The Landy - April 2021 by Assignment Media Ltd

Page 28: Can’t ﬁnd a modern Holland & Holland Range Rover? The P38 model makes a tempting alternative

LANDY

APRIL 2021

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THE

ISSUE 86

ISSN 2056-6778 • Assignment Media Ltd

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Land Rover designer McGovern steps up to new role on JLR management board

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conic designer Gerry McGovern, whose association with Land Rover stretches back more than a quarter of a century, has been appointed to the Jaguar Land Rover Board of Management. Professor Gerry McGovern OBE, to give him his full title, first became known in Land Rover circles as the creative force behind the revolutionary first-generation Freelander, going on to head the team behind the L322 Range Rover in 2002. Having spent five years working for Ford, first in California and then in London, McGovern rejoined Land Rover in 2004. As Solihull’s Director of Advanced Design, he has been responsible for the transformation of Land Rover’s styling language through vehicles including the Evoque, Velar,

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4Covid continues to disrupt calendar

as Land Rover event organisers keep fingers crossed for good news

rganisers of Land Rover shows and off-road events are gearing up for a full season in 2021 – while waiting anxiously in the hope that Covid restrictions will be relaxed in time for their dates to go ahead. With lockdowns still in place and, at the time of writing, still no concrete plan for a return to normality, the world continues to be dogged by uncertainty. And some early-season events have already been postponed or even abandoned altogether. These include the 4x4 Expo, normally shceduled for mid-February, and the Welsh Xtrem – a hardcore winching event whose original date in March has been put back to 6-8 August. Elsewhere in this issue, too, you can read about our experiences on a previous running of the Triangle Vert in northern France – an article we were prompted to run by the recent annoucement that for the second year running, the event will not take place at all. Elsewere in the world of winching, the Viking 4x4 Club, organisers of the annual Odyssey Batteries Winch Challenge, has chosen not to announce any dates at all while the current uncertainty remains. ‘Competitors are continuously pushing us to put something on and we keep watching for signs that we may be able mix again,’ says the

club’s Pip Evans. ‘Our plan has always been to carry on where we left off if at all possible – but the way things are looking now, it’s unlikely that we’ll do anything before May. ‘This could change quickly if the jab works, though. What I hope to avoid is to announce events then have to cancel.’ The organisers of the Britpart British Cross Country Championship, on the other hand, have announced a full season of six weekend-long events kicking off on 4-5 April. Ultra4 Europe is planning a full season of winch races, too, and even intends to run a new British championship in parallel to its established Euro series. Perhaps the biggest organisational challenge in the calendar, however, simply because of the sheer number of peple it attracts, is the ALRC National. This remains on track to take place at Bilsington Priory in Kent from 27 May to 1 June, with the normal follow-on rally running to 4 June. ‘The ALRC National Rally team would like to thank competitors, sponsors and suppliers for all their support regarding the postponed 2020 event, and very much look forward to welcoming you all to Bilsington Priory over the Spring Bank Holiday weekend in 2021,’ says Event Director Charles Darby on the event’s website. It’s unlikely that

the event will attract as many overseas visitors as normal, for obvious reasons, but as spring turns to summer and the vaccination programme rolls on, there remains a high degree of confidence that it can still go ahead. A lot of uncertainty still remains at every level of life, however, and with lockdown still in place at the time of writing it’s inevitable that more events will be lost – especially in the early part of the year. With the promise of major relaxations in the current restrictions as the vaccine continues to have an effect, however, at least this year the uncertainty is tempered with some real feelings of hope that the Land Rover calendar will soon be as busy as ever.

Green Lane Association calls for voluntary restraint after inadequate maintenance leads to ground damage on Bluecaster Side THE GREEN LANE ASSOCIATION has called for the imposition of Voluntary Restraint on Bluecaster Side, an ancient Roman Road which runs close to a section of the A683 between Sedbergh and Kirkby Stephen. The lane, which in itsheyday ran all the way between the two towns, has suffered quite badly over the last few years as a result of extreme weather, inappropriate use and a long-term lack of maintenance. The Association’s Cumbria Rep Peter Apps takes up the story. ‘There has been no official drainage clearance known other than that at the southern end, where an archeological dig in 2010 excavated the first 610 metres after Bluecaster Side (the southern end of the lane) and replaced drainage when they completed the survey. Occasional small working groups have done minor clearing of run-offs, but now much more extensive work is required – which both the Yorkshire Dales Park Authority and Cumbria County Council Highways are aware of.’ Peter says that during this past winter, one particular period of extremely wet weather caused part of the A683 running alongside the lane, which is well known locally for the amount of water that

flows across it, collapse into the river Rawthey. Unsurprisingly, on this occasion the Highways department wasted no time in clearing the drains on the fell side. ‘We hope to be involved in repair work and will work closely with all parties,’ Peter continues. ‘I have erected Voluntary Restraint signs at either end. Please respect this request and avoid using over the winter months to prevent further deterioration.’

