Page 22: A Series IIA Air Drive that’s ready for restoration – and as rare a Landy as you’ll ever see
LANDY
WINTER 2024
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REVS Restore 88 takes centre stage at RAC THROUGHOUT THIS YEAR, a team of volunteers has been restoring a 1975 Series III under the auspices of the REVS community. Headed by Reverend Adam Gompertz, this is a not-for-profit organisation promoting mental and spiritual welfare among car enthusiasts. The Land Rover spent the first part of its life in the Falkland Islands, where it worked as a Fire Tender with the Royal Navy, before returning to the UK in 1999. It was most recently owned by Tim Compson, who donated it to the cause – whereupon it became known as the REVS Restore project, allowing volunteers to aid their own mental health by working as part of a team to bring it back to life. ‘The REVS Restore project was designed to allow people to experience some restoration of their own mental health as they worked together to bring the Land Rover back to a presentable and drivable state,’ says REVS. ‘For one weekend a month, the team of volunteers has been working in the Heritage Skills Academy workshop based at Bicester Heritage. ‘These volunteers were made up of different ages, some with little experience and who have never taken on such a project, with a vehicle that has been off the road for over 10 years. They have learned new skills, found new confidence and valued the sense of community and purpose fostered by
Issue 121: Winter 2024
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being a part of the group.’ The project got underway in January, and in July the Land Rover’s engine was fired up for the first time in many years. Though it is not yet complete, by September it could be driven within the grounds of Bicester Heritage and later that month it was awarded the honour of being displayed in the famous rotunda of the Royal Automobile Club’s headquarters in Pall Mall. The RAC’s relationship with the REVS Community goes back to 2021, when Rev Gompertz was awarded the
Club’s title of Personality of the Year. Since then, the two organisations have worked together to promote the motoring community as a place where people who love cars can find benefits for their mental health. ‘It truly an incredible privilege for us to be able to display the Land Rover in this historical and prestigious location,’ said Rev Gompertz. ‘With the support of so many people, it shows how the car community wants to engage with such an important subject. ‘Thanks to the Royal Automobile Club, we have a fantastic location to put mental health front and centre in the minds of so many people. Our thanks go to them for this opportunity. Indeed, there are so many people to thank; it has been quite a journey.’ Those people include Britpart, Luzzo Bespoke, Heritage Skills Academy, Howden Insurance, Michelin, Autosparks and Bicester Heritage, all of whom continue to support the project. Their generosity, along with a number of donations from private individuals, has allowed the team to power on with the business of bringing the Land Rover back to life. ‘It’s a pleasure to support such a worthwhile project,’ said the RAC’s Head of Motoring Jeremy Vaughan. ‘And to see the Land Rover at the Club makes it even more special. ‘We’ve thoroughly enjoyed our relationship with Rev Adam Gompertz since we awarded him Personality of the Year in our 2021 Historic Awards. We’ll be keeping a close eye on the project and look forward to seeing the finished product.’ As do all of us.
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Issue 121: Winter 2024
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Twisted Defenders set to join Japanese market
apan gave us faster motorbikes than we could make and 4x4s that don’t break much. In return, we gave them the whisky we couldn’t afford ourselves. But now we’re giving them Twisted Defenders, too. Twisted has agreed a long-term deal with Yone Motors which will see
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its remanufactured Land Rovers being shipped to Yokohama for the Japanese market. The company is owned by Valuence, a business which focuses on ‘repurposing and reusing luxury goods, antiques and art to extend their lifecycles and promote a circular economy in Japan and abroad’ – something which, however easy it is to sneer at the enormous mark-ups on Twisted’s vehicles, is exactly what they’re about. The first vehicles for the Japanese market were V8-engined TVS and TV8 models, which were prepared in Britain. In the future, however, Yone Motors will bring its own know-how as a vehicle modification specialist to bear on Land Rovers sourced in Japan; these too
will be sold under the Twisted brand umbrella. ‘To take the British icon that is classic Defender, re-engineer and upgrade it in Yorkshire, then send it to Japan is monumental for the Twisted team,’ said Twisted founder Charles Fawcett. ‘The vehicles leaving the workshop have had over 1200 hours each spent on them by the finest British technicians. ‘There is a significant volume of standard Defender in the Japanese market and longer term these will be used as base models and assembled under license in Japan by Twisted trained technicians. This is the beginning of an exciting journey for Twisted on the other side of the world.’
NEXT MONTH’S ISSUE OF THE LANDY IS PUBLISHED ON 11 DEC You can pick up your copy of our January 2024 issue from selected newsagents and Britpart dealers – or read it online at www.thelandy.co.uk 01283 742969 • enquiries@assignment-media.co.uk • www.thelandy.co.uk • www.facebook.com/thelandyuk Group Editor Alan Kidd Art Editor Sam D’Souza Contributors Tim Gibson, Graham Scott, Alan Idle, Dan Fenn, Paul Looe, Tom Alderney, Gary Martin, Gary Noskill, Olly Sack Photographers Steve Taylor, Richard Hair, Harry Hamm, Michelle Thruxton, Vic Peel
Advertising Sales Manager Colin Ashworth Tel: 01283 742969 Publisher Sarah Moss Email: sarah.moss@ assignment-media.co.uk
While every 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-2.0 or similar, the image has been used under that Creative Commons licence. Details are available at www.creativecommons.org The Landy is published by Assignment Media Ltd, PO Box 8632, Burton on Trent DE14 9PR © 2023 Assignment Media Ltd
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Issue 121: Winter 2024
News
Gibson’s Gab
Seven reasons why I love Land Rovers It’s the last Gibson’s Gab this month, as our columnist hangs up his typewriter. The perfect time to spell out his admiration for the green oval Words: Tim Gibson ALL GOOD THINGS MUST END. See also, bad things. Which is why this column has reached its last iteration. After six years of whittling on about all things Land Rover, and quite often boring you with thoughts about the next way I intend to spend money I rarely have, the time has come to give it – and you – a rest. This’ll be the last Gibson’s Gab, and what better way to go than with a summary of all the things I love about Land Rovers? 1. Everyone adores them Have you ever met someone who doesn’t care much for Land Rovers? Thought not. Sure, you get the odd gripe about the shinies. But I defy
anyone to drive a Series vehicle on the school run and not become an instant object of fascination, admiration and envy. Land Rovers are loved. The ones worth loving, at least. 2. They’re like bottled adventure Sit behind the wheel of a 110 and you’ll feel as if the world’s your oyster. You may just be heading to Tesco to stock up on Thai Chicken McCoy’s, but you’ll know that you could reroute and cross the Sahara if the mood took you. Show me another vehicle that offers that day-dreaming potential, every single time you drive it. 3. They are beautiful I followed a Freelander 1, Freelander 2 and Discovery Sport along the M5
this morning. They were driving three abreast, giving the perfect opportunity to compare them. And what I noticed is that they’re all beautiful. Just stunningly evocative designs that combine off-road charm with crisp lines and genuine presence. That’s the same for every vehicle Land Rover’s ever made. There’s not a minger among them. 4. The best trips are done in Landies When Tim Slessor and his gang of Oxbridge grads decided to drive to Singapore, they used Land Rovers. When Alex Bescoby opted to recreate the trip in reverse for a Channel 4 documentary, his team did it in Land Rovers. When Monty Halls moved to the West Coast of Scotland for a year, he took a Land Rover. The long and the short of it is
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simple: the coolest adventures always involve Land Rovers. ‘Nuff said. 5. The Discovery 1 Everyone has their favourite, and mine will always be the Disco 1. I remember when it was launched, looking at the pictures of the G-WACs in Off Road and Four Wheel Drive and longing for my dad to chop in his Shogun for a proper 4x4. I love the blue Conran interior (someone has to) and I know that if I won the pools tomorrow, I’d source one for a nut-and-bolt refurbishment. And then I’d be happy, forever. 6. The Landy, and others like it A bit self-indulgent, this one, but I love the fact that, in a world where print journalism is dying and everything’s delivered in 30-second TikTok videos, people still buy a magazine or newspaper stuffed with information about their favourite vehicle. The future of journalism is specialist publications like this. And I’m proud to have been a part of it.
