LOVEABLE ROGUE
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The Range Rover has always been a rock-solid basis for a project. Even when it’s not all Range Rover on the underneath.
Back in the day, Nick Watts’ Rogue Vogue was a well known name in the winch challenge scene. But it definitely wasn’t one for the purist… Full story: Page 21
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End of the road for Bowler as JLR absorbs ‘viable activities’ from motorsport specialist
JLR HAS CONFIRMED THAT BOWLER MOTORS’ PREMISES IN BELPER, DERBYSHIRE, IS TO CLOSE. The famed motorsport specialist, which became part of Land Rover in 2019 after falling into financial difficulties, will be absorbed into JLR – though in a much reduced state, with only parts of its operations to continue.
‘JLR bought Bowler in 2019 for its expertise in low volume production techniques and extreme all-terrain vehicle durability,’ said the company in a statement. ‘Following five years of Bowler operating as a subsidiary company, JLR has decided to consolidate Bowler’s viable activities into its central business.
‘Regrettably, while this means not all Bowler activities will continue, we will continue to produce and sell Bowler parts, and service and repair Bowler L316 Classic Defender vehicles, through JLR Classic Works.’
This appears to confirm that Bowler will no longer be active in the field of off-road motorsport – a bitter irony after this was the field in which its reputation
was forged. The 2024 Defender Rally Series will now prove to have been the last, and the current-shape Defender 90 on which it was based will no longer be offered as a factory build – though the parts Bowler developed for it will presumably be among those now to be offered by Classic Works.
In addition, while JLR will continue to support owners of existing Bowler-built old-shape Defenders, the announcement seems to confirm that there will be no further examples. This is no surprise as these vehicles would be seen as chasing the same customers as Land Rover’s own Classic Defender Works V8 models.
Bowler was founded in 1985 by the late Drew Bowler, who ran it for many years from his family’s Over Lane farm near Hazelwood, a couple of miles west of Belper. It was here that he became a pioneer of hybrid building and in particular of using Range Rover front suspension to locate the rear axles of comp safari vehicles – a technique which traded articulation on extreme terrain for stability at speed. His de-
signs met with great success, leading to the demand which saw him becoming a vehicle builder – first with kits for customers to finish at home then later, with the launch of the Wildcat, as a fully fledged turn-key manufacturer. Like the Tomcat before it, the Wildcat design was eventually sold on as Bowler moved ever further into the international rally-raid and baja market, achieving notable results in events including the Dakar. Following its founder’s sudden death in November 2016, Bowler became part of JLR some three years later – a move which we now know provided only a reprieve for its operations in Derbyshire. The company’s staff are currently in a consultation period over their jobs; JLR says this will include ‘the opportunity to apply for open roles’ within the company as a whole, while some have been openly courted on social media by other leading independent Land Rover specialists. The name will live on – however the era of the Bowler vehicles a generation of off-road racers came to worship is at an end.
134: Winter 2025
New advert celebrates Range Rover Sport’s ‘quirky Britishness’
THE RANGE ROVER SPORT IS BRITISH. That’s the message from JLR’s latest advertising campaign for the vehicle, which features various other icons of our magnificent nation.
What are these? The choice was wide, with things like Jordan, Skegness, clogged motorways and cancelled trains all making a case for themselves. But instead, JLR’s marketing gurus came up with Harewood House, a dressage horse, Theo James and his dog.
Theo James is an actor, apparently. He stars in a thing on Netflix called The Gentleman, in which he plays a
gentleman. Probably. What could be more Range Rover Sport than that?
What do you mean a gangster?
Honestly. (Stops to read about plot of The Gentleman, gets the idea, shuts up.)
Anyway, Theo’s dog is an Irish wolfhound, which strictly speaking isn’t all that British but then neither are the alpacas that show up halfway through.
Not sure about the giant chess pieces he manoeuvres around, either. Where was chess invented? Aha, India! As Land Rover as it gets.
The enormous 10-foot chess pieces seem to be a bit of a landmark at
Harewood House, which is where the advert was filmed. ‘Where heritage meets modern sophistication,’ says Land Rover. Talking of heritage, Harewood House was built for Edwin Lascelles, an 18th Century plantation magnate with a workforce of slaves. And the advert was launched on 1 October. That’s one way to mark the start of Black History Month. ‘Vigorous and playful by nature, expect pockets of British eccentricity in the upcoming campaign’ says Range Rover boss Geraldine Ingham. Vigorous and playful? So yes, actually, just like Jordan then…
NEXT MONTH’S ISSUE OF THE LANDY IS PUBLISHED ON 10 DEC
Issue 134: Winter 2025
Land Rovers in the thick of the action at Yorkshire Hillrally
Words and Pictures: Gary Simpson
THE LEADING PLACES IN THE FIRST YORKSHIRE HILL RALLY were dominated by the usual combination of spaceframe buggies and side-byside ATVs. As always, however, in the heart of the field of finishers there were several stories of heroics performed by Land Rovers and their crews.
None more so than the RS Offroad team of Reece Mathieson and father Sean, who got their first finish in the Discovery previously raced by the late John Pickering. ‘It was a successful event for us,’ said Reece. ‘Our aim was a finish, which we achieved. Not only that, we also finished second in class, our first trophy in the Discovery.
‘We’re still learning the car and the variety of terrain certainly gave us some great experience. We had no issues other than losing a headlight and indicator in among the maize fields!
‘It was a super enjoyable weekend and a special one, too. We were running number 25 in memory of John ‘Pick’ Pickering and we know he would have been proud of our effort. Pick’s partner Val came to the event to support us and spurred us on to the finish.
‘It seems somewhat spooky, but right, that we finished 25th overall!
Thanks to our sponsors Millers Oils, Terrafirma and DDS Metal Services for their help in making our Discovery into what it is today.’
Elsewhere, Mark Thomas and Phil Mackay took another win ahead of Nathan Burrell and Matthew Kirby in the Defender Rally Series. The top result for a factory Land Rover, however, was achieved by Phill Bayliss and Lance Murfin in their 90 – with fourth overall and first in class giving them their best BXCC result of the season.
