2 January, with the haziness of several New Year parties finally receding, it was with huge excitement. Normally, driving 2000 miles across Europe in the middle of winter would be enough to dampen anyone’s spirits, but there wasn’t any chance of that. We travelled through France to Switzerland, where the thermometer never exceeded -3°, then took the Gottard Tunnel to the Italian side of the Alps. We encountered snow and heavy rain on the way south, with the temperature dropping to -9° at one point, stayed in

Issue 81: Nov 2020

Getting Ready Preparing for an expedition like this takes an enormous amount of time. But doing so throughly is critical to a successful journey. The key additional elements for us were paperwork, health and expedition equipment. Paperwork: Sadly, travel in Africa is virtually synonymous with bureaucracy. But at least we were able to do most of the preparation in the UK, including getting almost all the visas we needed. In addition to visas, we also needed yellow fever certificates, international driving licences and lots and lots of copies of our passports. And gold-plated travel insurance! The most tedious bit is the paperwork for your car. You need the registration document and certificate of insurance – but your insurance is only operative in the EU. Normally, you would have to buy cover on every border, but before setting off we managed to get a Kenyan base policy and a ‘yellow card’, which covers the car for the rest of Africa. In addition, we got another policy to cover us for damage, fire and theft outside of the EU. That meant we still had to buy insurance on entering Turkey, Syria and Jordan. You also a Carte Grise (international registration document) and the dreaded Carnet de Passage. This enables you to temporarily import your car into each country then re-export it on exit. That wouldn’t be so bad, but you also have to leave a bond with your home motoring organisation (the RAC in our case) which has a value of several times that of your vehicle, and this is only discharged when you bring the car back to the UK. The system is there to prevent people from avoiding import tax, but it’s an onerous rigmarole which for us was the single most expensive part of the entire trip. Health: Africa has many inventive and unpleasant ways of making you ill. In reality, though, the biggest risks we faced were road accidents and malaria. For the latter we took Doxycycline: for the former we used our wits and common sense! Before travelling, we were vaccinated against rabies, hepatitis A and B, typhoid, yellow fever and more. We also went on a first aid course and put together a comprehensive medical kit, as well as reading a fascinating book called Where there is no Doctor which, among other things, taught us how to sew someone back together with cotton thread… Equipment: You start by planning to take the kitchen sink, but by the time reality has sunk in you’ve whittled it down to a list of essentials. We decided we really couldn’t do without the following items – and we did actually use them all… • Sleeping bags • Folding camp chairs and table • Primus stove and cooking utensils • Emergency food (mainly chocolate, cake and more chocolate) • GPS unit preloaded with Track 4 Africa • Maps and travel guides • Camera gear • Comprehensive tool kit Route: Planning your route is of course essential, but so is the need to be flexible. We took the classic east coast route from Cairo to Cape Town, but to get to Africa in the first place we travelled to Egypt through Turkey, Syria and Jordan – something that has been impossible for much of the last decade. Our plan was to take the ferry across Lake Nasser to Sudan then drive through the desert and into the Great Rift Valley via the Ethiopian highlands. We would then skirt the north of Lake Victoria on the way into Uganda and Rwanda, visit the Ngorongoro Crater in Tanzania and take a break on Zanzibar before crossing the Zambezi and passing through Botswana and Namibia en route for South Africa. We gave ourselves five months, and in that time we would cover some 18,000 miles and visit 20 countries. Easy!

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Preparing the Vehicle I decided to keep the Range Rover as standard as possible. This meant the prep work boiled down to three major elements: Servicing: We changed the engine, gearbox and differential oils and all filters, and attended to anything that looked like it might need attention, especially in the cooling, fuel and suspension systems. We replaced some bushes in the front suspension and fixed a leak in the air-conditioning system. We put a mesh guard in front of the intercooler radiator as it looked vulnerable to big stones, and we better shielded the wiring harnesses for the front height sensors. Spares: It’s hard to know where to draw the line. You start with a wish list that approximates to virtually taking a second car with you, but then you have to get realistic. So the major bits I decided I couldn’t do without boiled down to… • Alternator • Mass airflow meter • Diesel high pressure control valve • Track rod ends • Rear dampers • Two service kits (oil, fuel, air, pollen filters) • Accessory drive belt • Air-con compressor drive belt • Various fuses, relays etc • Hawkeye diagnostic tool for electronic maladies

Above: Things you don’t expect when visiting Turkey include cold temperatires and manky wet slush lying all over the place. You probably don’t expect fuel to be astronomically expensive, either, but be warned… Below: Things you do expect from Turkey include fascinating bazaars whose smells and colours are an absolute feast for the senses. Instanbul was one of the friendliest cities the authors visited, too – people were welcoming and very helpful, which came as a very pleasant surprise

Accessories: It’s easy to go mad on accessories. But keeping the vehicle standard means dispensing with anything that’s not absollutely essential. This is what we felt we had to add… • 19” wheels to fit Goodyear MTR tyres, plus two spares • Running boards and mud flaps removed for better ground clearance • Windows tinted to cut down on heat and prying eyes • Front lamp guards • Second deep-cycle battery and split-charging system • Fridge mounted in the rear • Hannibal roof rack and tent • Awning • External lighting, jerry cans, spade, tow ropes and shackles, air jack and 12-volt compressor Perhaps the most obvious omission in this list is a sump guard. I wanted to fit a G4-spec unit, but these proved very difficult to find and hugely expensive. They’re extremely heavy, too. So in the end it was decided that basic ground clearance was good enough, especially when the air suspension could be lifted to its off-road setting. The one other thing we carried was of course a workshop manual (which needs a laptop to run these days) and a list of Land Rover service and parts agents across Africa. Add in some tools, WD40, duct tape, oils etc, and we were ready for anything!

the world’s worst hotel in Ancona and caught the ferry from Bari to Igoumenitsa in Greece. From here, we found ourselves on the most incredible motorway which soared straight up to 4000 feet through tunnel after tunnel, across viaduct after viaduct, amid stunning snow-capped mountains. This took us the whole way to the Turkish border, which meant leaving the European Union… and plunging into the dark and murky world of frontier bureaucracy.