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Gibson’s Gab The ultimate trophy car

Wondering what to do with that spare £195,000 you’ve found behind the sofa? Land Rover has the answer… Words: Tim Gibson So the big news this month is that Land Rover Classic is building a limited run of 25 Camel Trophy lookalike Defenders that will be available later this year. The Defender Works V8 Trophy vehicles will be powered by a 405PS 5.0-litre V8 engine allied to eight-speed ZF auto transmission. They will bear all the hallmarks of what were arguably the most legendary off-roaders ever made. Distinctive yellow paintwork? Check. Gnarly roof rack with high-rise spot lamps, A-bar and winch? Check. Snorkel, roll cage and mud-terrain tyres? You got it. For those of us who grew up obsessing over the Camel Trophy, and

who lamented its demise as a result of the impending ban on cigarette ads at the turn of the millennium (not that it was promoting cigarettes, of course, because we all believed that it really was all about adventure clothing didn’t we…), these vehicles are the stuff of many a boyish fantasy. Sure, they don’t bear the Camel branding on the doors – that’s been replaced with a slightly clunky “Land Rover Trophy” decal. Nor do they have that rugged, beaten up countenance that has come to define genuine Camels over the years, as if they’ve spent rather too much time in a Malaysian bog while their owners have their testicles nibbled by leeches. But that’s beside the point, because they represent the

first opportunity in a whole generation to get your hands on a pale-yellow Defender that tells the world you’re a bona fide off-road hero. And that’s got to be worth celebrating, yes? Well, kind of. There’s a catch, which is namely that you’ll most probably have to sell your house to buy one. Prices start at £195,000 for 90 variants, with 110s expected to be costlier still. And although you get a truly individual vehicle and the chance to enter a Land Rover Trophy competition held at Eastnor Castle, not many of us are likely to think that’s a prize worth moving the kids into a caravan to fund. Then again, they would make awesome tow cars. Of course, prices for genuine Camel Trophy Land Rovers from the 1980s

and 1990s have been escalating for years, so you can’t blame Land Rover Classic for settling upon an eminently realistic price point. I’ve no doubt there’ll be a queue of wealthy car collectors who won’t hesitate to shell out on one (unless they’ve already parted with a similar sum for a Holland and Holland Range Rover, in which case they may need to give the Platinum Card a rest). Question is, where does that leave the rest of us? Where we’ve always been is the answer. Which is dreaming

of having the sort of money to buy one of these awesome vehicles, let alone pay the fuel bills. And, failing that, wishing we had the chance to drive one at Eastnor, or anywhere for that matter, just for an hour or two of pretending to be Bob Ives. Oh, and if you’re anything like me, most probably eyeing up the pale yellow paint in B&Q, wondering if you can turn the family Freelander into a passable Camel replica. I mean, all it would take is a roof rack and some spotlights, and I’d have everyone fooled…

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A Land Rover man through and through

ome of you are likely to think that Gerry McGovern is not a Land Rover man. He’s been behind the company’s styling since 2004 and is responsible for what some very vocal people see as a set of vehicles that all look the same – yet he’s also been at the heart of its transformation into one of the world’s most successful car makers. Fact is, while some of the differences are quite subtle, each Land Rover does have its own unique characteristics. I’d like them to be more defined, personally, but they’re there. If you think they all look the same, what you’re kicking against is Land Rover having a brand identity. With Gerry’s appointment to the JLR board, that identity is only going to get stronger. He made his name as a Land Rover designer with the first Freelander before spending five years working for Ford, then came back to Solihull in 2004 and has been there ever since. At the time, he was quoted as saying: ‘Land Rover fascinates me more than any other car maker because it has its roots in pure design as opposed to styling.’ There’s a point there. Which is that function over form doesn’t have to mean it looks like a shed. And there’s another, too: which is that he’s a true Land Rover man. Just not one who thinks a true Land Rover has to look like a Series IIA. I interviewed Gerry in 1997, when the Freelander (his first design for Land Rover) was about to come out. I took a magazine designed along with me, who was also really into cars, and the three of us talked for absolutely ages. He was unbelievably generous with his time, and with his opinions, and he wasn’t scared to raise his voice about stuff he didn’t agree with either. He came across as a bit of a maverick, not a corporate robot, with great knowledge and selfconfidence but, mainly, a huge depth of passion for the subject of design. Afterwards, the press officer who arranged the interview told me that once we’d gone, Gerry had remarked that of all the interviews he’d done about the Freelander, ours was the one that made him do the most thinking. Throughout my career, I’ve always held on to that as praise from the highest source. Alan Kidd, Group Editor alan.kidd@assignment-media.co.uk

