The Landy - Winter 2022 by Assignment Media Ltd

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LANDY

WINTER 2022

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THE

ISSUE 95

ISSN 2056-6778 • Assignment Media Ltd

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There’s good, and there’s great, and there’s epic, and this is all three. It’s available in two trim levels, Defender and Defender SE. As we all know by now, even the entry-level model is well equipped by anyone’s standards and jaw-droppingly equipped by traditional Defender standards, and if you spring for the SE you’ll get even more on top. Premium LED headlights with signature DRLs and front fog lights, 20”” alloys, heated seats with electric adjust and memory, Meridian ICE, keyless entry, blind spot assist and a centre console with armrest all join the party, and what a party it promises to be. In addition, the grained leather that was standard on the SE until now is replaced by a new animal-free material called Resist. Land Rover says this ‘of-

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and Rover has announced a number of updates to the Defender range. Adding further choices to the already extensive station wagon and Hard-Top models alike, these are introduced for the beginning of the 2023 model year. Yes, 2023. Talk about wishing your life away. The good news, anyway, is that if you want a D250 Hard-Top, you don’t actually have to wait until 2023. Because the 2023MY is available to order now, and the straight-six Ingenium engine that’s already taken the Defender wagon to a whole new level is part of it. New to the commercial part of the Defender range, the D250 develops 249bhp and 420lbf.ft – the latter at a gloriously stump-pulling 1250rpm.

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Discovery range moves upmarket with new Metropolitan edition L and Rover has introduced a new version of the Discovery – which goes straight to the top of the range and, in the company’s own words, ‘represents the pinnacle of the Discovery family.’ Called the Metropolitan Edition, which might suggest something about the kind of buyer it’s aimed it, the vehicle is based on the existing R-Dynamic HSE. It gains Bright Atlas detailing for its grille and ‘Discovery’ lettering, along with silver lower bumper inserts, 22” diamond-turned alloys with gloss grey detailing, black brake calipers, privacy glass and a sliding panoramic roof. Inside, the cabin features Titanium Mesh trim detailing. The Metropolitan Edition is equipped as standard with a head-up display, heated steering wheel, wireless phone charging, refrigerated cubby box and four-zone climate. What’s all this going to cost you if you want to buy on? From £73,250 on the road is the potentially sobering answer. But if a less Metropolitan Discovery will do, the good news is that the range continues to be available from £55,100 – still hardly cheap, but at that money in the present day the Disco certainly does qualify as a lot of car for your cash. THERE’S A NEW, posher version of the Discovery Commercial, too. For the first

time ever, Land Rover has added the R-Dynamic spec level to the tax-busting

version of the Disco, making it more premium than ever. This brings a lower, wider stance, along with Land Rover’s R-Design front and rear bumpers and a black contrast roof, as well as the ever-popular Black Exterior Pack. There’s gloss black detailing for the front grille, smoked rear light lenses and a choice of 20” to 22” alloys ‘providing the perfect combination of practicality, all-terrain capability and visual appeal.’ On the subject of practicality, the Discovery Commercial retains its allimportant 3500kg towing capacity in R-Dynamic form, aided by the option of Land Rover’s Advanced Tow Assist pack. In the back, the vehicle gains a flat, heavy-duty rubber loadspace floor and fixed partition as well as two underfloor stowage areas, six lashing rings, roof lighting, high-sided cabin mats and additional cargo hooks. It can accommodate loads of up to 1638mm in length and has a total cargo capacity of 2024 litres. It’s about a lot more than just loadlugging, though. The cabin gains Ebony leather seats with contrast stitching and piping, Ebony Morzine headlining, metal sports pedals, bright steering wheel paddles and Shadow Aluminium trim. Powered by the familiar D300 engine the R-Dynamic goes straight to the top of the Discovery Commercial range. It’s priced from £62,885 and is available to order now.

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Temporary closure for celebrated Cotswold riverbed run – but irresponsible behaviour could see it become permanent

ne of the longest fords in all of England has been closed – albeit only temporarily while repairs are carried out to the ramparts of an adjoining raised footpath which has partially collapsed into the water. The ford, through which a track between the villages of Duntisbourne Abbots and Duntisbourne Leer follows the course of a small river bed for several hundred yards, is very close to a number of houses – whose owners have traditionally been very tolerant of motor vehicle users. There’s a danger of this changing, however, as a number of irresponsible 4x4 drivers and motorcyclists have ignored the closure signs. The raised footpath runs adjacent to the stream bed, and there have been instances of motorcyclists riding along it – and of 4x4s knocking down barriers placed across the track and ploughing on through the ford, running over sandbags placed in it to try and prevent further damage. Understandably, this has led to growing anti-vehicle sentiment

among residents, even though the responsible users who would normally be among their only visitors are currently staying away. Aside from the curiosity of the ford, which is notably scenic in its nature, the lane itself is hardly a challenge. It’s hard not to speculate that while it’s closed, vandals are targeting it as an opportunity to do damage and cause trouble. The Green Lane Association

has implored its members to respect the closure while it remains in place – though of course anyone who would ignore it and vandalise a right of way like this is hardly likely to be a member in the first place. ELSEWHERE IN THE EAST GLOUCESTERSHIRE REGION, GLASS rep Richard Loveday has been at work to ensure legal access remains

unhindered on a number of rights of way. One, an unclassified county road near Salperton, has been blocked by illegal obstructions including large logs and a steel barrier, while incorrect Restricted Byway signs have been erected on two sections of the Macmillan Way near Rodmarton, both of which are byways. The obstructions have been reported to the local authority – which, Richard

reports, has responded impressively quickly and has already passed the matter to its legal department to facilitate enforcement work. The incorrect signs, meanwhile, are being investigated – but even while they remain in place, the lanes in question are classed as Byways Open to All Traffic on Gloucestershire County Council’s Definitive Map and can therefore be driven legally.

NEXT MONTH’S ISSUE OF THE LANDY IS PUBLISHED ON 14 DEC You can pick up your copy of our January 2022 issue from selected newsagents and Britpart dealers – or read it online at www.thelandy.co.uk 01283 553243 • enquiries@assignment-media.co.uk • www.thelandy.co.uk • www.facebook.com/thelandyuk Group Editor Alan Kidd Contributors Tim Gibson, Gary Noskill, Dan Fenn, Paul Looe, Tom Alderney, Gary Martin, Olly Sack Photographers Steve Taylor, Richard Hair, Harry Hamm, Michelle Thruxton, Vic Peel Advertising Sales Manager Colin Ashworth Tel: 01283 553244

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While rvery effort is made to ensure that the contents of The Landy are accurate, Assignment Media Ltd accepts no responsibility for errors or omissions nor the consequences of actions made as a result of these 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

The Landy is distributed by Britpart. Details of your nearest Britpart dealer can be found at www.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 The Landy is published by Assignment Media Ltd, Repton House 1.08, Bretby Business Park, Ashby Road, Bretby DE15 0YZ © 2021 Assignment Media Ltd

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Gibson’s Gab Time to learn a new tune?

What’s the connection between Bryan Adams and the new Range Rover? Only Tim Gibson has the answer… Words: Tim Gibson AROUND THE TIME that the new Range Rover was launched, Bryan Adams dropped a new single. It was reliably punchy, with the standard backbeat punctuated by crashing cymbals, a lyric about being in love with a pretty lady and some cool rhythm guitar to which you can’t help but tap your feet. In other words, for lovers of Adams’s feelgood rock, it delivered exactly what was hoped for, and is sure to be a hit among diehard fans. It’s less likely to win him any new admirers, though. Arriving as it did at the same time as a new album by Ed Sheeran and all manner of other more progressive works that I’m not cool

enough to have clocked, it’s unlikely to achieve cut-through beyond those of us who were won over by Adams in his 1980s heyday. And I can’t help but feel as if the new Range Rover falls into the same category. It’s a luxurious monster with a starting price of around £95,000 and unashamedly old-school styling. If you love Range Rovers – and I do, very much – then it ticks all the boxes. It oozes luxury, with interior comfort that would put many a person’s living room to shame. Not since I sat ogling the velour trim of the 3.5 V8 Range Rover Vogue have I felt such a gut-wrenching desire to sink into the interior of a new 4x4. I haven’t even read the spec: I can tell just by looking at it that the new

Rangey has everything I could ever wish for – and a whole lot more. What it doesn’t have is the sort of eco-friendly elegance that car buyers increasingly seem to seek. Writing against the backdrop of the COP26 Conference, it’s hard not to think of vehicles like the Range Rover as belonging to a different era. And while Land Rover is quick to point out that CO2 emissions for the current line-up start at a relatively modest 198g/km, with a plug-in hybrid due early next year that promises up to 62 miles in pure-electric mode, that doesn’t feel as if it’s quite able to cut the mustard in a world of Teslas. There’s an all-electric version on the way but for now, the range-topper is an old-school V8 and

the most optimistic figure I can find for it in Land Rover’s data is 24.8mpg. For many buyers, this simply won’t be a problem. Just as a £100k price tag won’t deter them, a lack of green bona fides is unlikely to prove a deal-breaker. They’ll buy a Range Rover because it shows the world how successful they are and because, like me, they long to sink into those gorgeous leather seats. I can’t help but feel that this generation of car buyers is slowly disappearing, though, and with it the market for cars like the Range Rover. This isn’t just about technical spec, either: it’s about being seen in a big old barge

that’s dripping with leather, polished wood and expensive looking metal no longer being as positive as it once was. What would Greta do? So while I feel inordinately excited by the new Range Rover, my only regret being that I’ll never afford one, I wonder if we’re reaching the end of its shelf life as a concept. Sooner or later, Bryan Adams will give up releasing new music and just rely on his back catalogue to please the crowds. Maybe, when this version of its flagship vehicle comes to the end of the road, Land Rover will need to do the opposite and learn to play a new tune.

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Here comes that Landy déjà vu again

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and Rover is very good at giving me deja vu. When I first clapped eyes on the new Defender, my first thought was ‘hang on, that’s the DC100!’ Gerry McGovern disagreed, in very specific terms, and now I’ve driven loads of the things I can see he’s right. So this month they’ve unveiled the Mk5 Range Rover, and my first thought was… ‘hang on, that’s the Mk4 Range Rover!’ I never learn, do I? And once again, the people at Land Rover had my measure, because in the mass of press pics they sent me there was a clever little thing showing the two together so you can see how much different the new one actually is. I do think it looks a bit portly, truth be told. That’s just based on photos so far, though. And the interior is an absolute work of art; I fully expect the new Rangey to be stunningly good. Of course, I also fully expect it to be stunningly complicated and all the other things you have to say about modern Land Rovers. I also fully expect that if you look at it (it’s right there overleaf), then flick ahead to page 43 and check out the Classic Range Rover In Vogue someone’s offering for sale as a full restoration project complete with donor, most of the people reading this will be much more vibed by the latter. Thing is, when this new Rangey is 38 years old, will people be gung-ho to restore ones that have spent two decades stood in fields? I wonder. I also wonder if people will have the capacity to do it. I look at the new Range Rover and I can’t see owners ever doing their own work on them, far less using them as overland trucks. Though I have to admit that I was one of the many who said exactly the same thing back when I first got under a P38A. And there it is again, that Land Rover déjà vu. I’m referring to the way things keep coming round again… though I could also be on about that feeling of looking at an old Landy in the classifieds and not being able to stop thinking about it. The new Range Rover will keep the legend alive, but that old In Vogue… now, that is the legend. Whoever it ends up with, you have my respect. Alan Kidd, Group Editor alan.kidd@assignment-media.co.uk