The tactic of blundering and smiling can get you so far. But when no-one speaks a word in common and you need your visas, it’s unlikely to be that far. We spent a while being passed back and forth between various officials, until finally we managed to find the visa office… and then at last we were able to head out on to what turned out to be rough, bumpy roads with rubbish piled up everywhere and donkeys and carts coming towards us on the wrong side.

It all sounds very low-rent, and the whole scene was pretty depressing after the beautiful road across Greece, but don’t be fooled into thinking Turkey is cheap – we found that diesel costs about 30% more than it does in the UK. Sensing our emotional low, and realising that our EU breakdown cover had expired as we crossed the border into Turkey, the Range Rover decided it also wanted some attention by displaying several expensive-sounding system failure messages on the dashboard.

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Typical. Three years of ownership and 30,000 miles on the clock without so much as a blown fuse, and now this. We stopped, switched off, had a look around – everything seemed fine – and fired it back up. All clear! What was that all about…?

We stopped off in Istanbul, a city whose people turned out to be incredibly friendly and helpful. A good example were the staff at our hotel, who managed to find a parking space right outside so they could keep an eye on the Rangie.

Not that Range Rovers are uncommon here. While exploring, we happened upon what we presumed must be Istanbul’s equivalent of Chelsea – where virtually every other car had a Land Rover badge on it. None of them had a roof tent or an extra spare wheel, like ours, though! Now, this month is mainly about our prep for the expedition and we’ll get into the travel proper in subsequent issues. But a big part of overlanding is the watershed moments you encounter along the way – and as we left Istanbul, the first of these cropped up. Istanbul itself is in Europe, but the sprawling urban area around the city straddles the narrow strait between the Black Sea and the Sea of Marmara – the Bosphorus. As you head east, a soaring suspension bridge carries you across the water, and then you’re back on land. And with that, we had driven to Asia. It was a milestone rather than a destination but suddenly, psychologically, we were far from home. For the two of us, and what we hoped would be the first L322 ever to drive down through Africa to Cape Town, the expedition proper had just begun…

Issue 81: Nov 2020

About the Authors

Who are we? We’re Raymond and Nereide. Raymond spent six months living in South Africa back in 1995 and has been fascinated by the continent ever since, returning many times and exploring several other African countries as well. Nereide had lived and worked in China prior to this trip, as well as jungle trekking in Borneo and Cambodia, but had hardly scratched the surface of Africa. For each of us, it was going to be a journey of discovery!

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Bringing up the Rear

Words and pictures: Dan Fenn

There are three things you can be sure of in life. Death and taxes are the two everyone’s heard of; if you own a Defender, you’ll know that rotten rear crossmembers are the third. We checked our 90 in to the Britpart workshop to get the job done

aving bought an off-road modded Td5 Defender 90 from a long-time acquaintance a couple of years or so back, we’ve been using it on and off and slowly (and not very surely) figuring out what we want to do with it. Obviously, going green laning and having fun was a very obvious first step, but it’s good to have long-terms goals too.

We looked at the process of stripping away the off-road kit a couple of issues ago. As you’ll no doubt be able to work out from this, a life of green lanes and mud is not what we foresee for the 90 going forward. Really, it comes down to two options; take it back to as close as possible to standard, or turn it into a blinger the way so many people are doing with Defenders now.

For a late Td5 on pretty slender miles, the former probably appeals more. Simply in terms of what the vehicle is worth, you can turn an old pre-Defender model into a dream machine by using its identity and not a lot more, and the prices being asked for these creations can beggar belief. Ours would fetch a pretty penny with this kind of build done on it, too – but it would also be strongly desirable in original, unmolested form. Obviously it’s been molested quite badly in the past, but we’re certain you’ll get what we mean. One inevitable consequence of the molesting our 90 suffered when it was

young is that now it’s, er, not quite so young, it’s showing the classic signs of a life in the mud. Its chassis has held up pretty well (to be fair on its old owner, it was always looked after every bit as enthusiastically as it was used) but if there’s one thing you know is going to let go sooner or later, it’s the rear crossmember. The first sign that ours was getting rotten

Left: Here’s a sight to make your stomach turn. Unless you like rust, obviously. The first sign that the 90’s rear crossmember was on the way out came when the driver’s side mudflap fell off on a Welsh green lane, and a subsequent MOT test confirmed that it was not long for this world. Above: And why do rear crossmembers rust so badly? Well, the amount of dried mud that emerged from underneath the back of the vehicle might point towards some sort of clue… This was necessary just to expose the crusted-up fixings that were going to need a sea of WD40 on them

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Above: You wouldn’t believe how much of a fight the towbar put up before finally accepting that it was going to need to come off. Even with all the bolts undone, it still felt as if it would be able to pull a three and a half tonne trailer without coming loose Below left: And here’s why. The drop plate assembly was just fantastically cruddy – the answer was a lot of WD40, followed by a lot of patience, then finally a lot of violence Below right: Something that might not occur to you ahead of undoing all the fixings under the back of the vehicle is that with so little room to work in between the floor and the fuel tank, you need every inch you can get (a common problem, etc). Which means removing everything that’s sitting in the back of the vehicle – in this case, a high-lift, sledgie, miltary-style ground anchor, trolley jack, and two boxes of assorted tools and recovery gear, which between it would be more than enough to weigh down the floor