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8Land Rover Classic brings back the

edition Defender Works V8 Trophy –

9 spirit of the Camel with the limitedstarting price £195,000

and Rover has brought back the Defender Works V8 – with an adventure-prepped Trophy model evoking the heady days of the legendary Camel Trophy. Painted in the same distinctive yellow and black colour scheme as the original Camel vehicles, only 25 of the specially modified 90s and 110s will be built. And their buyers will get more than just a Land Rover – because later this year, Covid permitting, customers will be invited to an exclusive threeday competitive off-road event in the grounds of Eastnor Castle. This will be the first time the vehicles’ new owners actually see them and get behind the wheel. They’ll start by stickering them up with their names and national flags, then they’ll receive one-to-one tuition from Land Rover’s own Experience instructors, allowing them to develop extreme off-roading skills before competing for a range of prizes – including a grand prize which will be announced later this year. Land Rover says the event will involve ‘a range of challenges inspired by famous global adventures and competitions spanning more than seven decades of Land Rover production.’ Given that it only lasts three days, driving overland to Singapore is unlikely to be among them, and you can’t imagine the company asking its millionaire clients to put their new toys through the sort of extreme pastings the Camel Trophy used to dish out, but Land Rover Classic Director Dan Pink says it will be ‘an exciting and memorable event, full of camaraderie and continuing the Land Rover Trophy legend for years to come.’ Pink says the idea for the vehicle, and the competition, came directly from the Land Rover Classic suggestion box. ‘Our customers want to create their own stories, battle scars and patina with their Works V8 Trophy vehicles from day one, fuelling campfire chats with like-minded enthusiasts. Seeing

A history of adventure: off-road menories from the heyday of the Camel Trophy

Left: The 1981 Camel was the first to feature Land Rover vehicles, pitting a convoy of Range Rovers against the jungles of Sumatra Below: Battling through the mud of the Amazon in 1989 – the year Bob and Joe Ives brought it home for the UK

Above: A classic Camel image, as the whole group unites to see each other through a deep river crossing on the 1992 event in Guyana Below: Bridging a ravine in Sabah, 1993, and heading for the hills on the recce for the 1994 event in the Andes

Below: Another classic scene, as the convoy battles through the mud of Kalimantan in 1996 – the penultimate ‘real’ Camel Trophy before Land Rover softened it up to promote the new Freelander

Above left: True to the Camel Trophy vehicles whose spirit it evokes, the Works V8 Trophy is fitted with a multi-point external roll cage which supports an expedition roof rack. The colour scheme, too, is very much on purpose Above centre, right: The cabin is where you see the difference between this Defender and a Camel original. There’s leather everywhere –including on the Puma dash, which has gained a floor console for the automatic gearbox shifter the silhouette of these vehicles, which you’ll instantly know as a Land Rover, traversing the hills at Eastnor will be a defining moment of the adventure.’ The silhouette in question will be that of a vehicle based on the original Works V8 from 2018. This means it has a version of the 5.0-litre V8 engine from the Range Rover Sport which puts out 405bhp and 380lbf.ft via an eight-speed ZF automatic box. Heavy-duty diffs in both axles send the good stuff to a set of 235/85R16 mud-terrain tyres which are wrapped around classic steel rims – again, a nod to the Camel Trophy vehicles of old. As you’d expect, further equipment includes uprated suspension, steering and brakes, the latter featuring four-pot calipers with 335mm and 300mm discs

front and rear. In addition, there’s a front winch, multi-point expedition roll cage, roof rack, underbody protection, A-bar, snorkel and LED headlamps and spotlights, as well as a Heritage front grille and unique Land Rover Trophy badging. The Defenders can be expected to be exceptionally capable off-road, though the event itself is going to have to take account of their interior specs – which include Recaro sports seats with full black Windsor leather upholstery and contrast yellow stitching. The same finish appears on the dash, floor console, cubby box and door cards, too, and as well as a bespoke analogue clock you get Land Rover’s own Classic Infotainment System with integrated satellite navigation and smartphone