Post-Its on the windscreens for their owners. And the thing I learned is that the Land Rover enthusiast community is the best in the world. You’re the ones who gather around a shared passion, who argue about the merits of leafers and coilers and who will be so outraged by someone naming the Disco 1 as their favourite ever Land Rover you’ll write angry letters to the editor explaining why that accolade should go the 101 Forward Control. And my only sorrow is that I won’t be around in The Landy HQ to read them. But I can guess what they’re saying and I make no apology. That blue interior is the stuff of dreams.
7. You lot I spent my formative years hanging around the car parks at 4x4 shows, spotting vehicles to feature in Total Off Road or Land Rover World and leaving
My thanks to Tim for his insightful, entertaining and always very readable columns, which have illuminated this page for the last few years. Landy HQ will be a poorer place without him. Ed
W W W. T I M F RY L A N D R OV E R S . C O. U K parts@timfrylandrovers.co.uk | service@timfrylandrovers.co.uk | sales@timfrylandrovers.co.uk | salvage@timfrylandrovers.co.uk
TIM FRY LANDROVERS KING ALFRED WAY | BATTLEDOWN CHELTENHAM | GL52 6QP
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Defenders are worth less. For now…
Issue 121: Winter 2024
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F
or a long time, the question has been ‘what’s it going to take for Defender values to start coming back down,’ or words to that effect. Now at last we’re starting to see that the answer is ‘a perpetual state of economic disaster caused by the most unfit for purpose government in living memory.’ Or words to that effect. That wasn’t a party political comment, by the way. Anyway, Defender values. They were rock solid for years. ‘Put a finger in the air’ was one expert’s answer when I asked him how far it might go. The same expert said a year or two back that he thought the value of rough ones might be starting to soften a touch, but good ones were still worth as much as ever – but now, it’s apparent that the market has dropped across the board. Or has it? We all know that in the middle of the market, where you’re not selling scrap but you’re not selling blingers either, nothing much is shifting. That’s not just in the Landy scene, either. But I spoke to someone recently who was trying and failing to sell a Defender at sensible money – so he upped it to silly money and boom, sold. Pure luck, possibly. But I know of dealers trying the same trick with cars they’ve been struggling to move. And talking of silly money, there doesn’t seem to have been any slowdown in demand at the main dealers for new Defenders and Range Rovers. I’m talking about the kind of Defenders that don’t depreciate, though. Or at least they didn’t, until recently. Again, though, I think it’s too early to write them off as an investment. I’ve been saying for ages that the Defender market acts more like housing than the used car market. And we all know what the housing market is like at the moment. There are other factors too, of course. But I suspect that if the economy ever manages to get back up off the floor, you’ll see house prices climbing – and those of old-shape Defenders doing just the same thing. If I had a large barn and a bankroll, I suspect I know what I’d be doing with them. Alan Kidd, Group Editor alan.kidd@assignment-media.co.uk
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Issue 121: Winter 2024
LAND ROVER trip in France ?
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Bowler 90s reign in Spain
B
owler Motors wrapped up the 2023 international off-road season with a stellar performance at the Rallye TT Guadalajara in Spain. Regarded locally as the toughest event in the Baja series of cross-country events, this combined punishing terrain with strength-sapping heat – not to mention a high-quality field of competitors. Nonetheless, a trio of Bowler’s Works Defender 90s showed their ability to live with the best of them, consistently putting in stage times that kept them in the hunt for top honours. Leading the way, Dan Beecroft and Barney Gillespie climbed six places over the course of a short super-special prologue which decided the starting order for the following morning as the event proper got underway. It was an early start, too, with a low sun causing problems as the vehicles set out into a gruelling 168-kilometre marathon special stage featuring a variety of dense forest sections which transitioned into fast, sweeping tracks across the parched countryside. This was followed by a shorter 89-kilometre stage, after which the vehicles arrived in service – with only their tyres and air filters needing to be changed. By contrast, a large number of their competitors had by now dropped out through mechanical failures – a testament to the robustness of the Land Rovers and, of course, the thoroughness of Bowler’s preparation.
Some things can’t be legislated for, however, and in this instance a spanner was thrown in the works for the team of David Beecroft and Fraser Parish when the latter was taken ill. Aided by the Defender’s very effective climate control, he was able to battle on through the first stages of the event, but the team were ultimately to retire without completing the concluding special, another 168-kilometre marathon. Thus the event turned into a showdown between early pace setters Dan Beecroft and Barney Gillespie and Paul White and Paul Chambers. The former maintained their strong pace to the end
– however White and Chambers were ultimately to prove even faster, finishing in a time of 7:29:06.2 to win the Bowler class and take a hugely creditable eleventh place overall. Behind them, Beecroft and Gillespie brought their 90 home in a time of 7:53:49.1. Though only two of the three Defenders were to finish, the Bowler crews demonstrated the vehicles’ top-level credentials to a large crowd of spectators in Castilian-La Mancha. Another highly successful outing for Land Rover’s factory motorsport outfit – and a triumphant conclusion to an excellent season’s rallying.
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Issue 121: Winter 2024
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all the charging cables you’ll need. So wherever you go, that’s all your portable electrical requirements covered from one power source – cameras, phones, torches, laptops, mini coolers, lighting, sorted. The Terrafirma Power Panel, meanwhile, is a foldable two-section, self-supporting, 100w solar panel that folds into its own carry case for protection when not in use. You might not turn to this kit for a major expedition, but for a camping motor it’s absolutely spot-on and you don’t need to be
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Issue 121: Winter 2024
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Design Development Engineering’s electronic parking brake for Series Land Rovers Price: £1176 inc VAT From: www.designdevelopmenteng.co.uk
THIS MIGHT WELL BE THE MOST CONTROVERSIAL PRODUCT WE’VE EVER FEATURED. You don’t have to look far to find someone with bad things to say about old Land Rovers’
handbrakes – but you probably don’t have to look any further at all to find someone with even worse things to say about newer Land Rovers’ electronic handbrakes. We’re looking at you here, Discovery 3 owners. So, an Electronic Park Brake conversion for Series vehicles? Wow. It’s the work of Design Development Engineering, so we immediately know that it’s going to be good. It’s intended to complement the company’s Series Rear Disc Brake Kit, and is also ‘ideal for all those EV conversion in build.’ Well, we did warn you that it was going to be controversial. Shall we start with a quick round-up of Design Development Engineering’s disc brake conversion kits? Priced at £432 and £384 including VAT for the
front and rear respectively, both of which are also pictured here, these include the bits you’ll need to install Land Rover’s own genuine calipers, discs and pads. They’ve been available for a while, but the latter has recently been adapted to include calipers with mounting brackets for the Electronic Parking Brake.
Which, since we’re now on the subject, costs £1176, again including VAT. Intended as a replacement for the standard manual transmission brake, this is ideally suited to EV conversions, in particular if you’re discarding the original gearbox and transfer case. You get two EPB calipers, four mounting slider posts, an ECU and a
wiring loom to suit both 88” and 109” Series motors, as well as full installation instructions. A word of warning, though – the original Series rims won’t fit around them, however Discovery 1, Wolf XD and modular steels all will. If you’re after fitting an electronic handbrake, we very much doubt you’ll mind messing with your Landy’s originality…
New 1:18 scale Defender 110 from Traxxas could be the answer to your radio controlled rock-crawling prayers (and to the inevitable seasonal question…) Price: ca £220 plus VAT From: Britpart stockists IF YOU’RE THE PERSON WHO’S JUST STUMBLED UPON A COPY OF THE LANDY WHICH HAS BEEN LEFT CARELESSLY OPEN AT THIS PAGE, we apologise. Because your mission for Christmas is now to buy a
Traxxas Land Rover for whoever it was that left it there. There are many remote control models. Some are decent toys, some are cheap junk from you know where, a few are pukka. And Traxxas is Traxxas. The company’s 1:10 scale TRX-4 is a bit of a legend in RC rock-crawling circles, but it costs the sort of money that would once have got you two or three (real) Series Is. The TRX-4M is smaller, at 1:18 scale, and so too is what it’ll cost you. As in, the right side of £200
rather than the wrong side of £500. So that’s a good start. Traxxas says the TRX-4M ‘bridges the gap between the small crawler scene and 1/10 scale quality and performance.’ It has steel frame rails and four-link suspension with oil-filled shocks, and its 45° steering angle is reached by a heavy-duty 2065T servo which, and you can’t say this about the real thing, ‘delivers powerful steering authority, even on thick carpet.’ Something else you’re unlikely to say about the real thing is that it has waterproof electronics. That’s Traxxas proud boast, at any rate – that it ‘gives you the freedom to drive through wet grass, puddles and streams that force others to turn around.’ The TRX-4M comes complete and ready to race, with a fully licensed ABS body, Titan 180 motor, TQ transmitter and ECM-2.5TM control module as well as a 7.4-volt, 750mAh twin-cell battery and 2.0-amp USB fast charger. You get all the tools you need to look after it, too. Well, you don’t because you’re the person whose mission for Christmas
is to buy one of these bad boys for the person who left this copy of The Landy for you to stumble on. Although having read this far, you might by now
have decided to get your own back by getting one for yourself instead – in which case a visit to www.britpart.com will yield the name of a local stockist.