Astwood 4x4 Ltd LAND ROVER SPECIALISTS

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We specialise in restoring, rebuilding Land Rover Defenders, galvanized chassis changes, engine upgrade and all types of mechanical & body work. 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

came when one of the mudflaps came loose, bolt by bolt, during the course of one single Welsh green lane. At the final gate, with it hanging down on one single fixing, we gave it a yank and bingo, it was gone. As was a usefully large chunk of what was once metal. Remarkably, it made it through the next MOT test with only an advisory, but the writing was on the wall. So we had a chat with the guys at Britpart and arranged for their workshop to get stuck in to the job. The idea was that while stripping off the old off-road

stuff and replacing the battered front wings, they’d also sort out the crusty crossmember, replacing it with a solid new one from the company’s extensive range of replacement parts. These include half and quarter-chassis as well as entire galvanised jobs, should it come to that, but on ours just the crossmember itself would be enough to do the trick. And that’s what we’re looking at here. Actually, we’re only looking at the first part of the job, because there’s a remarkable among of prep involved before

the cutting and welding can start – so instead of trying to cram it all in to one article and skimp over the bits that might matter, we’re going to let the pictures do the talking. Obviously, the first step when you’re working on a vehicle that gets used a lot off-road is going to be to deal with the effects of mud. This will mean knocking shovelfuls of the stuff out of every nook and cranny, for starters – then spraying WD40 over all the hardware you’re going to need to release. It’s not going to be pretty.

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LAND ROVER trip in France ?

A huge stock over 2 800 m 2 Established 1985

TRUST Above left: Off come the wheels to leave more room for access – something which, it will become apparent before much more time has passed, is pivotal to this job Above right: Now the vehicle’s body is supported before the big stuff starts to come free

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Above left: You’re going to be draining off the fuel tank before getting stuck in to the next part of the job. Our 90 is a little unusual in this respect as it has an auxiliary tank – this feeds in via the hose you see here, which is teed into the main filler neck Above right, right: With the main filler hose loosened off, you can pump out the fuel. Having a collection of jerries to hand is a very good idea – for one thing, fuel makes a tremendous mess when you lob it all over the floor, and for another you want to be able to pump it back in again afterwards Below: Next to be dropped off is the exhaust, which can simply be left resting on the back axle Below right: It’s odds-on you didn’t think about needing to remove the rear seatbelt anchors. Obviously this won’t give you a problem in some Defenders, but ours is an XS Station Wagon – so rear seats, and therefore belts, are very much part of it

Also not pretty is the extraordinary lack of space available between the top of the fuel tank and the underside of the rear floor. The former needs to be dropped free as there’ll be welding going on so close to it – Britpart’s guys asked us to turn up with no more than about a quarter of a tank, which was no problem though it still took three jerry cans to hold the diesel they pumped out. We’ll look at removing the fuel tank in next month’s issue, as there’s not

enough space here to let us cover it in the detail it needs. Safe to say it’s a bit of a pig, requiring brute force, patience and ingenuity to drop free. It helps it you’re handy with the camera on your mobile phone, too – more on that next month as well. Not that they had smartphones back in the days when the Td5 was new, so there must be another way. We’ll reveal what we’re on about next time round, at any rate…

For now, it’s a long job with many parts to it, but a necessary one and, if you can weld competently enough to be able to rely on your work, not something that should be beyond a brave DIYer with good tools and the right approach. Which is excellent news if, like us, you’re a serial Defender owner, because you can bank on having to do it again and again. If there’s one thing you know is going to let go sooner or later, after all, it’s the rear crossmember.

THE SIXTH GEAR IN YOUR DEFENDER

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The Landy Buyer

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

A proper working tool

here’s no such thing as a Land Rover that doesn’t appeal to enthusiasts. But the 130 is one which is most likely to be seen getting used for work rather than play. This is especially true of later-letter examples, in particular

vehicles equipped with the 2.4 and 2.2 TDCi Puma engines. As a tow barge, or the basis for an overland conversion, the 130 is almost more of a lorry than a car. But it’s still every inch a Defender, with the same quirks you love about the 90 and 110.

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.

Thus if you have a job that needs a big off-road truck, you have the perfect excuse. Most professional users go for imported pick-ups, but the Defender has more character than any of them – and it’s an utterly robust off-roader as standard, saving you a fortune on

£5000-£75,000 for millionaire money, preservation is the aim of the game. The earlier the vehicle, the more it will be worth. The sky’s the limit – but can you really put a price on such an icon? Pros: Heritage, charm, a true classic, the original Land Rover Cons: Availability of parts, price tag on early 80s

£2500-£30,000 They still carry the simplicity of earlier Land Rovers, but can be obtained for a fraction of the price... for now. Pros: Most affordable way into Series ownership. Still has the Series pedigree. Parts still widely available Cons: Not yetas desirable as the earlier Series models

£3500-£22,000 out from the crowd. They’re a rare breed, though – so if you find one, it could be worth keeping hold of. Pros: Not like all the other Land Rovers out there. Military background. Lovely 2.25 petrol Cons: Appearance isn’t to everyone’s taste. Exclusivity over regular models means they command a price premium

£2500-£19,000 A very early 2.25 petrol 90 is a rare thing, and a beautiful one too. But perhaps try for a 2.5 natasp diesel: they’re robust and as simple as they come. Pros: Excellent parts availability. Easy to work on. Unlimited potential for mods and restos Cons: Puny engines (V8 apart) Not many left in good condition

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modifications if you need to get the best from it. It’ll keep your insurance down, too – especially important if you need to cover your Landy for business use.