FP_LRO_458361id4668191.pdf 21.07.2021 12:29

New fifth-generation Range Rover car territory – but promises still to

11 moves further than ever into luxury be true to its heritage and Rover has lifted the wraps on the new Range Rover – with the promise that the fifth generation of its flagship vehicle will remain true to its roots. Despite being, in Land Rover’s words, ‘defined by presence and formality, achieved by the harmony of proportions, surface and lines’, the vehicle promises ‘the all-conquering off-road capability and command driving position that have been Range Rover hallmarks for more than half a century.’ As with the current model, the Rangey will follow the pattern introduced towards the end of the Classic era by being available with a choice of two wheelbases. The standard model will be based on a 118” layout, while for customers wanting extra space in the rear compartment this is stretched to 126” for the LWB model. A five-seat layout is standard throughout, however the LWB can also be optioned with a third row turning into a seven-seater. Based on Land Rover’s MLA-Flex platform, the Range Rover retains the all-independent suspension that’s now common to all the company’s vehicles, with unequal-length double wishbones at the front and five-link geometry at the rear. It will enter production with a choice of petrol, diesel and plug-in hybrid powertrains then, two years into its life, will also become available as a full EV. The petrol engines start with a 3.0-litre straight six mild-hybrid unit available with a choice of 360bhp and

400bhp outputs. These are backed up by torque figures of 369lbf.ft and 406lbf.ft respectively. Then, at the top of the range, is a new 4.4-litre twin-turbo V8 whose 530bhp and 553lbf.ft propel the vehicle’s 2585kg mass from 0-62mph in just 4.6 seconds. On the diesel side, a 3.0-litre straight six mild-hybrid will be tuned for a choice of three outputs. Even at the base of the pyramid, the entry-level 249bhp unit comes with a towering 443lbf.ft of torque; moving up, you can also choose 300bhp with 479lbf.ft or, at the top of the diesel line-up, 350bhp with 516lbf.ft. Quoted fuel economy figures for all three diesel engines climb to 37.2mpg on the combined cycle. Even the V8 achieves 24.8mpg on the same test; hardly frugal by today’s standards, but a far cry from the eye-watering consumption of the old Rover V8 in the days of the Mk2 Rangey. These figures are quoted for standard-wheelbase models, however the heavier LWB version is only fractionally less fuel-efficient. For the greatest economy, however (and, of course, to avoid the most astronomical tax bills), there will also be a choice of two plug-in hybrid models. These mate the 3.0-litre petrol engines to a 105kW electric motor to offer a choice of 440 or 510bhp outputs. Land Rover says they can be driven at speeds of up to 87mph on electric power alone, and that they will combine a real-world range of around

50 miles with the ability to be charged to 80% capacity in less than an hour, allowing zero-emissions use to be a realistic prospect in the vast majority of everyday driving scenarios. Plug-in models will only offer a towing capacity of up to 2500kg, whereas the rest of the launch range will be able to haul 3500kg. Every Range Rover will be a highly capable off-roader, however, with more electronic driver aids than ever before on top of the MLA-Flex platform’s ‘outstanding off-road suspension geometry.’ Among the innovations making their debut in the new vehicle are Dynamic Response Pro, which using 48-volt electronics to neutralise body roll. Operating continually, this can deliver up to 1033lbf.ft to the active anti-roll bars – with as much as 664lbf.ft available within 200 milliseconds. When the vehicle is being used off-road, the bars decouple to free up greater articulation and the system’s actuators work to enhance traction by helping the wheels follow the ground. The Range Rover also features Land Rover’s latest Terrain Response 2 system, with an Auto mode priming the vehicle to suit the conditions without any driver input. Height adjustable air suspension is standard, as are intelligent all-wheel drive and an active rear diff using Torque Vectoring by Braking to stabilise the vehicle in corners and enhance its traction off-road. Also standard on all models is fourwheel steering, which aids stability

Special Vehicle Operations set to offer its own badged exclusive Range Rovers from the word go

THE NEW RANGE ROVER will be available from launch in SV form, with its own styling identity and a choice of Serenity and Intrepid design themes. All models built by Land Rover’s Special Vehicle Operations unit will feature a body-coloured roof and silver-coloured exterior detailing; Serenity models add further touches in the cabin to highlight the vehicle’s status as a luxury car, while the Intrepid finish ‘reflects a more purposeful and dynamic character.’ Inside, all SV models are equipped with Land Rover’s Executive Class Comfort Plus seating. Customers can also choose to upgrade this to the new SV Signature Suite option, whose four-seat configuration is centred around a full-length floor console featuring a deployable Club Table whose operation is described by Land Rover as ‘choreographed’ and ‘an exquisite piece of technical engineering.’ With the arrival of the new Range Rover, SVO itself is also getting a slight rework. Previously, its vehicles have been identified as SVR or SVAutobiography depending on whether their focus is on performance or luxury; now, all will be brought under a single SV brand and identified by a ceramic roundel badge made using techniques from the production of luxury watch faces. The Range Rover SV will be available with the top petrol, diesel and plugin hybrid engines from the standard line-up. It will go on sale during 2022; prices, which are yet to be announced, can confidently be expected to start north of £150,000.

when changing lanes on the motorway and manoeuvrability at lower speeds. Land Rover quotes a maximum ground clearance of 295mm for all versions of the Range Rover (oddly, this drops to 294mm at the rear only on the LWB model). Approach, departure and breakover angles are 34.7, 29 and 27.7 degrees respectively (the latter drops to 25.2 degrees on the LWB) and wading depth is 900mm across the board. At first glance, in terms of its appearance the new Range Rover looks remarkably similar to the current fourth-generation model. However when seen together, its design is more minimal, with smoother profiles and larger, heavier flanks creating an impression of heft (or bulk, if you prefer). It does however retain features which link it back to the original, including the iconic clamshell bonnet – whose shut lines, once the launch pad for a whole chapter in the automotive music hall joke book, are now just half the width of the previous model’s. In addition, gloss black pillars and privacy glass creates the impression of a floating roof whose strong horizontal emphasis is matched by a strong, uninterrupted waistline. In the words of JLR Design Director Massimo Frascella, ‘everything is so pure and free from any superfluous ornament.’ The same philosophy is carried through to the cabin – in which, according to Land Rover’s Interior Design Director Alan Sheppard, ‘the emphasis has been on delivering a serene, simple and calming interior.’ The Range Rover will be available in five and seven-seat configurations – and also as a four-seater, with the second row replaced by a pair of individual Executive Rear Seats. This option can be expected to be taken up primarily by customers who employ chauffeurs. Up front, the familiar high-command driving position is retained. Throughout

the vehicle, the surfaces and materials ‘create a calm sanctuary for all occupants, turning every trip into an experience to savour.’ Especially if you savour big touch-screens, because Land Rover’s Pivi Pro system appears on a 13.1” curved, floating display at the centre of the dash. Offering high-definition graphics and haptic feedback, this is complemented by a 13.7” Interactive Driver Display to provide a technology-rich environment for the driver and front passenger alike. Those in the back aren’t left out, either, with an 8.0” touch-screen controller available as an option when ordering Executive Rear Seats – and and entertainment system combining 11.4” HD screens with media inputs and smart TV via an onboard wifi hotspot. Naturally, there’s a wide range of colour and material options available for the cabin – including various high-tech fabrics made using recycled plastic. These add to the Range Rover’s environmental credentials while opening up new options for customers who, for example, want to avoid traditional leather.

Every bit as naturally, none of this is going to come cheap. The new Range Rover will start at £94,400, with the top model costing £137,800 plus options – and that’s before prices go live for the SV range. As it is, we went on to Land Rover’s configurator for the new model and within the space of three and a half minutes we had managed to spec one up to more than £170,000. When Autocar tested the original Range Rover in 1970, they quoted its list price as £1528. That’s just over £24,000 in today’s money. So there’s one way in which the new model doesn’t stay true to its roots – though it certainly is following the pattern the vehicle has set in its more recent past. The truth is that the Range Rover has become a very different vehicle during those 51 years. Land Rover has, however, gone to enormous lengths to ensure that it remains authentic and continues to lead with a level of capability that brooks no argument. It may have outgrown the original pot – but five generations on, the Range Rover is still grown from the same seed. The order book is open now, with first deliveries due in the spring.

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Issue 95: Winter 2022

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In Gear

The latest and best products you need for your Land Rover

Small but powerful T-600 CB from Thunderpole has your Christmas sorted…

www.osram.co.uk/ledriving-lights

CHRISTMAS IS COMING. And you know what that means, don’t you? es indeed: what is there in the way of stuff for your Land Rover that you can put in your letter to Santa without ending up having to make do with a pair of socks instead? Things like winches and locking diffs are only on the cards if you’re so loaded that presents don’t mean much anyway. And stuff like bearing and seal kits make for the lamest stocking fillers of all time, however useful they might be. That’s why a CB radio makes such a good gift. It’s the right sort of price, it comes in a nice big box for you to unwrap and while it IS for your Land Rover, it’s universal enough not to make the whole family roll their eyes and reach for the gin. Thunderpole’s T-600 is a perfect example. And it’s perfect in other ways too, being small enough in size to fit in more or less and space inside any vehicle – while still providing full-on CB performance. Measuring just over 10cm in width and weighing 257g, this is a pocket rocket in the radio game. However it has a 4-watt output and a full-sized mic, as well as 8 frequency bands and a bright backlit LED display, so it’ll do the job all day (and, no small matter at this time of year, all of the night). Talking of the mic, this has an electret condenser promising the sort of audio quality you can still make out perfectly even when your ears are being assaulted by a moaning diesel engine and a green lane full of scratching branches. And however bumpy things get, a properly mounted T-600 will stay put, with a strong aluminium frame shrugging off everything your off-road life can throw at it. ‘Tiny yet tough’ is Thunderpole’s The new range of intense LED lights are built to step up to the way of describing the radio, and that challenge when the going gets tough. Leave the tarmac behind seems to sum it up pretty nicely. and see clearly what lies ahead of you off the beat track. Best of all, the T-600 on its own The new range of robust and stylish spotlights, reversing lights comes at a price of £59.99. That’s a lot and lightbars can improve near- and far-field vision whilst of CB for your cash (listen up, Santa) enhancing driving performance, even under the most extreme but better still, it’s also available as part conditions. Don’t let the darkness spoil your next adventure. of Thunderpole’s special Off-Roader Pack, complete with your choice of For more information visit: www.osram.co.uk/ledriving-lights mount and antenna (length and colour), or email: automotive@osram.co.uk for £89.99. All you need to do now is leave your copy of The Landy lying around with a ring drawn around this article. And then all the person who finds it needs to do is go to www.thunderpole.co.uk and Light is OSRAM come Christmas afternoon, you’ll be busy with the spanners while everyone else is listening to the Queen.

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Rimmer Bros introduces new Range Rover parts catalogue EDITION 2.3

RANGE ROVER CLASSIC

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RIMMER BROS IS ONE OF THE BIGGEST names in the Land Rover parts business. But did you know that the company’s first full parts catalogue was for the Range Rover Classic That was in 2000, and since then Rimmer has brought out similar catalogues for every other ma or model. Most recently, the company has published its latest collection for… the Range Rover Classic. As if to prove what an enduring vehicle this is, more than a quarter of a century since the last one left the factory it’s still worthy of a new edition containing pages of parts, upgrades and accessories. ‘Since the early s,’ says the company, ‘Rimmer Bros has specialised in supplying parts for British cars. In , we started selling Classic Triumph parts and by the mid ’s were supplying stainless steel exhaust systems for Land Rovers. ‘ e are now pleased to return to the beginning of the Land Rover parts side of our business by introducing a completely revamped and updated parts and accessories catalogue for the Range Rover Classic, to replace the old catalogue that has served us and our customers so well for the last years. This new catalogue details what has been a continuously growing range of genuine, OEM and aftermarket parts and accessories. Our website also features this catalogue plus any new products or part number changes.’ ou can get your hands on Rimmer Bros’ new Range Rover Classic parts catalogue, or indeed any of the company’s catalogues for other Land Rovers, absolutely free. Just pay a visit to their website at www.rimmerbros.com, and prepare to do some serious shopping.

