The Landy - June 2020 by Assignment Media Ltd

Page 12: Brits take their Landy to King of the Hammers… but end up racing something else instead

LANDY

JUNE 2020

THE

ISSUE 76

ISSN 2056-6778 • Assignment Media Ltd

‘WE SPENT MONTHS PREPPING OUR CAR, AND HERE WE WERE STRIPPING IT’

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When you’re overlanding in Africa and your embassy calls, that can’t be good.

Especially when, next thing you know, borders are slamming shut all around you. But maybe it’s not so bad. When you’ve got your Land Rover, and each other, there could be worse things than having to wait it out in the beautiful, wildlife-rich off-road paradise of Namibia!

Full story: Page 17

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Peter Rabbit’s Series IIA comes up for sale

lenty of Land Rovers have starred in the movies and on TV down the years – but it’s pretty rare to be able to get the chance to own one. That’s what you could do, however, with this Series IIA – which features prominently in Peter Rabbit 2: The Runaway. Because having been sold into private hands following the completion of production work, its owners have decided to make it available once again. Originally scheduled for release at the end of March, Peter Rabbit 2: The Runaway is set to be one of the biggest cinema events of the year – despite having had its theatrical debut pushed back by four months due to the coronavirus outbreak. An official trailer was first issued last autumn – and it starts with Peter and his friends riding in the back of the IIA truck-cab as it drives through the countryside. The Land Rover also appears in promotional posters for the film, with Peter riding in it – on top of a mountain of brightly coloured carrots. In preparation for filming, the vehicle was comprehensively refurbished inside and fitted with tan leather seats – meaning it has one of the most pam-

pered cabins you’ll see anywhere. It’s not standard under the bonnet, however, having had a Ford Transit Di engine fitted, however the seller reports that it runs smoothly despite occasionally needing to be stalled to a stop thanks to an intermittent fault believed to be down to a worn ignition barrel. The gearbox, too, is said to be in smooth order, and a big plus point in the vehicle’s favour is that it has a Fairey overdrive fitted. Since passing in to the current owner’s hands, the Landy has had a full safety inspection followed by a list of new parts including front and rear propshafts, brakes, brake lines and clutch slave cylinder. This is the second Land Rover to have been created as a prop for the Peter Rabbit films. The first, which was sold in 2018, was bought by Chris Evans as a leaving gift for fellow radio personality Lynn Bowles when she left the BBC – so the new owner is going to be in illustrious company! With Peter Rabbit 2: The Runaway set to make a huge impact in the cinemas once life has returned to normal, this is a Land Rover whose provenance is very topical indeed. ‘This is a great

investment opportunity for someone who really loves ﬁlm cars, Peter Rabbit or even classic Land Rovers,’ say the owners, who are only selling it as a change of family circumstances mean it’s no longer practical. If you fancy a collectable Series IIA with a past that makes it a real talking point, here it is! Peter Rabbit’s Land Rover is currently for sale at an asking price of £13,500. You can contact the seller by email at ashleyjwvaughan@gmail.com, or by calling 07476 497077.

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Gibson’s Gab An Antidote to Isolation Following the coronavirus shutdown, Tim Gibson ﬁnds solace in the Green Oval

Words: Tim Gibson What strange times we live in. As I write, the nation is in lockdown following the coronavirus pandemic. I haven’t left the house, other than to walk the dog, for the thick end of a fortnight. At this rate, I won’t even have to do that soon, because we’ll have been forced to eat the dog in order to survive the food shortages. It’s certainly a worrying period. Even in the fairly remote area where I live, there’s a sense that we’re all hanging over a precipice. It’s as if the very fabric of the universe is being shaken, and no one knows quite how the future will pan out. Which begs a question: how do we survive these worrying times? Holed up in our houses, with none of the structures by which we usually navigate the day. No rush hour to negotiate or school run to marshal. No clubs and societies to attend in the evening. No sneaky pints with our mates after work.

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For me, the answer has come from a surprising source. I’ve started fantasising about the smallest member of the Range Rover family – the Evoque. Now hear me out. It’s always been a habit of mine to deal with stress by looking at cars online. When the going gets tough, you can be certain I’ll be ﬂicking through the Auto Trader app to work out what I’d buy if I had the spare cash. I play a game, setting different limits on price and mileage, or restricting the age of vehicles in my search. So I’ll try to ﬁnd all the 200 Discos that haven’t been scrapped, for example, or track down a Stage One V8. This week, I wasted two whole hours looking for a VM turbo-diesel Range Rover. I thoroughly recommend it as a way to pass the time. But, of late, I’ve noticed my search terms narrowing. I’ve developed an odd fascination with the Range Rover Evoque. I’ve already documented my enthusiasm for the latest version of

the Evoque on these pages. But now the idea is forming that I could buy a ﬁrst-generation model and spec it up for off-roading. As I recall from taking one around a Land Rover Experience course some years ago, they’re surprisingly capable straight out of the box, thanks in no small part to their Freelander underpinnings. But with a set of decent tyres, perhaps a small crank of the suspension and some underbody protection, I reckon you’d have a pretty awesome car. It’s exactly what Suzuki owners did with their Vitaras in the late 1990s. They took a vehicle that was easily dismissed as a soft-roader and demonstrated just what it could do in the rough stuff. And now, if I make it out of self-isolation, I think I may do the same with the Evoque. It’s an exciting, if unusual, prospect, which is helping to sustain me through these dark days. Like I say, strange times, innit?

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Who’s this creep…?

ou might have heard of a play called Jeffrey Bernard is Unwell. It’s about a real person, who was a columnist for The Spectator (well, when he was sober enough to write). When he was too wasted to submit copy for his column (which was titled Low Life), the magazine would leave a blank space with a one-line note saying, simply, ‘Jeffrey Bernard is Unwell’. The phrase has become a bit of a legend in the colum trade; I’ve never had to use it myself – it came close, back in the days of the infamous Total Off Road columnist Travis Vernal III, but I’m just not cool enough to have had someone that debauched working for me. In Mike Trott, The Landy has an incredibly deligent, reliable editor with a remarkable work ethic. So it would be completely inappropriate simply to say ‘Mike Trott is unwell’ and leave it at that. There’s an outside chance that in the middle of a pandemic, it might also be seen as a little tasteless. And maybe just a touch alarming. So let me assure you that Mike is his usual hale and hearty self, and I’m just filling in for a bit. To business. You’ve probably seen reviews of the new Defender 110 in the mass-market motoring press and on various blogs, YouTube channels or whatever. We were due to get our turn behind the wheel this month, but then lockdown happened and bish bosh, we’re looking at who knows when. If you’ve actually read the reviews written by the fortunate few who got to drive the 110, you’ve probably not managed to find even one negative word about the vehicle. Some of the stuff I’ve read has been kind of uncritical and even downright wrong in places (calling it the original off-roader that came before Jeep was a good one), but the promising news is that everyone is raving about it. And some of those journos who made the trip before lockdown landed are among those I respect most in this game. So if you look beyond the vapid crap the influencers come out with, you’ll find evidence that Land Rover had nailed it with this vehicle. All we need now is the proof that only comes from getting behind the wheel yourself… Alan Kidd, Group Editor alan.kidd@assignment-media.co.uk

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PLUS

Elegant, majestic, grand – the Range Rover Classic is many things, but finding one with a rebellious streak is far less common...

Over the last few months, Jannis and Valentina Drew have been travelling south from Cairo to Cape Town. But with the global crisis upon them, will they be able to conclude their adventure?

NEXT MONTH’S LANDY IS PUBLISHED ON 26 MAY You can pick up your copy of our July 2020 issue from newsagents or free from Britpart dealers – or read it online at www.thelandy.co.uk

g all

01283 553243 • enquiries@assignment-media.co.uk • www.thelandy.co.uk • www.facebook.com/thelandyuk Editor Mike Trott

Contributors George Dove, Tim Gibson, Barrie Dunbar, Jannis Drew, Dan Fenn, Henry Gibson Photographers Steve Taylor Group Editor Alan Kidd

Advertising Sales Manager Colin Ashworth Tel: 01283 553244

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Issue 76: June 2020

Brightest for longest.

News

Products

Vehicles

Adventure

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Buyers

In Gear

The very latest gear you need for your Land Rover

Please be seated People are still turning modded Defenders back to standard as values continue to stay sky-high. But Land Rover’s much-loved old warhorse remains a favourite among off-roaders – indeed, we’ve picked up a few signals recently that enthusiasts might be starting to look at them again. Either way, a common problem on old 90s and 110s is that their seat box frames are falling to pieces. So the replacement kit available from Britpart ought to be an equally common answer. Suitable for vehicles up to and including the 200Tdi, this is shaped to go around an LT77 gearbox. It comes

in pieces – speciﬁcally, two ends, two middle panels, two end panels, a front panel and a back angle. Britpart says it will take 5-10 minutes to assemble using the included ﬁxings, though as these include two sets of rivnuts and a hundred Type B rivets, we wouldn’t

exactly be popping out to the shed to knock it together while leaving anything on the stove. The kit should leave you a few quid’s change out of £300 when the VAT’s taken care of. To ﬁnd out more, visit www.britpart.com.

Sign of life Battery health is one of those things that’s very easy to ignore. But it’s even easier to ﬁnd yourself wishing you hadn’t done so. At the sharp end, if you do a lot of winching you really don’t want to

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neglect your batteries. Not least because if you’re fully set up for recoveries, you’ll have a pretty signiﬁcant sum of money tied up in them. That’s why you ought to be pleased to learn that Ring Automotive has launched the RBAG750 – its ﬁrst 12V and 24V graphical battery analyser. An upgrade to the existing RBAG700, this new and improved 750 model allows you to carry out a complete health check on the battery and electrical systems of your 4x4 – be it running a 12V or 24V system. The RBAG750 can be used with batteries either installed in the vehicle or on your workbench, and can analyse and test the capacity without ap-

plying a load, providing fast, accurate results on batteries up to 1700CCA. With what Ring calls ‘an intuitive graphical interface making it easier and quicker to diagnose faults’, the RBAG750 will test not only the battery’s cranking performance but also the alternator (including a diode ripple test), starter and earth system, providing a complete health check of the battery system to help you diagnose potential faults. Safe to say it’s designed primarily for commercial garages, but if you take your off-roading seriously it will cost less than your batteries themselves and will prove to be every bit as much of an investment. www.ringautomotive.com.

Getting the right support Land Rovers have a certain reputation when it comes to their crossmembers. And it’s not a great one. Which is why you may frequently ﬁnd a Land Rover needing a new one – especially at the rear. Atkinson Bespoke Engineering can help on the Range Rover Classic front. They fabricate and stock their own replacement crossmembers, such as this rear unit for the Mk1 Rangey. It comes complete with the appropriate spot welds and can be purchased by phoning them on the following number: 0121 559 5255.