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14 A different kind of kit car w w w. t h e l a n d y. c o . u k
Issue 121: Winter 2024
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Words : Tom Alderney
This 1992 Defender 90 started life among the nobility. Now it’s waiting to be built back to its former glories
K
it cars are great, but the whole subject is riddled with booby traps. Dodgy kit quality. Hideous styling. Cars at the mercy of the bloke building them. The shame of driving a rip-off. The dreaded Q-plate. Of course, not all kits are like that. The good ones are probably better than many factory motors. But the very best? Well, you could be looking at it right here. It’s what you might call an accidental kit car. For starters, there’s no such thing as a kit car with provenance. But this here 1992 Defender 90 was first registered from new to the Right Honourable James Erskine, Earl of Mar and Kellie. A peerage of the Scottish nobility, the title dates from 1565 when it was created by Mary Queen of Scots; the current Earl is the 14th of the line and, given that he inherited the honour in 1993, most likely the first to have owned a Tdi Defender. Of course, it’s commonly said that Land Rovers are among the few vehi-
cles to completely break the boundaries of class. If you drive a Defender (a proper one, obviously), you can be the bloke who empties the King’s septic tank, or you can be the King. So for an Earl to have been this one’s first owner is not an extraordinary thing – though it certainly is notable. Anyway, that’s the past. The present is a bit less elevated – though the future is looking very noble indeed. Deep down, or on the surface if you prefer, it’s a 1992 Truck-Cab in Arles Blue. And most importantly, whoever buys it will get a log book confirming the fact. But what else will they get? A lot of work, is the blasé answer. But a lot of Land Rover, too. Even if it is in kit form. A brand new galvanised chassis is not what you’d call a bad start. It’s of the rolling variety, too, with its axles holding it up on +25mm springs and Cellular Dynamic shocks from Britpart. In addition to this, the A-frame has been refurbished – and it looks to us
like the axles and everything else holding them to the vehicle have been too. The brakes certainly have been, with new discs and pads, shields and stainless pistons, and the truck’s current owner points out that new hardware was used throughout while it was being assembled. On top of the chassis, a 300Tdi engine, LT77 gearbox and LT230 transfer case are currently bolted in place. What this tells you is that the former is non-standard, as the Defender was still powered by the older 200Tdi motor until mid-1994. Originality is always nice, and nobody likes an unknown quantity, but in this case the engine has had a new clutch, slave cylinder, spigot and release bearings and the LT230 has been professionally overhauled by someone who knows their LT230s. So the big stuff is all there, and so too is the other big stuff – by which we mean the rear tub, doors, wings, cab, bonnet, seat-boxes and windscreen and surround. These are described as ‘serviceable’, and they’re not all from the same vehicle, but the don’t appear to be in any way beyond being brought back to their first flush of life. One thing you won’t see any sign of in the pictures is a bulkhead. So if you’re looking at this and thinking ooh, that’s a cheap 90, you’d better budget for that too. Actually, you’d better budget for some reality lessons too, because while this could indeed be turned back into an outstanding truck, there’s still a good bit of graft to go into it before you get there. Someone’s put it up for sale because they don’t have the time to finish it, after all. Neither is the £6450 asking price going to be the beginning and end of your expenditure, either. But with what
it gets you, this Defender is almost the definition of the whole ‘blank canvas’ thing people always talk about. If nothing else, there’s less to undo before you build it back up the way you want it. The seller says there’s more in the kit than just what’s shown in the photos, too. So if you’re into mysteries, or you just enjoy opening lots and lots of boxes, there’s a truck here that might well float your boat. If nothing else, a predatory eBayer could turn a profit by buying the whole lot and flogging at again as separate lots – with the identity alone being worth as much as anything else.
So, winter project, anyone? With the market having become very, very sticky just recently, you’re best not to think of it as an opportunity to build a 90 on the cheap and flog it to some poor sap for silly money. But while everyone else is going low-ball in the hope of finding a desperate seller and running the risk of turning out to be that poor sap themselves, perhaps this here ‘kit car’ is an opportunity to put one together that you know is right. Fit for nobility once more? Over to you… The 90 is currently for sale, priced at £6450. You’ll find it in the classified ads on page 28 of this issue
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A bit of a Marvel It’s only three years since this 110 Wolf was disposed of into civilian hands after a life spent in Cyprus. During that time, it’s been rebuilt as a Perentie lookalike then turned back into a more traditional Army truck – and gone on to star in the movies alongside the guy they’re all calling the coolest man on the planet Words: Dan Fenn Pics: Alan Kidd
O
ne of the things about ex-military Land Rovers is that quite often, once they’re in civvy street their history becomes obscure. But this one is a bit different, thanks
to an owner who, to an unusual extent even by the standards of your typical Landy man, knows what he’s doing. It’s a TUM HS GS Soft-Top, so that’s a 110 Wolf to the likes of you and me.
We’ll start by saying that one of the areas in which its owner knows what he’s doing is that of staying private. We’ll just call him Stan (take a look at the number plate and award yourself a hundred geek points if you can work out why), which you can safely assume no one else has ever done. Mainly, he’s a bloke who knows his way around a Wolf. He has two. This is the one that was in the Marvel movie. Now, THAT got your attention, didn’t it? It’s not the one that went about the place with Hulk in the back and its nose pointing upwards, but it was in a scene If you don’t love the image of pioneer tools and a bonnet mounted spare, you need to learn how to love. If the Superwinch TSI 35 on the bumper looks unfamiliar, that’s because it’s the kind of machine that runs off the Wolf’s 24-volt electric supply
with Nick Fury. There are not many people, or even vehicles, that can outcool the actor who took that role, on account of he’s Samuel L Jackson, but if there is one you’re looking at it.
It’s been in other movies and TV shows, too. The Midwich Cuckoos series from last year, for example. Stan knows about this stuff because he’s the one who supplied it to the production
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Say what you want about Pumas – an engine bay with a 300Tdi in it is still one of the finest sights known to man companies, courtesy of a mate whose line of work is in sourcing vehicles for the screen. And he knows what the Wolf did during its time in the Army, too. Sunbathe, mainly. He submitted a Freedom of Information request to the Ministry of Defence, which came back showing that it had spent most of its life in Cyprus. It entered service on 29 April 1998 and spent just under a year in storage at Ashchurch before being shipped out to the Med. It first went to the Joint Security Unit before serving with the Royal Anglians, Mercians, Rifles, Duke of Lancaster’s, Fusiliers and Prince of Wales’ regiments, in some cases more than once as their tours of duty came and went. During this time, a member of the 2nd Battalion, the Royal Regiment of Fusiliers, managed to crash the 110. They managed to crash it so hard it needed a new chassis. As we know, Wolf chassis are built to take the sort of punishment only a squaddy can dish out, so this really must have been a big
one. She or he managed to wipe out the offside front wing, bumper, grille, driver’s door and even the gearbox oil cooler, too. The words ‘a’ and ‘mess’ come to mind. Anyway, the whole lot was replaced, chassis and all. This is what the Army does, though. Its kit needs to be fighting fit, just as much as the men and women who’ll be using it. Going into battle with a welded-up chassis would be like telling an injured soldier to pop a Nurofen and get on with it. Bravado gets you so far but to Be The Best you need to be at your own best, too. Which is an incredibly long-winded way of saying the Wolf has a service and maintenance record as long as your arm. Stan is pretty blunt about the way Army vehicles get treated by the people who actually drive them, but he points out that the way they get treated by the people who look after them is at the other end of the scale. A thing gets broken or stops working, it gets repaired. The phrase ‘Trigger’s broom’ was used during our conversation.