Issue 95: Winter 2022

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Issue 95: Winter 2022

PEGASUS BULKHEADS Welcome to your Land Rover’s Future!

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Britpart expands Alcon range of performance brakes for Defender

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THERE WAS A TIME when people would spec up their dream Defender and brakes were no more than an afterthought. But many things have helped to change that. For one, a lot more Defenders now have enough power to go fast enough that you can’t just rely on wind resistance to bring them to a halt the way you could with older Landies. For another, bigger tyres have become much more common and once you’ve experienced brake fade once, you never want to again. And most of all, there are lots of open-spoke alloy wheel designs around these days, which means everyone can see your brakes – and nobody wants to be the guy with clangy old drums bringing up the rear, do they? Happily, the kind of brakes that look good also tend to be the kind that work well. Also happily, if you own a Defender of a certain age, fetching off the rear axle in favour of one from a Discovery means an instant upgrade from drums to discs. And happiest of all, this makes you eligible for the Alcon range of Defender brake kits available through Britpart, which is now more comprehensive than ever before. This is, not to put too fine a point on it, the good stuff. Alcon is a hugely respected name in the world of performance brakes, with Bentley, Prodrive, McLaren and Aston Martin Racing among its many leading motorsport and OEM clients. It makes braking systems for military vehicles, too, so the Defender is an absolutely natural fit for what it does. There are a lot of options in the range, but the main one is between sizes to suit 16” and 18” wheels. The former uses four-pot calipers all-round, while the latter upgrades this to six-pot up front. Then you need to choose between silver or red calipers because as we’ve already established, appearances matter.

Either way, you get high-friction pads with an increased surface area for longer life and better heat management, and staggered positions for even wear. The calipers are hard-anodised and internally drilled, with no external pipework, and the pistons within them are made from stainless steel for improved resistance to thermal conductivity. The 16” kit comes with two-piece cast calipers, whereas on the 18” kit these are of a monobloc cast design. As for the discs, these have a C-groove construction pattern all round. Front discs in the 16” kit measure 334 x 28mm, while in the 18” kit they’re 355 x 32mm; at the back, it’s 298 x 14mm in each case. As well as the full kits, Britpart now offers replacement parts for its Alcon range. Which is just as well because though you can expect this to be an investment that’ll last a good long time, it’s one you want to protect too. Investment? Oh yes. Expect to pay upstairs of two grand per end for these brakes, with VAT on top. For the recently added replacement parts, it’s in the region of £200 per disc and a bit more for a pair of pads, again plus the dreaded. Did we mention that this is the good stuff? It would need to be at that money, but braking is no place to cut corners. Hit up www.britpart.com for all you need.

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Cobley takes BXCC class title aboard 110 on Davanti Terratoura A/Ts

MOST RACERS IN THE BRITISH CROSS COUNTRY CHAMPIONSHIP run on specialised kevlar-reinforced rally tyres. But Edd Cobley claimed victory in this year’s Modified Production Class in his Defender running on everyday Davanti Terratoura A Ts. Designed and engineered in Britain, the Terratoura is a rugged all-terrain which was first launched on to the market in . This year was its maiden season on the B CC making it all the more impressive that following the final round, at alters Arena in South ales, it has proved itself perfectly suited to the rigours of off-road racing. This despite no less than three wheels being destroyed by boulders as Cobley drifted off-course while going all-out for a victory that would make the title his. As it turned out, he needn’t have worried; by the end of a hard weekend’s racing, he was more than seven minutes ahead of second-placed Pat Masters. ‘All four courses this season were really tough, said Cobley. ‘Everyone pushes their tyres, their cars and themselves past the limit in their efforts to win and we were no exception. ‘ e had grip for days and even when we took off, we had full control of our landings thanks to Terratoura A T’s unique design. Throughout the season we also had fewer blow-outs than the ma ority and we were able to really push the as hard as she could go because we had a great, reliable base under us.’ ‘The title was always my goal and to achieve that is an incredible feeling. It was a tough championship this year but I want to thank the organisers for ensuring it could go ahead. ‘ aving been using Terratoura A T for everyday off-roading for a couple of years, to take it out competitively and become British Champion in my class is an ama ing feeling. or a standard all-terrain this is a fantastic achievement. Terratoura A T is one of the best all-terrain tyres on the market this victory only serves to confirm that.’

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Issue 95: Winter 2022

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Diplomatic Immunity Words: Gary Martin Pictures: Richard Hair

Down the years, Land Rovers have been used for pretty much every job a vehicle can do. This Series IIA 88” Safari started life with one of the more unusual roles, having been shipped to Indonesia – where it entered the Diplomatic Corps and ended up representing ﬁrst the Queen and then the Pope to the people of the Far East o some of you, Land Rovers are a business. To others, they’re a hobby. To still others, they’re a passion. To many, they become a way of life. In fact, there’s no shortage of people to whom Land Rovers resemble something more like a religion. Think about it. It’s a faith you practice every day. ou donate spare money to it. ou go out to worship it every Sunday. It gives you comfort when you’re down. ou bring your children up to believe in it. And if a sacrilegious

disbeliever dares to question it, you take it as a personal insult. Of course, it’s a minority religion compared to the big ones. And people tend not to use it as an excuse for starting wars (no, not even the P38A), which is one big difference. Still, there are minority religions in the world that don’t have as many devoted followers as Land Rover. The Catholic Church, though. That’s bigger. I mean, it has its own state and stuff. It also has its own embassies and ambassadors – and however much

you might think this here Series IIA is worthy of adoration, a large part of its early life was spent in the service of one of them. The story begins in 1963, when the vehicle rolled out of the Solihull factory as a 2.25 petrol 88” Station Wagon with a Safari roof. As this suggests, it was destined for somewhere hot. That somewhere was Indonesia, where the Land Rover was issued with a ‘Corps Diplomatique’ number plate of CD 15 72 and put into service with the Deputy Ambassador at the British

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Issue 95: Winter 2022

The 2022 Land Rover Yearbook – it’s the perfect stocking filler for the Landy fan in your life! The essential annual for Land Rover owners and enthusiasts

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The 2.25-litre petrol engine has covered a total of 35,764 miles, or something like 600 a year, during what has clearly not been a very stressful life. The vehicle is still a spring chicken, really – though nonetheless, it was given some signifi ant attention when it a e a to the U in ing a to -en overha an n ea e onver ion for the engine and a complete gearbox rebuild Embassy. This person’s name is a matter of public record but the truck’s current owners, two chaps called Rob and Steve who between them manage to combine collecting classic cars with selling them as well, asked us to keep it private. So we’ll just say that she went on to gain the letters OBE after her name and the title Dame before it. Quite a decorated individual, then. What does this have to do with religion? Well, some years later Dame Deputy Ambassador OBE moved on to a new posting – leaving behind one low-mileage Series IIA with its

diplomatic plates still attached. What a stroke of luck, then, that a diplomat of the Order of the Holy See was ready and waiting to take it on. And so the Land Rover became a servant of the Vatican – under whose ownership it continued to tread a righteous path until 2018, when it was imported back into Britain and issued with an age-related number plate to mark its retirement from diplomatic duty. Low-mileage? ou spotted that bit, didn’t you? It’s showing 35,764 miles, which Steve says he believes to be genuine. Without actually doing the

maths, that works out at something like 600 a year. So this was a Land Rover well worth restoring. And restored it was. Not too much but having come back to Blighty, it went into the workshop and emerged ready for, if not another tour of duty (the Vatican’s embassies have probably moved on a bit by now), then certainly another five decades in the hands of someone who knows what they’ve got. One major benefit of having lived most of its live in Indonesia is that beneath the vehicle’s restored bodywork is a chassis that’s rust-free,

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Issue 95: Winter 2022

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RVER ENGINE AND ENGINE AND FACTURING ANUFACTURING IR EPAIR

Buyers

Having spent all its life in a hot i ate the IIA wa n’t rotten the wa o ’ e e t it to e had it stayed here. The chassis and bulkhead were still strong and the bodywork was decent, though the front wings were replaced by the Series III jobs it now wears. The cabin, meanwhile, was ready to go again after a general tidy-up and refettling, though a full rewire was considered prudent

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which is good, and original, which is fantastic. We don’t know what the bodywork was like when it came back here, but the front wings can’t have been too pretty as they’ve been replaced. With Series III units, which may or may not confound your senses. The whole lot has then been repainted in the correct combination of Marine Blue with a Limestone top. Naturally, the vehicle is MOT and tax exempt. But Steve decided to put it through an MOT anyway prior to doing some major mechanical restoration work – which, when you think about it, is a very cheap way of getting an

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Not many of us can claim to have experienced the joys of a Safari roof in action in the sort of environment it was created for. The theory of an ga etween the roof’ two in i a sound one, but in the sweltering heat and humidity of Indonesia you an’t he t i agine tho e vent simply wafting very hot air all over you. Still, nobody bought one of these Land Rovers for its air-conditioning, did they?

expert’s report on what work needs to be done. This was in December last year; the report wasn’t a very long one, including as it did an advisory for a coolant leak and, er, nothing else. Practically a clean bill of health, then. That major mechanical work was still on the cards, though. First up was the gearbox, which was fully rebuilt, and then a few months later came a topend overhaul for the engine – giving it new valves and gaskets as well as the all-important unleaded head. It gained a new exhaust down below, too, which says something when the MOT didn’t even hint at it needing one.

Further improvements included a full rewire, with a new heavy-duty battery providing the juice. And with that, the vehicle was very much as you see it here – a solid, nice looking Series IIA with a storied history and, should somebody want it one day, plenty of scope for a full show-car restoration. For now, it’s that rarest of things – an old leafer that’s rock-solid and still original in many ways. ou might prefer it still to have its headlamps in the correct period location in the grille, and there are those who always yearn to see the patina of age in a Series truck, but the main thing is that this is still a

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Got a problem with your Freelander?

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totally usable Land Rover. Someone could buy it from Steve (it’s currently listen in our classifieds) and treat it as a daily driver, no problem at all. We suspect the next step in its life probably will be to receive the sort of detailing that makes an everyday classic into a show-stopper. And that could be at the hands of someone to whom Land Rovers are a business, a hobby, a passion or a way of life. Or, indeed, a religion. This Series IIA has spent a lot of its life to date in the service of the Holy See; now, whoever it ends up with, it’s worthy of some venerable devotion of its own.