T: 01626 833848 E: info@brookwell.co.uk W: www.brookwell.co.uk 01626 833848 E: justin@brookwell.co.uk W: www.brookwell.co.uk

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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Issue 76: June 2020

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Elegant Efﬁciency

Words: Mike Trott Pictures: Mike Trott and Lizzie Bates

The Velar, like all Range Rovers, has a reputation for delivering style, comfort and luxury. But does having one of Jaguar Land Rover’s most efﬁcient diesel engines add another attribute?

f you’ve ever travelled in a Range Rover, you’ll know it has a certain character to the way it goes about dispatching vast distances. That character is unique – and you soon come to realise this is a sensation you’ll only associate with covering ground in a Range Rover. It’s not simply a superb ride quality that gives you this sensation, either. Yes, you’re covering great expanses in great comfort and luxury – but it’s all done in a Range Rover way. My most recent experience of this was when piloting one of the latest

Range Rover Velar’s up to the Scottish Highlands for a brief stay near Inverness. It was the ideal opportunity to test those steadfast qualities, across a journey of more than 400 miles. But it would also represent a rather different challenge. This particular Range Rover Velar was blessed beneath its bonnet with Jaguar Land Rover’s D180 Ingenium engine. Other power units are available in the Velar, but the D180 signiﬁes not just the Velar’s best-selling engine and entry point for the line-up, but also the most frugal of the units currently available.

If Range Rovers do have an Achilles heel, it’s probably going to be their fuel consumption. It’s difﬁcult to make a car weighing over two tonnes and equipped with permanent four-wheel drive return respectable fuel economy. But the D180 has a better chance than any. For those not up to date with JLR’s model naming policy, the letter denotes the type of fuel the engine runs on, whilst the numerical part refers to the horsepower of said engine – in this instance, a D180 is a diesel with 180hp. What’s more is that our Range Rover Velar was part of the limited-run R-Dy-

namic Black edition models, of which only 500 will be built. Building upon the most popular R-Dynamic SE, the R-Dynamic Black gains further black detailing. The Black Exterior Pack and 21” Gloss Black alloys are just the start, with privacy glass, a panoramic roof and heated steering wheel providing some gloss to the driver’s convenience. Adaptive Dynamics is also thrown in and naturally the whole package is

ﬁnished in Santorini Black. Or if you’re not a fan of having things 100% black, you can opt for Eiger Grey. The wheels on our car were also swapped for Gloss Sparkle Silver options, as well as a Light Oyster interior rather than the standard Ebony colourway. All in, the Velar R-Dynamic Black starts from £56,995. Which is actually relatively good value by Land Rover’s standards. And on the drive up to Inverness, with each passing mile, it was this combination of spec and engine that made me question why you’d want anything else in the range. That D180 engine, for instance, may only have 180hp from its 2.0-litre four-cylinder turbocharged conﬁguration, but it still provides 317lbf.ft of torque. And that’s a noticeable bit of oomph in anyone’s backside. The surge comes low down in the revs and thankfully all Velars are accompanied by the superior eight-speed ZF automatic gearbox rather than the nine-speed variant you get in the lesser Evoque. Comfort is very much the

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 order of the day, with smooth and silky changes delivered on a bed of torque, although if you’re feeling hurried you can push the Velar D180 from 0-60mph in 8.5 seconds. Not bad for a car that can be grander and more cosseting than your own living room. Spending time in a Velar is not a hardship, even if that’s from hours spent in the driver’s seat. The cabin is spacious and from the raft of gizmos and gadgets you have at your disposal, it’s impossible to feel anything other than comfortable and stress-free. On the motorway, the Navigation Pro keeps you updated on your progress through the Touch Pro Duo infotainment screens. The Meridian sound system and subwoofer expertly delivers your chosen entertainment and the 14-way electrically adjustable heated seats allow for plenty of manoeuvrability when it comes to achieving maximum relaxation. It’s all as should be in a modern-day Range Rover. Breaking north of the border and on towards the Highlands, the quietness isn’t just in the air outside, but also inside the Velar. It’s a reﬁned cabin and the engine plays its part in keeping the peace. Better still, a cruise along at 70mph has yielded some of that respectable economy we were after. On paper, the D180 should be giving us between 38 and 42mpg on the combined cycle, and as we approach our destination the on-board computer is telling me 43.7mpg. Sure, it’s not a heady 70mpg you get from some of the clever hybrids or small diesel hatchbacks out there, but when you consider a Velar will drive to Scotland without breaking a sweat and is then ready to take you up a mountain once you’re there, all things considered, the Velar can hold its head high. If I took anything away from our journey up to Scotland, it’s that there are few better ways to travel than at the wheel of a Range Rover. And if the seductive Velar is the Range Rover catching your eye, then look no further than the R-Dynamic Black. Below: You’re kept informed, as well as comfortable, in the Range Rover Velar

Issue 76: June 2020

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Issue 76: June 2020

News

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Vehicles

Adventure

Stepping into the Ring

Words: Kim Sammons Pictures: Journaldu4x4.com and Team Syncro Racing

ince 2018, we have followed Team Syncro Racing (TSR) and their journey as they muscled into the Ultra4 Europe extreme off-road racing championship. In very little time, the guys at TSR built their Ultra4 truck and raced in the Legends Class for 2018, before stepping up to race in the Unlimited 4400 Class in 2019. However, last time we caught up with TSR, they had just won the wildcard entry to race in the prestigious King of the Hammers in February this year, taking place in California, USA. King of the Hammers is labelled as the ‘toughest one-day off-road race in the world’, covering 212 miles of extreme rock sections and desert terrain. The team shipped their car in early December to ensure it arrived at Means Dry Lake well in time for the event. ‘When we arrived at the lakebed, our car and all the spares we had shipped

several months earlier were waiting for us in the Team Europe Pits in Hammer Town,’ explained Kim, of the TSR pit crew. ‘Time had been extremely limited before we shipped the car, so we still had a few bits to finish before we could take her pre-running.’ The guys finished the essential business of prepping the car before taking her out for a shakedown on the desert flats. All was good, but the team soon encountered a string of persistent bad luck. During testing, the engine oil filter exploded, leaving the passenger side covered in oil. Luckily, the guys (not averse to the challenges) fitted a spare oil filter, but soon learned that this failed filter had caused damage to both the turbo and the engine itself. A full engine swap was needed… Fortunately, the crew had packed spares galore, including a full engine, gearbox and transfer box, alternators,

Above: Team Syncro Racing at the end of King of the Hammers

turbos and pretty much every other component on the car. The team had a crew of 12 people ready to jump in and help, so the engine swap was soon taken care of. Sadly, the car also developed clutch issues, which meant they couldn’t make the all-important qualifying session on the Tuesday. ‘We were absolutely gutted not to make qualifying, we had come so far and the team had been working nonstop,’ shared Shabs Piercy, TSR driver. ‘It would have been great to get out there on the short course and fly the flag, but it wasn’t meant to be unfortunately, we therefore knew we would start at the back of the pack on main race day which would be tough.’ The guys would start in 93rd position, an excruciating challenge made worse by having to chase the dust of the other drivers for the 212-mile race. With the clutch issues fixed, the guys were able to enjoy Hammer Town the day before the main race, where a procession meanders through the huge temporary city in the desert to crowds of more than 70,000 people. Back in the pits, some last-minute shock tuning and final checks delivered another blow: the replacement engine had developed a loud knock. The whole team frantically worked on the truck to try and establish where the knock was coming from and whether they could fix it in time. At 2am, approximately four hours before lining up on the main race day, the team retired to bed knowing the engine would fail.

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After two seasons competing in Ultra4 Europe, Team Syncro Racing took the bold step to put themselves in the ring with the world’s best – at the legendary King of the Hammers event in the United States

Above: This was the car TSR shipped over and managed to grab miles testing with until the problems amounted to one too many Below: Working late into the night, TSR carried out the necessary engine replacement, only to hit more issues before the race start

The next morning, the team were in low spirits knowing that whilst they would start the race, the truck wouldn’t last long. Still… ‘We were not going to go all that way and work all week not to start the race,’ explained Shabs. ‘I had every intention of sending it off the start line despite the

knocking engine and would literally drive her until she gave up, whether that be 100 metres or two miles.’ The course of events was due to change dramatically, however. Dave Cole, Ultra4 Racing founder and owner, saw Shabs in the line-up around 30 minutes before the start of the biggest race

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Above: The borrowed car from Dave Cole was new territory for TSR, but also covered terrain valiantly of the year. Having met previously at the European races, Dave was shocked to learn of the engine issues the guys had been plagued with and could see the broken hearts within the team. It followed with an incredibly generous gesture, as Dave offered his old spec class truck to the team to race. This truck was being used during ‘Hammers’ to drive marshals around and wasn’t prepped to race. But the guys were overwhelmed by the selflessness and immediately jumped into action. ‘It is crazy that we had spent months trying to get our car ready,’ expressed Shabs, ‘and here we were 30 minutes before the biggest race of our life, stripping our truck and cable tying everything onto this other truck to race.’ The team even managed to fit their body panels to the spec truck and a little Union Jack antenna flag, too. About 30 minutes after the penultimate car left the start line, the guys finished the prep on the spec car and Shabs and Si jumped in and drove the biggest race of their life in a car they had never even seen, let alone driven. ‘The spec truck was so different from what we were used to, we didn’t know what worked and what didn’t – we were running petrol; normally we race diesel. We normally race a manual shift, this was automatic. Ours is a right hooker, this was a leftie. It took a few miles to settle into the race,’ shared Shabs. ‘It was amazing in the rocks,’ expressed Si Sagar, TSR co-driver. ‘This spec class truck just kept moving forward over the biggest rocks we have ever encountered, but despite this we never had to winch even once. ‘The long desert sections were a lot trickier, as the spec car wasn’t built to go fast.’ After ten and a half hours of epic racing, the guys were waved the chequered flag after successfully completing two of the three laps. All drivers who didn’t

complete the third lap in the 14-hour allotted race time were pulled in. Despite the fact the guys were not ofﬁcial ﬁnishers of the race, they moved from 93rd position to 63rd. The team was over the moon that they had managed to compete in the race. ‘King of the Hammers was the most amazing experience we could have imagined,’ said Shabs. ‘It was a true rollercoaster of emotions as a team and although we had the most insane

challenges, I would not have missed it for the world. The team never gave up and really held together strong. We are obviously so grateful to Dave Cole, who simply took action and literally made our dream come true.’ You can check out TSR’s photos and videos from King of the Hammers 2020 on Facebook, search TSR @ TeamSyncroRacing, with live interviews and their webisode series covering their story.

Issue 76: June 2020

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News

Issue 76: June 2020

In 2009, I became the ﬁrst UK-based 4x4 tour operator to explore Western Sahara, delving into its vast expanses, and joined by a handful of adventurers, all enticed by the prospect of being the ﬁrst to recce this hostile environment...