One exception here is the 300Tdi engine, which was rebuilt some time in 2016 after the cylinder head gasket let go. By now, the vehicle had had its Remus upgrade, which was done in June 2013, so it was equipped with full roll protection and extra sound deadening and that new chassis was full of wax – so while it had certainly taken a pasting during its life beneath the Cypriot sun, by the time it was repatriated to Britain and put into storage back at Ashchurch Camp, it was every bit as much of a ready-for-action Land Rover as it always had been. More than ever, in fact, you might say. That was it for whatever action it was going to see in the service of the nation, however, because its next stop was the disposal yard and in November 2020 it was registered by the DVLA as a civvy motor. This was as the property of the guy who Stan got it from, who had an interesting idea of what he wanted to do with it. Remus upgrade? Remus shmupgrade. Matey fetched off the roll cage.
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Above right: This is what Stan took on when he bought the Wolf. It was still in its Cypriot colours, but its first owner had tried to turn it into some sort of homage to the Perentie Land Rover from Australia
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Rolling the pitch ahead of a charity cricket match, being the scoreboard then hosting the party afterwards. If that’s not the definition of a General Service vehicle, we don’t know what is… What? Takes all types. He removed the hood, too, but kept its Cypriot camouflage and added a winch bumper and wing bars. Stan reckons that perhaps he’d seen a picture of a Perentie and wanted to recreate the look in something more domestic. Either way, he only had it for a few months. Possibly a good thing, or God knows what else would be missing by now. In March 2021, Stan was fancying a lockdown project (there’s no point rushing these things) and perhaps the Wolf’s owner realised that he’d messed up with it. Either way, it changed hands and the process of decrappifying it could behind. It totally is a word, what are you talking about? First up, Stan resolved to get the truck resprayed in the more familiar Wolf green. Cypriot camo is all very well in Cyprus but it stands out like a sore thumb on the streets of Swindon which is kind of not what camouflage is meant to do. More to the point, however much Stan likes military Land Rovers he has no intention of being
mistaken for a wannabe, DPM fetishist, dresser-upper or anyone else you’re likely to see standing at the bar with a very large empty space around them. He also wanted a truck that wasn’t completely unusable. Or indeed completely unsafe. So he fitted it with a new roll bar – not the full military cage, which is only tub-mounted anyway, but enough to make a difference in most stacks short of the kind in which only the full MSA works will do. He bought a set of hood sticks, too, and over the top of them went a canvas from Exmoor Trim. It’s a bit lighter in colour than the new paint, which makes the overall effect a little less lupine but once again suits Stan’s desire not to be mistaken for an army dreamer. Another addition is a Superwinch TSI 35. Not one of the more familiar names in the company’s roster, but this is one of its Industrial units – and it runs off 24 volts, as does everything aboard the Wolf. The bumper it’s on, which is the one Perentie bloke fitted, is another illustration of the vehicle’s transformation from General Service to civvy street.
More subtle, but actually the biggest part of the 110’s new look, actually comes from its new cage and hood. Look at it from side on, and it has more or less the same profile as an everyday Defender rather than the higher, perhaps somewhat awkward proportions of an original Wolf. Each to their own; some like the taller canopy, just as some prefer a hard-top (and there’s at least bloke out there who’d go for a duff take on a Perentie instead) but we have to say we’re liking this 110 the way it is. There’s a rad-haz curtain under that soft-top, which is not something you hear every day. How exactly does this fit in with the whole I’m-not-a-militarywannabe theme? Surely we’ve not stumbled upon some lunatic survivalist lurking in the English countryside? It cuts out noise, explains Stan, and when you think about it a material designed to protect you from nuclear radiation is probably going to protect you from quite a lot else too. Add in the matting on the bulkhead and you can actually have a normal conversa-
Much as he loves his Wolfs, Stan says he’s anxious not to be mistken for an Army wannabe. The presence of a radition curtain below his Land Rover’s canvas roof might not be the very most convincing evidence for this but, as well as being handy if he ever has to park up for the night in Aberdeen, it has the altogether more useful (to normal people) effect of providing useful sound-deadening. And sure enough, we actually managed to have a normal conversation while driving the vehicle The Landy_2023_09_September_Pegasus Bulkheads Ltd_FP.indd 1
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To advertise in The Landy, call our team on 01283 553244 w w w. t h e l a n d y. c o . u k We’re on Facebook: www.facebook.com/thelandyuk tion while driving this truck. We tried and it worked. Does it keep noise in as well as it keeps it out? We only wonder because Stan mentioned to us that he uses the 110 as a pub wagon. And what a pub wagon it must make. There’s cool, remember, there’s Samuel L Jackson cool and then there’s Wolf soft-top cool. Other uses for a cool Land Rover? Limitless, as we know. But Stan also told us that he organises a charity cricket match once a year, and these last couple he’s used it to tow the roller for the pitch. Then afterwards it’s become the scoreboard. And after that, it’s become a sort of bar, disco, light show and all-round party wagon rolled into one. Now, that’s what you call general service. It may have had a few ups and downs along the way, and the concours mob won’t be impressed, but this here Wolf still has a whole lot of duty to be done – and in its new incarnation, you could say it’s the perfect blend of military and civilian virtues. Army-strong but beach-cute, if you want to see it like that, and ready to appear cool in whatever situation is asked of it. Including the set of a Hollywood blockbuster near you. It’s a bit of a Marvel.
Issue 121: Winter 2024
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22 Rare Air
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Issue 121: Winter 2024
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Words : Olly Sack
This Series IIA, which has just cropped up in our classifieds, is one of the rarest Land Rovers you’ll ever see
R
arity is a relative concept in the world of classic vehicles. If there are only a few dozen left, that’s rare by most people’s standards but at the top end of the classic game, it hardly counts. Old Land Rovers are a bit different, because unless they’re been restored back to original every single one is unique. What you’ve got here, though, is something that’s just waiting to for that to happen – but which, when it’s been taken back to the way it once was, will still be close to unique. What you’re looking at is a 109” Series IIA Pick-Up. It was first registered on 31 December 1970 – and it was ordered complete with the factory approved Air-Drive conversion. If you’ve even heard of this, you’re doing well. If you’ve ever actually seen one, it’s probably because you heard of it and searched it out, so rarely do they crop up. AirDrive Ltd was based in High Wycombe and for a few years during the late sixties and early seventies it installed heavy-duty air compressors on new Land Rovers as one of many factory conversions. Others included the better known HCB Angus fire tender, Lomas ambulance and Tooley mobile workshop, as well of course as the Searle Safari Sleeper and Dormobile – so AirDrive was in good company. There were two options for customers seeking a high-mobility compressor. One was a lighter-duty 14cfm reciprocating unit mounted between the Land Rover’s front seats; this was described as being suitable for ‘many purposes including tyre inflation, bead breaking and nut running.’ What we have here though is the big one – a 100cfm rotary
Broom and Wade compressor, which was installed below the vehicle’s rear floor and driven by its centre PTO. Delivering air at a pressure of 95 pounds per square inch, according to Land Rover’s sales literature at the time this was suitable for running ‘two medium concrete breakers’ – and to prove the point, the brochure included a line drawing of two workmen rattling away with their pneumatic drills. The vehicle ran a dedicated oil cooler for the air compressor, which fed a tank situated behind the rear crossmember. Supply valves were then mounted externally on the rear wing. Aside from being what it is, this particular 109 is notable for having been in the same hands from new until 2021. That was when its current owner bought it, with a view to doing a complete restoration. Certainly, this is what it needs. Time has done what time does, and more to the point salt has done what salt does, so the Land Rover’s chassis is definitely not what it once was and its bulkhead might as well not be there at all. First two jobs on the to-do list, then. The 109’s owner (who asked us not to mention his name, but you might well know it if you’ve got anything to do with the Land Rover resto scene) says he fired up the engine a while ago to check it’s okay, and found that it is indeed. He engaged the compressor at the same time and it turned freely, so that’s one massive hurdle negotiated already. It might be crusty, and for sure a full resto is in order, but if you start a job knowing that the major mechanical bits are in effect scrap – well, these are the things that make a vehicle what it is, so go figure.