• Based on a 2007 2.4 TDCi Double-Cab, used for work, on unlimited mileage. 50 year old driver, fully comp, excess of £350

Series II/IIA (1958-1971)

£2500-£40,000

much of that early charm. Prices are on the increase, however, as these vehicles start to come into their own as collector’s items. A 2.25 petrol 88” would be our pick, as the diesel engines were underpowered and rather noisy. The Series II/IIA has a wider stance than its predecessor and adds an extra (thin) layer of

refinement. While the engines have excellent longevity, they need to have been maintained properly. Be thorough in your checks, both under the bonnet and underneath the body. Pros: A sound investment to restore. Some now MOT exempt Cons: Bulkheads and chassis rot, springs prone to seizing

Series IIA/IIB FC (1962-1971)

£2500-£15,000

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

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

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

101 (1972-1978)

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

£7500-£26,000 the time came for demob. They were flogged off at very low prices and turned into off-road toys – not something you’d do with one today, given the rarity and classic value they’ve taken on. Compared to the IIA/IIB FC, the 101 is more fun thanks to its V8 engine. It’s still a military tool, though – some still have fixtures

Defender Tdi (1990-1998)

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 earlier 200Tdi is simpler and less refined than the 300, which arrived in 1994. But both are superb engines. Do be aware of whether you’re getting a genuine one, though.

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

£4000-£24,000 Loads of owners have swapped in Tdis from Discoverys; these aren’t worth as much, as they’re less of a known quantity, but a good one can still be a lifelong companion. Pros: Excellent off-road. Arguably the very best engines. Old-school electrics Cons: Many have been used hard. Not rustproof

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Defender Td5 (1998-2007) The Td5 engine is arguably Land Rover’s most reliable unit and it’s a strong performer. It does lend itself to being tuned though, so watch out for abused ones. As with all Defenders, you’ll need a rear crossmember sooner or later – or even a new chassis.

Freelander 1 (1997-2006) The Freelander 1 is a cheap gateway into Land Rover ownership. It has issues, though, such as the viscous coupling, which is expensive to replace and can be upset simply by mismatched tyres. The 1.8 petrol used to be notorious for head gasket failures,

£6000-£30,000 Despite having more electronics than the Tdi, a Td5 Defender can still be a DIY machine – and it’s one of the best Land Rovers ever. Pros: Off-road capability, power, overall reliability Cons: Rear chassis, premium prices, monstrous road tax

£400-£5500 but today’s replacements are much more robust. The TD4 diesel is your best bet – but check the condition of the injectors first. Pros: Cheap to buy, no big rust issues, surprisingly able off-road Cons: All sorts of things can go wrong, some very expensively

Issue 81: Nov 2020

Defender TDCi (2007-2016) The last Defenders gained modern 2.4 and 2.2 TDCi engines and sixspeed gearboxes, They still had phenomenal off-road ability and were even okay to sit in. Many people dislike the TDCi, but they still change hands for huge money – especially when the

Freelander 2 (2006-2015) The Freelander 2 is a refined and affordable SUV with a strong 2.2-litre turbo-diesel engine and a strong level of practicality. Plus it’s become one of the most reliable Land Rovers out there… but do be aware of the rear diff and Haldex unit for costly outlays.

£9500-£195,000 likes of Twisted have been involed. You will always pay a premium for a Puma – but look after it and you may well never see depreciation. Pros: Efficiency, creature comforts, off-road prowess Cons: Price, electronics, TDCi engine is unloved

£2000-£19,500 Prices have fallen since the production ended. It’s a fine all-rounder – and £10,000 now gets you one worth having. Pros: Reliability, refinement, economy of diesel engine Cons: Transmissions can wear quickly if used for towing

Range Rover Classic (1970-96) £5000-£85,000 Range Rover P38A (1994-2002) £1500-£25,000 The original Rangey is a classic you can use everyday – and there are people who do just that, preferring to invest money in a resto than spending it on a new model. A very early two-door can cost mega money, but any Classic will appreciate in value if kept in good

condition. An awful lot have been neglected and/or abused – but if you’ve got the skills, a resto 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

A Mk2 Rangey in good working order is still a sensational car to own, even today. The problem is that they’ere 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. Still, you’ll get a classy motor with proper off-road and towing skills. It’s becoming a classic, too. Pros: Luxury, price, a Land Rover that doesn’t rust Cons: Electrics. Be very afraid

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Issue 81: Nov 2020

Range Rover L322 (2002-12)

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

liable than the P38. It’ll still cost a lot to run, however, and drivetrain faults and underbody corrosion are not unknown. The TDV8 engine is sublime, but you’ll pay more to get one – especially the 4.4, though the 3.6 has all the power you need. The V8 petrol, on the other hand, is temptingly cheap. Guess why…

RR Sport Mk1 (2005-2013)

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

a supreme off-roader as well as being a funky road ride. It doesn’t handle like a sports car, but is agile enough for an SUV. A Discovery of the same era is far more practical, however, while a full-fat Rangey has more class. The Sport is still a massively able tow barge, though, in addition to all its other virtues.

RR Evoque Mk1 (2011-19)

When the 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

£2250-£28,000

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

£32500-£25,000

RR Sport Mk2 (2013-on)

£9500-£47,000 because there are so many out there, used prices are tempting. There’s a Convertible model, too, as well as three and five-door tin-tops. We say stick to the latter, and be sure to get one with 4WD. Pros: Economy, handling, iconic concept-car image Cons: Cramped rear seats, not as practical as a Disco Sport

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

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.

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.