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Cynghordy Llandovery Carmarthenshire, SA20 0NB Tel: 01550 750274 e-mail: info@cambrianway.com

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Words and Pictures: Barrie Dunbar

t’s late on a Sunday afternoon at our meeting point, a campsite in the south of Spain not far from the port of Algeciras, and I’ve just fired up the braai in preparation for our first BBQ feast of my latest trip. By now, everyone has arrived, following the tedious 1000-kilometre slog down the length of Spain. Engines are ticking as they cool, and strangers are chattering as they become acquainted. There’s the usual charge of suspense in the air – only this time, it’s a bit different. Normally, the clients who travel with me have the reassurance of knowing we’re following a well-established route – but today we’re preparing to venture into unknown territory. It’s not just unknown to our group, either. No tour operator has ever run a 4x4 expedition from the UK to Western Sahara before. Tomorrow we’ll be setting off on a journey into no-man’s land. All of us in the group acknowledge the possible risks which lie ahead – we’re going to be blazing trails, visiting places that have never before been visited by a convoy of Europeans in 4x4s. This really is going to be an adventure – but also a leap of faith. Mindful of the intrepid nature of this expedition, the vehicles have been prepared accordingly. Most resemble Mad Max machines, bulging with extra jerry cans, recovery equipment and all the other accoutrements required for such an undertaking.

Above: Wildlife is scarce in the Sahara, but don’t get the hump about it Truth be told, we’re all quietly proud of our efforts, taking turns to scrutinise one another’s perhaps over-prepared motorised dromedaries. Last minute checks are completed, final adjustments implemented and we’re all ready to board the first ferry of the following morning and disembark on the shores of Morocco – the gateway to the Sahara. Having reassured the wide-eyed customs officials that we’re not invading their country, we’re cleared to proceed and begin our lengthy transit to the deep south, via the excellent new motorways skirting the west coast. The concept of a central reservation can be a bit of a tricky one to grasp – if

you’ve never seen one before – and as I cruise along at the head of the convoy, I’m less than overjoyed to encounter another vehicle coming towards me on the wrong side! Fortunately, it’s just chugging along nice and slowly and the driver is able to dodge us without incident, but it does serve as a stark reminder that we can’t let our guard down, even for a moment. After a few days, including an exhilarating traverse of the spectacular Anti Atlas Mountains, we arrive at the desert town of Assa and take the opportunity to restock with provisions for the expedition proper. The terrain has morphed from rocky mountain to sandy desert,

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Issue 76: June 2020

Above: A campfire in the Sahara is a light amongst a world of darkness the ambient temperature has soared and the relative humidity has plummeted. Things are about to get serious. Now’s the time to put your sensible head on and turn your back on taking unnecessary risks. We start driving our trucks more sympathetically – the penalty for getting things wrong down here could be harsh. After following the Draa Valley southwest for a while, we swing due south, enjoying lovely warm days of desert driving and sparkling starry nights of wild camping. It’s not all soft sand en route, however, as we’re also required to cross a more technical mountainous section – the descent from which rewards us with an enormous salt pan, its smooth, level surface baked hard by the searing sun and stretching away as far as the eye can see. At last we can give the cars a good blast. But respite from the bumpy terrain doesn’t last, and it’s not long before we’re back to the ever changing hamada of gravel, stone, rock and sand, which – contrary to popular belief – covers most of the Sahara. Our target is the frontier town of Smara, from where we will follow one of the old Paris-Dakar Rally tracks, running the length of the interior and at one location just nudging the Mauritanian border. It’s a fascinating town, so we pause a while to mooch around and explore before relaxing at one of the many high street cafes, where we enjoy numerous glasses of the most delicious fragrant coffee. We depart in due course, rightly suspecting that this will be our last experience of civilisation for the best part of the next week. Seeking out the track, I remind myself that I am responsible for the welfare of those who have placed their trust

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Issue 76: June 2020

Above: Towns are few and far between, so it’s crucial to stock up on provisions, but also to enjoy their treasures Below: Driving the Plage Blanche can provide great memories, but is also best traversed between half and low tides. It’s not the place to get stuck

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in me. But I have of course done my homework, researching and planning right down to the very last degree. So I know the important stuff, like the locations of fuel and water supplies. And of unmarked minefields… We have an absolutely fabulous time over the days which follow, marvelling at the many splendours of the desert. We experience a type of remote solitude that’s impossible to imagine from afar, appreciating that we are hundreds of kilometres away from the next town or village as we cross an area seemingly unvisited for millennia. We see the most incredible desert geology, at times featuring vast exposed seams of ancient fossils. One of our group finds a knapped arrow-head, lying peacefully in the sand for who knows how long. Vegetation is scarce, comprising the ubiquitous acacias and resilient xerophytes. Neither is fauna plentiful. Besides occasional sightings of dromedaries and the elusive desert fox, animal encounters are primarily of the arachnid inclination, with no shortage of scorpions or camel spiders. We eventually reach the most southerly point of the route I have plotted, from where we turn west to join a

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coast-bound track – a drive which turns out to be surprisingly hard work due to the nature of the terrain. It’s arduous going, but by no means boring, and we encounter tremendous rifts, ravines and gorges, all of which require careful navigation to avoid calamity. This is all in the nature of a recce trip! By this stage, we are all looking forward to reaching the coast and enjoying the change of scenery which will be on offer. The desert scenery is beautiful, but it does go on a bit – after a few days, one acacia looks like the next, and the next, and the next… The coastline is indeed a revelation, and we begin heading north along enjoyable tracks overlooking the azure of the Atlantic. These cold waters are reputed to be some of the richest fishing grounds on the planet, and as such are heavily patrolled by the Moroccan authorities. There is a prominent naval presence on the water, and the entire coast is spotted with military lookouts. Sandy trails give way to occasional sections of rocky hamada and we find ourselves having to bypass a sizeable area of waterlogged salty marshland – definitely not a place to get stuck. An imposing concentration of massive

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dunes threatens to halt our progress at one stage, though by hook and by crook we are able to prevail, getting through them and continuing our passage north. Exiting Western Sahara and back into Morocco, the tide favours our timing and we are able to enjoy the exhilarating beach drive along the renowned Plage Blanche. This fantastic and speedy endeavour is best undertaken between half and low tide, to avoid losing your vehicle to the sea – as some have. Thereafter we continue meandering up the coast, sometimes camping on the beach, at other times using conveniently located campsites. It’s a relaxing time now the risky part of the trip is behind us and we slow our pace to enjoy the balmy weather, enjoying an occasional swim at some of the numerous beaches along the coast. And before we know it, our adventure comes to an end. I’m pleased the recce has yielded a new route in which I can share with people – and all my intrepid customers agree the trip has been a resounding success. Despite the risks, there were no injuries, no accidents and no mechanical mishaps. Nothing, in fact, but smiling faces as we say our farewells. A great result.

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Unexpected Surprises

Issue 76: June 2020

Below Left: Fish River Canyon is the largest in Africa, stretching 100 miles in length and up to 27km in width. It has a depth of 550 metres in places, too

Words: Jannis Drew Pictures: Valentina Drew

When overlanding across the globe, it can feel like you’re the only person on Earth. But it only takes a phone call to bring you back to reality – and alter your entire plans

e arrived at the Matswere Gate of the Central Kalahari minutes before gate closure. Our plan was to camp there and enter early in the morning, but the ranger said he had a campsite not too far away and if we were quick, we could use it for free. It took about 40 minutes to reach the campsite by which time it was completely dark. The campsites in the national parks in Botswana are basic to say the least, often just a clearing in the bush with a pit toilet and a bucket in a tree to use as a shower if you’re lucky. As it was dark, we decided not to go out and put up our tent with dangerous animals lurking in the shadows. Instead we made the best bed we could in the back of the 90 and slept inside. As you can imagine, it was not the most comfortable night’s sleep, but what a surprise we were in for in the morning.

‘Jan, Jan, Jan…’ Vale was trying her hardest to wake me up. ‘Look, there’s a lioness!’ Less than two metres away, was a huge lion staring in at us through the window. It walked a few circles around the Defender and trailer before quickly losing interest and going on to hunt the jackals that had also been watching from a distance. This is one memory we will never forget, waking up looking into the eyes of a lion almost within touching distance. We had planned our fuel perfectly for the time spent in Central Kalahari. After nearly 700km of driving in mud and sand, we pulled into the fuel station on the way to the Namibian border, just as the fuel light illuminated. We carry 130L of fuel, which should get us close to 1200km, but when the ground is soft, it can drastically reduce your range. Something to consider when fuel stations are hundreds of kilometres apart.

Below: The Hoba meteorite landed over 80,000 years ago, with this huge lump of iron weighing in at more than 60 tonnes

Our first night in Namibia we spent in Windhoek. We needed a few supplies so we were up early and into the city to get what we needed. It’s amazing how friendly the people are here. With a few pointers from the locals, we had what we needed and it was time to get back on the road and start our journey northwest towards the Skeleton Coast. We stopped off on the way to visit to the Hoba meteorite. The meteorite fell more than 80,000 years ago and is still intact. It’s thought to be the largest naturally occurring piece of iron known on earth weighing in at 60 tonnes. It was quite impressive. Continuing onto the Skeleton Coast, we were hoping to get a glimpse of the new Defender. This is where they have been conducting the recent reviews and we can tell you, the terrain is really as rough as it looks. We didn’t see the new Defender, but we did get to experience the challenging terrain first-hand. In the 22,000km since leaving home, it’s the first time we have been stuck. I don’t have much experience driving in sand, other than reducing tyre pressure and keeping some momentum, so when we chose a spot on the beach to stop for lunch, I knew it was going to be a challenge. As soon as the sand got soft and the magic box of traction wizardry sensed some wheel slip, it cut all power to the engine to try and regain traction. Of course this meant we lost all our momentum and when towing 1000kg on very soft sand, that is bad news. Using our two sand tracks, we managed a metre at a time before thankfully reaching some harder sand where we could

Above: Jannis, Valentina (and Zebra) somewhere in the middle of nowhere drive out and finally stop for our lunch in front of the sea. From the challenging terrain in the north, we started heading south towards Fish River Canyon. We stopped off at a café in the middle of the desert for a break and just before paying the bill, the owner came to us with a phone and said, it’s your embassy, they are asking for you. This came at a bit of a surprise as we hadn’t notified any embassy of our whereabouts or our travel plans. Big brother is always watching. This was the first time we heard about the seriousness of the coronavirus back in Europe and it came as a bit of a shock. After a quick visit to the canyon, and the discussion with the embassy on our minds, we headed to the border of South Africa. Before getting stamped out of Namibia, we paid a visit to the South African immigrations office to see if they would let us in. You would have thought we were from another planet, when we pulled out European passports, the

officials leapt out of their seats to hide as far away from us as possible. We explained that we hadn’t been in Europe since November. However, as it transpires that morning they had received a memo from the government, banning anyone travelling on a European passport from entering South Africa. With our plans out the window, we had to think on our feet before an inevitable lockdown in Namibia would begin. To keep our options open, we chose to head north 1200km to the coastal city of Walvis Bay. Here there is a large port which gives us the option of returning the car to Europe if we are unable to continue our journey to Cape Town. At this moment, we don’t know what we will be able to bring you next month. Will it be our final farewell as we end our journey early, or will the world manage to fight this virus to give us the path we need through to Cape Town… Visit our blog for our full story at www.defenderadventure.eu

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f a small problem is not addressed, then it can quickly develop into something more sinister. Take a spot of rust, for instance. It may start out as being a small insignificance, but left untreated you’ll soon ﬁnd the rust develops into a far greater hindrance, content with ruining your be-

This month, there’s a simple focus: beating the dreaded corrosion with a little help from replacement door and bonnet hinges loved Land Rover, as well as the wallet in which you keep its photograph... Of course, there are things we can do to repel the hateful rot, such as substituting original components with tougher, more durable upgrades. An example of this would be the hinges we ﬁnd on the Land Rover

Defender. Again, it’s just a small link in the chain, but you don’t want it to be an Achilles heel. Marrion 4x4 are hereby running us through why replacing them for stainless steel or billet aluminium items could save your Defender some major aggrevation further down the line.