In this case, though, there’s something else that makes it what it is. We’re big fans of patina here, and this 109 has it in abundance. Several coats of it, in fact, which is quite something when you’re talking about one owner. It looks as if the vehicle may have been green when it started life, but at least two coats of blue have gone on since – each with its own signwriting. Those subsequent layers have since faded out but the lettering upon them has survived, leaving a strange sort of stereoscopic effect. Would you keep this or take it back to factory? We know where our money would go, but this 109 has the scent of a Land Rover that’s destined for a return to originality. The option is even there to strip away the conversion and turn it back to standard, though we can’t see why anybody with an ounce of sanity would want to do that. As it is, the choice could be yours. Having decided that he’s simply got too many restorations on the go, the 109’s
Air-Drive 109s had more of a flight deck than a dashboard. The various extra gauges all allowed operators to monitor the condition of the air compressor located beneath their truck’s rear floor
owner is open to accepting offers on it – and with an asking price of £3000, we’d say that’s very tempting indeed. Make no mistake, there’s a great deal of work to be done on this vehicle, and even if you do all the work yourself the cost of restoring it will be many times higher than what it takes to buy it. Do it right, though, and you’ll have a
potential concours winner to show for it – as well as a Land Rover that’s worth plenty more than it owes you. It’s a brave one to take on – but we all know who fortune favours… The 109 is currently for sale, priced at £3000. You’ll find it in the classified ads on page 28 of this issue
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The power of four
I
f you think the P38 Range Rover is a good idea, you’re already in the minority. But where it would once have been a minority of one, these days the second-generation Rangey has gone from being a punch line to an at least vaguely respected classic.
That’s ‘respected’ not ‘feared.’ Perhaps because later Rangeys, and indeed everything else, is even more complex, the P38 doesn’t scare people any more. There are two main schools of thought among those who buy them. Either go for the 2.5 diesel to keep costs down, or for
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.
the 4.6 V8 because it’s going to skint you anyway so you might as well have some fun on the journey to bankruptcy. But there was another engine in the Range Rover line-up. The 4.0-litre V8 was better known in the Discovery, but it was capable of propelling the Rangey in whisper-quiet smoothness. Falling between two stools, it was little loved at the time and people don’t seek it out now. But prices are as low as you’ll
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get for a P38 – so perhaps you should be the one to break the mould.
• Based on a 2001 Bordeaux edition valued at £6000. Up to 8000 miles per year. 50 year old driver, fully comp, agreed value, £500 excess
£5000-£85,000 Series II/IIA (1958-1971) for millionaire money, preservation is the aim of the game. The earlier the vehicle, the more it will be worth. The sky’s the limit – but can you really put a price on such an icon? Pros: Heritage, charm, a true classic, the original Land Rover Cons: Availability of parts, price tag on early 80s
£2500-£45,000
much of that early charm. Prices are on the increase, however, as these vehicles start to come into their own as collector’s items. A 2.25 petrol 88” would be our pick, as the diesel engines were underpowered and rather noisy. The Series II/IIA has a wider stance than its predecessor and adds an extra (thin) layer of
refinement. While the engines have excellent longevity, they need to have been maintained properly. Be thorough in your checks, both under the bonnet and underneath the body. Pros: A sound investment to restore. Some now MOT exempt Cons: Bulkheads and chassis rot, springs prone to seizing
£2500-£30,000 Series IIA/IIB FC (1962-1971)
£2500-£15,000
They still carry the simplicity of earlier Land Rovers, but can be obtained for a fraction of the price... for now. Pros: Most affordable way into Series ownership. Still has the Series pedigree. Parts still widely available Cons: Not yet as desirable as the earlier Series models
The Series II/IIA is more affordable than a Series I, yet it still carries
Forward Control Land Rovers are a cult within a cult. They’re a real
rarity – with all the cachet, pride and immense awkwardness that comes with this status. By ‘rare’, we’re talking about less than 2500 Series IIA FCs in total. And they tended to have a very hard life, so not many have survived to tell the tale. Forward-Control models differed from everyday Series IIs by
£3500-£22,000 101 (1972-1978) out from the crowd. They’re a rare breed, though – so if you’ve got one, it’s worth keeping hold of. Pros: Not like all the other Land Rovers out there. Military background. Lovely 2.25 petrol Cons: Appearance isn’t to everyone’s taste. Exclusivity over regular models means they command a price premium
Only ever sold to the Army, the 101 became a cult vehicle when
£7500-£26,000 the time came for demob. They were flogged off at very low prices and turned into off-road toys – not something you’d do with one today, given the rarity and classic value they’ve taken on. Compared to the IIA/IIB FC, the 101 is more fun thanks to its V8 engine. It’s still a military tool, though – some still have fixtures
£3500-£35,000 127 (1985-1990) A very early 2.25 petrol 90 is a rare thing, and a beautiful one too. But perhaps try for a 2.5 natasp diesel: they’re robust and as simple as they come. Pros: Excellent parts availability. Easy to work on. Unlimited potential for mods and restos Cons: Puny engines (V8 apart) Not many left in good condition
The 127 was built on a special production line in Solihull which
having heavy-duty ENV axles, but engine-wise they had the familiar 2.25 petrol and diesel lumps. So, don’t expect performance – but do expect to be given an ‘interesting’ time in the workshop… Pros: A Land Rover like no other, if that’s what you want Cons: Especially brutal to drive, and to find parts
and fittings from their Army life, which adds interest. This is a vehicle for enthusiasts, though, with costs that are sky-high even by Land Rover standards. Pros: Master of the road. Lovely V8 soundtrack. Everybody who sees one loves it Cons: Monumental running costs. Expensive to buy, too
£6500-£27,000 took 110 chassis and stretched them. It was designed for military and commercial users and came as a high-capacity double-cab. These days, it’s very rare to find a 127 that hasn’t been hammered, restored and/or converted, or all three. People looking for a work truck tend to go for a later 130, so the 127 is more of an enthusiast’s
motor. It’s popular for homebrewed overland conversions, too. Almost all 127s have had an engine conversion by now, too. Lots to be wary of, then – but it’s a hell of a lot for your money. Pros: Enormous size means limitless potential and character Cons: Unwieldy. Sure to have had a colourful life
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Defender 200 Tdi (1990-1994) £4000-£38,000 Defender 130 (1990-2016)
The Tdi engine, which arrived with the Defender name, can last for
decades if it’s looked after. Find one that’s had all its oil changes (a tall order) and it’ll go round (and round) the clock. The good thing about the earlier 200Tdi is that it’s simpler than the later 300. What you gain here you lose in refinement, but this is seen by many experts as the best Defender of them all.
The LT77 gearbox in the 200 Tdi is more truck-like than the later R380, and these vehicles didn’t come with bling. Just be sure it’s an original Tdi you’re getting, not an old Discovery conversion. Pros: The perfect combination of tradition and modernity Cons: Lots of horrible and/or deceptive ones around
Defender 300 Tdi (1994-1998)
The 300 Tdi engine is very different to the 200 unit it replaced, though
the two are related. It’s much more refined and smoother to drive, though there are more electronics involved so later versions in particular are less of a DIY fix. The arrival of the 300 Tdi also brought with it the R380 gearbox. This used to have a terrible reputation for relability, but most have been put right by now and they’ve
Defender TDCi (2007-2016)
The last Defenders gained modern 2.4 and 2.2 TDCi engines and
smooth six-speed gearboxes, They still had phenomenal off-road ability and were even okay to sit in. Famously, this was the Defender that actually had a dashboard Many people dislike the TDCi, especially the earlier 2.4, but they still change hands for huge money – especially when the likes of Kahn or Twisted have been
When Land Rover introduced the Defender name, it was actually the
£12,500-£35,000
130 that changed the most. That’s because unlike the old 127, it was built on a proper chassis of its own rather than a stretched 110 frame. The advent of the Tdi engine was the making of the 130, too. At last, Land Rover could make them pull properly without returning single-figure fuel economy by using a hard-worked V8.