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A brand new best-of-everything Defender 90

Some Land Rovers are capable of making everybody fall in love with them: others divide opinion right down the middle. Safe to say this hardcore off-road 90 is one of the latter – but it’s the result of a build anyone can admire Words: Dan Fenn

It’ not tr ing to e rett an it’ ertain not tr ing to e a treet a hine tho gh it oe have ent of re en e on the roa t the i ore than a itt e i tin tive It’ the ro t of tting a Ma o hit rea age on a Mar an ha i a ong with en ion an a et of CST Lan Dragon t re on ea o e tee o ar an that i ver h t the eginning

here are some Land Rovers that absolutely anybody would be able to picture themselves driving. This is the other kind. If you prize originality, or you like going under the radar, or off-roading is not your thing, it’s definitely not for you. But if big, bold vehicles that make a statement are what turn you on, well, you’re turned on right now. Any idiot can build a big, bold vehicle that’s a shed underneath. ou’re less likely to get turned on by those. Fear not, though: this here 90 is definitely not a case of all fur coat and no knickers. The spec list behind it reads like a roll call of the great and the good in the hardcore off-road game – buy this truck and you’ll be getting a lot more than just an in-your-face Landy. Ready? It’s sitting on a Marsland galvanised chassis with a reconditioned 4x4 Fabrication bulkhead and a full eight-point cage from Malcolm Whitbread. The front bumper and rear crossmember are winch-mounting jobs from D44. Almost the whole body is new and just about anything that can be galvanised has been. Underneath, Discovery 2 axles with P38A four-pin diffs are attached using a high-flex suspension system featuring Rough Country shocks and cranked twin-wall rear arms from Gwyn Lewis. Every bearing, hub, seal, disc, pad and bush was renewed during the build – since when, the 90 has done one playday and hardly any miles. An overall lift of 5” makes ample space for a set of 36x12.50R16 CST Land Dragons on modular rims with D44 beadlocks. These are turned, in one sense of the word, by a 180,000mile Td5 engine, LOF clutch, R380 gearbox and 1.2:1 Discovery 1 transfer case, via a brand new set of props – and in the other sense by a hydroassist steering system. The engine may be leggy, but it’s been reborn thanks to a major rebuild featuring a full set of seals. It’s running a Serck intercooler, a Denso rad, a Bosch 44 fuel pump, a Mastaz MSB popcorn map and a full 3” exhaust, as well as silicone water and turbo hoses throughout. The injector loom and fuel pressure regulator are both new, as is every seal from the rocker to the sump. ou get the idea. Basically, this 90 was the result of a best-of-everything build. It’s got Sumo bars, a 52” LED array, rear spots, a reversing camera, Schroth harnesses, a Kova dash loom and an aluminium fuel tank from ATM

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The T engine a have 1 i e ehin it t it’ fre h fro a a or ref r whi h a o aw it gain a Ma ta a Ser inter oo er Den o ra Bo h f e an a ot ore e i e

Engineering, and that Td5 engine sits on mounts from Dixon Fabrication. ‘I have rebuilt this, basically changing every nut and bolt on it,’ explains its owner. ‘Basically every panel is new, too – it’s only kept the roof, sides and back door. The original truck was a complete wreck when I purchased it.’ As always, buying an old Defender is kind of like buying a house. Precious little of what you see might be original – but if the identity is sound, which this one is, it’s all about the quality of the work that’s gone in to it. And you’ll have noticed that the above paragraphs don’t make any references to cheap knocked-off seal kits from mush on eBay. et having gone to all that effort, not to mention a shedload of expense, when we came across the 90’s owner he had made the painful decision to sell it. ‘I’ve built it to my specifications and taste and I love it,’ he explains. ‘I wouldn’t be selling it, but growing up, and needing a house deposit, forces the sale.’ Life can be cruel sometimes. However we’ve all seen a good many rebuilds which have ended up with someone owning their dream Land Rover but, for one reason or another, having to put it straight up for sale. What you’re looking at, then, is a very non-standard but also very new Defender 90 with a mere 700 miles on the clock. That’s how long it’s been since the rebuild was completed – and when you see it in that context, an asking price of £16,000 doesn’t sound at all bad. es, it’s a bitsa – but what a collection of bits! The 90 is based in Warrington, and you can find it listed for sale on page 43 of this issue of The Landy.

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How low can you go? Words: Paul Looe Pictures: Harry Hamm

Down the years, hundreds of thousands of Defenders have had their suspension lifted. But in the age of bling, people have started taking them the other way – and this 110 Hard-Top from Wallis Defenders is one of the classiest examples of a dropped Landy we’re yet to see long time ago, before I discovered Land Rovers, I used to be into custom cars. This was back in the 1980s, before the Max Power era came along and turned customising into a signature part of chav culture and we all ended up fighting for air amid a toxic smog of stance tragedies, but a phrase has always stuck in my head from an article about suspension dumps in Custom Car magazine. The title of the article was ‘Dropping Them.’ Well, it WAS Custom Car magazine. ‘Moonies are out,’ it said. ‘But low is the way to go.’

I think they were talking about the way high-riding funny cars from the 60s and 70s had been replaced by stuff inspired by the Cal Look. Or maybe they were referring to actual moonies in the office. It WAS Custom Car magazine, after all. Anyway, along came off-roading a few years later and soon, the idea of dropping them was all forgotten about. For three blissful decades, the only suspension mods in my life have involved lifting vehicles. I’ve owned, driven and written about no end of Land Rovers with everything from simple +2” spring and shock jobs to monster hikes

with dislocation, hydraulics and God knows what else. But we all know the way the market has gone. Building street machines is definitely not incompatible with lifting them out of the weeds, however we live in a time when lowering Defenders is a thing. It’s a growing thing, too. And it’s not just limited to the high-powered Chevy V8 builds you see advertised by the top boys for more than the price of the average house. Dumped Defenders are in fashion – and companies like Cambridge-based Wallis Defenders are making the most of it by including

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wallis Defenders

Does your Defender need a service or repairs? Or some modiﬁcations or upgrades? To make it even better!

For Rent or For Sale…

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at a Wallis fraction ofDefenders the price of the at main dealers… Comeandsee the Defender Centre in pay Barton Cambridge • Why main dealer prices? We are cheaper… • Why put up the common issuesthe all defenders have?and Large stock ofwith Defenders inside showroom We can sort these for you… a rental ﬂeet to try before you buy! • Why not upgrade your Defender and improve the looks or the So come startfunctions your Defender adventure with us… of a great classic? We can make it faster or quietter or just cooler looking!

A ove eft U front there’ a DRL er g o a XS gri e et a ha o hea a ro n It a ean oo an one that’ ver h in ee ing with the 11 ’ new i age A ove right Co e enting the en ion Sawtooth a o The e are o nte on a er nee Terrafir a whee ar h e ten ion to over it

lowered springs among the palette of options they offer. The vehicle you see here is a good example of what Wallis can create using Terrafirma’s 25mm lowering kit. It’s a Defender 110 Hard-Top with the 2.2 TDCi Puma engine, and it’s been turned into a van like no other. It’s not just lowered, of course – it has been given a comprehensive suite of other mods too. ou wouldn’t expect its new stance to go with a set of old-school 7.50s,

i a LED

i a et of R1 Coo er Di overer AT on a giving the vehi e a h wi er tan e an a tra whi h

for example, and sure enough the 110 now runs a set of 265/65R18 Cooper Discoverer AT3 rubber on gloss black Sawtooth alloys. Safe to say no-one saw that coming when it first rolled out of the factory. The wheels are mounted on 50mm spacers from Raptor 4x4, creating a very definite four-square stance – and calling on a set of 5” Terrafirma wheelarch extensions to keep it legal. You may or may not see lowering as the way to go with Defenders, but

there’s no denying how thoroughly purposeful it looks. The overall image is further aided by a long list of accessories including gloss black chequer plated sills, beneath which is a set of Fire and Ice side steps. These stick out a long way, so it says something about the width of the vehicle’s track that you can’t actually see them when viewing it from the front. Something you will see from the front is a DRL bumper. ou’re unlikely not

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Large stock of Defenders inside the showroom and

• Why put Wallis up with the common issuesat allthe defenders have? Come see Defenders Defender a rental ﬂeet toWe trycan before youfor buy! sort these you… Centre in Barton Cambridge

• Why not start upgrade yourDefender Defender andadventure improve the looks the So come your withorus… Large stock of Defenders the showroom and functions of ainside great classic? We canﬂeet maketoit try faster or quietter or just cooler looking! a rental before you buy! • We are a family business specialising in Land Rovers with 85

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Wallis & Son Ltd, Cavendish house, Wimpole road, Barton CB237AW

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The 11 ’ a in ha een ignifi ant enhan e witho t going to the ri e tre e that an a e a Defen er oo i e it’ tr ing to e o ething it’ not Brit art wing- a eat a 1 Mo o whee an a high-ri e o are ea tif o-or inate together an the a ite eather fini h on the a h-to rfa e a ti ore to the i age Perha the o t i re ive thing of a a o t it tho gh i how iet it i on the ove than to e ten ive in ation an o n - ea ening ateria a e ar eting an r er atting on the i e an oor of the a to notice the gloss black XS grille set, black halo headlamps and Wipac LED bulbs, either. Further gloss back stuff on show includes the air intakes, wing-top vents and mirror housings, not to mention of course the roof – which, in very modern Land Rover style, comes across as a photo negative of the old days when Defenders were always white up top. A deep blue body colour might not sound like the most obvious way to contrast with all that black detailing, but… well, you can see for yourself how well it works. Inside, your eyes are greeted by a diamond-quilted leather dash finish, a 13” Momo steering wheel and a pair of Britpart wing-back leather seats. There’s a Lucari carpet set down below with red ‘Defender’ lettering at its edges, and a high-rise cubby box between the seats. eep looking upwards and you’ll see an alcantara head liner above you, too. That’s one of your five senses taken care of (plus potentially a couple more, if you include smell and touch in the effect leather is capable of having on you). ou’ll need to belt in and get underway for another one to be overtaken by delight, though – but with 6mm foam insulation and 3mm sound deadening material around the cabin, your ears are likely to find this Defender a lot less of a trial than most. ou’ll never make engine noise go away completely, but it’s a sea change from a standard 110 Hard-Top and the infamous drumming you get from the van panels at the back is absent. In addition to the aforementioned insulation and sound deadening, the latter is aided by black carpeting on the sides of the load area and 6mm rubber linings on the wheel boxes and floor. The Defender Hard-Top’s trademark lack of refinement on the move is a product of its readiness (also something of a trademark) to carry anything from greasy chainsaws to a dead pig, and neither of these things would be very welcome in this

particular example, but that’s the price you pay for driving a Landy whose character has been reworked as comprehensively as its purpose. Could you call this a sort of CalLook Land Rover, then? After all, if

Volkswagen Beetles can be turned into beach buggies as well as slammed street machines, why can’t Defenders? The answer is… well, actually, yes, perhaps. Slamming a 110 is definitely a radical thing to do, and one which

might stick in the craw of many Landy diehards, but since when was it necessary to please everyone? So does all this mean low is the way to go? Discuss, as they say. It’s not a subject given to provoking level-headed

debate, so while discussing it do try not to get carried away. And do try to remember that moonies are out. More and more people are interested in seeing a slammed Land Rover – but nobody wants to see that…

KDL GROUP (UK) LIMITED

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s o er thats ore than eets the e e

an ﬁrst enerat on s o er s ha e een off roaded to death ut n the hands of an o ner ho ares a out t a hard ore to an st ll e as lon l ed as an and ts all a out us n ood spares and us n the r ht Words: Tom Alderney Pictures: Ross Whittaker

f you spend half your life looking for a first-generation Discovery in a nice, original condition, here’s the reason why you’re finding it so hard. The original Disco was one of the last old-school Land Rovers, built from the ground up with off-road ability at the core of its design – and in the two decades and more since the last one left the factory, countless off-road fans have taken advantage of that. Between that and the vehicle’s infamous ability to rust itself into a

ball of scrap, early Discos in original nick are thin on the ground. But that’s alright, because some of the modified ones you see have been looked after as well as any classic car. Like this 300Tdi, for example. It’s on 6” of lift (4” from the springs and 2” under the body) and 33” tyres, and it spends a lot of time in mud. But in the ten years or so since Ross Whittaker’s dad bought the truck, it has also had the sort of regular good maintenance it takes to keep an old ‘un healthy.