RR Evoque Mk2 (2019-on)

Most Range Rovers all look the same at the front now, but the new

The Velar a competent cruiser and has received numerous accolades

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 5 (2017-on)

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

launch it was the most capable Land Rover on sale – the new Defender will be going some to wrest that crown from it. All the engines in the range are refined and flexible, and its chassis is remarkably supple for such a big vehicle. There’s no end of electronics working away in the background, but the effect is very

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

£1100-£9000 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

£25,600-£80,000 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

The original Discovery was based on the Defender of the time, but

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

with a 100” wheelbase and a slick body containing a spacious, flexible cabin. It was well equipped and refined to drive, and it came with the wonderful Tdi engine. Over time, the Discovery’s epic off-road 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,

Discovery 3/4 (2004-2017)

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

and capable off-road, genuinely luxurious and a giant of a tow truck, and as well as being able to seat seven adults it can be turned into a van with a totally flat rear load area. The Disco 4 was basically the same vehicle evolved; in the used market, it all comes down to your budget. The problem will always

Discovery Sport (2015-19)

The Discovery Sport packs seven seats into a Freelander-sized

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

£22,500-£190,000

Range Rover Velar (2017-on) £31,500-£95,000 Discovery 1 (1989-1998) 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

Buyers

Range Rover L405 (2012-on) £27,000-£220,000

This isn’t a DIY motor, but it certainly is a Range Rover, with brilliant off-road and towing skills. It relies a lot on electronics, but they work wonders – and the deepdown engineering is very robust. Pros: Great off-road, luxury, image, TDV8 powerplants Cons: Very complex. Huge running costs

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

Workshop

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

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

£31,600-£55,000 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

£1000-£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

£2950-£38,000 be maintenance costs – infamously, the timing belt is a body-off job, and rust is becoming more and more of an issue with these vehicles, too. Pros: All-round ability, stunning practicality, luxury and kit on high-speccers Cons: Cam belts, handbrakes air suspension… the list goes on

£15,000-£38,000 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

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News

Issue 81: Nov 2020

Products

Vehicles

Adventure

Workshop

Buyers

USED LAND ROVERS FOR SALE Series I SWB (1956). Converted to unleaded. Overdrive. Rebuilt with galv bulkhead. Chassis restored. New seats, lights, wiper motors, heater etc. Tow hitch never used. £25,000. Dunstable. 07881 891175 09/20/010

Series I 80” (1949). Restored in 2014 with new doors, tailgate, wings, floor, brakes, tank, seats, correct hood/tilt, all bright work re-galvanised, axles rebuilt etc. £25,000. Hellifield, N.Yorks. 01729 850472 11/20/007

Series II 2.25 petrol (1961). Owned 27 years. Original engine, gearbox, runs and drives superbly. Everything works. FWH, alternator. Solid chass, galv bumper. £11,950. Lee-on-Solent. 07515 721474 11/20/009

List your Landy for FREE! Email one picture and details to alan.kidd@assignment-media.co.uk

Series IIA 109 Station Wagon (1964). 103,000 miles. 2.25 petrol. Safari roof. Very original. Good chassis and bulkhead. Some rust. Gearbox needs overhaul. £10,000. Tiverton, Devon. 07764 497808 10/20/011

Defender 90 Td5 County (2002). 105,000 miles. Excellent chassis (Waxoyled). 2” lift, snorkel, front/ rear winches, underbody guards, CD player, roof rack, RDX wheel. Stunning. £15,995. Wellingborough. 07850 455251 11/20/018

Defender 90 300 Tdi (1996). 131,000 miles. Galv chassis. Goodwinch, snorkel, Ashcroft locker, LEDS, Allard intercooler, Terrafirma 2” lift. Unique Realtree wrap. £14,995. Mansfield. 07510 849921 11/20/017

90 soft-top (1987). 114,000 miles. 19J 2.5 Diesel Turbo (all matching numbers). Lived in Greece and has no rust at all. Amazing original condition. US exportable. £15,000. London. 07585 001675 11/20/013

Defender 110 Td5 Double-Cab (2000). 29,000 miles. Hybrid turbo, Stage 1 remap, AlliSport intercooler, 2” Terrafirma lift, 37” tyres, snorkel, Momo wheel, 52” LED bar. £19,950. Somerset. 07818 246616 11/20/001

Series III 88” (1977). 150,000 miles. Galv chassis. 2.25 petrol from early 110. Fairey overdrive. FWH. Parabolics. Cobra buckets, front-facing rear seats. Totally solid. £12,000. Ross-on-Wye. 07498 626138 11/20/002

90 Hard-Top (1989). 2.8 Isuzu TD, 5-spd gearbox. PAS. Chassis refitted about 3 years ago. Front and rear locking diffs. Starts and stops, but has been stood a long time. £3900. Halifax. 07831 490805 10/20/005

Defender 90 Wolf (1998). 34,000 miles. EGR deleted. Sump guard, LED lights, bench seat, cubby box, DAB radio, new clutch and arm, wheels powder coated. £14,495. Swindon. 07826 924325 11/20/015

90 200Tdi (1989). 50,500 miles! Cool’N’Vintage Retro Edition. Professionally undersealed. Vintage calf leather seats. Just had £20,000+ refurb. Stunning. £37,500. Stamford. 07583 457511 11/20/012

Defender 110 200Tdi Tipper (1990). 170,000 miles. Dropside tipper conversion by AutoLift in mid-2000s. Waxoyled. Just had full service. BFG ATs. 12 months’ MOT. No VAT. £9500. Thaxted, Essex. 07432 708791 10/20/006

Series III 88” 2.25 diesel (1984). 110,176 miles. Rebuild head, recon gearbox. New coolant system, brakes and slave cylinder. A few rust patches. MOT Dec. £5500. St Neots, Cambs. 07894 498316 10/20/007