connectivity. So while in theory you could hose it out, you can’t imagine anybody who’s bought one actually wanting to. Thus you can’t really imagine it being too much of a mud bath. There’s a number of reasons for that, but the biggest one (in every sense) is 195,000. Put a pound sign in front of that and it’s the starting price (just the starting price, mind) for one of these rarest of Defenders. Not that that’s likely to stop anyone with the money to spend from putting their hand up for one of the 25 Trophy 90s and 110s on offer. And if you do get to make the investment in one of these, it’s likely to hold its value well. It’s a Works V8, after all – and best of all, it’s a Camel. Well, it almost is… or perhaps it’s a bit more besides.

NEXT MONTH

Pic: Land Rover MENA CC BY 2.0

25 GREAT ADVENTURES One day, you’ll be able to get back out there. Here’s some inspiration to get you planning the Land Rover trip of a lifetime PLUS

Looking back at a true heavyweight among Lightweights – and a hybrid like no other

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NEXT MONTH’S ISSUE OF THE LANDY IS PUBLISHED ON 29 MAR You can pick up your copy of our May 2021 issue from selected newsagents and Britpart dealers – or read it online at www.thelandy.co.uk 01283 553243 • enquiries@assignment-media.co.uk • www.thelandy.co.uk • www.facebook.com/thelandyuk Group Editor Alan Kidd Contributors Tim Gibson, Gary Noskill, Dan Fenn, Paul Looe, Tom Alderney, Gary Martin, Photographers Steve Taylor, Richard Hair, Harry Hamm, Michelle Thruxton, Vic Peel Advertising Sales Manager Colin Ashworth Tel: 01283 553244

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

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Issue 86: Apr 2021

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In Gear

The latest and best products you need for your Land Rover

Major expansion sees Osram’s LEDriving range double in size OSRAM HAS ANNOUNCED a major expansion of its LEDriving line – to promise ‘an even greater range of robust and stylish spotlights, reversing lights and light bars for the 4x4 market.’ Including driving lights and work lamps, the LEDriving range has been more than doubled in size by these arrivals. They include a total of 18 new types of light; Osram says the range now offers customers ‘approximately thirty products for lighting the front and rear of their vehicles, not including product combinations.’ Designed for off-road use but 100% road-legal, Osram’s range includes four different series: Multifunctional, Functional, Slim and Value. The first of

these now contains six different options, all of which can be used either as work lamps or driving lights. Also new is a variety of light bars for the front of your Land Rover. These include the FX1000-CB SM, a metre-wide fitment from the Functional series whose 8000-lumen output reaches to a range of up to 635 metres. The SX300-CB, meanwhile, which joins the Slim series, has an array of 12 long-life LEDs to give it a range of up to 210 metres. Osram has also added a number of products designed

www.osram.co.uk/ledriving-lights

Light is Adventure OSRAM LEDriving® Working and Driving Lights The new range of intense LED lights are built to step up to the challenge when the going gets tough. Leave the tarmac behind and see clearly what lies ahead of you off the beat track. The new range of robust and stylish spotlights, reversing lights and lightbars can improve near- and far-field vision whilst enhancing driving performance, even under the most extreme conditions. Don’t let the darkness spoil your next adventure. For more information visit: www.osram.co.uk/ledriving-lights or email: automotive@osram.co.uk

Light is OSRAM

for rear lighting applications – including new auxiliary high-beam LEDs with a position light function. Going back to the Multifunctional range, this also now includes the LEDriving Cube MX85-SP – a work light whose four high-performance LEDs give it a range of 110 metres. Osram has also introduced a range of accessories to help you fit and operate all its various lights. These include new wireless harnesses to allow the installation of up to two light sources with one light function, which includes an on/off switch that can be mounted in your Landy’s cabin, and a number plate bracket for easier mounting of certain driving lights on the front of the vehicle. ‘The products in the range vary in shape, size, light profile, light output and near and far field illumination,’ says Osram. ‘But they have one thing in common: they have all been tested under extreme conditions in the Osram laboratory and can withstand water, dust, hot and cold temperatures, as well as vibration and shock. ‘Thanks to their aluminium housing and unbreakable polycarbonate lens, they are particularly light – but at the same time robust and resistant to whatever the road ahead has in store.’ There’s no shortage of options in the LED market, and inevitably some of them are cheap rubbish and fakes from the people’s republic of cheap rubbish and fakes. So it’s good to know you’re investing in pukka kit for your Landy – and between Osram’s time-served lighting heritage and the fact that its LEDriving range was recognised in the 2020 German Innovation Awards, this is a brand you can trust. And with that, you can find it at www.osram.co.uk.