£4500-£43,000 Defender Td5 (1998-2007) become sought after for their light clutch and better shift action. It was during the Tdi era that Defenders started getting things like alloys, too. You might even find one that’s not been off-road… Pros: Strength and simplicity. Perhaps the definitive Defender Cons: Sure to be very different to when it left the factory
The Td5 engine is arguably Land Rover’s most reliable unit and it’s
involed. You will always pay a premium for a Puma, and a Tdi or Td5 may turn out to be a better purchase. Even then, though, look after it and you may well never see depreciation. Pros: Efficiency, creature comforts, off-road prowess Cons: Price, electronics, TDCi engine is unloved
If the subject of the new Defender comes up in enthusiast circles, try
still be a DIY machine. Parts are in plentiful supply, as is specialist knowledge – and it’s one of the best Land Rovers ever. Pros: Off-road capability, power, overall reliability. Very well suited to being modified Cons: Rear chassis, premium prices, monstrous road tax on later vehicles
£55,000-£165,000
to steer it away on to something safer. Like Brexit, for example. Much as it may infuriate purists, however, the Defender is actually a very wonderful thing. It’s kind of like an old one, only with space, comfort and equipment. The big difference is that you can’t work on it yourself. This goes for maintenance and, crucially,
making modifications – a market Land Rover wants to take back and have for itself. It won’t hold its value long-term the way an original-shaper does, either. But this is still a superb vehicle. Pros: Comfort, capability, rugged fitness for purpose Cons: Not cheap to buy. Lacks the old one’s basic charm
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a strong performer. It does lend itself to being tuned though, so watch out for abused ones and knackered examples that have been pushed beyond the limit. As with all Defenders, you’ll need a rear crossmember sooner or later – or even a new chassis. Despite having more electronics than the Tdi, a Td5 Defender can
£8500-£195,000 Defender (2020-on)
As a result, you’ll find many more original(ish) 130s than 127s. Some are even still in service with the utility companies they were built for. If you want a Defender for overlanding, look no further. Pros: A proper truck with huge capabilities in every area Cons: It’s a big lump if you don’t actually need that much size
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Freelander (1997-2006)
The Freelander 1 is a cheap gateway into Land Rover ownership.
£400-£5500 Freelander 2 (2006-2015)
It’s also a notable classic in its own way, as it heralded the start of the company’s modern era. It has its issues, though. The viscous coupling is expensive to replace and can be upset simply by running mismatched tyres. The 1.8 petrol used to be notorious for head gasket failures. Today’s replacements are much
more robust, but a late diesel is your best bet. Even these can go calamitously wrong, though. This was a more complex car than it needed to be, and buying one for sweeties now doesn’t change that. Pros: Cheap to buy, no big rust issues, surprisingly able off-road Cons: All sorts of things can go wrong, some very expensively
The Freelander 2 was a massive improvement on the model
£2000-£17,500
it replaced. It’s a refined and affordable SUV with a strong engine, good equipment and a decent level of practicality. It’s become one of the most reliable Land Rovers out there, too. But do be aware of the rear diff and Haldex unit for costly outlays. The 2.2-litre diesel engine is a strong performer, though for a
Range Rover Classic (1970-96) £4000-£275,000 Range Rover (1994-2002)
The original Rangey is a classic you can use everyday – and there
are people who do just that, preferring to invest new-car money in a restoration than spending it on a current model. It’s a smart policy, too. An early two-door can cost mega money, but any Classic will appreciate in value if kept in good condition – and sought-after rarities like the CSK and LSE can be a gold mine.
Range Rover (2002-12)
The Mk3 Range Rover hit new heights of luxury and was more re-
The fifth-generation Range Rover takes its position as a luxury car
A Mk2 Rangey in good working order is still a sensational car to
This isn’t a DIY motor, but it certainly is a Range Rover, with brilliant off-road and towing skills. It relies a lot on electronics, but they work wonders – and the deepdown engineering is very robust. Pros: Great off-road, luxury, image, TDV8 powerplants Cons: Very complex. Huge running costs
The current Range Rover is a majestic 4x4. All the engines in the
£1000-£28,000
own, even today. The problem is that they’re very complex and very, very good at going wrong. Air suspension failure is the norm. Head gaskets can let go. Electronics are laughably flaky. And parts can cost the earth – as will the labour bills. Perhaps worst of all, nowadays it’s very hard to find one you can be sure hasn’t
£2200-£27,000 Range Rover (2012-22)
liable than the P38. It’ll still cost a lot to run, however, and drivetrain faults and underbody corrosion are not unknown. The TDV8 engine is sublime, but you’ll pay more to get one – especially the 4.4, though the 3.6 has all the power you need. The V8 petrol, on the other hand, is temptingly cheap. Guess why…
Range Rover (2022-on)
An awful lot of Rangeys have been neglected and/or abused, and you can still buy they cheap. But if you’ve got the skills, and access to parts, restoring one would be the ultimate hobby that pays. Pros: Most usable classic Land Rover, V8 power, ride quality Cons: Rust, availability of parts for early models
bargain search out one with the unpopular 3.2 petrol unit. Either way, it’s a fine SUV to drive. Prices have fallen since the production ended, too – £10,000 now gets you one worth having. Pros: Reliability, refinement, economy of diesel engine Cons: Transmissions can wear quickly if used for towing
spent at least part of its life being worked on by idiots Still, you’ll get a classy motor with proper off-road and towing skills. It’s becoming a classic, too, and prices are still tiny considering everything you get. Pros: Luxury, price, a Land Rover that doesn’t rust Cons: Electrics. Be very afraid
£20,000-£150,000
range supply copious amounts of power, and its road manners are absolutely impeccable. It’s startlingly capable off-road, too, even if getting one muddy would feel like bad form. Most that leave the tarmac probably do so only when their owners are in the mood to blow some grouse out of the sky.
Inside, the Range Rover’s cabin is superb, with sumptuous trim and cutting-edge equipment. Prices are, of course, as immense as the vehicle itself. But if you can afford it, so too is the presence a Rangey will give you. Pros: Class, luxury, engines, vast all-round capability Cons: Price
£99,000-£220,000 Range Rover Sport (2005-2013) £2500-£20,000
to greater extremes than ever, with lavish equipment and endless opportunities for personalisation. It’s a supreme lifestyle wagon for the rich: to many of Land Rover’s traditional fans, on the other hand, it’s the supreme irrelevance. If you can afford one, few cars could be as pleasing. However if you can afford one and you love
Land Rovers, you’re likely to be thinking about how many real ones you could buy with this sort of money. It wouldn’t make a bad way to tow your collection about the place, though… Pros: Immense prestige, and sublime both to be in and drive Cons: To at least 99% of people it’s utterly divorced from reality
The Sport is mechanically similar to the Discovery 3 – meaning it’s
a supreme off-roader as well as being a funky road ride. It doesn’t handle like a sports car, but is agile enough for an SUV. A Discovery of the same era is far more practical, however, while a full-fat Rangey has more class. The Sport is still a massively able tow barge, though, in addition to all its other virtues.
You’re looking at a car which many people associate with rich chavs and criminals, however. And being based on the Discovery 3, it can’t help but share that vehicle’s reputation as a money pit. Pros: Decent performance and all-round dynamics Cons: A Disco 3 is more usable. Expect horrific running costs
Range Rover Sport (2013-22) £19,500-£140,000 Range Rover Sport (2022-on) £80,500-£145,000
The second-generation Range Rover Sport is 400kg lighter than
the original, meaning it’s almost economical to run. It feels really nimble and agile on the road, too, and it comes with a range of engines giving it a brisk turn of pace. Some won’t like the flamboyant posture, while others will love it. Either way, inside the cabin it’s very nearly as luxurious as the full-fat Range Rover.