‘All at Team OFG loved the whole event,’ said Bayliss. ‘Our car, Blaze, ran faultlessly and the result puts us in
a good position in the BXCC going into the last two rounds. Thanks to my Dad for paying the entry fee!’
One place behind them were Richard Watson and Paul Hughes, who rounded off the top five in their Milner Evoque –surviving a moment when the car went up on two wheels, right in front of the watching TV cameras!
The event was won by Richard and Mason Kershaw in their Lofthouse Freelander – by all of one second from Simon Adams and Rita Tamolina, also in a Lofthouse Freelander.
The rally was supported by Birchall Foodservice, PAR Homes, Voxcloud, The Discovery Centre, RCM 4×4, Gregg Motorsport, Fairview Farm Log Cabins and Holiday Accommodation, Fairview Farm Machinery, NickyGrist. com, OR Tyres and PD Extinguishers.
Bowler is a sad loss to 4x4 culture
The first off-road event I ever went on was won by a Bowler 88. It was a round of the Warn Challenge at Red Dragon Off-Road, all steel cable and old-school machismo, and among all the winching and wading this little Land Rover just drove the entire thing. That would have been in ‘93 or ‘94, when Drew Bowler was still in his first decade of building what were among the best hybrids ever. He already had bigger things planned, though, and before long the Tomcat was taking over the world.
I can’t remember when it was that I first met Drew, but he was living proof of the biggest rule there is. The better people are, the nicer they are – and the less they feel the need to slag off the opposition. Drew was always cheerful, always with time to stop and talk to an idiot reporter like me even when he’d just reached the finish line at Y Foel or Bwlch Llwyn. He was already a major player in the off-road motorsport game by then, and at the time he was rarely out of the top five in any hillrally, but he had no ego at all. An absolute gent. So when I needed a story for a Land Rover video I’d been asked to edit, my first thought was to ask Drew if he’d be up for it. As luck would have it, when I called he was about to launch a new model – not a kit car, as the Tomcat had been, but a full turn-key rally car.
I smelt a story. As it happened, I had just gone freelance at the time and had somehow got the ear of the editor of Autocar. Which is how I ended up breaking the Bowler Wildcat as a world exclusive, way before the appearance on Top Gear that made it famous.
With all this going on, did Drew really need to spend time bringing his own comper to Trentham for a video shoot? Probably not, but he did it anyway – and with his usual obliging good grace. It was a huge shock to me when Drew died suddenly in 2016. It’s less of a surprise that JLR is now closing the company that bore his name, which became part of the group in 2019 – but as I think back on all those memories from the heyday of hillrallying in the mid 90s, I think he’d agree that it’s just as sad in its own way.
Alan Kidd, Group Editor alan.kidd@assignment-media.co.uk
Book Review
Sketches of Spain
By Duncan Gough
In a world of fake online reviews and copy-paste experts, you could be forgiven for assuming that experience no longer counts. Perhaps, on social media, all that matters is being the one who shouts loudest. But if you want real knowledge, you had best seek out somebody who has learned their subject properly.
Somebody like Duncan Gough. By turns a farmer, builder, woodworker and engineer, he grew up in the African bush and for three decades and more has been exploring the seldom seen dirt roads of Spain – a passion which led to a new life as a travel writer.
It’s a calling that suits him. All too often, travel writing leaves you cold; when social media tells you the top ten hottest bars in Barcelona or a Sunday supplement gives you the inside track on Basle’s best brasseries, you can be certain that whoever was behind it has never been to any of them.
Real, deep, in-the-blood travel means absenting yourself from all that and turning your back on the world of guide books. Which, ironically, is what this guide book encourages you to do.
Commercial travel writing tends to be slickly produced, lavishly illustrated and completely devoid of useful facts. Duncan Gough is the antidote to that.
Perhaps it will sound like a cliche. But reading Sketches of Spain is like listening to a well worn traveller telling his tales in a pub. Not ‘holding forth,’ for that sounds like a ranter with too many opinions and not enough wisdom.
Gough has opinions, in particular about the need to slow down the pace of life if you want to learn about the world, but they are based on the knowledge that comes from experience. Every
sentence is worth reading; every map, hand-drawn and sketch-like though they may be, is full of information.
The travel editor of a Sunday supplement would no doubt throw her hands up in horror at the photographs. Real-world snaps are banned by decree from posh offices in Covent Garden, where travel is about spending big money with big advertisers and the image must always be immaculate.
This is not to say that Sketches of Spain is roughly presented. It refuses to follow the rules set down by big lookat-me publishers, but the photography is perfectly suited to its honest style. It’s beautiful at times, too – more so than the perfectly presented, perfectly soulless art of a Sunday supplement; you can almost feel the sun’s warmth in the image of a quiet road in Rio Júcar or the old town of Ayllón, and hear the sound of fountains in the Alhambra or gentle breezes rustling the trees of a campsite in Tarifas.
Gough is quite the aesthete, too, with a thirst for knowledge that backs up his
fascination with the places he visits. Did you know that Gaudí, the famous architect associated uniquely with Barcelona, was already honing his artistry elsewhere in Spain before receiving his defining commissions in the city? ‘The balconies on the Casa Milá are like the cliff ledges one sees in the cañóns of the Ebro. Columns are like tree trunks and tiles like leaves.’ His writing is refreshingly unpretentious, full of facts yet always readable. Even though this book is written from the point of view of a two-wheeled traveller, almost every one of its 208 pages contains facts, advice, maps and inspiration that will be invaluable to anyone exploring the country in a Land Rover. Whether you follow in the author’s footsteps in a literal or merely figurative sense, any expedition in Spain will be enriched by enlisting his knowledge. If Sketches of Spain was a tool, it would be a high-lift jack: simple, unpretentious, easy to use… and you’ll find yourself reaching for it more frequently than you thought possible.
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NON-FERROUS FOUNDRY BUSINESS which specialises in casting bespoke items such as name plates, signs, badges and plaques from bronze, brass and aluminium. Based in Bedlington, it’s been going since 1952 and today it combines modern tech with traditional methods to achieve a high level of detail – even when casting small, intricate designs. Items like its range of metal badges for classic Land Rovers. And these are now available to owners around the world, following the granting of a trademark licence from JLR.