The Tdi engine is famed for its durability, being able to go round and round the clock on not a lot more than the right oil and cambelt schedule. This one ha an i re ive i e o ing an it’ et to ee going a long way into the future, too, thanks to a full rebuild in 2019 which saw it gain a hybrid turbo and silicone hoses all round in addition to new pistons and a rebore. Crucially, Ross says he has only ever used pukka bits on the vehi e not hea i itation with the ife e e tan of a a

And, possibly despite appearances, that’s exactly what this Discovery is. It’s healthy. More than that, actually, it’s thriving. Its MOT record shows that a bit of welding was needed around the rear floor back in 2008 but since then, any fails or advisories have been for scratchy little things. It’s had an entire new boot floor, too – without the old one ever having cropped up on Something else you’ll see on its MOT record is that it has covered 196,000 miles. This does speak

volumes about the Tdi engine’s famous willingness to go on and on and on if treated to the regular oil changes this one has had during its decade in the Whittaker family, and to keep things going in the right direction it received a full rebuild in 2019. This was more than just a fettle. As part of the build, Ross used a Fourby hybrid turbo, turned up the fuel and boost and fitted custom pipework with full silicone hoses as well as reboring the block and changing the pistons

for all new ones. A custom side-exit exhaust helps it breathe easy, too. ‘It pulls very well,’ says Ross. ‘I used quality parts from original manufacturers, not cheap knock-off replacements.’ And that has been a running theme throughout the Discovery’s life: he also says that all the bearings ‘have only ever been replaced with Timken.’ Behind the engine, the original F auto box feeds out through a 1.4:1 transfer case via double-cardon front and 200Tdi rear props and four-pin diffs. The tyres are 33x12.50R15s, so the extra strength and lower overall gearing looks like a good example of doing a belt-and-braces job. The axles are held on by castorcorrected radius arms up front and heavy-duty trailing links at the back, and in addition to the extra length of the springs and Pro-Comp shocks the suspension sits on dislocation cones and heavy-duty front turrets. The whole lot is mounted on polyurethane bushes, too, and the front axle’s location is kept right by adjustable panhard rods while the rear has had a new A-frame ball joint. What else? Both bumpers are heavy-duty steel jobs, as are the rock sliders on the sills, and there’s a 13,000lb winch up front (though Ross admits that this will need a service before it’ll actually pull anything). Also up front, sort of, you’ll find a set of heavy-duty steering arms; these are protected by an equally heavy-duty guard, and at the back there’s another of these beneath the fuel tank. Inside, being that this is a Discovery ES you can expect all the luxuries and comforts of a range-topping SUV. Well, you can expect them, but that doesn’t mean they’ll be there. The leather seats remain in the back, but up front they’ve been replaced by a pair of buckets. There’s an auxiliary switch panel above the windscreen and various extra gauges on the dash – a replacement non-SRS unit which has been provoking the MOT man to stamp his little feet about the airbag light ever since it went in. Also notable in the cabin are a replacement steering wheel, a CB, a heavily upgraded audio system and, in place of the original carpets and headlining, rubber mats and black insulation. The sunroofs (oh, how that word makes Discovery owners shudder) have also been replaced, or rather their housings have been

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Be ow There’ ore than one wa to ea a nroof an o e are rettier than other B t we wo n’t in etting thi a roa h ee o t a much water as any

Right: The interior of a Discovery ES was always a classy looking thing. This one has become less focused on elegance as the years have gone by, and more on purpose, but you just need to take one look at it to know good things are going to happen when you get on board

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skinned over with panels of ally sheet riveted into place over a liberal dose of sealant. ‘The roof needs painting, ideally,’ says Ross; you may consider this an understatement, though if you’ve read all the way down to here it’s not exactly going to bother you. There’s also an air tank in the cabin, with a belt-driven compressor pump and a retractable line to power air tools and reinflate the tyres. A split-charge set-up runs a secondary battery for camping, with a solar panel helping keep it charged, while the main unit looks after the vehicle itself. Whether you’re talking Defenders, Range Rovers or Discoverys, you’re likely to agree that there are prettier vehicles around. But however much of

an off-road toy it might be, you don’t want to be mistaking it for the sort of Land Rover that gets battered to death in quarries while receiving no maintenance at all in between times. Those ones are only ever on a one-way trip to the breakers. But this Disco is very, very different – and as it approaches 200,000 miles, it still has more life before it than the typical new vehicle coming out of a showroom now. ‘Between me and my dad,’ says Ross, ‘we’ve had lots of fun in it over the part ten years or so. It used to go off-road regularly and it is very capable. But I’m just not using it for what it was built for any more.’ Indeed, a daily diet of school runs and shopping trips would seem

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beneath the dignity of a vehicle that’s so very capable of doing more. No wonder Ross says he now feels like a change after all these years. This in turn is why the Discovery is currently to be found in the Classifieds section towards the back of this issue of The Landy. It’s located in Braintree, Essex, and is listed at £4650 – a lot for any old 195,000-mile Disco, but no so much when the car is only a small part of what you’re getting.

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GREEN LANE GUIDE

East Kent

The Garden of England is not normally thought of as a prime destination for green laning. But few parts of the country have so many rights of way clustered together – and there’s more variety to them than you might expect. This route explores the rolling farmland and leaf oods around hat used to e the ent oalﬁeld us n so e er s en lanes and a fe h h e arned are a on the s rat h est e e e er seen ROUTE NOTES START FINISH DISTANCE TIME TERRAIN HAZARDS OS MAPS TYRES WEATHER LOW BOX DRIVING DAMAGE

Chillenden (TR 271 536) Denton (TR 216 473) 32.4 miles 4-5 hours Chalk hillsides, woods and farmland Scratching and possible panel damage Slippery ground when wet; some ruts Landranger 179 (Canterbury & East Kent) Road tyres will struggle in places during wet conditions Avoid after very heavy rain Not essential, but useful in places Tight tracks need great care. Route passes through several villages Encroaching trees are avoidable but could do panel damage

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SAFE AND RESPONSIBLE GREEN LANE USE The trails on our green lane guides

are their victim. If it’s safe to do so,

are all public rights of way – either

film them in the act and pass it to

Byways Open to All Traffic or

the police.

Unclassified County Roads. The

Elsewhere, let common sense

latter are also sometimes known

and courtesy prevail. eep your

as Other Routes With Public

speed down, be ready to pull over

Access. Many green lane users

for others and show the world we

avoid referring to their hobby as

are decent people just like them.

‘off-roading,’ because these rights of way are roads – and also to

ANTIS

distance themselves from the illegal

By and large, anti-4x4 bigotry is

activities of vandals who give 4x4

limited to individual troublemakers

drivers a bad name..

and organisations who want the

NAVIGATION

countryside to themselves. being reasoned with, but it’s rare

possible to follow the route. We

to encounter real hostility even

normally only include junctions

from their rank-and-file members.

at which you have to make a

If you’re friendly towards the

turning or don’t have right of

people with whom you share the

way, so stay on the main road or

countryside, the vast majority will

continue straight ahead unless the

respond in kind. There are always

instructions tell you otherwise.

bad apples, but no more so than

references on the legend of any able to do the route without maps,

driving sensibly. What suspicion

but you should certainly have them

you do encounter is likely to

with you.

be from farmers worried that you’re there to steal from them, reassurance. Once satisfied that

judge how suitable the route is for

you’re not after their quad bikes,

your Land Rover. These are just

their mood will lighten.

of any hazards or difficult sections,

DO…

but the nature of any green lane can change quickly. Wet weather

• eep your speed right down • Pull over to let walkers, bikers and

can make a huge difference to the

horse riders pass

conditions underfoot, and what’s wide open in winter can be tightly

• Leave gates as you found them • Scrupulously obey all closure and

enclosed and scratchy in summer.

voluntary restraint notices

The responsibility is yours!

• Ensure you have a right to be there. We research the routes on

be safe to drive in a solo vehicle.

our roadbooks very carefully, but

We do recommend travelling

the status of any route can change

in tandem wherever possible,

without notice

however. The risk of getting stuck

• Be prepared to turn back if the route is blocked, even illegally

can be greater than it appears – and even the most capable of Land Rovers is capable of breaking down miles from anywhere.

RESPONSIBILITY Irresponsible driving is a big issue on green lanes. In particular, you must always stay on the right of way. Never drive off it to ‘play’ on the verges or surrounding land, even if you can see that someone else has; doing so is illegal and can be tremendously damaging. This kind of illegal off-roading is a key reason why green lanes get closed. Drivers who do this may be fellow Land Rover owners

3.75

TR 259 538

10 3.85

0.85

Where the track splits, the right of way appears to run between the trees, though most 4x4s seem to have taken the field edge instead

After the tracks rejoin, the way ahead looks very narrow. It’s okay, but you do need to scrape the left of your vehicle along the undergrowth to stay out of the field

Beyond this, as the track runs between hedges marking a field border, your paintwork will take a proper battering

Continue ahead on a smaller track

1.25

11 4.75

Caution – watch out for kids playing as you climb a short hill to emerge between houses and into suburbia

Chillenden Nonington Aylesham

212 4 434

1.55

4.8

so be ready to offer a word of

The notes on this page help you

Our roadbooks are designed to

0.25

Likewise, most local residents will accept your presence if you’re

guidelines, however. We’ll warn you

3.65

2 3

anywhere else.

OS map. Our aim is for you to be

SAFETY

0.0

Start at the Griffins Head in Chillenden, a couple of hundred yards south-east from the junction of Short Street and Griffin Hill. Zero your trip with the pub on your left and head more or less north-west, keeping your speed and revs right down all the way through the village

These organisations are beyond

The idea is for it to be as easy as

ou’ll find a guide to using grid

TR 271 536

• If you find an illegal obstruction, notify the local authority • Stick scrupulously to the right of way • Always remember that you are an ambassador for all 4x4 drivers

DON’T… • Go in large convoys: instead, split into smaller groups • Drop litter. Why not carry a bin bag pick up other people’s instead? • Go back to drive the fun bits, such as mud or fords, again • Cause a noise nuisance, especially not after dark

(actually, chances are their vehicles

• Get riled up if someone challenges you. Be firm but polite,

are stolen), but they are NOT your

stay calm and don’t let them turn it

friends. They’re criminals, and you

into a fight

THORNTON LANE

1.75

3.55

TR 288 523

6.45

TR 285 552

Immediately after the building on the right, take the grass track along the field edge

Once more, you’re in among houses

7.65

ROMAN WAY

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7.8

Vehicles

0.75

7.85

TR 275 505

Leave the road by the byway sign and keep the sectioned-off area of grass to your left

22 0.8

Workshop

Buyers

27 2.5

Shepherdswell 2 Coldred 4

Adventure

TR 253 492

Turn right straight after the railway bridge – it’s the same one you crossed in Step 30, so ignore what your trip says. Immediately after turning, follow the track as it heads off left along the hedge line, over a mild axle-twister

Barham 2 Canterbury 3

28 2.6

Grafham 1 Water

TR 274 501

8.15

1.6

29 3.1

WOMENSWOLD

18 8.95

2.0

ZERO TRIP

2.05

9.05

2.4

0.2

LONG LANE

3.4

3.5

3.6

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33 3.7

TR 225 513

Caution – you’re crossing two T-junctions in one, and they’re both pretty busy roads

7.2

0.9

Bishopsbourne 112

7.8

4.2

1.5

9.0

4.5

1.7

Burstead Manor Upper Hardres

36 4.7

Follow the track to hug the field edge. Water gathers here and it’s very prone to flooding, so you’ll encounter ruts

TR 170 509

2.1

Follow the track ahead along the line of telegraph poles with the woods to your right

9.6

5.5

Caution as you climb the hill – there are sleepers in the track which create steps

1 134

9.5

TR 180 496

51 3.9

VALLEY ROAD

ZERO TRIP

6.0

10.0

6.2

Don’t trust this sign – it’s loose, and prone to rotating in the wind like a weather vane!