1. Bonnet hinges have a number of benefits, not just because they can be bought in stainless steel and therefore stand up to the elements far better, but some examples come internally pinned to bring greater security to your Defender 2. Whilst replacing the bonnet hinges, it could be wise to give the windscreen blocks the same treatment, as replacement billet aluminium items won’t bubble and corrode like the original cast aluminium ones

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3. The standard door hinges on a Defender can be easily tampered with, and as you can see from the picture, a little rust can soon start to creep its way between any little crevices. Replacing them for some newer, more robust items would be a good investment

4. It’s important to remember that security hinges are also available for doors, not just bonnets. Here the pins are exposed, but you can also find internally pinned options, such as those from Optimill

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5. Many of the replacement hinges on the market will be machined from billet aluminium, accompanied with stainless steel fixings, which are frequently longer than the standard ones. All stainless hinges are available, too, but it depends on how much you want to spend and the finish you want

6. When fitting the new hinges, be sure to seek an additional pair of hands when relieving the weight of the door, so you don’t cause any unwanted damage. Likwise when fitting, don’t let the door’s weight rest until all hinges are secure. You can then loosen the hinges slightly if some readjustment is needed. Check the doors close and open properly – you can usually tell by listening to how efficiently each door does this

We specialise in restoring, rebuilding Land Rover Defenders, galvanized chassis changes, engine upgrade and all types of mechanical & body work. We export Land Rovers worldwide supplying not only refurbished but also used Land Rovers. Refurbishment/Restoration Specialist, Land Rover Servicing, MOTs, Mechanical, Diagnostics, SKYTAG Agent, Galvanized Chassis, Body Repair/Paint Shop Works Astwood Bank, Astwood Business Park, Astwood Lane, Redditch. B96 6HH Tel : +44(0)1527 892 377 Mobile : +44(0)7974075932 Email: info@astwood4x4.co.uk www.facebook.com/Astwood4x4 www.twitter.com/Astwood4x4

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The Dolly Diaries: Part Two

Testing Times

Words and Pictures: Henry Gibson

Our youngest contributor gets off lightly when his project 90 fails its MOT

ain battered the windscreen. Dad and I grimaced at the weather, trying to see the way forward despite the smeary glass and the lacklustre main beams. Another car approached

through the storm. Dad reached to dip the lights and… nothing. He flicked the stalk again. Still nothing. Put simply, the dipped beam had failed. Of course, the immediate priority was getting home without dazzling

oncoming traffic with only our main beam to light the way. Thanks to the candle-like headlights on a 23-yearold Defender, that wasn’t too much of an issue. But, as we finally pulled into the drive, a further thought struck me – this was yet another worry to add to those I already had about the following week’s MOT. Once in the house, a quick Google search revealed that both the headlight switch and indicator stalk are common reasons for this failure. Given that there was a disconcerting slackness in both these switches, it was tempting to simply order the parts and have a go at fixing this problem myself before the test date. But looking at the price of the replacement parts, I decided it would be safer to leave it to the professionals. I didn’t want to mess up the installation and be forced to spend out on them twice. So it was with a certain feeling of dread that we took Dolly (in daylight, obviously) to the garage for her MOT.

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Above: The dipped beam failed on Dolly, but even main beams don’t threaten to dazzle other road users on a Defender Even though we knew that Dolly had been well looked after by her previous owner, we were still fearful of any underlying problems that we had not noticed. Horror stories about corroded chassis and bulkheads flew around my head. On the day of the MOT, I couldn’t concentrate at school. I was just praying that she had passed, or that any failure wouldn’t result in a steep and unaffordable bill. Once I had dawdled home on the bus, I rushed inside and asked Dad whether he’d had the all-important call from the garage. He hadn’t. In our eagerness to find out, we headed to the government MOT check website with our fingers firmly crossed. We entered the registration details with some trepidation and a four-letter word appeared on the screen. Unfortunately, it didn’t start with a P. Dolly had failed. My heart sank. A scroll down the website revealed the exact cause of her failure: a worn clutch pedal rubber, weak flow from the windscreen washer jets, failed headlights and a broken horn. The new pedal rubber was less than £2, the windscreen wash system just needed a flush through, the horn was around £10 and the headlight problem turned out to be a broken wire behind the dash, so I was glad that I hadn’t bought unnecessary parts and tried to fix it myself after all. The next day we headed to the garage to collect her – and her fresh MOT certificate – for another year of motoring. While she didn’t need any expensive repairs this time, as I handed over the money to the garage, I couldn’t help but feel that paying garage bills is something I’ll become a lot more accustomed to in the years ahead. Welcome to life as a Land Rover owner, eh? Read The Landy every month to see how Henry and his new partner in crime, Dolly, progress on the road towards finished restoration and Henry’s 17th birthday.

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Issue 76: June 2020

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The Landy Buyer

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

Apocalypse Now

e live in strange times and it’s understandable that some can only see the gloom and doom currently hanging over us. But you should remember that the light at the end of the tunnel always

shows itself sooner or later. And on a positive note, if the planet descends into chaos, at least you’d have the right vehicle to cope with an apocalypse. That is, if you own a Defender 110. If a vehicle is perfect for crossing any terrain and carrying an adventurer

to any corner of the globe they wish to explore, then it’s also the ideal vehicle for delivering aid, escaping zombies and disappearing off the grid entirely. You can carry lots of spares in it, too. Top buying tip: if you want to survive literally anything, get a Defender 110.

Series I (1948-1958) If you want to be the owner of a vehicle that oozes heritage like no other, then surely a Series I Land Rover is the way to go. The Series I Land Rover – particularly in its 80” guise – is arguably the most sought after Land Rover for purists and collectors alike.

Its 1940’s engineering gives it a real charisma, but consequently, parts aren’t as readily available as they once were. Restoration projects require deep pockets, but then if you can source all the bits you need and come up with a finished example, it could well fetch mega bucks.

Series II/IIA (1958-1971) In 1958, the second-generation Land Rover was born and along came the barrel sides which we came to recognise on even the very last Defenders. Today the Series II or IIA is a more affordable prospect than a Series I, yet it still carries much of that early charm that makes it a hit with enthusiasts.

The prices are on the increase, however, as these 60-year-old vehicles start to come into their own as an investment and collector’s item. A 2.25 petrol 88” would be our pick, as the diesel engines, certainly the 2.0-litre diesel, were underpowered and rather noisy.

Series III (1971-1985) Following on from the Series IIA, the Series III emerged in 1971 with a few cosmetic tweaks and safety features to freshen up the model. Headlights were shifted out to the wings in-line with new legislation and the dash received a bit of padding to hide the new safety bar across the top

of the bulkhead – we’re not sure it’s the full five stars on the latest Euro NCAP scale, though. The Series III wasn’t too dissimilar to the Series II in mechanical terms, keeping the same 2.25-litre engines throughout its production, although in 1980 the 2.25 motors switched to a

Lightweight (1968-1984) Possibly the ugly duckling of the Series Land Rover family – but that doesn’t mean to say you won’t find much love for the Series Lightweights. These military-derived vehicles can be easily distinguished from the regular Series Land Rovers, with visibly more angular wings and a frontal appearance

Insure your Defender with Adrian Flux from £250

that does divide opinion when you and your mates are in the pub. To mimic the civvy Series machines, the SIII LWT – built from 1972 onwards – also had its headlights switched out to the wings. These Series Lightweights throw up an extra dimension to Land Rover own-

* Based on a 2004 Td5 model, 10,000 miles per annum, 45yo driver, fully comp cover with green lane and off-road use included, ADFT excess of £200

£5000-£75000 Gone are the days where you could use a Series I as an actual Land Rover, because with restored and cherished examples now retailing where they’re at, preservation is the aim of the game. The rarer and earlier the vehicle, the higher the price tag gets. But can you really put a price on such an icon?

£2500-£40000 The Series II/IIA carries a wider stance than its predecessor and adds an extra (thin) layer of refinement over the Series I. While the engines have excellent longevity, they need to have been maintained properly. Be thorough in your checks, both under the hood, but also underneath the body.

£2500-£30000 more durable five-bearing crank rather than the three-bearing setup. The transmission also received syncromesh on all forward gears to make it easier to live with. They still carry the simplicity of earlier Land Rovers, but can be obtained for a fraction of the price... for now.

£3500-£22000 ership, with military history and touches often machine-gunning the vehicle. It means you get a Land Rover that could have a few more stories to tell – and you have something that stands out from the crowd. They’re a rare breed, so if you find one, it could be worth keeping hold of.

Versions: 80” (‘48-’53), 86” (‘54-’56), 107” Pick Up (‘54-’56), 107” SW (‘54’58). 88”, 109” Pick Up (‘56-’58). 1.6 4cyl petrol (‘48-‘52), 2.0 4cyl petrol (‘52- ‘58).

Pros: Heritage, charm, a true classic, the original Land Rover Cons: Availability of parts, price tag on early 80”s Versions: 88”, 109”. 2.25 4cyl petrol (‘58-’71), 2.0 4cyl diesel (‘58-’61), 2.25 4cyl diesel (‘61-’71), 2.6 6cyl petrol (‘67-’71 (109” only). Pros: As a resto it’s a sound investment, some examples now MOT exempt, more desireable than SIII Cons: Bulkheads can rot with ease, check suspension leaves for seizing

Versions: 88”, 109”. 2.25 4cyl petrol, 2.25 4cyl diesel. 2.6 6cyl petrol produced until 1980. Stage One V8 used detuned version of the 3.5 V8 (‘79-‘85). Pros: Most affordable way into Series ownership, still has the Series pedigree, parts still widely available Cons: Not as desireable as earlier Series models Versions: 88”. IIA (‘68-’72), III (‘72-’84). 2.25 4cyl petrol engine.