This allows the company to sell replicas of the instantly recognisable oval and plinth badges from Land Rover’s early years – as well as using the traditional design for badges designed to go on more modern Solihull vehicles.
Falon has previously worked with the NHS and local authorities in producing a range of products including town trail markers, finger posts and memorial plaques. The licence from JLR, which ‘represents a significant milestone for Falon, highlighting their expertise in casting materials such as bronze and aluminium,’ will allow the company to supply owners worldwide with badges whose quality it says reflects ‘the heritage and excellence of the Land Rover brand.’
Keep your load to yourself
Price: £38.51
Available from: maltings4x4store.co.uk, TF8014KIT
YOU CAN FIT A LOT OF LUGGAGE ON A ROOF RACK, but the last thing you want is for it to remove itself halfway through your journey. With this in mind, Terrafirma’s T Slot Roof Rack Storage Box Kit is designed to keep things exactly where you put them.
The kit, which is designed for use with Terrafirma’s own roof rack for the new-shape Defender, includes a set of four
corner brackets and straps. These can be adjusted using the T slots in the rack to position your storage boxes and secure them in place.
The kit comes supplied with full instructions. In addition, you can also choose to add a stowage box from Terrafirma’s own range, which includes heavy-duty options in a choice of three different sizes.
Ideal home for essential tools
Price: £73,23
Available from: maltings4x4store.co.uk, TF8015KIT
PEOPLE TEND TO RELY ON A WINCH if they’re going green laning and expect to mess up. But on a proper expedition, you’re much more likely to see a shovel and high-lift as your route to freedom.
Important as they are, these are bulky and awkwardly shaped bit of kit which are also prone to getting covered
in clag every time you use them. So your roof rack is the ideal place to keep them out of harm’s way. Terrafirma’s T Slot Roof Rack Hi-Lift Jack and Shovel Kit allows you to do just that, at least
JERRY CANS? YOU NEED THEM. Even with a long-range auxiliary fuel tank, you need them. And you need two. Otherwise you can’t write ‘gin’ and ‘tonic’ on them.
The new Defender is probably more of an organic gull egg pisco sour kind of a Land Rover, or half-caf kopi luwak latte with coconut milk and Saigon cinnamon if it’s before midday. And you’re definitely not writing that on your jerry cans if you want to make it home with your reputation intact. But you’re
if you’re speccing up a new-shape Defender and fitting it with the same company’s rack. You can order a jack and shovel at the same time, too, if you don’t already have them.
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Motorhome is where the heart is…
The Sherazee was a bespoke motorhome conversion. The company behind it didn’t last – but its demo truck is an inspiration to anyone thinking of turning a Defender into a high-quality way of exploring the world
Turning your Defender into a go-anywhere home from home is not something you do on a whim. There are many things to take into consideration – not least whether to do it yourself or get someone to convert your pride and joy for you, on the assumption that they’ve done this kind of thing before and are less likely to make a mess of it.
Of course, taking a vehicle designed to carry people, or cargo, or some combination of both, and turning it into something designed to be lived in, is a major undertaking. You’re only likely to do it, though, if you’ve set your heart on leaving the world behind and doing some proper travelling – which is an even more major undertaking, and every year many people do just that and have the experience of a lifetime. So however you go about prepping your truck, the important thing is that you do it well.
You could go down the ever-popular route of carrying a tent on top of your Land Rover. Obviously, a big challenge when prepping a vehicle for travel is that you need it to be your bedroom, kitchen, wardrobe and everything else all in one. Oh yes, and your car. So shifting the sleeping quarters on to a roof rack makes ample sense, especially with some of the exceptionally good tents and accessories on offer.
But there’s an alternative. Motorhome conversions are not new; companies specialising in them take new vans in chassis-cab form, build a dedicated body on the back and then fill it with everything you need for life on the road. But not off the road.
Hence the noble art of turning 4x4s into motorhomes. It’s a niche within a niche, but it does exist – though the volume of customers won’t ever be the same as those you get crowding round the roof tent stands at every Land Rover show.
Hence the Sherazee, a bespoke overlanding conversion from Footloose 4x4 which debuted ten years ago. It looked like it was going to be the next big thing in vehicle builds, but a couple of years later the company behind it was gone. So this article has a nostalgic vibe to it, plus a bit of what might have been – though mainly it’s an opportunity to steal the pros’ time-served ideas for your own overland build.
The Sherazee was actually a second-generation development of an earlier design whose name you may have heard of, the Azalai. Footloose
Words: Olly Sack
Pictures: Steve Taylor
4x4 brought it up to date after listening to customer feedback – making it a pretty good design to pay attention to, even if you can’t buy one any more.
It was designed to go on a range of 4x4s, however Footloose 4x4 based its demonstrator on a Defender 130
Double Cab for the simple reason that that’s what people in the UK are most familiar with.
‘The objective is to provide the best possible compromise for off-roading and being a camper,’ in the words of the company’s big boss Ian Hobday.
‘People are going to travel a very long way in our vehicle, so it has to work onroad, off-road, in the Arctic, the desert or wherever. The Azalai is a good vehicle, but we’ve listened to feedback from customers over the years and looked at what could be done better and the Sherazee is a development of that.’
The Sherazee was designed around a monoblock shell of glass fibre and insulating composite sandwich panels.
It had an elevating roof whose sides were made from UV blocking fabric and included air vent openings complete with insect-proof gauze. All the panels were finished in white GRP gel coat, as was the internal furniture.
White is the normal colour for motorhomes, and there’s a good reason for that. If you’re in a hot climate, it reflects the heat, while in a cold environment it’ll be better at keeping it in. Which means less of your precious fuel wasted on either air-con or heating.
Certainly, this was more of a motorhome than a mere camper. It was designed to be self-contained to an unusually high degree, so that you could go days without having to get out of it at all.
Obviously, that’s the opposite of what you want to do when the whole point of going travelling is to see the world. But you can easily appreciate the benefits this could bring in terms of safety and security, whether from the climate,
dangerous animals or, far more likely, your fellow man.
Being up on the roof of your vehicle certainly keeps you out of harm’s way if a lone bear or pride of lions waltz through your camp in the middle of the night, for example. But what if you unzip your roof tent, pop your head out and see that same pride of lions curled up on the ground below? The same ground you’ve got to walk over to break camp and get to your driver’s seat?