Defender 90 300Tdi HT (1995). 159,695 miles. Galv chassis. HD clutch, 2” lift, steering guard, HD steering arms, BFGs. Recent rear diff, battery, UJs, brake pipes and fuel tank. MOT Dec. £10,000. Worcs. 07736 281451 09/20/018

Defender 90 (1992). 175,000 miles. Original 200Tdi engine and gearbox. Galv chassis, new brakes, suspension, wheels, tyres, cage, canvas etc. Soundproofed cabin. £8500. Oswestry. 07740 486007 11/20/014

Defender 110 TD5 Special Vehicle (2003). 147,000 miles. Side lockers, racking, Webasto heater, Superwinch Husky, LEDs, inverter. Very clean. Ideal overlander. £10,000. Winchester. 07825 214640 10/20/009

110 Pick-Up (1983). 178,000 miles. Rare 2.25 diesel. Needs new chassis. Bodywork needs attention. Engine runs but needs service. Not driven for years. Ideal project. £2995. Bedford. 07715 354136 10/20/004

Series III 109 Station Wagon (1972). 2286cc diesel. 63,000 miles. MOT and VAT exempt. New wheels and tyres. Capstan winch and tow bar. Collector’s item. £16,950. Honiton, Devon. 01404 850357 09/20/017

Defender 90 Td5 XS (2006). 159,000 miles. FSH. Alloys, air-con, new heated full leather seats. DAB/Bluetooth stereo, towbar. Snorkel, LED lights. All new tyres. £18,250. Macclesfield. 07899 062909 09/20/015

Defender 90 2.4 TDCi (2009). 29,000 miles. Heritage grille, Series III light surrounds, Wolf wheels, galv bumper, tan leather seats, suede steering wheel. £19,950. Street, Somerset. 07818 246616 10/20/001

Defender 110 2.4 TDCi (2011). 74,000 miles. Rebuilt into 6-seat soft-top with Heritage styling. Professionally repainted. Many new and bespoke parts. 12 months’ MOT. £29,995. Norwich. 07799 116730 10/20/003

Defender 130 Camper (2014). Built by pro mechanic. 300Tdi, R380 gearbox, HD suspension. Coachbuilt rear body with fridge, cooker, sink, bed, toilet etc. £27,995. Shipston-on-Stour. 07712 675584 11/20/016

Defender 90 2.2 TDCi (2016). Brand new and unregistered with just one kilometre! LHD. Air-con. Must be the only new Defender 90 in the world! £45,000. Bordeaux, France. 07503 108545 09/20/011

Defender 110 300Tdi CSW (1994). 170k miles. MOT Jan 21. Expedition ready, visited 16 countries, four continents. Rebuilt 2012, galv chassis etc. £POA. Greasby, Merseyside. 07305 805634 09/20/019

Defender 130 300 Tdi (1999) Only 27,000 miles. Full camper conversion. Leisure battery, solar panel, sink, water tank, hob, compressor, fridge, toilet. £25,000 ono. West Yorkshire. 07813 705077 10/20/012

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

Series III 88” Hard-Top (1973). Original 2.25 petrol. Rustproofed chassis, new props, recon rear diff. Exmoor Deluxe seats. MOT and tax exempt but has just passed MOT. £7999. Liverton, Devon. 07415 869277 09/20/012

Defender 90 300Tdi (1996). 145,365 miles. MOT Feb. Uprated clutch, +2” suspension, 2 sets of tyres, snorkel. Wayoxled, recon diffs, recent cambelt. Little off-road use. £8500. Leicester. 07854 184753 09/20/016

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D3 FWD Discovery 2.5 Tdi 3dr (1990). 124,439 miles. VGC, 3 owners from new. Some history. Clean for age, solid body, smooth engine. MOT Nov 20, all advisories being done. £7995. Bedford. 07365 430834 11/20/008

Discovery 2 TD5 Commercial (2003). 155,000 miles. 2” lift, 33” tyres, winch, snorkel, LED bar, sump guard, towbar. Drives great, looks the part. Long MOT. £4250. Chorleywood. 07949 941619 11/20/005

Range Rover Vogue 3.9 SE (1994). 178,600 miles. Auto. Plymouth Blue with grey leather. Electric windows and sunroof. Electric heated seats. MOT May 21. £9995. Chesham. 07812 827761 11/20/003

Hybrid (1971). RR chassis, 90 / Series body. 3.5 V8, LT95. Good chassis and bulkhead. 2” lift, LED bar, dislocation cones, 13,500kg winch, exo cage. Owned since 2007, lots spent. £4500. Hornsea. 07886 117082 11/20/006

Original 3dr Disco Discovery 4 3.0 GS (2009). 105,000 miles. Full main dealer history. Leather, cruise, climate, sat-nav, electric seats, parking sensors, Harmon Kardon stereo. £9995. Alderley Edge, Cheshire. 07980 009999 11/20/010

Discovery 4 3.0D Commercial (2013). 93,000 miles. Cambelt just done. Climate, cruise, heated leather seats, heated screen, parking sensors, CD, Bluetooth, nav, tow bar. £15,000. Poole. 07497 676571 09/20/008

Discovery 4.6 V8 SE Trail Edition. 95,000 miles, full MOT. LHD. This is the US version of the G4 Challenge model. Coilsprung conversion from factory. Diff lock. £6995. Basingstoke. 07479 210200 09/20/009

Range Rover Vogue LSE (1993). 4.2 V8 Auto. Runs and drives perfectly, maintained regardless of cost. Starts instantly, changes gear smoothly. Electric leather seats, air-con. £6999. Redditch. 07850 115449 09/20/004

Discovery 2 4.0 V8 auto ES (2002). 98,600 miles. FSH. MOT. VGC. Winch bumper. Solid chassis. Rear coil-spring conversion and sealed sunroofs. DVD player in roof. £2250. Hoddeston, Herts. 0787 9864890 09/20/014