Pros: Not like all other Series Land Rovers out there, military background, uses lovely 2.25 petrol Cons: Styling isn’t to everyone’s taste, can be pricey owing to their exclusivity over regular models

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Forward Controls (1962-1978) Only serious enthusiasts need continue reading here. Ownership of any Forward Control is not for the faint-hearted and it takes real commitment to stick with one. These leviathans are expensive to run and trying to get hold of some of the parts can be, quite frankly, a bit

of a nightmare! Clubs can help here, though, as is often the case with any Land Rover. These vehicles offer substantial payloads if that’s the sort of thing you’re after, but will also tick the boxes for huge, unnecessary and hilariously addictive fun.

Ninety/One Ten (1983-1990) The icon of the 4x4 world. This is Land Rover at its best: a no nonsense workhorse that can also take you just about anywhere in the world. Early examples of the Ninety and One Ten are worth keeping hold of, providing they’re in good condition, because they’re starting to be a real

collector’s item. However, you’ll likely be searching far and wide for that pristine example. This was the birth of the Defender, despite not being christened officially until 1990, and as such these Land Rovers had coil-sprung suspension, new engines – although they were

Defender Tdi (1990-1998) In 1990, the Defender name emerged and for the first time it meant that no longer was a Defender being powered by a feeble hamster in a wheel. If you’re after a 200 Defender, though, you might get a 200 unit but check whether it’s a Defender engine. Replacing blown units with a Disco

200Tdi is popular, so check the arrangement of the turbo and manifold to see which one you’ve got. After the 200 followed the 300Tdi, a revised version with a little more refinement, but just the same durability. Properly maintained, they can last for decades. Look around for one with

Defender Td5 (1998-2007) Following on from the Tdi era, Land Rover issued the Defender with its Td5 engine from 1998 to 2007. The engine is arguably Land Rover’s most reliable unit and it’s a strong performer out of the box, although it does lend itself to being tuned – just make sure that any mods have been done

properly before you take the plunge and purchase. Remaps, EGR valve deletes and uprated intercoolers are a few examples of what many have been subject to. Lots of power doesn’t always mean happy faces. The rear of the chassis has frequent-

Defender TDCi (2007-2016) The last of the Defenders were fitted with Ford Transit engines – first the 2.4 TDCi, followed by the 2.2 TDCi, brought in to meet Euro V emission standards and keep the Defender alive for another few years. Sadly, these engines denoted the Defender’s swansong, the twilight of its

days. They were fitted with six-speed gearboxes, still had phenomenal off-road capability and even made the Defender a nice place to be. But they were still very much Defenders. The era of blinging also began and you can find special editions out there for obscene money. If you like paying

Freelander 1 (1997-2006) We haven’t always held the Freelander 1 in the highest regard here at The Landy, but as market prices constantly change, so too can our opinion on certain vehicles. With examples attainable from as little as £500, the Freelander 1 represents a cheap gateway into Landy ownership.

There are a few issues to be aware of, though, such as the viscous coupling, which is expensive to replace and can be upset by simply having mismatched tyres on your axles. The 1.8 petrol used to be notorious for head gasket failures, but today’s replacements are much more robust.

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£11000-£25000 If you’re going to go the whole hog then why not buy a 101 Forward Control. You’ll have a V8 engine harping away underneath you (literally) and people are likely to clear out of your way when they see you coming in their mirrors. Surely that’s reason enough to buy one?

£5000-£13000 still terribly underwhelming – and offroad capability that has still yet to be matched today. A very early 2.25 petrol 90 is a rare thing, and a beautiful one too. But perhaps try for a 2.5 NA version with low miles and good history. They’re robust and as simple as they come.

£4000-£22000 full service history and you could find yourself a keeper. Some Tdi Defenders have received galvanised chassis and even bulkheads, and these are the type of Defender you should be after. If you can find one, you’ll have a workhorse set for life.

£6000-£30000 ly been called into question, so protect the rear crossmember if it’s in good shape, or else face the consequences. With minimal electrics, the Td5 Defender is still a DIY machine and you’ll be working on one of Land Rover’s most notable masterpieces. Bar the Tdi, the Td5 is up there with the best.

£10000-£80000 thousands of pounds for some bucket seats and additional leather, then go ahead. You will pay a premium for a Puma, especially since the end of production. But if you can grab a 2.2 TDCi and start preserving it now, you may well never see depreciation. We’re no financial advisors, though...

£400-£5000 The V6 is thirsty and the 2.0Di is gutless, so opt for a TD4 – but check the condition of the injectors first. Buy a Freelander 1 and you even get a Landy that’s decent off-road and doesn’t carry the usual trait of rusting after five minutes. It just might not have the credibility of other Green Ovals...

Versions: Series IIA (‘62-’66), Series IIB (‘66-’72), 101 (‘72-’78). 2.6 6cyl petrol engines for IIA/IIB, 3.5 V8 petrol for 101.

Pros: Soundtrack, presence, exclusivity Cons: Fuel bill, fuel bill, parking conundrums... fuel bill Versions: Ninety (‘84-’90), One Ten, 127 (‘83-’90). 2.25 4cyl petrol (‘83-’85), 3.5 V8 (‘83-’90), 2.5NA 4cyl diesel (‘84-’90), 2.5 4cyl petrol (‘85-’90), 2.5TD (‘86-’90). Pros: Good ones are now worth saving, same ability as Tdi Defenders Cons: Not many left in good condition, engines underpowered Versions: Defender 90, 110, 130 (1990- 1998). 200Tdi 2.5 4cyl turbo-diesel (‘90-’94). 300Tdi 2.5 4cyl turbo-diesel (‘94-’98). Pros: Excellent off-road, arguably the very best engines, old-school electrics Cons: Units are getting rare, many have been used hard; Tdi it might be, but that doesn’t mean rustproof Versions: Defender 90, 110, 130 (1998-2007). Td5 2.5 5cyl turbo-diesel.

Pros: Off-road capability, power, reliability (generally) Cons: Rear chassis, premium prices at the moment Versions: Defender 90, 110, 130 (2007-2016). 2.4 TDCi (‘07-’12), 2.2 TDCi (‘12-’16).

Pros: Better emissions (marginally), more creature comforts, same offroad prowess Cons: Price, more electrics, last of the breed Versions: 1.8 4cyl petrol (‘97-’05), 2.0Di 4cyl diesel (‘97-’00), TD4 2.0 4cyl turbo-diesel (‘00-’06), 2.5i V6 petrol (‘00-’05).

Pros: Cheap to buy, no major rust issues, surprisingly good off-road Cons: There are better Land Rovers out there, FL2 showed the FL1 how it should have been done

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Freelander 2 (2006-2015) Most people will turn their noses up at Freelanders because they’re not properly recognised as true Land Rovers. But while you should turn your nose up at the Freelander 1, the Freelander 2 actually makes for a much smarter proposition than you may think. Because of it being replaced by the

Discovery Sport, the FL2 is now an affordable option that still offers good levels of refinement, a strong 2.2-litre four-cylinder turbo-diesel engine and a level of practicality that means it can make for a great family vehicle. Plus it’s become one of the most reliable Land Rovers out there... generally.

Range Rover Classic (1970-1996) The Range Rover Classic is one of those vehicles that you could theoretically still use everyday, even now in the 21st Century. If you’re running a V8, however, that may not be such a wise idea. Classic Range Rovers still provide a relatively refined and great drive today, but they

can be thirsty if you’re not in one of the various turbo-diesel examples. That said, if you own one and it’s in good condition – look after it, as it will only appreciate. These vehicles are popular with collectors and even untidy examples are starting to demand reasonable values.

Range Rover P38A (1994-2002) Many people believe the P38A Range Rover to be a bit of a menace – and often it’s completely justified. Lights on the dashboard, air suspension failure, head gasket failure... the list can start to look like a cartoon bill. Still, it’s not all doom and gloom with the P38. In fact, if you find one in good

working order, it’s still a sensational car to own, even today. Service history is a must, and if you’re going to own one then some diagnostic equipment is going to be a better companion than a spanner. Avoid the diesel variant as the engine was adopted from a BMW saloon

Range Rover L322 (2002-2012) Compared to the P38, the L322 Range Rover was a saint. Generally. Its electronic aids were far less temperamental and it delivered a new level of luxury to four-wheeled motoring. The Td6 receives mixed reviews: some say it’s underpowered while others say it’s the best of the bunch.

Common sense would steer you towards a TDV8, either the 3.6 or 4.4, but these are the L322s holding out for strong money. Notably, the petrol V8s are lingering with very appealing price tags, but don’t think running one would be cheap. As with many 21st Century Land

Range Rover L405 (2012-present) If you want the very best in automotive luxury, then look no further than the current Range Rover. The latest incarnation of Land Rover’s flagship Range Rover weighs a whopping 400kg less than its predecessor thanks to the use of an aluminium body, which helps on mpg – although

owning one of these suggests that your cash flow isn’t particularly an issue. This is the last word in elegance and majestic motoring. All the engines supply copious amounts of power to your right foot, while the L405 hasn’t lost any of its off-road pedigree... even if taking one off-road is like asking your

RR Sport Mk1 (2005-2013) Much of the first-generation Range Rover Sport was borrowed from the Disco 3, in fact it shared virtually identical underpinnings, whereas today’s Sport uses the same foundations as the L405. Nevertheless, Land Rover put a Range Rover in a tracksuit and at-

tempted to make a handler out of it. To some extent they succeeded, although it’s no sports car despite what it says on the back of the vehicle. It can play the leisure vehicle very well, though, and will go off-road like the best of them. If you’re going to buy one, then

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£2500-£21000 Do be aware of the rear diff and Haldex unit for costly outlays. Prices are now falling thanks to the Freelander name disappearing from the production line, but for £10,000 you can now get a capable all-rounder that is actually pretty adept off-road and yet still economical to run.

£5000-£60000 Unfortunately, in terms of spare parts, many have succumb to corrosion or have been abused off-road to the point of no return. While an early ‘70s Classic may not be attainable for everyone, tidy examples of the late four-door versions can make for an equally tidy investment.

£1500-£11000 and isn’t up to the task of the extra weight a Range Rover carries. Go for a 4.6 HSE, it’s actually more economical than the 4.0 V8 and you’ll get all the toys (working or not). Or you could try and find a limited edition anniversary model or even a Holland & Holland...