0.2

6.9

Kingston Barham

TR 192 471

53 6.1

Bossingham Stelling Minnis

212 4

Immediately after the road becomes a track, take care not to fork right into Thomas Acre Farm

36 54

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Issue 95: Winter 2021 Join a bigger track and follow ahead through the gate

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Vehicles

TR 201 441

12.2

8.6

55 6.4

56 6.45

6.85

7.1

The main track swings left and upwards; you follow the red waymarker on to a faint grass track leading along the left-hand field edge

Follow through the gate then keep the tree line to your right. Look for red and blue tape on the gateposts

8.65

Adventure

Workshop

Buyers

Turn left, slightly back on yourself, to take the track running along the hedge line. As you follow the edge of the field, the famous Lydden Hill rallycross circuit is to your right

Caution as you emerge – visibility is rubbish in both directions

12.5

10.25

12.8

The track is very tight for much of its length, and there’s a hefty tree stump to easy your way over at this point

13.0

10.5

Turn right immediately after the building and before the 30mph signs at the start of Denton

10.7

70 13.45

Denton

59 8.15

Caution – this is a major road

13.9

11.35

Geddinge Shepherdswell

72 14.35

Take it easy on the way into Denton, then arrive at the Jackdaw Inn on your left for the end of the route

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The Landy Buyer

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

Time for a rethink?

ith the new Mk5 Range Rover now on show, your thoughts might be turning to the delights of an older, simpler example. Like a P38A, for instance. Don’t laugh. They’re infamous in some ways, but few

Land Rovers are better at resisting rust and while the electronics are a complete nightmare, these days there are workarounds for most things. Values hit rock-bottom a few years ago and have started climbing again, though the P38 is still an awful lot of car for your

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.

money. Of course, it’s a complicated old thing and parts are not cheap, but try comparing it to anything that came later and it might not seem to forbidding after all. It is, when all’s said and done, one of the last old-tech Land Rovers. The BMW diesel engine that sucked up the bulk of sales was all suited to such a big motor, but it has lasted well enough so there are still plenty around. And so long as you shop carefully, it is

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

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

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

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

Insure a Range Rover 2.5 DSE with Adrian Flux from £250 possible to get one that’s been looked after for sensible money. It’s a purchase that can repay your bravery.

• Based on a 2000 2.5 DSE with no modifications.Valued at £8000, limited to 10,000 miles a year. 50 year old driver, fully comp, excess of £250

Series II/IIA (1958-1971)

£2500-£40,000

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

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

Series IIA/IIB FC (1962-1971)

£2500-£15,000

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

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

rarity – with all the cachet, pride and immense awkwardness that comes with this status. By ‘rare’, we’re talking about less than 2500 Series IIA 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

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

127 (1985-1990)

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

having heavy-duty ENV axles, but engine-wise they had the familiar 2.25 petrol and diesel lumps. So, don’t expect performance – but do expect to be given an ‘interesting’ time in the workshop… Pros: A Land Rover like no , ’ Cons: E ,

and fittings from their Army life, which adds interest. This is a vehicle for enthusiasts, though, with costs that are sky-high even by Land Rover standards. Pros: Master of the road. Lovely E sees one loves it Cons: Monumental running E ,

£7500-£25,000 took 110 chassis and stretched them. It was designed for military and commercial users and came as a high-capacity double-cab. These days, it’s very rare to find a 127 that hasn’t been hammered, restored and/or converted, or all three. People looking for a work truck tend to go for a later 130, so the 127 is more of an enthusiast’s

motor. It’s popular for homebrewed overland conversions, too. Almost all 127s have had an engine conversion by now, too. Lots to be wary of, then – but it’s a hell of a lot for your money. Pros: E limitless potential and character Cons: U S had a colourful life

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Defender 200 Tdi (1990-1994) £4000-£29,000 Defender 130 (1990-2016)

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

decades if it’s looked after. Find one that’s had all its oil changes (a tall order) and it’ll go round (and round) the clock. The good thing about the earlier 200Tdi is that it’s simpler than the later 300. What you gain here you lose in refinement, but this is seen by many experts as the best Defender of them all.

Defender 300 Tdi (1994-1998)

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

the two are related. It’s much more refined and smoother to drive, though there are more electronics involved so later versions in particular are less of a DI fix. The arrival of the 300 Tdi also brought with it the R380 gearbox. This used to have a terrible reputation for relability, but most have been put right by now and they’ve

Defender TDCi (2007-2016)

The last Defenders gained modern 2.4 and 2.2 TDCi engines and

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

The LT77 gearbox in the 200 Tdi is more truck-like than the later R380, and these vehicles didn’t come with bling. ust be sure it’s an original Tdi you’re getting, not an old Discovery conversion. Pros: The perfect combination of tradition and modernity Cons: Lots of horrible and/or deceptive ones around

£4500-£30,000

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

Defender Td5 (1998-2007)

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

£9500-£195,000

Defender (2020-on)

involed. You will always pay a premium for a Puma, and a Tdi or Td5 may turn out to be a better purchase. Even then, though, look after it and you may well never see depreciation. Pros: E , forts, off-road prowess Cons: Price, electronics, TDCi engine is unloved

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£12,500-£30,000

130 that changed the most. That’s because unlike the old 127, it was built on a proper chassis of its own rather than a stretched 110 frame. The advent of the Tdi engine was the making of the 130, too. At last, Land Rover could make them pull properly without returning single-figure fuel economy by using a hard-worked V8.

become sought after for their light clutch and better shift action. It was during the Tdi era that Defenders started getting things like alloys, too. You might even find one that’s not been off-road… Pros: Strength and simplicity. P D Cons: Sure to be very different to when it left the factory

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

As a result, you’ll find many more original(ish) 130s than 127s. Some are even still in service with the utility companies they were built for. If you want a Defender for overlanding, look no further. Pros: A proper truck with huge capabilities in every area Cons: I ’ ’ actually need that much size

£6000-£30,000

a strong performer. It does lend itself to being tuned though, so watch out for abused ones and knackered examples that have been pushed beyond the limit. As with all Defenders, you’ll need a rear crossmember sooner or later – or even a new chassis. Despite having more electronics than the Tdi, a Td5 Defender can

still be a DIY machine. Parts are in plentiful supply, as is specialist knowledge – and it’s one of the best Land Rovers ever. Pros: Off-road capability, power, overall reliability. Very well Cons: Rear chassis, premium prices, monstrous road tax on later vehicles

£45,000-£105,000

to steer it away on to something safer. Like Brexit, for example. Much as it may infuriate purists, however, the Defender is actually a very wonderful thing. It’s kind of like an old one, only with space, comfort and equipment. The big difference is that you can’t work on it yourself. This goes for maintenance and, crucially,

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

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Freelander 1 (1997-2006)

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

It’s also a notable classic in its own way, as it heralded the start of the company’s modern era. It has its issues, though. The viscous coupling is expensive to replace and can be upset simply by running mismatched tyres. The 1.8 petrol used to be notorious for head gasket failures. Today’s replacements are much

£400-£5500 more robust, but a late diesel is your best bet. Even these can go calamitously wrong, though. This was a more complex car than it needed to be, and buying one for sweeties now doesn’t change that. Pros: Cheap to buy, no big rust issues, surprisingly able off-road Cons: All sorts of things can go wrong, some very expensively

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Freelander 2 (2006-2015)

The Freelander 2 was a massive improvement on the model

Buyers

£2000-£19,500

it replaced. It’s a refined and affordable SUV with a strong engine, good equipment and a decent level of practicality. It’s become one of the most reliable Land Rovers out there, too. But do be aware of the rear diff and Haldex unit for costly outlays. The 2.2-litre diesel engine is a strong performer, though for a

bargain search out one with the unpopular 3.2 petrol unit. Either way, it’s a fine SUV to drive. Prices have fallen since the production ended, too – £10,000 now gets you one worth having. Pros: R , , economy of diesel engine Cons: Transmissions can wear quickly if used for towing

Range Rover Classic (1970-96) £5000-£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 new-car money in a restoration than spending it on a current model. It’s a smart policy, too. An early two-door can cost mega money, but any Classic will appreciate in value if kept in good condition – and sought-after rarities like the CSK and LSE can be a gold mine.

Range Rover 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 LR’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

An awful lot of Rangeys have been neglected and/or abused, and you can still buy they cheap. But if you’ve got the skills, and access to parts, restoring one would be the ultimate hobby that pays. Pros: Most usable classic Land Rover, V8 power, ride quality Cons: Rust, availability of parts for early models

£2250-£28,000

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

own, even today. The problem is that they’re very complex and very, very good at going wrong. Air suspension failure is the norm. Head gaskets can let go. Electronics are laughably flaky. And parts can cost the earth – as will the labour bills. Perhaps worst of all, nowadays it’s very hard to find one you can be sure hasn’t

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

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

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

£32500-£25,000

RR Sport Mk2 (2013-on)

ou’re looking at a car which many people associate with rich chavs and criminals, however. And being based on the Discovery 3, it can’t help but share that vehicle’s reputation as a money pit. Pros: Decent performance and all-round dynamics Cons: A Disco 3 is more usable. E

£9500-£47,000 because there are so many out there, used prices are tempting. There’s a Convertible model, too, as well as three and five-door tin-tops. We say stick to the latter, and be sure to get one with 4WD. Pros: E , , 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

other models expected to follow the Velar in due course. But is there a whiff of style over substance? Well, it’s a very good SUV. But you don’t half pay a premium for those suave looks... Pros: Stylish design, chic cabin, excellent tech features Cons: Feels like an indulgence, especially at such a high price

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

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

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

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

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

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

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: P , , 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 E Cons: T ’ been doused in sea water

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Discovery 2 (1998-2004)

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

£1100-£9000

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

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

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

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

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

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

Discovery Sport (2019-on)

£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-£35,000 might shudder at the price if you’re buying new, though – but on the used market, there are some tidy looking deals to be had, even on high-spec examples. Pros: More practical than an E , S seats. Capable enough off-road Cons: Back seats only for small mammals. Price of top models

£21,000-£52,000

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

The Disco Sport is a premium medium-sized SUV. It’s available with seven seats and, by the standards of the competition, models with four-wheel drive offer a decent level of off-road ability. It’s a massively popular choice

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With interest in the Land Rover Defender at an all-time high, Defender: Heroic Land Rovers Old and New tells the story of Solihull’s go-anywhere legend – from the earliest prototypes to the latest trends in restoration, personalisation and expedition prep. This high-quality bookazine also contains the most up-to-date coverage of the all-new Defender – which recently took the overall title in the 2021 4x4 of the Year awards. In addition, you’ll find a range of vehicle profiles covering classic Defenders, off-road specials, expedition builds and more – as well as original road test reports, workshop guides and page after page of the latest and best spares, accessories and other products. And whatever kind of Defender you’re after, old or new, you can’t afford to miss our comprehensive buyers’ guide. Packed with knowledge and advice from Land Rover specialists, it’s a must for anyone looking to join the wide world of Defender ownership! PRE-ORDER NOW FROM www.4x4magazineshop.co.uk TO BE PUBLISHED 12th March 2021

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News

Issue 95: Winter 2022

Products

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CLASSIC

USED LAND ROVERS FOR SALE

List your Landy for FREE!