More likely, how about if you wake up and realise there’s a bunch of local ruffians waiting to jump you when you climb down from the roof? Most travellers will tell you that the most dangerous animal you’ll ever meet on an expedition is the human kind.
Admittedly, a determined gang of criminals will always find a way to get at you, whether it’s by letting your tyres down or just smashing their way in. But you can certainly imagine plenty of situations in which being able to get
out of bed, crawl through into the cabin and drive away could be an enormous comfort. Most of the trouble you’ll get on an expedition is from chancers, not pros, and the Sherazee offered a very neat solution to that sort of petty crook. In any case, the options list included window bars to prevent unwelcome guests from climbing aboard. There’s no such thing as invulnerable in this world, but you balance the risks against what you can do to protect yourself. Having got that very necessary but slightly depressing subject out of the way, a perfect example of how the conversion was designed with overlanding in mind is that the Sherazee would fit inside a shipping container. Not with a lot to spare, but a miss is a mile. Since this opens up large parts of the world to you (how else are you going to get your truck to Australia or the Americas, for example), as well as giving you the option of shipping your way around parts of the world you don’t fancy risk-
ing (or aren’t allowed to), for a serious traveller it’s pretty much essential.
As for the parts of the world you DO want to visit, the Sherazee was intended for the kind of traveller who craves a turn-key solution. For many people, the planning and vehicle prep are part of the fun; others just want to hit the road.
With an electric flushing toilet, a shower that could be used inside or outside the vehicle, a table and seating area which converted into sleeping space enough for four and while we’re at it, a fridge and double-ring gas cooker, plus of course a kitchen sink, we’re firmly in the latter territory here. Further features included a locker for recovery equipment, camping gear and other accessories, a 110-litre fresh water tank and a gas locker big enough to store a pair of 2.75kg Camping Gaz bottles.
Something Ian learned from Azalai owners was that the Sherazee needed more storage. ‘They would have boxes or shelves glued to the walls inside the Azalai for extra storage,’ he told us. The result was more rigorous use of space, with some sort of shelf, hatch, closet or compartment everywhere you looked. And the unit’s dimensions were improved, too, providing more room for everything from sleeping to just getting aboard. No-one would expect to find a mansion hanging off the back of a 4x4,
but smarter packaging means more space full stop. Inside the demonstrator, for sure it never felt cramped.
In terms of equipment, Ian’s team installed an electric circuit board and displays allowing owners to check leisure circuit charging levels and so on. The cabin gained a reversing camera, and the leisure battery was linked to a solar panel with regulator.
As you’d expect, there was an options list. And as you’d also expect, it was a long one. No two customers for an all-terrain motorhome are ever going to want the same thing, after all. Aircon, you might see as an essential. You might also expect the base vehicle to have it, though whether it would be up to the job of maintaining the temperature in a large habitation unit parked under the midday sun on the Equator is another matter. A second spare wheel and a breather kit sound like essentials too, and no base vehicle would come with those as standard, but then you could also order the Sherazee with an auto box – something that sounds a lot more specific to the old-shape Defender, as most other potential donors would have such a thing as a factory option at the very least.
What this points to, albeit in a slightly vague manner, is that when you’re building an expedition motor (or getting
Left: After several years making the Azalai conversion, Footloose 4x4 went out and asked customers what they would change about it. The big answer that kept coming back was more storage – so the Sherazee was designed with bins and boxes everywhere it was possible to put one, both inside and out
Right: In every good motorhome, however spacious, the living area needs to be as multi-functional as they get. Here, a rigid base is added between the bench seats to convert them into a double bed
someone else to do it for you), what’s absolutely essential is to tailor it to your own needs. It will be your home, after all, as well as your car and your life support system, and whatever it is you need there will always be someone, somewhere who can lighten your wallet to satisfy your needs.
What you want to avoid in a vehicle whose reliability you’ll be depending on is to modify it the way you might with a playday truck or lane wagon. Nonetheless, the 130 you’re looking at here was given a two-inch lift with upgraded Koni shocks. That’s simply because the extra weight on the back would cause the standard set-up to sag; the heavier-duty kit kept it sitting right and ought to stay that way over many tens of thousands of miles’ hard
Obviously, extreme off-roading and overlanding don’t mix. You could describe the latter as ‘extreme travel’ if you wanted, but the point is that while a base vehicle like the Defender is capable of bashing on unperturbed when the tarmac runs out (which can mean tackling some very rough trails indeed), only a true fool would treat mud, rocks and deep fords as the opportunity for a laugh and a play in what is their home from home.
Pass or over the Sahara dunes, it would stay with you all the way – and when you got there, it would still be home. Behind the wheel, it was just like driving a standard Defender. And just like a standard Defender, motorhomes are known for holding their value. Use it but don’t abuse it, keep it clean and look after it like it was one of your children and you’ll get back a good chunk of what you spent
sell, of course.
standard. If you wanted
We can tell you from experience that even with the Sherazee conversion on the back, the 130 we tested was no less capable than standard. If you wanted
The Sherazee was designed with a hatch through from the living area to the back of the cabin, allowing you to make some sort of getaway in desperate situations. Various electrical services can be seen on the panel above it, including a monitor for the batteries – as well as the main unit, the vehicle also carries a second leisure battery
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Which is good, because a vehicle built professionally to this sort of standard is going to cost premium money. Based on the price Footloose 4x4 was quoting for the Sherazee ten years ago, for a similar rig now you’ll be doing well to get on your way for less than a hundred grand. But then, you could get an entry-level new Range Rover for that and guess what the dealer will be offering you for it in three years’ time? More to the point, guess how many life experiences you’ll have had if you choose to put your money in a vehicle built to carry you, sustain you and house you wherever in the world you choose to travel? You can’t guess, no, because the number is incalculable, and infinite. The Sahara and Sani Pass? Iceland, Uyuni, Tibet? The Dempster Highway, the Canning Stock Route…? Or a nice comfy seat for the jams on the M25 each morning. Life choices, huh?