£3000-£30000 Rovers, they have lost their accessability for the home mechanic and any issues you’re like to encounter will require deep pockets. Drivetrain faults are becoming more frequent, so you need to look for that FSH. As a car, however, it’s probably all the car you’ll ever need.

£27000-£200000 alcoholic friend to a wine-testing session. They could comfortably partake, but probably shouldn’t. Prices are still only right for Premier League footballers and people with either a link to the royal family or the drugs trade. If you fit into some of these categories, then we envy you.

£4000-£30000 you need to love it for itself, because a Discovery of the same era is more practical, while a full-fat Range Rover is always going to carry an extra layer of prestige. Perhaps the only issue with the Sport – and it’s a big one – is that is shares all the problems the D3 experiences.

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Versions: 2.2 4cyl turbo-diesel, available in two- or four-wheel drive, 3.2 V6 petrol (‘07-’09).

Pros: Better off-road than you may anticipate, reliability, refinement, economy of diesel engine Cons: Transmissions can wear quickly if used for towing Versions: Two-door (‘70-’85), four-door (‘81-’96), LSE (‘92-’96). 3.5 V8 petrol (‘70-’86), 3.5 EFI V8 petrol (‘86-’89), 3.9 EFi V8 (‘89-’96), 2.4 VM turbo-diesel (‘86-’92), 200Tdi (‘92-’94), 300Tdi (‘94-’96). Pros: Most usable classic Land Rover, V8 power, ride quality Cons: Rust (again), availability of parts for early models, V8 thirst Versions: 4.0 V8 petrol, 4.6 V8 petrol, 2.5 6cyl turbo-diesel.

Pros: Luxury, price, a Land Rover that doesn’t rust. Could even P38 prices rise soon? Cons: Electrics. Nuff said Versions: 3.0 Td6 (‘02-’06), 4.4 V8 petrol (‘02-’07), 3.6 TDV8 (‘06-’10), 4.4 TDV8 (‘10-’12), 4.2 supercharged V8 petrol (‘05-’09), 5.0 supercharged V8 petrol (‘09-’12).

Pros: Great off-road, luxury, image, TDV8 powerplants Cons: Your maintenance bill Versions: 3.0 TDV6, 4.4 SDV8, 5.0 supercharged V8 petrol, 3.0 SDV6 hybrid (‘14-present).

Pros: Styling, engines, capability at pretty much everything Cons: Price Versions: 2.7 TDV6 (‘05-’09), 3.0 TDV6 (‘09-’11), 3.0 SDV6 (‘11-’12), 4.4 V8 petrol (‘05-’07), 3.6 TDV8 (‘07-’10), 4.2 supercharged V8 (‘05-’09), 5.0 supercharged V8 (‘09-’12). Pros: Decent performance from both engines and chassis, a lot of car for your money Cons: Not as practical as a Disco, not as prestigious as a proper RR

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RR Sport Mk2 (2013-present) The second-generation Range Rover Sport has also been on a diet to save over 400kg, just like the current daddy Range Rover, the L405. That means that even this big bruiser is relatively economical when spec’d with the SDV6 motor.

Some won’t like the flamboyant posture, while others will love it. But no one can knock the performance. It feels incredibly light for such a big car, and if you’ve robbed a bank and can afford the SVR version, it’s as good round a race track as it is on a green lane.

RR Evoque Mk1 (2011-2019) When the Range Rover Evoque was launched, it signalled JLR’s intent on hitting the masses. And given that the Evoque was, and still is, their fastest-selling vehicle, they clearly hit the brief, even if it wasn’t for the traditional Land Rover owner.

They don’t much like the Victoria Beckham connection, nor that it is the polar opposite to a Defender. It’s actually still a capable thing off-tarmac, but it would rather not go down that route. Nevertheless, it is economical by Land Rover standards and because

RR Evoque Mk2 (2019-present) 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

Issue 76: June 2020

£25000-£155000 Its recent update has seen the Velar cabin tech filter through to the Sport. The only stumbling block with such a fine motor is going to be how to pay for it. Sell a kidney, maybe (not necessarily your own) – or wait for prices to come tumbling down through depreciation.

£10000-£47000 there are so many out there, they have decent residuals. The Convertible was launched in 2016, and the are three and five-door version. We say stick to the latter, and avoid the 2WD model. What’s a Range Rover without four-wheel-drive?

£31600-£55000 range is made up of mild hybrids, available with diesel and petrol engines combining to an electric motor. Only the base front-wheel drive D150 Evoque escapes the electrification.

Versions: 3.0 SDV6, 4.4 SDV8, 5.0 supercharged V8, 3.0 SDV6 Hybrid, 2.0 P400e Plug-in Hybrid. Range Rover Sport SVR 5.0 supercharged V8 (‘15-present). Pros: Feels light considering weight, engines, almost as luxurious as its bigger brother Cons: You’ll need deep pockets Versions: 2.2 SD4 (‘11-’15), 2.0 Si4 4cyl petrol, 2.0 TD4 (‘15-present).

Pros: Economy, handling, beats rivals off-road Cons: Not as practical as the new Discovery Sport

Versions: D150 FWD 2.0-litre 4cyl turbo-diesel, D150, D180, D240 AWD MHEV, P200, P250, P300 AWD MHEV. Pros: Feels like a proper Rangey Cons: The petrol engine is poor on fuel economy, even as a hybrid

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Range Rover Velar (2017-present) And so the Range Rover family welcomes its fourth model, confidently making it the most prominent of Land Rover’s sub brands. It’s a vehicle designed to fill the gap between the smaller Evoque and larger Range Rover Sport. It’s a competent cruiser and has received numerous

accolades because of its particularly handsome exterior. The Velar is based upon the same architecture as the Jaguar F-Pace, but has greater off-road ability than the aforementioned (good for Green Oval enthusiasts) and it is available with a wide choice of engines, most of which

Discovery 1 (1989-1998) The earliest version of the Land Rover Discovery was aimed purely at providing a middle ground between the agricultural Defender and the luxury, upper-class Range Rover. And the Solihull outfit succeeded. It carried much of the Defender’s capabilities, but added more refinement

and a driving experience more suitable to families, including seating for seven, but all without a steep Range Rover price tag. Blessed with the same wonderful Tdi engines, the Discovery saved Land Rover and hit back at offerings from other nations by being an affordable

Discovery 2 (1998-2004) Following on from the first-generation Discovery, in 1998 Land Rover gave its family SUV some minor cosmetic tweaks and a whole new power unit in the shape of the Td5. The engine is arguably Land Rover’s most reliable unit and it’s a strong performer out of the box, although it

does lend itself to being tuned – just make sure any mods have been done properly before purchasing. You can also buy a V8, but the fuel bill isn’t going to be welcome, plus they’re more temporamental. Unlike on the D1, its the chassis that’s the problem, not the body,

Discovery 3/4 (2004-2017) The Discovery went through a dramatic revamp for its launch in 2004, but it came out the other side as one hell of a vehicle. Greatly improved in terms of power and refinement, the Disco 3 received the relatively economical 2.7 TDV6 engine (although the thirsty 4.4 V8

petrol was an option) and became the first Land Rover to be given Terrain Response. If you need one vehicle in your life, this could be the one that ticks the most boxes at once. Be weary of maintenance costs, especially as you approach the 105,000mile/seven-year mark that means the

Discovery 5 (2017-present) Launched a couple of years ago, this latest Discovery has received high praise in taking the utilitarian Land Rover into new territory. Land Rover needed to improve economy in particular with this edition of the Disco, and having chopped 480kg from the kerbweight, along with

introducing new engines, they’ve taken one huge step towards doing so. Having driven the latest Discovery, we can confirm that it has lost none of its versatility and is comfortably the most capable Land Rover currently on sale today. All of the engines have great flex-

Discovery Sport (2015-present) Brought in to replace the ageing Freelander 2, the Discovery Sport was the vehicle that turned the Discovery brand into a family. It has come to be so much more than a re-badged Freelander, though. For starters, the Discovery Sport has seven seats (just), drives better than a

Freelander 2 and is now more refined thanks to the next-generation Ingenium Td4 engine. Land Rover is now churning out substantial units of the baby Disco, now even matching the Evoque for pace as one of the fastest-selling vehicles to carry a green oval.

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£38000-£85000 combine good economy with usable everyday performance. The interior is Land Rover’s most advanced cabin to date, with other models expected to follow the Velar in due course. Other than that, you do pay a premium for the suave looks...

£1500-£12000 all-rounder. And that still holds true even today. Early Discovery 1s in fine condition are now classics and will continue to appreciate. We would recommend trying to find a tidy and later 300Tdi example, but watch out for body rust – the boot floor, arches and wings etc.

£1500-£8000 especially towards the back end. We all know that Discos make for a great tow car, and consequently many of the rear chassis on D2s have been dipped into the sea. However, not all of them live to tell the tale... Get a later example for more creature comforts and difflocks, too.

£3500-£40000 timing belt is due – it’s a body-off job! Rust is becoming more and more of an issue with these vehicles, too. The 3.0 TDV6 and SDV6 engines are even better, with monumental amounts of torque. Luxury has also increased significantly in later examples. A later SDV6 model is best.

£34000-£80000 ibility and, along with its increasingly upmarket – and Range Rover-esque – interior, the new Disco 5 is one of the best machines to cover long distances in, whether that’s on the road or not. Like most new Land Rovers, it’s easy to overspend on the options, but a well-specced Sd4 is all you really need.

£15000-£50000 It’s a more usable vehicle than the Range Rover Evoque, though, and carries less of the feministic stigma that often surrounds the baby Range Rover. Grab a cleverly-spec’d SE Tech model and you could find yourself with a car that can be as practical as a daddy Disco, but for a more attractive price.

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Versions: D180 2.0-litre 4cyl turbo-diesel, D240 2.0-litre 4cyl turbo-diesel, D300 3.0-litre 6cyl turbo-diesel, P250 2.0-litre 4cyl petrol, P300 2.0-litre 4cyl petrol, P380 3.0-litre 6cyl petrol. Pros: Very stylish, interior, choice of engines, driven verdict soon... Cons: Could hurt the bigger Sport and L405. Prices stretch to near £100K Versions: 200Tdi 2.5 4cyl turbo-diesel (‘89-’94), 300Tdi 2.5 4cyl turbo-diesel (‘94-’98), 3.5 V8 (‘89-’93), 3.9 V8 (‘94-’98).

Pros: Almost as every bit as good as the Defender off-road, price, practicality Cons: The body rusts like it’s been doused in sea water Versions: Td5 2.5 5cyl turbo-diesel, 4.0 V8.

Pros: Td5 power and reliability, great all-rounder, better comfort than D1, diff locks standard for ‘03 onwards (model dependent) Cons: Rear chassis crumbles like its dessert namesake

Versions: 2.7 TDV6, 4.4 V8 (‘04’09), 3.0 TDV6 (‘09-’12), 3.0 SDV6 (‘12-present).