Range Rover Classic (1984). Barn find. 2.8 TD Isuzu engine with Milner conversion, starts first turn and runs. Needs full restoration and a lot of welding. £1500. Nuneaton. 07535 548205 11/20/011

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

D3 FWD registration. Ideal for Discovery 3. On retention. £500 ovno. 07774 971010 10/20/010 Range Rover Classic Capstan Winch. Good condition. Includes bumper and grille. £450 ono. North Somerset. 07968 748268 09/20/001

THIS COULD TURN OUT to be the ﬁnd of the decade for someone. It’s not quite a G-WAC, but there are precious few early Discoverys still around – far less in such original condition. Better still, this 1990 3-door Tdi has only 124,482 miles on the clock – for one of these engines, that’s just nicely run in! With just three owners from new, the last one for approaching a decade, the Disco is still showing its original body graphics – which have lasted remarkably well considering it’s thirty years since they were applied. The seller says the vehicle has been garaged regularly and that it’s as good inside as it is out. The pictures seem to bear this out, with little sign of wear on the steering wheel and a dashboard that seems to be remarkably intact. It’s in the blue colour which proved, shall we say, controversial at the time but has come to be regarded as part of the early Disco’s iconic charm. The original fabric trim has remained mainly intact, too, aside from a wear mark to the outside of the driver’s seat base. Under the bonnet, the engine looks tidy if not sparkly, and there’s a silicon intercooler hose whose presence must have a story to tell. There’s also a patch of rust coming up in the battery tray area, which given the Discovery 1’s reputation has got to be a concern – however the seller says the vehicle ‘does have some rust spots appearing but it’s still a very solid body with clean arches all round.’ A look at the Disco’s MOT history suggests that to bring it back to its best, some welding is going to be in order. The seller tells us that he will be doing all the work required to clear the advisories on the current MOT, which expires in November; these include ﬁve separate references to insecure body mountings caused by corrosion, so the signs are there – however with the vehicle having covered less than 30,000 miles in the last ten years, once this has been dealt with you’ll be looking at a 200Tdi in time-warp mechanical form. It would be a massive shame to see this Disco being butchered into an off-roader – and an asking price of £7995 should see to that. The owner says it’s for ’serious collectors only or Land Rover enthusiasts’ – either is likely to see it as a resto project, but with such a strong starting point it’s one which could be turned back into something very special indeed.

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

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News

Issue 81: Nov 2020

Products

Vehicles

Adventure

Workshop

Calendar

Off-Road Playdays

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

4 October

24 October

8 November

Devil’s Pit Barton-le-Clay, Bedfordshire

Burnham Off Roaders Tring, Hertfordshire

4x4 Without a Club Aldermaston, Berkshire

Muddy Bottom Minstead, Hampshire

Kirton Off Road Centre Kirton Lindsey, North Lincs

Parkwood 4x4 Tong, Bradford

25 October

Devil’s Pit Barton-le-Clay, Bedfordshire

Picadilly Wood Bolney, West Sussex

Burnham Off Roaders Tring, Hertfordshire

11 October

Cowm Leisure Whitworth, Lancashire

4x4 Without a Club Aldermaston, Berkshire

Frickley 4x4 Frickley, South Yorkshire

Essex, Rochford and District 4x4 Rayleigh, Essex

Hill’n’Ditch Mouldsworth, Cheshire

15 November

Frickley 4x4 Frickley, South Yorkshire

Kirton Off Road Centre Kirton Lindsey, North Lincs

Explore Off Road Silverdale, Stoke-on-Trent

Hill’n’Ditch Mouldsworth, Cheshire

Slindon Safari Slindon, West Sussex

Hill’n’Ditch Mouldsworth, Cheshire

Slindon Safari Slindon, West Sussex

Thames Valley 4x4 Broxhead, Hampshire

18 October

1 November

Muddy Bottom Minstead, Hampshire

Explore Off Road Silverdale, Stoke-on-Trent

Hill’n’Ditch Mouldsworth, Cheshire

22 November

Muddy Bottom Minstead, Hampshire

Frickley 4x4 Frickley, South Yorkshire

Mud Monsters East Grinstead, West Sussex

Picadilly Wood Bolney, West Sussex

Slindon Safari Slindon, West Sussex

Essex, Rochford and District 4x4 Rayleigh, Essex Frickley 4x4 Frickley, South Yorkshire Parkwood 4x4 Tong, Bradford Slindon Safari Slindon, West Sussex

Mud Monsters East Grinstead, West Sussex

Protrax Tixover, Northamptonshire

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

Buyers

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

Green Lane Convoy Events 2-3 October

18 October

Protrax Wales

UK Landrover Events Lincoln and Belvoir

Trails and Tracks Cumbria, Eden and Yorks Dales

3 October

24 October

9-13 November

Green Adventure Tours Shrophsire / Welsh Borders

Trails and Tracks Night run

Ardventures Coast to Coast

10 October

UK Landrover Events Eden District

15 November

UK Landrover Events Peak District

24-25 October

4x4 Adventure Tours Salisbury Plain

10-11 October

Protrax Wiltshire

UK Landrover Events Yorkshire Dales

Off Road Adventure Travel Wales

31 October

18-19 November

Trails and Tracks North of England

Green Adventure Tours Shrophsire / Welsh Borders

4x4 Adventure Tours Nottinghamshire and Leicestershire

11 October

UK Landrover Events North York Moors (night run)