Yes, we’re telling you all this in the context of a conversion you can’t buy anymore. But this hasn’t been a story about a product so much as a story about an idea. There are many ways of prepping a Land Rover for world travel, and this is not the most conventional of them. But as it illustrates, there are plenty of possibilities beyond the usual roof tent. Being an overlander already makes you a free thinker, after all…
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Rogue tendencies
Back in the day, Rogue Vogue was one of the best known vehicles in the winch challenge scene. But actually, it was a whole dynasty of trucks – which started with a Range Rover and went increasingly rogue from there…
Words: Olly Sack
Pictures: Steve Taylor
We’ll be honest: this one’s a blast from the past. Something like a decade and a half ago, Nick Watts built a Range Rover based off-roader to compete in national-level winch events. He called it Rogue Vogue. Then a year later, he tore it apart and built another one.
It was called Rogue Vogue too. But the problem with the first had been that it was too heavy, so this one wasn’t actually based on a Range Rover at all. Which makes it really rogue.
We’re looking at the first one here. Though actually it was the third. Wot?
The story goes back to Nick’s childhood. ‘We used to travel across
Salisbury Plain to visit family,’ he says.
‘I remember many trips spent looking at the rather bleak view of traffic following traffic. Occasionally, there would be groups of vehicles that were totally different to anything else. Land Rovers –Army Land Rovers. It was years until I realised the potential for these vehicles.
But then my brother bought a LWB Series II diesel – and the rest is history.
‘The first Land Rover I bought was a Series I, when I was 18. It was in need of a total rebuild, which I eventually did after ten years. In the intervening period, I bought and eventually re-chassised a Series III station wagon on to coils. Actually, it occurs to me now that
my brother has a lot to answer for, as I then bought a Range Rover – having been terribly impressed with the one he had bought!’
This was a bobtail with a 3.5 V8 and Torqueflite auto, which a friend of Nick’s had built – before selling it to someone who went on to neglect it. When it came back up for sale, Nick pounced.
‘When built, it had a nice paint job which had long since seen its best,’ he continues. ‘But it had a name painted on the side: “Rogue Vogue.”’
In true Land Rover fashion, the numbers have only really been filled in by history. Just as there was no such thing as a Series I until the Series II came
along, Rogue Vogue 2 was another 3.5 V8 auto, this time with the four-speed box, which Nick shortened and turned into a crew-cab.
‘It was never really named,’ he admits, ‘but it fills the gap.’
One reason why this Rangey only ever became a footnote in this story is that having built it, Nick had to sell it on again as he was having a baby.
‘Not personally,’ he adds, in case you were wondering.
It didn’t take a whole lot of nappies and sleepless nights to convince him that in actual fact, his workshop was probably the most peaceful place left in his life. ‘I lasted about six weeks with-
out a project. I had to start something to save my sanity.’
That new project yielded the truck you see here. ‘I started to consider what attributes the ideal off-roader would have,’ says Nick, ‘bearing in mind the reduced time I now had to repair and straighten bent bits. By now, I had a sensible Discovery and a trailer, so I could build something with minimal weather protection and tow it to events.
‘I knew I wanted to do competitive events, having seen what Paul Wightman had done in the previous two years. So a roll cage was going to be essential, as would at least a front winch and preferably rear. Constrained by the lack of available funds, I started to collect bits as they came up; the front winch I already had from the original Rogue Vogue, and I bought a second-hand full roll cage from a car which was scrapped by a friend of mine.’
‘Then another good friend of mine decided that he should get a new car so that his ‘tidy’ Range Rover could become his off-road toy. This meant he wanted to bobtail it. We cut a deal which saw him get my bobtail and me get his four-door Rangey, which had a carbed V8, three-speed auto and a very battered body.’
Now there was a vehicle to work on, the project could begin in earnest. And Nick wasted no time in getting well and truly stuck in. ‘We cut the body off from the top of the windscreen, the bottom of the B-post and across where the rear wheelarches start, and sent it, complete, to the scrap yard. Then we cut the rear end of the chassis off, level with the back of the tyres.’ No messing about there, then.
Having come from another Rangey, the cage was ready to be plonked right down on to what was left of the chassis. ‘That was the basis for the whole shape of the car,’ says Nick. ‘We rejoined the back end with a 6mm winch tray, ready for a winch when one came up, put in additional tube work to support plastic sheet panels and removed the front inner wings to allow more room for the tyres to turn in on full lock.’ These were eventually replaced with galvanised sheet, after the side tubes had been extended forward and down to the chassis rail. Above this, the original bonnet was used – albeit shortened by 4.5 inches.
Talking of inches, as we all know every well thought-out project starts with its tyre size and works back from there.
Nick found a set of 80-Series Land Cruiser axles for sale and figured it was worth the 400-mile round trip to go and get them. They’re famously strong and contain locking diffs at both ends, so he was right. Being a blacksmith by trade, building his own suspension held no fear; he fabricated a one-link set-up for the front (seen here), with two tubes converging on a single pivot in the centre of the gearbox crossmember, then at the back he used radius arms with a reversed A-frame, meaning there was no need for panhard rods
Except that when you go to Billing and there’s a special offer on bigger ones, you work back from there instead. ‘I set out to get 235/85R16s,’ Nick explains. ‘But when it came to it, the show price for 35x10.50R16s was the same. So no choice, really!’
Whatever tyres you fit, they’re not a whole lot of use without an axle to chuck them on. The big surprise here is that in the early days of Rogue Vogue 3, these were completely standard. Nick recalls that at this stage, the vehicle was ‘useable,’ but things were about to get a lot more interesting.
‘I built and fitted a version of a three-link system, which I had tried with great success on the previous Rogue Vogue,’ he says. ‘This time, rather than bolt it on, I welded it direct to the axle casing but bolted it on to the chassis for convenience. I converted the rear to three-link with a panhard rod, which worked really well – though I found it hard to keep the bushes on the third link in one piece.’
Helping it all flex properly was a set of Pro-Comp RS9000 damper, with 14 inches of travel at the back and 12 inches up front. But then Nick started thinking about locking diffs, as you do… which got things going in a whole new direction.
Normally, when you want to put lockers in a set of Range Rover axles it’s a simple case of deciding which brand to go for. Not here, though.
‘A set of 1993 Toyota Land Cruiser HDJ80 axles came up on eBay,’ says Nick, ‘and I decided that at £350 they represented the best value for money way of fitting diff locks and uprated shafts and CVs. So I travelled to Worksop to collect them – 200 miles each way!