Pros: Off-road capability, usability for every occasion, luxury on later models, torque of 3.0-litre engines Cons: Maintenance costs, air compressor on D3s, D4s not so cheap Versions: 2.0 Sd4, 3.0 Td6, 3.0 Si6 (‘16-present).

Pros: Most technologically-advanced Land Rover to-date, keeps Discovery practicality, comfort Cons: Has lost its sense of value, steps on the toes of the Rangey Versions: SD4 2.2 4cyl turbo-diesel (Jan ‘15 - Aug‘15), TD4 / SD4 / eD4 Ingenium 2.0 4cyl turbo-diesel, Si4 2.0 4cyl petrol.

Pros: More practical than an Evoque – and less vulgar, seven seats, still great off-road Cons: Back seats only for small mammals, price of top models

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Land Rover I, II, III restored to concourse standard. Steering wheel restoration, vintage to modern cars, tractors, lorries, buses, boats. Bluemels, celluloid, bakelite, wood & plastic.

2013 AWDC Comp Safari Champions using Fox Shock Absorbers

tel: +44 (0)1843 844962 Phone: 01992 445634 / 01992 445630 steeringwheelrestoration.co.uk E-mail: ajd@ajdoffroad.co.uk Land Rover I, II, III restored to standard. 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. wood & plastic.

Unit N5, R.D. Park, Hertfordshire, EN11 0FB LandEssex RoverRoad, I, II, Hoddesdon, III

www.ajdoffroad.co.uk

E: citygbcov@yahoo.co.uk E: citygbcov@yahoo.co.uk E: citygbcov@yahoo.co.uk

AJD Off-Road

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

tel: tel: +44 +44 (0)1843 (0)1843 844962 844962

Specialist Land Rover and 4x4 Stockists

North East England

Free Standard Shipping on UK Mainland Webshop Orders* Visit www.psautoparts-store.co.uk Call 01622 891777 * Minimum order £10

E: citygbcov@yahoo.co.uk Specialist in Land Rover gearboxes and transfer boxes, rebuilds and overhauls Established since 1994 reconditioning Land Rover transmissions

E: citygbcov@yahoo.co.uk

T: 07973 751123

Specialist in Land Rover Gearboxes and Transfer Boxes rebuilds and overhauls, based in Coventry Established since 1994 reconditioning Land Rover transmissions Stock items available with next day delivery across the UK Prices start from £250 Trade enquires welcome

Marrion 4x4

steeringwheelrestoration.co.uk steeringwheelrestoration.co.uk

Parts and accessories for a range of models, from Series II to Range Rover Sport

South West England

E: citygbcov@yahoo.co.uk

Steering Wheel Restoration

E: citygbcov@yahoo.co.uk

South East England

5 Wheeler Street, Headcorn, Kent, TN27 9SH

Thecitygbcov@yahoo.co.uk Independent Land Rover Specialist Unit 3, Reaymer Close, Leamore, Walsall, WS2 7QZ www.marrion4x4.co.uk thomas@marrion4x4.co.uk • 07825 433314

Stafford’s only independent Land Rover Specialist Service & Repair of all Land Rover Vehicles

West England

* Free Mainland UK Delivery Over £50 * * Delivery France, Germany and Belgium £10 unlimited weight and parcels *

sales@island-4x4.co.uk

LRS Engineering Loony about Landys! Unit 6 Westmead Ind Est, Hedingham Road, Gosfield, Halstead, Essex, CO9 1UP

www.lrsengineering.co.uk 01787 469553

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

Unit 1, Tixall Heath Farm, Brancote, Stafford ST18 0XX 01785 243175 | www.ashley4x4.com

SALES & REPAIRS IN ALL VEHICLES & 4x4s

www.island-4x4.co.uk Online Land Rover Part Specialists Offering Worldwide Mail Order

01278 741372 www.cwfelthamltd.com service@cwfelthamltd.com

Independent Land Rover Specialist providing sales, parts and MOT for all models of Land Rover

North West England

Alex Engineering

Independent specialists catering for all models of Land Rover Betlow Farm, Station Road, Long Marston, HP23 4QZ www.alexengineering.co.uk alex.eng@btconnect.com • 01296 668848

Wenlock Motors offer a wide range of services including vehicle repairs and servicing, air conditioning repair and re-gas, clutch replacements, diagnostic work, power steering issues and much more...

Smithfield Works, Bridge Road, Much Wenlock, TF13 6BB wenlockmotors@btconnect.com • 01952 727214

APB Trading

Leading Independent Land Rover Specialists Unit 38, Hartlebury Trading Estate (North), Kidderminster, Worcestershire, DY10 4JB

01299 250174 • www.apbtrading.co.uk

MM 4x4

Advertise your company here from just £15 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

Wales

Foundry 4x4 Ltd

Independent Land Rover Specialists Parts, Accessories and Off-Road Equipment

Cast Iron Quality & Service

Droitwich Road, Martin Hussingtree, Worcester, WR3 8TE

The Old Bakery, Rear of Vale Terrace, Tredegar, Gwent, NP22 4HT

www.mm-4x4.com

www.foundry4x4.co.uk

marketing@mm-4x4.com • 01905 451506

info@foundry4x4.co.uk • 01495 725544

GREEN BROS LAND ROVER

Independent Land Rover & Range Rover Specialists • Service • Parts • Used Land Rovers • Bespoke Rebuilds

Unit 1 Riverside Works, Todmorden Road, Littlebrough, OL15 9EG 01706 378784 | www.greenbros4x4.co.uk

MM 4x4 Quality Servicing, Repairs and MOTs Restoration services for Classic Vehicles

www.ca4x4.co.uk

C&A 4x4 Ltd, Norfolk Rd, Colne, Lancashire BB8 9JH Tel: 01282 868874 or 01282 861503

Worldwide LR

Land Rover Parts Specialists 77a Sandon Road, Southport, Lancashire, PR8 4QD

www.worldwidelr.co.uk enquiries@worldwidelr.co.uk • 01704 567114

A1 British 4x4 Specialists Independent Servicing and Performance Specialists for Land Rover Vehicles. Unit 4, Fernhill Street, Bury, Lancashire, BL9 5BG

www.a1british4x4.co.uk enquiries@a1british4x4.co.uk • 0161 763 4300

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

News

Issue 76: June 2020

Products

Vehicles

Adventure

Workshop

Buyers

USED LAND ROVERS FOR SALE Series I

Series I 86” 3.5 V8 Truck Cab (1958). Series III g’box, axles. Fairey O/D, free-wheeling hubs. Tax, MOT exempt. 1st gear knocking. B’head repaired, needs rewire. £5995 ono. Preston, Lancs. 07976 764069 07/19

Series IIA 88” 2.25 Diesel. Rebuilt ﬁve years ago. Tax/ MOT exempt. New parts include cylinder head, injectors, starter motor and front quarter chassis. £8950 ono. Craven Arms, Shrops. 01588 640812 12/19

Series I 88” 2.0 Petrol (1958). 100,000 miles. Historic vehicle. Only two other owners. Engine overhauled, new tyres. Starts on the button. Good condition for age. £9950. Chatham, Kent. 07747 800191 05/19

Series II Ex-Military (1960). No rust or rot. Diesel. Everything works, O/D, good tyres, stainless exhaust. Later style two-speed heater. Adjustable tow bracket. £15500. Wetherby, Yorkshire. 07801 550277 08/19

Series IIA 88” 2.25 Petrol (1971). 60,000 miles. Tax and MOT exempt. Excellent nut and bolt rebuild. £10995 ono. Clacton-on-Sea, Essex. 07979 093362 12/19

Series III 88” (1972) New MOT. 2.25-litre petrol. Excellent condition for the year. Seven seats, new seating. Equipped with overdrive. £9995. Bristol. 07890 948758

Series II/IIA

2 & 4 Door Classic Range Rovers, all parts, body shells and doors. Located in the Midlands, 5 minutes from junction 15 on the M6 Tel: 07842 818294

Series III

SOLD

04/20

Series III 88” Truck Cab (1972). 100,000 miles. New canvas, clutch, starter motor, parabolic springs and shocks. Radiator, rubber mats, tow bar, side steps. Five eight-spoke Wolfrace wheels ﬁtted, ﬁve standard wheel with good tyres. Chassis and body, no rust. £6200. Salisbury, Wiltshire. 07765 203827 02/20

Series III 88” Hard Top (1981). 16,000 miles. One owner. Diesel. All new wheel cylinders. Barn ﬁnd. £6550 no VAT. South West. 07966 130180 02/20

Series III 88” 2.5 NA (1982). Ex-military engine, rebuilt by MOD in 2000s. Lots of history, high-range 4WD won’t engage. Good chassis, bulkhead. Oil leak. £3850. Bedford. 07858 899658 08/19

Series III 109” Hardtop (1975). Tax and MOT exempt. 2.25 diesel. Overdrive, free-wheeling hubs. Good runner. Chassis very good. Possible P/X for SWB Landy. £5500. Blackpool, Lancs. 07846 395256 10/19

Series III 109” Ex-MOD (1979). 99,500 miles. MOT April ‘20. 24V, duel fuel tanks. New Exmoor roof, ATs, modulars. Needs little welding, otherwise very solid truck. £4250. Cottenham, Cambs. 07719 328017 08/19

Series IIA LWT (1968). 54,000 miles. MOT and tax exempt. 2.25 petrol. Potential restoration project or source of parts. £1500 or sensible offers only. Preston, Lancashire. 01995 641129 02/20

Series III Ex-MOD 109” FFR 24V Hardtop. MOT July ‘20. Arctic heater, insulated, twin tanks, new rear crossmember. Pull-out radio table. VGC for the year. £5500. Deting, Kent. 07594 566344 09/19

Series III 88” Petrol (1980). Rebuilt. Refurbished original components. Parabolics. Chassis, bulkhead rebuilt to original speciﬁcation. MOT May ‘20. £12000 ono. Mid Essex. 07484 622135 08/19

Series III LWT (1974). 3,900 miles. MOT’d, tax exempt. 2.25 petrol. Professional SU conversion. Roll cage and new canvas. Perfect runner. Records show with 225 Sqn Royal Engineers. £12000. 01920 464540 11/19

Hot Picks

Defender 90 300Tdi (1995). MOT Nov ‘20. Galv chassis, snorkel, four fold-up rear seats. Five spare 265/75/16 wheels, tyres. £8000 ono. Wolverhampton, West Mids. 07483 867749 05/20

Lightweight

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Issue 76: June 2020

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Hot Picks Series III Lightweight (1975). Rover 3.5 V8 on SU carbs. Galv chassis, bulkhead. Rebuild completed 12 months ago with parabolics, rebuilt axles. £10000. Norwich, Norfolk. 07876 491208 10/19