The only stumbling block with such a fine motor is going to be how to pay for it. Depreciation has started to bring down the purchase price – though you’ll never run one on a shoestring. Pros: Performance, refinement, glorious interior Cons: Marmite image. Pricey to buy and run
Hilariously, this is what counts as the affordable way in to owning a
new Range Rover. The Sport is less about being chauffeur driven and more about lording it over other aspirational school runners, but once again it’ll be lovely to drive. Like the full fat Range Rover (a phrase which has never felt more appropriate), the Sport is available with an old-school V8 engine that gives you racecar performance in
return for NASA-level emissions. Most UK customers with opt for an altogether healthier plug-in hybrid, but they’ll still get a vehicle that’s brutally fast a well as being able to do the normal Range Rover stuff. Pros: Smooth, refined, comfy… and game for a laugh, too Cons: Still hasn’t quite shed its proceeds-of-crime image
Range Rover Evoque (2011-19) £7500-£41,000 Range Rover Evoque (2019-on) £31,000-£60,500
When the Evoque was launched, it signalled JLR’s intent on hitting
the masses. Given that it was the company’s fastest-selling vehicle, they clearly hit the brief, even if it wasn’t for the traditional Land Rover owner. It’s actually still a capable thing off-tarmac – but it’s definitely more at home on the road. Nevertheless, it is economical by Land Rover standards and
because there are so many out there, used prices are tempting. There’s a Convertible model, too, as well as three and five-door tin-tops. We say stick to the latter, and be sure to get one with 4WD. Pros: Economy, handling, iconic concept-car image Cons: Cramped rear seats, not as practical as a Disco Sport
Most Range Rovers all look the same at the front now, but the new
Evoque has adopted a similiar back end to the larger Velar. It’s not just the exterior that mimics the looks of the larger vehicle, however, as the Evoque has gained the latest Touch Pro Duo tech and a hike in quality. The main highlight of the new Evoque is the fact the majority of the range is made up of mild
hybrids, available with diesel and petrol engines combining to an electric motor. Only the base D150 Evoque escapes the electrification, and we’d avoid it as it doesn’t have four-wheel drive. Pros: Feels like a proper Range Rover inside Cons: Petrol engine is poor on fuel economy, even as a hybrid
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Range Rover Velar (2017-on) £27,500-£75,000 Discovery (1989-1998)
The Velar a competent cruiser and has received numerous accolades
because of its particularly handsome exterior. It’s based upon the same architecture as the Jaguar F-Pace but has greater off-road ability and is available with a wide choice of engines, most of which combine good economy with usable everyday performance. The interior is Land Rover’s most advanced cabin to date, with
Discovery 2 (1998-2004)
The Disco 2 is powered by the Td5 engine, one of Land Rover’s most
most reliable units ever. It drives well, too – mated to a manual box it has more guts even than the V8 option, which is surprisingly bland but predictably thirsty. Whereas the Disco 1 was prone to body rust, the D2 is fine here. Instead, its chassis rots like a carrot, especially towards the back end. Also at the back, seven-seat
Discovery 4 (2009-2017)
Somewhere between a facelift and a whole new model, the Disco 4
is basically an evolution of the 3. It looks similar and is still a practicality monster, as well as being hugely impressive on and off-road and a hero in front of a trailer, but despite being only subtly tweaked inside feels far more luxurious. That hasn’t prevented it from suffering all the same issues as time has gone on. You need to
Discovery Sport (2015-19)
The Discovery Sport packs seven seats into a Freelander-sized
body and dishes up an appealing all-round blend of comfort, kit and general driving manners.The third row of seats is only suitable for little ‘uns, though, and off-road it’s a Discovery in name only. It’s a more practical proposition than the closely related Evoque, and you won’t need to live with the fear of Posh Spice jokes. You
other models expected to follow the Velar in due course. But is there a whiff of style over substance? Well, it’s a very good SUV. But you don’t half pay a premium for those suave looks... Pros: Stylish design, chic cabin, excellent tech features Cons: Feels like an indulgence, especially at such a high price
The original Discovery was based on the Range Rover of the time,
with the same 100” wheelbase and a slick body containing a spacious, flexible cabin. It was well equipped and refined, and it came with the wonderful Tdi engine. Over time, the Disco’s epic ability meant almost all of them were hammered at playdays. Lower body rust is a big killer, too. So it’s rare to find a good one now,
£1000-£11,000 Discovery 3 (2004-2009) models had air-suspension, with all the horrors that brings. Mainly, D2 owners will tell you about rogue electronics. And leaky sunroofs. They still love their trucks, though, which says a lot. Pros: Td5 power and reliability, great all-rounder, lots of choice Cons: Chassis rust, electronics, leaky sunroofs, air suspension
The Disco 3 is an astonishing allround vehicle. It’s good on the road
and capable off-road, genuinely luxurious and a giant of a tow truck, and as well as being able to seat seven adults it can be turned into a van with a totally flat rear load area. But it was also astonishingly complex, and these days it has a reputation as a money pit. Air suspension and electronic
£6000-£30,000 Discovery 5 (2017-on) start off by buying the best you can possibly afford – and at the top of the market, they don’t come cheap. Get it right, though, and this is as good as a modern Land Rover has ever been. Pros: Most LR fans’ idea of what a Range Rover should be like Cons: Still a potential money pit, and the best are expensive
£12,500-£33,000 might shudder at the price if you’re buying new, though – but on the used market, there are some tidy looking deals to be had, even on high-spec examples. Pros: More practical than an Evoque, and less vulgar. Seven seats. Capable enough off-road Cons: Back seats only for small mammals. Price of top models
The Discovery 5 is a versatility monster. As an all-rounder, at
launch it was the most capable Land Rover on sale – the new Defender will be going some to wrest that crown from it. All the engines in the range are refined and flexible, and its chassis is remarkably supple for such a big vehicle. There’s no end of electronics working away in the background, but the effect is very
Discovery Sport (2019-on)
The second-generation Disco Sport came along only four years
after the first. That’s because once again, it’s related to the Evoque, which was ready for a full new model in 2019. The Sport is a premium midsized SUV with seven seats and a decent level of off-road ability. It’s a massively popular choice for the school run – and, with the arrival of a plug-in hybrid option last
£800-£18,000 and when you do they tend to be priced with a lot of optimism. Very early ones in tip-top condition are full-on classics, too. For a sound one to own, we’d look for a tidy 300Tdi. Pros: Price, practicality, parts availability. Epic off-road ability Cons: The body rusts like it’s been doused in sea water
£1850-£16,000 handbrakes are big sources of woe, cam belts are a body-off job to change and rust is becoming more of an issue. Get a good one, though, and it’s all the car you’ll ever need. Pros: Good at everything. Lots of accessories available now Cons: As fragile as you expect, and then some
£24,500-£95,000 convincing – as is an interior that might make you wonder why you’d bother paying more for a Range Rover. Just be careful not to go wild with the options and end up paying more for a Discovery… Pros: Immense blend of comfort and practicality Cons: Feels more like a softroader than a proper Discovery
£21,000-£62,000 year, as a company car. Quality has taken a step up from the first model – it’s now a convincing premium vehicle, and the range offers enough choices to suit anybody with the means to buy one. Pros: Classy and practical cabin, all-round good to drive Cons: You can get a Defender for the price of some models
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News
Issue 121: Winter 2024
Products
Series III 109 (1977). 27,000 miles. Ex-Navy, restored to original on galv chassis in 2020. History from before and after disposal. 2.25 petrol. Heritage cert. Only 100 miles since resto. £18,500. Rugby. 07801 566804 13/23/004