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Britpart adds yet more parts to its ever-growing range of options from Lucas Classic

Issue 86: Apr 2021

SUPERIOR ROOF TENT

BRITPART’S RANGE of parts from Lucas Classic is growing all the time. The latest additions include high-tension leads for the 2.25 and 2.5 petrol engines, as used in the Series II/III and 90/110, and for Defenders, Discoverys and Range Rovers with the 3.5-litre version of the Rover V8. Britpart’s dealers are also now stocking Lucas Classic column switches for the pre-Td5 Defender 90, 110 and 130, operating the vehicle’s headlamps and dip/ horn/indicators. Prices vary from stockist to stockist, but whether you’re after a switch or a set of leads it shouldn’t cost more than a decent round of drinks. Track them down at www.britpart.com.

360° view with maximum privacy Autohome reinvents the concept of now you see it/now you don’t, with an innovative “black edition” mosquito net, a new hi-tech first for the Airtop 360° range. Very thick and dark, it also protects against intruding eyes, whilst giving a full view from inside the tent: you can’t see in, but you can see out! Thanks to four additional large windows, providing all-round vision. This is the result of sixty years’ experience as specialists, a success that confirms AUTOHOME as leader in the production of roof tents.

Available in the UK from 4x4overlander Ltd Tel: +44 1422 243966 e: info@4x4overlander.com

sealan ne Parts 14 Goodridge expands range with new xPremium Parts braided brake line kits for Land Rover applications bush Kits • Sprin Exhausts • Exha uspension Lift K STEVE PARKERS LTD STEVE PARKERS LTD ors & Starters • S Winching Equipm w w w. t h e l a n d y. c o . u k

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Issue 86: Apr 2021

GOODRIDGE PERFORMANCE has updated its range of Premium Performance braided brake line kits, which now includes the Land Rover Defender, Discovery, Range Rover and Range Rover Sport among its list of applications. These join an extensive range of existing stainless steel braided brake line kits for Land Rover models dating as far back as 1970. The kits are intended for use as a direct replacement for the OEM brake lines, meaning they’re designed for Landies on standard-height suspension. However Goodridge also has a range available for lifted vehicles

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– which, of course, are often the ones most in need of uprated brakes.

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NEW 300 TDI CONVERSION NEW 300 TDI BOLT-ON ENGINE CONVERSION BRACKETS FOR BOLT-ON ENGINE 90/110/SERIES BRACKETS MODELSFOR 90/110/SERIES WE MANUFACTURE CONVERSION EXHAUSTS SEE WEBSITE FOR DETAILS MODELS

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Either way, Goodridge says its performance brake lines offer improved efficiency from their PTFE-lined stainless steel braided hoses and increased corrosion resistance properties thanks to their stainlesssteel fittings. The result is greater reliability and what the company calls ‘improved braking characteristics at a very reasonable price point.’ Goodridge says you can expect ‘a confidence-inspiring solidity to the brake pedal, coupled with improved and predictable braking feel.’ Most importantly, of course, the hoses are available in 13 different colours. So if you’re adding them as part of a look-at-me rebuild or mod-up job, you won’t be confounded by any ugly clashes. These new applications join a range of more than 160,000 Premium Performance Brake Line Kits. So even if your Land Rover is not included in the list below, paying a visit to www.goodridge.com will almost certainly turn up some brake kit worth stopping for.