21 November

UK Landrover Events North York Moors

31 October –1 November

Green Adventure Tours Shrophsire / Welsh Borders

12 October

Off Road Adventure Travel Wales

21-22 November

UK Landrover Events Dales and Eden

Trails and Tracks York Moors and Dales

4x4 Adventure Tours Welsh Borders

17 October

7-8 November

Protrax Wiltshire

Trails and Tracks Tyne Valley

Atlas Overland Wessex

Special Offer Offer –Winters coming, upgrade your Series DeSpecial –Winters coming, upgrade yourorSeries fender lights now with 120% more light on the road. fender lights now with 120% more light on the road DA5014 - RHD XENON ULTIMA UPGRADE LAMPS (PA DA5014 - RHD XENON ULTIMA UPGRADE LAM Ayrshire’s Leading Parts only - £64.99(incl vat)Land Rover and 4x4 S

Ayrshire’s Leading Parts only - £64.99(incl vat)Land Rover and 01290 429579 01290 429579 Visit: www.gibsonsautos.co.uk or find us o Visit: www.gibsonsautos.co.uk or fin www.facebook.com/gibsonsaut www.facebook.com/gibson We offer a range of competitively Gibson’s Auto Servicespriced of workshop Love your S We offer a range of competitively priced workshop services for any We also specialise in Cumnock arevehicle. Ayrshire’s leading Love or Discover servicesa for any vehicle. We Rover also specialise supplying wide range of Land parts. At in independent Land Rover andRover 4x4in parts. thinkingorabo D supplying a wide range of Land Gibsons Auto Services we pride ourselves givingAt for a while thinw specialists offering range of whoinare exceptional customer service from people Gibsons Auto Services weapride ourselves giving further rust for a competitively priced workshop passionate about 4x4’s. exceptional customer service from people who are with a new furthg 4x4’s. services passionate and partsabout supplies. chassis.with If yo

see ourchas cha look at our see w Facebook p look Defender 9 Land Rover Online Service History Face *Registered User* from £4600 Defe Land Rover Online Service History *Registered User* from

Restorations andSPECIAL Rebuilds OFFER

Gibson’s Auto Services offer coming, restoration services for Winter’s upgrade SPECIAL OFFER Land Rover Series 1, your 2 and Series 3 and Defender complete or Defender Winter’s coming, upgrade rebuilds at very competitive prices including: lights now with 120% more

We also have a Land Rover themed cafe on site which is open to everyone. Come and visit us today!

We also have a Land Rover themed cafe on site which is open to Workshop Services everyone. Come and visit us today! At Gibson’s Auto Services, we offer a full range of workshop services including repairs, servicing, MOT preparation, vehicle modification, restoration and bespoke manufacturing of winch bumpers, discreet winch mounting and 4x4 off-road preparation.

your Series Defender light on theor road. • Galvanised frames lights now with 120% more DA5014 XENON • - RHD Full body shell light on the road. ULTIMA UPGRADE repaintLAMPS DA5014 -- £64.99 RHD • only Full brake andXENON (PAIR) Parts suspension ULTIMA UPGRADE (incl vat)LAMPS upgrades (PAIR) Parts only - £64.99 • Full interior re-trims and upgrades(incl vat) • • •

Safety Devices Roll Over Protection Systems

www.gibsonsautos.co.uk gibsonsautos 01290 429579

•

Suspension and axle replacement Body and external trim upgrades New style bulkheads and doors New or rebuilt transmissions and upgrades

Reduce Your Defenderâ&#x20AC;&#x2122;s Road Noise Dynamat - the highest efficiency sound deadening material available Dynamat Xtreme Sound Deadening

Dynamat Xtreme is the highest efficiency sound deadening material available and the most effective product for stopping noise and vibration. Dynamat Xtreme can be used on any and all interior sheet metal and fibreglass body panels. The aluminium constraining layer is very moldable and conforms easily to all interior surfaces. The patented extra sticky butyl layer is formulated with VECTOR chemistry for the most amazing energy conversion capabilities ever. Use it on your doors, floor, Use it on your doors, floor, roof, roof, bonnet and loadspace for a quiet, cool and incredibly bonnet and loadspace. solid ride. > Create a solid, luxury car feel with a reduction in road noise. > Stop resonance & vibrations, reduces buzzes & rattles. > Improved sound. Get more bass. Hear more of your music. EXCLUSIVE Pre-cut kits specific to each Land Rover. > For use throughout your vehicle interior, the first step Only available from Britpart. to an improved Land Rover.

More kit images at www.britpart.com/dynamat

DA8091 Defender - 1983 - 1998 Bonnet DA8093 Defender - Td5 Bonnet DA8092 Defender - 2007 onwards Bonnet DA8094 Defender - 1983 - 2006 Foot wells DA8083 Defender - 2007 onwards Foot wells DA8095 Defender - 1983 - 2006 Seat box DA8084 Defender - 2007 onwards Seat box DA8085 Rear tub behind front seats Defender - 2007 onwards DA8086 Rear tub floor Defender - 90 - 1983 - 2006 Defender - 90 - 2007 onwards DA8087 Rear wheel arches Defender - 90 - 1983 - 2006 Defender - 90 2007 onwards - commercial only DA8096 Rear arches Defender - 90 - 2007 onwards - County DA8088 Rear arches Defender - 110 - 2007 onwards - Station Wagon/Utility DA8097 Rear floor Defender - 90 - 2007 onwards - County DA8089 Rear floor Defender - 110 - 2007 onwards - Station Wagon/Utility

DA8090 Second row floor/under seats Defender - 110 - 2007 onwards - Station Wagon/Utility DA8076 Dynamat Xtreme sheet 1,200 x 610mm DA8102 DynaTape 38mm wide x 9.1 meters long DA8098 Dynamat Heavy-duty Roller Tool

Britpart are pleased to be the official Dynamat wholesaler in the Land Rover aftermarket.

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