Series I (1950). Literal barn find in Italy. One owner before seller. Original chassis (needs work), correct engine,. Drives well. All docs to register in UK on original number. £12,750. Chelmsford. 07808 939796 13/23/006
Series IIA 109 Pick-Up (1969). Very rare factory-approved Air Drive conversion with PTO-driven compressor. Signwritten with great patina. Original and complete vehicle for restoration. £3000. Evesham. 07507 934457 13/23/005
Defender 90 Project Kit (1992). Truck-Cab. New galv chassis on +25mm springs. 300Tdi, overhauled LT77 and LT230. Brakes rebuilt. Refurb A-frame. Extensive kit to rebuild. £6450. Keith. 07879 607749 13/23/003
Defender 90 TD5 Nighthawk (2000). 139,489 miles. Built by Rugged Guide. Stage 2 Alive tune, galv chassis, uprated intercooler, LEDs, upgraded radio, new clutch. MOT Sep. £24,975. Southampton. 07799 804625 13/23/007
Defender 90 (1987). Ex-MOD, with Sankey Ammunition Trailer. 152,000 miles; 65k-mile 200Tdi in 2022. New shocks and springs 2019. Interior carefully maintained. Dry barn stored. MOT May. £15,000 ono. 07748 692691 13/23/001
Defender 90 300 Tdi (1987). Chassis overhauled in 2016. R380, HD clutch, Gwyn Lewis props, Allisport rad and intercooler, snorkel, RAC suspension, new brakes, 50” LED bar. £8995. Leigh-on-Sea. 07766 444178 12/23/002
Defender 110 Double-Cab (1991). BMW M51 engine. Richards galvanised chassis. New discs, calipers and pads. New shocks and polybushes. No rust whatsoever. £14,000. Bordon. 07810 377122 12/23/004
110 Hi-Cap (1989). 260,000 miles. Project. 2.5Td. Needs front outrigger and bulkhead repairs (panels included). New V5 needs applying for. Turbo and injectors missing. No MOT. £3300. Norwich. 07367 011188 11/23/004
Defender 110 300 Tdi Wolf ST (1998). 86,000 miles. Remus (cage and hood replaced with new bar, sticks and Exmoor canopy). Superwinch, EGR delete, new bushes and UJs. MOT June. £15,000. Burford. 07464 198339 11/23/006
Defender 90 TD5 (2003). 136,716 miles. 6-seater. CD, climate. Wipac halo LEDs, remap, straight-through exhaust, Puma bonnet, heated seats, new chequer plate. MOT Nov 23. £16,995. Bridgnorth. 07306 331984 11/23/008
Defender 110 (1989). 138,000 miles. Camper. BMW M57, 6sp auto. Galv chassis and bulkhead, groundresto. Sink, fridge, Renogy electrics, diesel heater, fresh and grey water, gas, awning, sleeps 2+1. £39,995. Marazion. 07990 524571 11/23/007
Defender 110 300 Tdi Wolf ST (1997). 8690km. Late Remus rebuild with new engine, hood and G90s. Possibly reserve stock. Good, straight, rust-free condition. Year’s MOT. £18,000. Shrewsbury. 01743 718939 12/23/001
Defender 90 300 Tdi ST (1992). 70,000 miles (17k on new engine). HD chassis, new crossmember, PAS, Defender seats, reversing camera, fume screen, very good hood. Dry stored. Year’s MOT. £13,850. Newent. 07836 358505 12/23/003
Defender 110 2.3 diesel (1986). 100,000 miles. Ex-MOD, first reg 2009. Resprayed. New fuel pump, 2 new tyres, clean sub frame. Some spares included. MOT May. £5000. St Albans. 07970 728639 11/23/001
90 (1988). LHD. Pro conversion by London Electric Cars. 30kWh battery, 80kWh motor. Kept as original as possible, but new door cards, headliner, flooring and newer-style seats and dash. £35,000. London. 07874 004354 11/23/005
Range Rover Vogue Turbo D (1991). 137,000 miles. 5sp man. Rust-free, excellent mechanically. Recent restoration and respray. Uprated suspension, many new parts. FSH. MOT May. £8750. Hampshire. 07721 495543 13/23/008
90” Hybrid. 3.5 Mazda TD, Td5 intercooler, LT77, coils, discs, PAS, massive tyres. Galv rear quarter chassis. Harnesses, twin batteries, big bumper, electric fans. Tax/MOT exempt. £4250. Walton, Somerset. 07958 258770 13/23/002
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2013 AWDC Comp Safari Champions using Fox Shock Absorbers
A1 British 4x4 Specialists Independent Servicing and Performance Specialists for Land Rover Vehicles. Unit 4, Fernhill Street, Bury, Lancashire, BL9 5BG
tel: +44 (0)1843 844962/ 01992 445630 Phone: 01992 445634 steeringwheelrestoration.co.uk E-mail: ajd@ajdoffroad.co.uk Unit N5, R.D. Land Park, Essex Road, Hertfordshire, EN11 0FB Rover I, II, Hoddesdon, III
Land Rover I, II, standard. III restored to restored to concourse concourse standard. Steering wheel restoration, vintage to Steering wheel restoration, vintage to modern cars, tractors, lorries, buses, modern cars, tractors, lorries, buses, boats. Bluemels, celluloid, bakelite, boats. Bluemels, celluloid, bakelite, wood & & plastic. plastic. wood
www.ajdoffroad.co.uk
www.a1british4x4.co.uk enquiries@a1british4x4.co.uk • 0161 763 4300
tel: tel: +44 +44 (0)1843 (0)1843 844962 844962
Wales
Foundry 4x4 Ltd
Cast Iron Quality & Service The Old Bakery, Rear of Vale Terrace, Tredegar, Gwent, NP22 4HT
www.foundry4x4.co.uk
info@foundry4x4.co.uk • 01495 725544
steeringwheelrestoration.co.uk steeringwheelrestoration.co.uk
West England Freelander Specialist Independent Land Rover Specialist
Glebewood Lodge, Brandon Rd, Methwold, IP26 4RH
07809 575421 sue@freelanderspecialist.com info@wenlockmotors.uk • 01952 727214
www.island-4x4.co.uk Online Land Rover Part Specialists Offering Worldwide Mail Order
* Free Mainland UK Delivery Over £50 * * Delivery France, Germany and Belgium £10 unlimited weight and parcels *
sales@island-4x4.co.uk
Gumtree 4x4 “Independent Specialists in Land Rover, Range Rover, Discovery and Freelander.” Unit C17, Ditchling Common, West Sussex, BN6 8SG
www.gumtree4x4.co.uk admin@gumtree4x4.co.uk • 01444 241457
APB Trading
Leading Independent Land Rover Specialists Unit 38, Hartlebury Trading Estate (North), Kidderminster, Worcestershire, DY10 4JB
01299 250174 • www.apbtrading.co.uk
West Midlands
John Richards Surplus Land Rover Parts, Ex-Military and General Surplus The Smithy, Wood Lane, Hinstock, Shropshire, TF9 2TA
www.johnrichardssurplus.co.uk info@johnrichardssurplus.co.uk • 01952 550391
HIGH STREET, DOWNLEY HIGH WYCOMBE HP13 5XJ FULL RANGE OF GENUINE, ALLMAKES, BRITPART AND BEARMACH PARTS, ACCESSORIES, UPGRADES, TOOLS AND MANUALS AVAILABLE
01494 448367 | DINGOCROFT.CO.UK
31
Yorkshire
MPB 4x4
Independent Land Rover Specialists Parts, Repairs, Service, MOT and Breakers Unit 2, Holme Mills, Holme Mill Lane, Keighley, West Yorkshire, BD22 6BN www.mpb4x4.co.uk mpb4x4@gmail.com • 01535 661203
DA5502 Heavy Duty Steering Bars 90/110 £99.00 incl VAT
Reduce Your Defender’s Road Noise Dynamat - the highest efficiency sound deadening material available Dynamat Xtreme Sound Deadening
Dynamat Xtreme is the highest efficiency sound deadening material available and the most effective product for stopping noise and vibration. Dynamat Xtreme can be used on any and all interior sheet metal and fibreglass body panels. The aluminium constraining layer is very moldable and conforms easily to all interior surfaces. The patented extra sticky butyl layer is formulated with VECTOR chemistry for the most amazing energy conversion capabilities ever. Use it on your doors, floor, Use it on your doors, floor, roof, bonnet and loadspace for a quiet, cool and incredibly roof, bonnet & loadspace. solid ride. > Create a solid, luxury car feel with a reduction in road noise. > Stop resonance & vibrations, reduces buzzes & rattles. > Improved sound. Get more bass. Hear more of your music. > For use throughout your vehicle interior, the first step Pre-cut kits specific to each Land Rover. to an improved Land Rover. Only available from Britpart.
EXCLUSIVE
More kit images at www.britpart.com/dynamat
DA8091 Defender - 1983 - 1998 Bonnet DA8093 Defender - Td5 Bonnet DA8092 Defender - 2007 onwards Bonnet DA8094 Defender - 1983 - 2006 Foot wells DA8083 Defender - 2007 onwards Foot wells DA8095 Defender - 1983 - 2006 Seat box DA8084 Defender - 2007 onwards Seat box DA8085 Rear tub behind front seats Defender - 2007 onwards DA8086 Rear tub floor Defender - 90 - 1983 - 2006 Defender - 90 - 2007 onwards DA8087 Rear wheel arches Defender - 90 - 1983 - 2006 Defender - 90 2007 onwards - commercial only DA8096 Rear arches Defender - 90 - 2007 onwards - County DA8088 Rear arches Defender - 110 - 2007 onwards - Station Wagon/Utility DA8097 Rear floor Defender - 90 - 2007 onwards - County DA8089 Rear floor Defender - 110 - 2007 onwards - Station Wagon/Utility
DA8090 Second row floor/under seats Defender - 110 - 2007 onwards - Station Wagon/Utility DA8076 Dynamat Xtreme sheet 1,200 x 610mm DA8102 DynaTape 38mm wide x 9.1 meters long DA8098 Dynamat Heavy-duty Roller Tool
Britpart are pleased to be the official Dynamat wholesaler in the Land Rover aftermarket.
www.britpart.com Find your nearest stockist - www.britpart.com/stockist