Land Rover 90 (1989). MOT Dec ‘19. Discovery 300Tdi engine, galv chassis. Good solid ﬂoor, soundproofed, carpeted. Lifted, snorkel. Never used off-road. £6750 ovno. Hull, East Yorks. 07394 075355 09/19

Defender 90 200Tdi (1993). 148,000 miles. MOT June ‘20. Recent new items: gearbox, transfer box, clutch, steering box, timing belt, swivel joint. £6000. East Somerset. 01749 841131 04/20

Defender 90 200Tdi Pick-Up (1992). 147,000 miles. MOT Oct ‘19. Strong engine, gearbox crunches into second. Lifted. Body decent condition. No service history. £4800. Benson, Oxon. 07535 027309 08/19

Defender 90 Puma XS Low mileage Matching reg plate £8.5k of extras £42000 including plate South Bucks 07730 036910 04/20

Defender 90 300Tdi (1996). 113,000 miles. MOT May ‘19. LEDs, snorkel, solid, original engine and chassis. £££s spent. Six seats, new wheels and BFGs. £10500. Hemel Hempstead, Herts. 07766 869321 04/19

Defender 110 Ex-MOD (1991). 116,888 km. MOT Aug ‘19. Built ‘91, decom’d and registered ‘98. CSW with Disco 200Tdi. Rebuilt early 2018. Lots of extras. £5000 ono. Gainsborough, Lincs. 07557 770392 10/18

RR Classic Breaking (1990). Early front end grille, bonnet and wings. Nice four-door interior. Good wood and ﬁve-speed box. All cheap. Will remove all parts. Darlington, County Durham. 07940 702604 08/19

RR Classic 6.2 V8 GMC Diesel (1982). 51,000 miles. MOT Oct ‘18. Auto. Conversion done during full rebuild. New uprated gearbox and springs. Good tyres. £15995. Shefﬁeld, South Yorks. 07931 655911 05/18

Defender 90 2.4 TDCi (2009). 78,950 miles. MOT July ‘20. FSH. Chequer plate, tints, internal bulkhead removed. LEDs, sliders, spots, winch, steering guard. £17000 + VAT. Billington, Staffs. 07976 362475 12/19

Land Rover Defender 110 Utility TDCi (2010). Ex-electricity board. Front winch, roof rack, side lockers. Fully serviced. £8150 no VAT. South West. 07966 130180 02/20

Discovery 2 Td5 (1999). 153,000 miles. MOT Mar ‘20 – no advs. Welded, Waxoyled. Terraﬁrma shocks. EGR delete, new pads, drop links, map sensor. £1500. Buxton, Derbyshire. 07968 654061 08/19

RR Classic LSE (1993). 141,000 miles. MOT April ‘20. LPG. Electric seats, sunroof, air-con. Great example, hardly any rust. Pleasure to drive. £9000. St Albans, Hertfordshire. 07784 179974 06/19

Range Rover Off-Road Buggy Rolling chassis, no engine or gearboxes. Stainless steel fuel tank, some new parts. £525 Brentwood, Essex 07860 541644 06/19

Defender 90 4.0 V8 Auto 50th Anniversary Edition (1998). 26,566 miles. Full MOT. No 292 of 385. New headlining. Lots of Masai extras. Cruise control. £45000 (no VAT). Lichﬁeld, Staffs. 07751 438536 11/19

Defender 90 300Tdi (1997). 92,000 miles. SORN. Re-upholstered seats, night heater, spare bearings, prop and rock guards. New tyres, snorkel and spare bonnet. £12500 ono. Berks. 07747 474748 10/19

110

SOLD

Defender 110 V8 CSW (1990). Full MOT. 3.5 V8. Genuine South African import, original galvanised chassis and bulkhead. Service history. Outstanding condition. £14995. Umberleigh, Devon. 07585 337686 08/19

Defender 110 Hi-Cap Tipper (2002). Comes with Hi-Cap trailer. Massive extras. Please ring for additional details. £12950 no VAT. May part exchange if it helps. Worcester. 07711 591000 12/18

RR L322 Autobiography 4.4 V8 (2003). 146,000 miles. 11 months’ MOT. PSH. Auto. Spectral Blue, one of ﬁve from factory in 2003. £3500 ono. Oldham, Greater Manchester. 07970 673738 05/20

Range Rover

Discovery

SOLD

Miscellaneous

List your Landy for FREE! Email one picture and details to: alan.kidd@ assignment-media.co.uk *Include your postcode if you would like your listing to go on our online classiﬁeds (postcode will not be printed anywhere and is for internal use only)

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

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

Registered To Land Rover Online Service System

QUADZILLA UTV & ATV Dealers

C B

News

Issue 76: June 2020

R A D I O Call us NOW 01604 402403

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ENCE NO LIC ED R REQUI

Off-Road Playdays

CB Radios

£59.99

Workshop

Protrax

Devils Pit Barton-le-Clay, Bedfordshire

Explore Off Road Silverdale, Stoke-on-Trent

7 June

Muddy Bottom

Minstead, Hampshire

Parkwood 4x4

Protrax

Tong, Bradford

Tixover, Northamptonshire

Picadilly Wood Bolney,West Sussex

24 May

10 May

Frickley 4x4 Frickley, South Yorkshire

Tixover, Northamptonshire

Devils Pit Barton-le-Clay, Bedfordshire

Frickley 4x4 Frickley, South Yorkshire

Parkwood 4x4 Tong, Bradford Picadilly Wood Bolney,West Sussex

Burnham Off-Roaders Tring, Hertfordshire

Slindon Safari Slindon,West Sussex

14 June

Essex, Rochford and District 4x4 Club

Thames Valley 4x4

Essex, Rochford and District 4x4 Club

Hill’n’Ditch Mouldsworth, Cheshire

Slindon Safari Slindon,West Sussex

Brick Kiln Farm, Hampshire

25 May Hill’n’Ditch Mouldsworth, Cheshire

31 May Cowm Leisure Whitworth, Lancashire

Rayleigh, Essex

Hill’n’Ditch Mouldsworth, Cheshire

Protrax Tixover, Northamptonshire

Slindon Safari Slindon,West Sussex

Kirton Off Road Centre Kirton Lindsey, North Lincs

T-3000 New Rugged Front Speaker CB Radio

Green Lane Convoy Events SHELT HILL FARM, SHELT HILL, WOODBOROUGH, NOTTS NG14 6DG Telephone: 07973 139 483 Telephone/Fax Home: 0115 965 2204

Discovery 300TDI 3 door 95H 125K miles. 2 owners. New sills. Long MOT. £1600. Defender 110 TDI 91J 200TDI only 63,000 miles. Good order. £4995.

Defender 90 Station Wagon 96P 125K miles, 1 owner, New Galv Chassis, full external roll cage, Alli Wheels, MT Tyres. £8995.

2-3 May

16 May

6-7 June

Ardventures North/Mid Wales

Trails and Tracks Northumberland

Protrax Wales

Atlas Overland Wessex

16-17 May

UK Landrover Events Tynedale

UK Landrover Events Wiltshire

4x4 Adventure Tours North Devon

7 June

8 May

Onelife Adventure Yorkshire

UK Landrover Events Northumberland

4x4 Adventure Tours Shrewsbury

23-24 May

13-14 June

UK Landrover Events Lincoln and Belvoir

Protrax Wiltshire

Trails and Tracks Lake District/North Yorks Dales

9 May

1-2 June

20-21 June

UK Landrover Events Durham Dales

UK Landrover Events Eden and Tynedale

4x4 Adventure Tours North Pennines

9-10 May

4 June

Trailmasters Yorkshire

4x4 Adventure Tours Welsh Borders

UK Landrover Events Lake District

21 June

5 June

UK Landrover Events Dales and Eden District

4x4 Adventure Tours Ridgeway

25-28 June

Protrax Wales Discovery 200-300 TDI, breaking for spares, most parts available.....POA

200-300 TDI engines, ex-Discovery, ideal for conversions, comes with radiator and intercooler....£450

ALL VEHICLES SERVICED + NEW MOT EXPORT SHIPPING ARRANGED - CALL FOR DETAILS OPEN 7 DAYS - Please call first 1/2 mile off the A6097 - East of Nottingham

Buyers

Dates are apt to change, especially in the light of the current lockdown rules. So always check with the site before travelling

17 May

Frickley, South Yorkshire

From

Adventure

3 May

Frickley 4x4

www.THUNDERPOLE.co.uk

Vehicles

Calendar

Rayleigh, Essex

For the complete range of ALL CB Radios & Accessories visit

Products

10 May UK Landrover Events Eden District

4x4 Adventure Tours Wales (winches only)

Land Rover Defender Upgrades & Accessories

LAND ROVER DEFENDER HEADLINING & INTERIOR WINDOW TRIM Hand crafted and covered in nine different colours. Made from GRP & lined with a plush suede-like finish Optional extras: Defender 90 PUMA - Alpine window inserts - Sun Visor Covers

Alston (Black)

Stornaway (Dark Grey)

Silver (Light Grey)

r1 10

Honey Biege (Tan)

Defender 90

fen

Sandbank Biege (Sand)

Defender 90 TD5

Luna White (Ivory)

Coffee (Dark Brown)

Cocoa (Medium Brown)

Hazel (Light Brown)

REPLACEMENT SEAT COVERS

www.masai4x4.com

/masai4x4

Carry that extra load with ease DA3072

These roof racks are manufactured from aluminium with a smart black powder coated finish. Fully welded, they are extremely strong, versatile and easy to use. The floor plank profiles are orientated longitudinally which results in a reduction in wind noise. There are nut channels on all the extrusions to allow for easy fitment of 3rd party accessories. DA3072 Defender 90 3 feet per side Weight - 32kg Dimensions - 2,050mm long x 1,500mm wide Vehicle gutter to top of rack - 265mm DA3070 Defender 110 4 feet per side Weight - 38kg Dimensions - 2,750mm long x 1,500mm wide Vehicle gutter to top of rack - 265mm

DA6529

DA3072

DA3070

DA6537

DA3269 Defender 110 Double cab pickup Defender 130 Double cab pickup 3 feet per side Weight - 27kg Dimensions - 1,600mm long x 1,500m wide Vehicle gutter to top of rack - 265mm DA6529 Discovery 1 & 2 Low profile 3 feet per side Weight - 26kg Dimensions - 2,050mm long x 1,500mm wide Vehicle gutter to top of rack - 265mm Note - Will only fit vehicles without factory fitted roof rails. DA6537 Discovery 3 & Discovery 4 4 feet per side Weight - 23kg Dimensions - 2,300mm long x 1,260mm wide Roof to top of rack - 120mm Note - May need roof rail kit (CAB500120PVJ or CAP500090) to be fitted to vehicle prior to roof rack installation.

More images online at www.britpart.com/expedition