• • • • •

Series I Series II/IIA Series III Stage 1 V8 Series IIA/IIB Forward Control • Lightweight • 101 Forward Control

Series I 88” 2.25 petrol (1957). 80,569 miles. Series IIA engine and gearbox (both overhauled). Also IIA back axle. Good bulkhead, new rear crossmember, many new parts. £12,895. Gloucestershire. 07388 660396 13/21/014

Series II 88” (1958). Totally or nal rust free arn ﬁnd fro Australia. Perfect chassis and bulkhead, original engine, no parts ss n ert ﬁ ate er eas restoration project. £5500. Welshpool. 07929 222241 12/21/013

Series I 200 Tdi (1957). Chassis and bulkhead both solid (have been welded in the past). Brown faux leather upholstery. Recent service and new canopy. Tax/MOT exempt. £17,000. Faringdon. 07766 494689 12/21/018

Series III Lightweight (1975). Very solid, engine starts and runs but needs new clutch and brake overhaul. Wiring incomplete, canvas torn. Needs work but not too many parts. £5995. Watford. 07757 389911 11/21/034

Series I 80” (1952). Orig engine and box. Ally bulkhead. Half doors, full doors, hard top, 2 soft tops. New carb, electronic ignition, starter motor, alternator and head gasket. Daily driver! £14,999. Sevenoaks. 07958 453292 11/21/030

Series I 88” (1958). 2.5 petrol. Series III gearbox and axles. FWH. Santana o/drive. Tru-trac LSDs. 6.5ton electric winch. Original chassis and bulkhead, both galvanised. New canvas. £20,500. Nuneaton. 07866 378889 11/21/027

Series IIA London Ambulance Service Control Unit with trailer (1966). Only 5 made. Restored with advice from Ambulance service historic collection to ensure accuracy. £17,000. Leighton Buzzard. 07857 461166 12/21/014

Series I 86” (1957). 83,000 miles. 2.0 petrol. No rust or corrosion. Original engine, chassis and gearbox. New seats, brakes, loom and more. In regular use, runs sweet and reliably. £17,300. Abingdon. 07551 806443 11/21/031

Series I 80” (1949). Chassis R06107241. Lights behind the grille. Chassis and bulkhead in excellent condition, good history ﬁle an e tre el lo ed eh le n fantast or n order £39,995. Ashford. 07775 774440 11/21/023

Series III 88” 2286cc petrol (1983). 78,000 miles. Chassis repaired, solid bulkhead. Extensive overhaul, many new parts.. Fairey overdrive. TD5 bumper, Defender rims, winch. £8400. Blackburn. 07746 746880 12/21/009

Series III 109” (1979). Rare Mine Protected vehicle. 2.25 petrol. Served time in Rhodesia in the early 1980s, then Northern Ireland. Believed to be one of only 9 made. £15,000. Leighton Buzzard. 07857 461166 12/21/015

Series IIA 109” 2.25 petrol (1968). 83,000 miles. No rust. New loom, clutch, brakes, springs, water pump, battery. Very good chassis and bulkhead, straight body. MOT/ tax exempt. £7500. Oswestry. 07931 238911 12/21/019

Series IIA 2.25 petrol (1968). Solid chassis and bulkhead. FWH, Fairey overdrive, Safari roof, Disco wheels. Engine rebuilt about 10 ears a o ta nless oor panels Drives well. £6000. Hereford. 07968 078454 11/21/033

Defender 90 2.4 XS County Station Wagon (2007). 48,000 miles. Galv chassis, soundproofed, SVX alloys, brand new Goodyear MTs, air-con, heated seats. MOT July 22. £32,995. Newton Abbot. 07742 416725 11/21/015

Defender 90 Td5 (2006). 85,000 miles. Waxoyled, updated lights and grille, new bumpers and sills. Updated stereo. All tyres like new. Drives faultlessly. MOT Aug 22. FSH. £18,495. Newark. 07896 761935 11/21/019

Defender 90 300 Tdi (1987). Good chassis, new crossmember last year. Recent exhaust, battery, brake pads, swivel seals, A-frame joint and radius arm bushes. MOT Apr 22. £8750. King’s Lynn. 07917 757329 11/21/004

Defender 90 Td5 (2002). 89,185 miles. Galvanised chassis. New clutch and brakes. All new suspension, fully polybushed. Full service history. MOT 2022. £27,800. Cardigan. 07908 93314

Defender 90 County 2.5 petrol (1988). 85,135 miles. PAS, tow bar, roof rack. Both outriggers, body posts and rear crossmember replaced Dec 20. VGC. MOT Dec 21. £10,995. Steeple Claydon. 01296 730090 11/21/007

Defender 90 200 Tdi (1986). 165,000 miles. Disco engine and box. Major overhaul 2016. Sound deadening. Wolf rims. Recent respray and retrim. MOT Aug 22. £10,750. Bury St Edmunds. 07599 283191 11/21/028

Series III 88” Hard-Top 2.25 diesel (1976). Completely original. Inluded ul head oor panels rear springs, pillar repair panel, rear seats, rear crossmember, outrigger. £6500. Newtown St Boswells. 07754 674462 11/21/038

DEFENDER

Series III 88” 3.5 V8 (1984). Manual. Overdrive, FWH, electronic ignition. New rear crossmember and Exmoor hood. Solid chassis and bulkhead, just been fully serviced. MOT March. £8500. Wirral. 07825 371530 13/21/013

• Pre-Defender 90, 110, 127 • Defender 90 • Defender 110 • Defender 130 • New Defender • Defender-style hybrids

Email one picture and details to alan.kidd@assignment-media.co.uk 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

110 County V8 CSW (1988). 113,234 miles. 12-seater. PAS. Factory V8, very original condition. Solid chassis, very reliable but not the shiniest. Lots of history. MOT Nov 21. £12,995 may p/x. Moffat. 07976 340440 10/21/011

Defender 90 Td5 (1986). Tuned Td5, runs and sounds amazing, great acceleration. Solid. Good soft top, doesn’t leak much. Recent new suspension, work by Devon 4x4. MOT Aug 22. £12,950. Braunton. 07966 171201 11/21/005

12/21/003

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Issue 95: Winter 2022

A restoration project – with all you need Defender 110 300Tdi PickUp (1998). 125,000 miles. Mechanically sound but chassis is rotten and will need welding or replacement for MOT. FSH, no MOT. £4000. Totnes. 07903 230396 12/21/007

Defender 90 2.4 TDCi HT (2007). 80,223 miles. Acoustic headlining, wood-lined rear, tie-downs. New headlights and swivels in last 2 years. Garaged last 9 years. 2 sets of wheels. History. £16,490 Dorking 07793 257895 12/21/001

Defender 90 Td5 (2000). 153,000 miles. Just had rear crossmember done and chassis treated. Nearly new BFG MTs. Pan windows and roof. Roof rack, ladder, snorkel, +2” lift, new brakes. MOT July. £12,750. 07757 936127 11/21/018

Defender 90 County 300 Tdi (1988). 80,000 miles. Concourse inside and out. 6 seats. Uprated suspension, snorkel, ally plate on wings and sills, as-new tyres. MOT Feb 22. £18,500. Maidenhead. 07846 826010 11/21/014

Defender 90 off-roader (1993). Marsland chassis, recon bulkhead, Whitbread cage, +5” suspension, 36” tyres, massive spec. Full nut and bolt rebuild 700 miles ago. Road-legal. £16,000. Warrington. 07921 473751 11/21/013

Defender Wolf 90 Winter/Water. 3305 miles. Fully restored in 2020, less than 100 miles since. Extremely rare. Drives beautifully. Condition in keeping with mileage. £47,995. Dereham. 07824 389007 11/21/016

Defender 90 TD5 Pick-Up (1999). 145,000 miles. Galv chassis. Engine, box, suspension overhauled. LEDs. New doors, seats, wheels, tyres. Immaculate engine bay. MOT Feb 2022. £16,750. Nairn. 07702 078659 12/21/004

Defender 110 (1986). 151,141 miles. 200 Tdi. Camper conversion. Lift, sump guard, rock sliders. Audi seats luetooth soundprooﬁn diesel air heater. MOT Dec 21. £9950. Wrexham. ramblingtractor@yahoo.co.uk 12/21/030

Defender 90 300 Tdi (1988). Autoc. Rebuilt engine. Orig chassis (sandblasted and rustproofed). Many new parts inc rad, wheels and tyres, springs and shocks, discs, turbo. MOT Jan 22. £12,000. Padiham. 07568 792534 11/21/017

Defender 90 Wolf XD (1998). 89,000 miles. Remus upgrade. 24v. Soft-top. Roll cage. Heavy-duty suspension. Drives well. Recent cambelt. One of the last Wolfs. MOT June. £13,995 Tunbridge Wells. 07487 687370 11/21/021

Defender 90 300 Tdi. 238,000 miles. Galv chassis, rebuilt engine and box. Polybushed. New brakes, susp, rad, drop arm, exhaust, props. Recent clutch and cambelt. MOT Nov 21. £14,000. North Yorks. 07375 932482 11/21/020

90 County V8 (1985). 145,000 miles. Orig engine, Santana box, PAS, SU carbs. Waxoyled, many new parts. Exmoor carpets, swing-away wheel carrier, spare set of as-new 285/75s. Full MOT. £12,950. Halifax. 07977 107301 11/21/006

THE OPPORTUNITY TO RESTORE a piece of Land Rover’s history doesn’t come up every day. But if you’ve got the skills and the facilities, not to mention a shedload of patience and a few quid to spend on the job, this is that day. The very sad looking old Range Rover in these pictures is no ordinary sad looking old Range Rover. It’s a sad looking old Range Rover In Vogue. And not just that, it’s a 3rd Edition In Vogue – by far the rarest of the breed with just 325 made. This final version of the In Vogue was finished in Derwent Blue and came out of the factory with individual badging on its sides and lower tailgate. Inevitably, copies exist, but the one you’re looking at here is an original – as evidenced by its matching numbers, picnic hamper brackets in the boot floor and wooden door caps with gold stripe inserts. The vehicle’s seller, a chap by the name of Tim who’s based in Devon, is a bit of a serial restorer. ‘I’d have loved to do this myself,’ he says. ‘But I have several others on the go and not enough time.’ A common problem. Tim reports that the Range Rover was first registered in September 1983 with the number A417 RTT. It then moved to the Isle of Man in 1989, which is where its logbook still puts it now. It has, however, been sat since the late 1990s – and the results are there for all to see. Nonetheless, despite the way it looks from the outside this is a project with more than just its historical rarity value to commend it. Being sat for more than twenty years, and living on the Isle of Man for most of its life up to then, means it’s a low-miler with just 95,589 on the clock. The 3.5-litre V8 engine will turn over when cranked by hand and Tim says that on the inside, other than needing a good clean it’s in very good condition. He’s not trying to pull the wool over anyone’s eyes, though. ‘Clearly, this is a full project. But it’s certainly well worth saving.’ To help someone do just that, whoever buys this old Classic will also get another Range Rover of the same age to use as a donor. ‘I see that as the only way of restoring the In Vogue,’ says Tim. ‘The body and outer panels are in poor condition. It currently has no springs under it and some rear axle parts are missing, which the previous owner sadly removed. However all these bits are on the donor car.’ The donor has no engine or gearbox, and some of its interior is missing. But it has what the In Vogue lacks – a good body. Tim says this is ‘still in need

of welding to the usual areas,’ but that’s it’s much better than the In Vogue’s. ‘The outer panels are very good on this one too,’ he adds, ‘with the exceptions of the tailgates. Everything the In Vogue needs to be resurrected is on the donor car.’ So, who’s up for a project? ‘It’s certainly well worth doing,’ says Tim. ‘I’ve only seen three 3rd Editions come up for sale in the last 15 years, unlike the other editions which do pop up every now and then!’ Priced at £4750 for the two vehicles, it’s tempting value for an undertaking which, though there clearly is a great deal of work in it, comes to you as a restoration in kit form and, if you see it through, could yield a Range Rover with some very, very serious value in it. You’re tempted, aren’t you? Whether you see this restoration job as a calling, a nice bit of business or a future retirement hobby and pension plan rolled into one, the plain fact is that it’s the sort of opportunity that doesn’t come up every day. You’ll find the Range Rover advertised on page 46 of this issue of The Landy.