‘I fitted the front axle on a single link of two tubes converging in the centre of the crossmember under the gearbox. The rear axle was fitted with radius arms and a reverse A-frame on to the centre of the existing A-frame crossmember, meaning I didn’t need to use a panhard rod.’
So, that was an easy way of fitting axles which not only had lockers but also delivered bomb-proof internal strength. Except they didn’t. They’d lock alright, but it didn’t take long before the CV joints announced that they were worn out. Cue a set of aftermarket replacements, whose problem was that, in Nick’s own very technical assessment, ‘they turned out to be crap.’
Answer? Stop messing around.
Longfield Super Axle, which is based in Washington State, offers a transferable
lifetime guarantee against breakage on all its CVs and UJs. People tend not to have to take them up on this.
The axles might not have let go, but Nick admits that in the vehicle’s first season it confronted him with technical problems on every single outing. Despite this, he competed in all eight rounds of the 2008 All Wheel Drive Club challenge series. ‘We finished in the top third,’ he says, ‘which was our goal at the start of the season. However, it was clear to me that the Range Rover lacked a certain finesse.’
This is where the story takes a dark and troubling twist involving a Suzuki Vitara – the aforementioned Rogue Vogue that was very rogue indeed. You need to be pretty dedicated to build two new vehicles in consecutive years, but that’s what Nick did – stripping the Range Rover of its axles, winches and various other bits in the process.
The good news is that the remnants were sold on to someone else. What became of them, we don’t know – however the Range Rover is still alive today and has a current SORN ticket. Which says something about the solidity Nick built into it in the first place… and, of course, of the original Rangey’s ability to keep on doing its thing – even when all around it is going rogue.
The Wheel and Tyre Specialists
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Opinion divider
big 4.6… and almost as short on power as the 2.5, too.
ew vehicles divide opinion like the Range Rover. And few Range Rovers divide opinion like the P38. It was massively complex for its time and laden with electronics, not to mention the feared air suspension – but it was one of Land Rover’s best at resisting rust and when it was working, it was lovely to drive.
Series I (1948-1958)
Most people tend to go for either the 2.5 diesel, which was willing but short on power, or the lusty but frighteningly thirsty 4.6 V8. That’s because the 4.0 V8 was almost as frighteningly thirsty as the
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)
These military vehicles can easily be distinguished from regular
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.
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
As a result, it’s always been the least in demand. Old P38s have long been used as work hacks and off-road toys, but with the 4.0 appealing to nobody who does either of these things it’s the one that’s most likely to have been spared a bruising in later life.
Search out a cared-for post-99 one with the Bosch management, and laugh
£5000-£85,000
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-£35,000
They still carry the simplicity of earlier Land Rovers, but the Series III remains the most affordable way into owning a leafer.
Pros: Most affordable route into Series ownership. Still has the Series pedigree. Parts still widely available
Cons: Not yet as desirable as the earlier Series models
out from the crowd. They’re a rare breed, though – so if you’ve got one, it’s worth keeping hold of.
Pros: Not like all the other Land Rovers out there. Military background. Lovely 2.25 petrol
Cons: Appearance isn’t to everyone’s taste. Exclusivity over regular models means they command a price premium
at traders asking silly money for ‘classics.’
This little loved Rangey could prove to be an awful lot of car for your money.
Series II/IIA (1958-1971)
Forward Control Land Rovers are a cult within a cult. They’re a real
much of that early charm. Prices seem to have peaked now, however they still remain strong for good examples.
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
Insure a Range Rover 4.0 with Adrian Flux from £300
• Based on a standard 2001 Range Rover 4.0 SE. Valued at £4000, unlimited mileage. 50 year old driver, fully comp, £350 excess
£2500-£40,000
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 – and enjoy Cons: Bulkheads and chassis rot, springs prone to seizing
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
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
having heavy-duty ENV axles, but engine-wise they had the familiar 2.25 petrol and diesel lumps. So, don’t expect performance – but do expect to be given an ‘interesting’ time in the workshop…
Pros: A Land Rover like no other, if that’s what you want Cons: Especially brutal to drive, and to find parts
and fittings from their Army life, which adds interest. This is a vehicle for enthusiasts, though, with costs that are sky-high even by Land Rover standards. Pros: Master of the road. Lovely V8 soundtrack. Everybody who sees one loves it Cons: Monumental running costs. Expensive to buy, too
The Series II/IIA is more affordable than a Series I, yet it still carries
The Series III wasn’t too dissimilar to the Series IIA in mechanical
The Tdi engine, which arrived with the Defender name, can last for
decades if it’s looked after. And with prices having dropped recently, they’re more affordable than they have been for many years.
The good thing about the earlier 200Tdi is that it’s simpler than the later 300. What you gain here you lose in refinement, but this is seen by many experts as the best Defender of them all.
The LT77 gearbox in the 200 Tdi is more truck-like than the later R380, and these vehicles didn’t come with bling. Just be sure it’s an original Tdi you’re getting, not an old Discovery conversion.
Pros: The perfect combination of tradition and modernity
Cons: Lots of horrible and/or deceptive ones around
Defender 300 Tdi (1994-1998) £3500-£40,000
replaced, though
the two are related. It’s much more refined and smoother to drive, though there are more electronics involved so later versions in particular are less of a DIY fix.
The arrival of the 300 Tdi also brought with it the R380 gearbox. This used to have a terrible reputation for relability, but most have been put right by now and they’ve
become sought after for their light clutch and better shift action. It was during the Tdi era that Defenders started getting things like alloys, too. You might even find one that’s not been off-road… Pros: Strength and simplicity. Perhaps the definitive Defender Cons: Sure to be very different to when it left the factory
TDCi (2007-2016) £6500-£275,000
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
You can find special editions and boutique conversions to TDCi models that cost obscene amounts of money. You will pay a premium for any these late
Defenders, however the era of skyrocketing prices seems to be over and TDCis have dropped further in value than the Td5. So a good 2.2. could now be quite a shrewd investment
Pros: Efficiency, creature comforts, off-road prowess
Cons: Price, electronics, TDCi engine is unloved
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.
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.
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:
Despite having more electronics than the Tdi, a Td5 Defender can still be a DIY machine. Parts are in plentiful supply,
(2020-on)
If the subject of the new Defender comes up in enthusiast circles, try
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,
£45,000-£185,000
making modifications – a market Land Rover wants to take back and have for itself. It won’t hold its value long-term the way an original-shaper does, either. But this is still a superb vehicle.
Pros: Comfort, capability, rugged fitness for purpose
Cons: Not cheap to buy. Lacks the old one’s basic charm
The Td5 engine is arguably Land Rover’s most reliable unit and it’s
The 300 Tdi engine is very different to the 200 unit it
When Land Rover introduced the Defender name, it was actually the
It’s also a notable classic in its own way, as it heralded the start of the company’s modern era. It has its issues, though. The viscous coupling is expensive to replace and can be upset simply by running mismatched tyres.
The 1.8 petrol used to be notorious for head gasket failures. Today’s replacements are much
more robust, but a late diesel is your best bet. Even these can go calamitously wrong, though. This was a more complex car than it needed to be, and buying one for sweeties now doesn’t change that.
Pros: Cheap to buy, no big rust issues, surprisingly able off-road Cons: All sorts of things can go wrong, some very expensively
Range Rover Classic (1970-96) £2500-£225,000
are people who do just that, preferring to invest new-car money in a restoration than spending it on a current model.
It’s a smart policy, too. An early two-door can cost mega money, but any Classic will appreciate in value if kept in good condition –and sought-after rarities like the CSK and LSE can be a gold mine.
Range Rover (2002-12)
The Mk3 Range Rover hit new heights of luxury and was more re-
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…
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
£2200-£24,000
This isn’t a DIY motor, but it certainly is a Range Rover, with brilliant off-road and towing skills. It relies a lot on electronics, but they work wonders – and the deepdown engineering is very robust.
Pros: Great off-road, luxury, image, TDV8 powerplants
Cons: Very complex. Huge running costs
Freelander 2 (2006-2015) £2000-£15,500
The
was
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 – £15,000 now gets you a late one on tiny miles.
Pros: Reliability, refinement, economy of diesel engine
Cons: Transmissions can wear quickly if used for towing
own, even today. The problem is that they’re very complex and very, very good at going wrong.
spent at least part of its life being worked on by idiots
The fifth-generation Range Rover takes
position as
Land Rovers, you’re likely to be thinking about how many real ones you could buy with this sort of money. It wouldn’t make a bad way to tow your collection about the place, though…
Cons: To at least 99% of people it’s utterly divorced from reality Range Rover (2022-on) £99,000-£220,000
car to greater extremes than ever, with lavish equipment and endless opportunities for personalisation. It’s a supreme lifestyle wagon for the rich: to many of Land Rover’s traditional fans, on the other hand, it’s the supreme irrelevance.
If you can afford one, few cars could be as pleasing. However if you can afford one and you love
The second-generation Range Rover Sport is 400kg lighter than
the original, meaning it’s almost economical to run. It feels really nimble and agile on the road, too, and it comes with a range of engines giving it a brisk turn of pace. Some won’t like the flamboyant posture, while others will love it. Either way, inside the cabin it’s very nearly as luxurious as the full-house Range Rover.
Pros: Immense prestige, and sublime both to be in and drive
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
If you can afford the SVR model, you’ve got a super-SUV with rap star image. In every case, though, running costs will be vast. Parts don’t get any cheaper because you bought it second-hand…
Pros: Performance, refinement, handling, glorious interior
A Mk2 Rangey in good working order is still a sensational car to
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
Still, you’ll get a classy motor with proper off-road and towing skills. It’s becoming a classic, too, and prices are still tiny considering everything you get.
Pros: Luxury, price, a Land Rover that doesn’t rust Cons: Electrics. Be very afraid Range Rover (1994-2002) £1000-£29,000
Range Rover (2012-22) £15,000-£75,000
range supply copious amounts of power, and its road manners are absolutely impeccable.
It’s startlingly capable off-road, too, even if getting one muddy would feel like bad form. Most that leave the tarmac probably do so only when their owners are in the mood to blow some grouse out of the sky.
Inside, the Range Rover’s cabin is superb, with sumptuous trim and cutting-edge equipment. Prices are, of course, as immense as the vehicle itself. But if you can afford it, so too is the presence a Rangey will give you.
Pros: Class, luxury, engines, vast all-round capability
Cons: Price
Range Rover Sport (2005-2013) £2000-£17,500
The Sport is mechanically similar to the Discovery 3 – meaning it’s
a supreme off-roader as well as being a funky road ride. It doesn’t handle like a sports car, but is agile enough for an SUV.
A Discovery of the same era is far more practical, however, while a full-fat Rangey has more class.
The Sport is still a massively able tow barge, though, in addition to all its other virtues.
You’re looking at a car which many people associate with rich chavs and criminals, however. And being based on the Discovery 3, it can’t help but share that vehicle’s reputation as a money pit.
Pros: Decent performance and all-round dynamics
Cons: A Disco 3 is more usable. Expect horrific running costs
Range Rover Sport (2022-on) £80,500-£145,000
Hilariously, this is what counts as the affordable way in to owning a
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:
Cons: Marmite image. Pricey to buy and run Range Rover Sport (2013-22) £13,500-£65,000 When
new Range Rover. The Sport is less about being chauffeur driven and more about lording it over other aspirational school runners, but once again it’ll be lovely to drive.
Like the full fat Range Rover (a phrase which has never felt more appropriate), the Sport is available with an old-school V8 engine that gives you racecar performance in
has adopted a similiar back end to the
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
return for NASA-level emissions. Most UK customers with opt for an altogether healthier plug-in hybrid, but they’ll still get a vehicle that’s brutally fast a well as being able to do the normal Range Rover stuff.
Pros: Smooth, refined, comfy… and game for a laugh, too
Cons: Still hasn’t quite shed its proceeds-of-crime image
hybrids, available with diesel and petrol engines combining to an electric motor. Only the base
The fourth-gen Range Rover is a majestic 4x4. All the engines in the
The Freelander 1 is a cheap gateway into Land Rover ownership.