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

News

Issue 95: Winter 2022

Products

Vehicles

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

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

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QUADZILLA UTV & ATV Dealers

Defender 110 (2015). 81,300 miles. Heritage Adventurer model. Stage 1 remap, 18” Bowler alloys, premium black leather. ARB roof rack and awning with walls. Undersealed. FSH. £55,000. Poole. 07583 435030 13/21/012

Defender 110 300 Tdi (1984). 480,000kms. LHD. Solid bulkhead, good interior, new shocks, springs, brakes, exhaust etc. Engine and o profess onall ﬁtted efender axles. New MOT. £12,950. Axminster. 07968 206309 13/21/011

Defender TD5 110 Double-Cab (2003). 119,500 miles. Overland prepped . Custom roof rack, lockers and canopy. HD bumper, steering guard, jerry can mounts. Recent clutch and rear diff. £15,495. Redhill. 07763 124874 12/21/017

Defender 110 Td5 Dropside Tipper (2006). 144,000 miles. Rear crossmember welded, new t pper ust ﬁtted th ton ram. Good interior. VGC. MOT July 22. £12,000. Horsham. 07557 008027 12/21/012

Defender 90 TD5 (2003). 102,000 miles. New shocks, turrets, discs, calipers. LEDs. 7/13-pin towing. 4 new tyres. Tinted windows. Bluetooth/USB radio. Roof rack. MOT Aug 22. £13,500. Plymouth. 07825 979333 12/21/002

Defender 90 200 Tdi (1991). 146,000 miles. Good chassis, and bulkhead. Sump guard, snorkel, Hellas, big off-road tyres, winch bumper, rear step. Drives very well. MOT Aug 22. £7495. Corbridge. 07824 504531 11/21/008

Defender 90 200 Tdi (1993). Rebuilt to high standard, has had a new chassis. Original 200 Tdi engine starts on the button. Good runner, needs a few bits sorting for MOT. £6995. Acrefair. 01978 257833 11/21/009

Defender TD5 90 (2002). 86,000 miles. Restored to very high standard e fuel pu p heels s de steps, arches, snorkel, grilles, lights, seats oor ats door ards Full respray. FSH. £19,000. Woking. 07476 763737 11/21/010

Defender 90 Convertible (2011). 45,000 miles. Former Exmoor Trim show car, also ex-Nene Overland. Lockable drawers, single bench seat in back, twin batteries, multi-position soft top. £29,995. 07816 766068 11/21/011

Defender 90 200 Tdi Trayback. Full cage, +2” lift, dislocation cones, Insas, cranked rear arms, 300 Tdi turbo, custom intercooler, rear rad, 6.5T winch, snorkel, LEDs, buckets. V5 but no MOT. £5500. Ashington. 07717 261370 11/21/012

Discovery 300 Tdi ES Auto (1994). 196,000 miles. +4” suspension, 2” body lift, 22” Toyos, HD bumpers, rock sliders, on-board air, 13,000lb winch, 4-pin rear diff. Full engine rebuild in 2019. £4650. Braintree. 07908 636899 13/21/006

Discovery 2 TD5 Pursuit (2004). 166,000 miles. Solid chassis, great interior, fantastic body, drives really well. Recent clutch, brakes, tyres. Once owned by Queen’s chauffeur. MOT Jan. £3995. Cheshunt. 07954 697325 13/21/001

Discovery 200Tdi Ambulance (1991). 39,500 miles. One-off 116” factory prototype. HD suspension, refurbished body. Ply-lined rear. Many spares. MOT Sep 22. £14,995. Biggleswade. sawfords@hotmail.co.uk 12/21/016

Discovery 200 Tdi (1990). 118,000 miles. New cam belt, rebuilt transfer box. Original winter radiator muff. Armada Gold. One of a kind. Excellent condition. Year’s MOT. £7995. Leek. 07985 661294 11/21/024

Discovery 300Tdi (1984). 120,000 miles. Galv chassis. Lift kit and cranked trailing arms. Great engine but needs work on box or a a le ol d oot oor heels in pic have been removed. £1695. Corby. 07707 176828 12/21/010

Discovery Td5 ES Premium (2003). 87,000 miles on new en ne pro ﬁt th paper or Manual. Factory diff lock, +2” lift, 33” tyres, snorkel, steel bumpers. FSH. MOT Dec 21. £4500. Totnes. 07903 230396 12/21/005

Defender 110 2.5 n/a. 155,519 miles. Ex-MOD, believed Royal ar nes o od ﬁ at ons ust sympathetic repairs. Over £1000 just spent. Side pods, new canvas soft-top. Six seats. MOT July 22. £9500. 07598 925243 11/21/003

Discovery 2 Td5 G4 spec. Very good chassis. Climate, cruise, leather,. Rock sliders, roof rack, awning, nearly new General Grabbers. Has had a new engine and gearbox. History. Long MOT. £5500. Totnes. 07903 230396 12/21/006

DISCOVERY

Servicing, Repairs, Diagnostics,

• Discovery 1 (200/300 Tdi) • Discovery 2 (TD5) • Discovery 3 • Discovery 4 • Discovery 5 • Discovery Commercial • Discovery conversions

Discovery 1. 150,000 miles. 3.5 Mazda diesel (Milner conversion). uto r nall a top of the range V8. Starts and drives spot on but could do with some TLC. Long MOT. £2800. Corby. 07707 176828 12/21/011

Disco2 of a kind… WHEN WE CAME ACROSS the 2003 Discovery 2 ES Premium you see here, we dropped the owner a line to ask him about it. Back he came to tell us that he’s also currently selling another Disco 2, this one a G4. Neither is in the first flush of youth. In fact, between them they’ve covered more than half a million miles. Which says something for the robust longevity of an old Discovery – and also for the rebuildability of a traditional Land Rover design, because the ES Premium is running a replacement TD5 engine which is just nicely run in with 87,000 miles behind it. So it’s simply a case of taking your pick. We’ll start off with the G4, because it’s a G4. At least, it looks like one, though the details suggest it’s a replica. Whatever it is, it has climate, cruise and leather

seats. And though it’s showing 257,743 miles on the clock, there’s no mention of chassis rust on its old MOTs. The same can’t quite be said of the ES Premium, though this too appears to be fundamentally solid with ‘corroded structure but rigidity not reduced’ being the stand-out phrase. It was on 244,225 miles in April 2019 then got its most recent ticket last December 2020 – by which time its odometer had gone. With leather and climate control, as well as a list of kit including a 2” lift, 33” MTs, a snorkel, a winch and heavy-duty bumpers, this is a well specced Discovery 2 in every sense. It also has the factory diff-lock fitted, which is very welcome. As always, price is everything. At the time of writing, the Discos’ owner was asking £4500 for the ES Premium off-roader and £5500 for the G4. The vehicles are located in Totnes, Devon, and you’ll find them advertised above.

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Issue 95: Winter 2022

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Discovery 300TDI 3 door 95H 125K miles. 2 owners. New sills. Long MOT. £1600.

• Range Rover Classic • Range Rover Mk2 (P38) • Range Rover Mk3 (L322) • Range Rover Mk4 (L405) • Range Rover Sport • Range Rover conversions • Range Rover off-roaders

Discovery Tdi 50th Anniversary (1998). 140,000 miles. Manual. Leather, air-con, tow-bar, over-mats. Undersealed. New tyres plus spare. Extensive service history, new MOT. Inspection welcome. £4995. Bitton. 07423 697173 13/21/007

Range Rover 3.5 In Vogue 3rd Edition plus donor (1983). 95,589 miles. Manual. Very rare (only 325 made), all matching numbers, full resto but donor has all the bits you need. £4750. Holsworthy. 07825 490149 13/21/008

Range Rover Sport 3.0 HSE (2012). 80,000 miles. Autobiography upgrade, unmarked Pearl Blue, 22” Khan alloys. Air-con, sat-nav, fridge, DAB, TV. New cambelts, discs and pads at 70k. FSH. £14,995. Wigan. 07961 161817 13/21/010

Lightweight /Range Rover V8 Hybrid. Range Rover chassis and running gear. New PAS box and hoses, brakes, fuel pump. Tax/MOT exempt but comes with new MOT. £9995. Taunton. 01823 327555

Range Rover (1979). 74,000 les e a da en ne ﬁtted n then stored s n e 1993 so still on under 2000 miles. No rot or rust. Excellent condition. MOT Aug 22. £21,000. Leeds. 07859 153850 11/21/029

Adventure

Workshop

Buyers

Range Rover 3.5 V8 (1989). 94,500 miles. Full Service History – 18 stamps! Manual. Air-con. New s lls and al pers E heels Per fect headlining. Good electrics. MOT May. £10,000. Bakewell. 07710 478300 13/21/004

Range Rover Sport 3.6 TDV8 (2007). 103,000 miles. Sat-nav, cruise, climate, leather, park assist. Amazing condition, rare colour, great to drive. Huge £3000 service just done. MOT Sep 22. £7699. London. 07510 844770 13/21/009

13/21/005

Range Rover 3.9 V8i Vogue SE (1995). Soft-Dash. On coils but air suspension still in place. Drystored last 7 years. Recent oil and oolant ush plu s and s ste Ideal project. £5750. Bewdley. 07974 454785 11/21/036

Range Rover Classic 200Tdi (1988). 131,213 miles. Pro engine conversion in 1993 (cost £6700). Very good chassis, tidy body. Many new parts inc new head lining. MOT Jan 22. £7950. Cheshire. 07766 022977 11/21/026

Range Rover (1975). Spent life in Kenya so no rust. Original engine, turns freely but does not run. Some dents. Stored for years. er ta e ert ﬁ ate Fantast potential. £16,500. Upminster. 01708 340777 11/21/032

Range Rover Sport 2.7 TdV6 SE (2006). 81,000 miles. Immaculate original condition, recent £3500 service inc cam belt, air suspension, brakes and propshafts. Excellent interior. Drives beautifully. £6950. Chester. 07866 423861 11/21/001

Range Rover Sport HSE 4.2 V8 Supercharged (2005). 79,000 miles. Immaculate interior. Rare Arctic Frost colour. HSE spec plus TVs in headrests. Year’s MOT. Drives like a dream. £6500. Burton on Trent. 07786 466676 11/21/025

Range Rover 4.6 HSE (1998). 132,000 miles. Very capable off-roader. Steel bumpers, steering guard, straight-through exhaust. Still on air. Standard interior, recent rad and calipers. Full MOT. £2750. Flitwick. 07876 782485. 11/21/002

Evoque Dynamic (2014). 75,000 miles. Cruise, climate, leather. Full SVR kit, 22” Urbam alloys, lowered, side steps, twin exhaust. Stunning condition, drives perfectly. MOT Feb 22. FSH. £22,750. Beds. 07939 162082 13/21/003

Discovery Sport 2.0 TD4 180 SE Tech (2015). 71,000 miles. Manual. Climate, cruise, cream leather, electric heated seats, parking sensors. Drives well and looks reat F £18,250. Leicester. 07459 10520 12/21/008

Freelander 2.2 SD4 HSE (2013). 89,000 miles. Climate, cruise, leather, electric heated seats, parking sensors, sunroof, sat-nav. Meridian sound system. Removeable towbar. £12,300. Northampton. 07495 880745 11/21/039

Freelander Td4 ES (2001). 177,000 miles. Heated leather seats. Recent fuel pressure sensor, brake pads and front calipers. Rear propshaft removed. In regular use. MOT Nov 21. £650. Blackburn. 07470 084033 11/21/037

Genuine Land Rover roof rack. Original Land Rover part number dent ﬁ at on la els st ll n pla e Very good condition. £400. 07486 601077 13/21/014

Land Rover 2.25-litre petrol engine and gearbox. All in good condition, complete with attached transfer case. £1500 ono. Bristol. 07890 948758 11/21/040

• • • •

Freelander 1 Freelander 2 Discovery Sport Range Rover Evoque • Range Rover Velar

Discovery 2 TD5 2000W 127K 5 seat, Good runner. £1750

Toyota Hilux Invincible 07 3 litre, auto, leather, 191K, alloys, cheap Toyota £5995

Vehicles

Discovery 3 2.7 TDV6 Commercial (2008). 123,000 miles. Climate, cruise, leather, snorkel, Allisport intercooler. New (not recon) turbo and box, prop, brakes, suspension compressor. MOT Mar. £8500. Daventry. 07989 162886 13/21/002

Freelander 2.0 Td4 ES Premium Estate (2003). 63,678 miles. Auto. Leather, electric windows, alloys, good tyres. Great bodywork. Starts ﬁrst t e dr es ell e £2999. Redditch. 07850 115449 11/21/022 11/21/022

Freelander Td4 (2004). 91,000 miles. Spotless bodywork, very good interior. Drives very nicely. Towbar. Recently had new clutch and dual ass heel ﬁtted FSH. £1950. Weston Super Mare. 07802 774048 11/21/035

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