Freelander 2
a massive improvement on the model
The original Rangey is a classic you can use everyday – and there
its
a luxury
The Velar a competent cruiser and has received numerous accolades
because of its particularly handsome exterior. It’s based upon the same architecture as the Jaguar F-Pace but has greater off-road ability and is available with a wide choice of engines, most of which combine good economy with usable everyday performance.
The interior was Land Rover’s most advanced cabin yet when
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
it came out. It was very much designed to be a trend setter.
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
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
Discovery 4 (2009-2017) £6000-£30,000
Somewhere between a facelift and a whole new model, the Disco 4
is basically an evolution of the 3. It looks similar and is still a practicality monster, as well as being hugely impressive on and off-road and a hero in front of a trailer, but despite being only subtly tweaked inside feels far more luxurious.
That hasn’t prevented it from suffering all the same issues as time has gone on. You need to
with the same 100” wheelbase and a slick body containing a spacious, flexible cabin. It was well equipped and refined, and it came with the wonderful Tdi engine.
Over time, the Disco’s epic ability meant almost all of them were hammered at playdays. Lower body rust is a big killer, too. So it’s rare to find a good one now,
and capable off-road, genuinely luxurious and a giant of a tow truck, and as well as being able to seat seven adults it can be turned into a van with a totally flat rear load area.
But it was also astonishingly complex, and these days it has a reputation as a money pit.
Air suspension and electronic
and when you do they tend to be priced with a lot of optimism. Very early ones in tip-top condition are full-on classics, too. For a sound one to own, we’d look for a tidy 300Tdi.
Pros: Price, practicality, parts availability. Epic off-road ability
Cons: The body rusts like it’s been doused in sea water
handbrakes are big sources of woe, cam belts are a body-off job to change and rust is becoming more of an issue. Get a good one, though, and it’s all the car you’ll ever need.
Pros: Good at everything. Lots of accessories available now
Cons: The phrase ‘money
start off by buying the best you can possibly afford – and at the top of the market, they don’t come cheap. Get it right, though, and this is as good as a modern Land Rover has ever been.
Pros: Most LR fans’ idea of what a Range Rover should be like Cons: Still a potential money pit, and the best are expensive
Discovery Sport (2015-19) £600-£22,000
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.
There are some tidy deals to be had on late high-spec examples now – though if you do a search for ‘Ingenium reliability’, you might end up deciding to buy something Japanese instead…
Pros: Seven seats. Practical, and capable enough off-road
Cons: Back seats only for kids. Reliability worries over engines
it to be – but it’s much more luxurious than anything else short of a Range Rover.
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 indeed.
£13,500-£77,000
One in five Disco sales go to the commercial model, which is available as a high-spec luxury tax buster. But every model is a supremely able, flexible all-rounder for work and play.
Pros: Immense blend of class, comfort and practicality
Cons: Feels more like a softroader than a proper Discovery
The original Discovery was based on the Range Rover of the time,
The Disco 2 is powered by the Td5 engine, one of Land Rover’s most
The Disco 3 is an astonishing allround vehicle. It’s good on the road
The Discovery Sport packs seven seats into a Freelander-sized
28 Issue 134: Winter 2025
90 (1984). Chassis needs outriggers, dumb irons and rear crossmember. Bulkhead sound. Good doors. Needs seats. Runs and drives but no brakes )burst pipe).
exempt. £3750. Rhayader. 07979 765117 12/24/008
Defender 110 Tithonus FFR (1987). 77,000 miles. 2.5 n/a. Solid chassis and bulkhead. Full Wolf cage, rubber matting. New HD rims. Winch, spots, NATO hitch and towball. MOT May. £8750. Accrington. 07740 857189 11/24/002
Defender 90 Td5 (2005) 36,000 miles. Owned approx 8 years but never used on or off-road. Just had a major service, all fluid changes, wheel bearing regreased. Long MOT. £16,500. Winchester. 07717 793877 11/24/001
Original Series IIA (1958-60). ca 86,000 miles. First registered 1970 after belonging to Bristol University. Brand new mud tyres inc spare. Bonnet spare wheel fitting. £13,900 ono. Mountain Ash. 07359 081736 12/24/007
Defender 110 Tdi ST (1989). 216,000 miles. Waxoyled chassis, new head gasket on 200 Tdi engine. Grey, red seats, teak style rear floor. Turns heads everywhere! MOT July. £19,950. Chesham. 07711 706844 12/24/003
shocks, exhaust, RTC steering damper. Regularly serviced. MOT Feb. £12,000. Manningtree. 07971 594581 11/24/008
Defender 90 County (1996). 30,700 miles. Time-warp. Lightly restored. Chassis in near-new condition, excellent doors, bulkhead, floors etc. Lanoguarded. Immaculate paint. £21,995. Lichfield. 07792 604141 11/24/003
Defender 90 Tdi (1997). 150,000 miles. New galv chassis, rad, swivel housings, side steps, discs and pads. Solid bulkhead. Electric leather seats, LEDs, stainless exhaust. MOT June. £10,950. Selkirk. 07789 551149 11/24/004
Discovery 2 TD5 (1999). Diff-lock. Mapped. +4” springs, Insas, dislocation cones, steel bumpers and rock sliders, Rhino winch, snorkel, HD seat covers, no ACE or air suspension. MOT Oct. £3000. Scunthorpe. 07871 350608 11/24/007
Range Rover (1971). Suffix A. Chassis stripped, media blasted, repaired to a high standard. New bushes, diff seals, callipers, discs and pads, springs and Koni shocks. Refurbed swivels. £13,750. Benfleet.
Discovery Td5 auto Overland (2001). 170,000 miles. 2” lift, winch, Tuff Trek tent and awning, fridge slide, 40l water tank, split-charge, 100Ah battery. Many major new parts, very good chassis! £9500. Midhurst. 07738 217742 12/24/004
For over 40 years, servicing and repairing Land Rovers has been made easy with Britpart.
As the leading independent wholesaler, we’ve a wide range of accessories, service and repair parts for the entire Land Rover marque.
We can supply body components right down to replacement nuts and bolts and everything else in between and with our range of accessories you can make your Land Rover as unique as you.
To find your nearest stockist - www.britpart.com/distributors