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

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

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GOODRIDGE: NEW APPLICATIONS The full list of vehicles included in this latest addition to the Goodridge range is:

• Defender 90 (pre-1999) • Defender 110/130 (pre-1999) • Defender 90/110/130 (19992004) • Defender 90/110/130 with ABS (1999-2004) • Defender 90/110/130 with ABS (2004-2016) • Defender 90/110/130 no ABS (2004-2016) • Discovery 3/4 • Range Rover L322 • Range Rover Sport L320

017

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10% discount from Thornton Breakers aims to ease your lockdown woe

THORNTON BREAKERS, the Halifaxbased 4x4 dismantling specialist, is currently offering a general discount of 10%. Intended to help out its customers during lockdown, the discount applies across all the used parts the company sells. After almost 35 years in business, Thornton Breakers is on the threshold of achieving certification from the Vehicle Recyclers’ Association, an audited scheme confirming the legality and quality of the operators carrying its badge. As well as selling parts, it offers an on-site fitting service – with a minimum of three months’ warranty. The company also runs a stock management system allowing it to promise full parts traceability, and everything it takes off the vehicles it purchases is checked for manufacturer safety recalls. It exports a huge amount of parts and also operates a UK-wide delivery service. Given that Thornton Breakers regularly sells items like entire engines, that 10% discount could be worth a pretty penny. You’ll find them at www. thorntonbreakers.co.uk.

Issue 86: Apr 2021

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Issue 86: Apr 2021

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Are Friends Electric?

What’s the most signiﬁcant new model Land Rover has launched in the last couple of years? You almost certainly think it’s the Defender, but business analysts would tell you you’re wrong. With the arrival of the Discovery Sport in plug-in hybrid form, Land Rover now has access to one of the most important parts of the car market – and the good news is that it’s still a Discovery Sport…

t’s not far off a year since Land Rover introduced the Evoque and Discovery Sport in plug-in hybrid form. But it was, you know, that year, so here we are finally getting a drive of one now. It’s a 20.5 model year Disco Sport, in R Dynamic S form and fitted with the P300e drivetrain. This gives it 309bhp and 398lbf.ft, which is a decent set of numbers by anyone’s standards and better yet when a good chunk of the the torque is there in full from zero rpm. As is normal with EVs and hybrids, the Disco Sport does its best work on the way up rather than when you get there. Its 0-60 time is quoted at 6.2 seconds, which actually has it beating early versions of the Lamborghini Countach, but its top speed is only 130mph. ‘Only,’ yeah, but you know what we mean.

An infuriating quirk of some hybrids is that when you start off from cold, even with the dial set to electric mode their engines fire up the moment you put any load through their drivetrain. Full-house EVs don’t suffer this way, obviously, but the good news here is that neither does the Disco Sport. We drove it from cold, on the sort of day when cold really IS cold, and it whirred away happily on battery power only. It wasn’t until we stamped down hard on the loud pedal that the engine kicked in, and even then we needed to do it with exaggerated violence. The good news is that you don’t need to pull any of that kind of stunt to get the best from the vehicle. Its performance is strong and linear throughout its rev range, with huge reserves of pull at your command, and whether or not the petrol engine is running there’s

never any fuss, noise or harshness to the way it’s delivered. The same is true of the Disco Sport’s ride. Ours was on 20” wheels, a £1340 option, but while it did pick up on imperfections in the road surface it didn’t do so fussily. Our notes say it ‘feels like it’s dealing with it rather than being upset by it,’ which we’d modestly say is a pretty good description of what’s going on down there. It’s light on its feet in general, maintaining a well controlled stance in corners and keeping its grip and its poise even when you’re halfway through a fast corner and you get to the bit of the road where the council ran out of money. There’s a real deftness to its handling, with easy, natural steering that makes it relaxingly enjoyable to pilot around town and entertaining to chuck around the bends on a tempting

B-road. File under ‘silly’ when you’re talking about a seven-seat family SUV with a drivetrain built for the tax breaks, perhaps, but when all’s said and done

this is still a 300+bhp motor with the word ’Sport’ in its name. There was a time when that combination would have meant fuel

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Issue 86: Apr 2021

We’re on Facebook: www.facebook.com/thelandyuk consumption in the mid-teens, but we got an average of 35.5mpg on our (admittedly shortish) test drive. A long way short of the 143.3-175.5mpg that’s quoted as its official combined figure, but with a 38-mile range in EV-only mode you certainly could achieve that sort of return in real-world use. Whether you’re better off with a conventional engine is down to you, however if you’re looking at a Disco Sport as a company car you’ll almost certainly be forced into this one by default. You’re unlikely to be disappointed. Our one issue we found with our test vehicle was its heating, which blew nothing but ice-cold air when we were in Hybrid or EV mode. That would clearly be an absolute deal-breaker if it was the norm, but we have no doubt at all that it was down to some sort of setting we didn’t have time to discover, far less adjust, during our brief stint on board. Having said that, we did try to figure it out and couldn’t, so we’d encourage you to make sure this was indeed just us, not the vehicle, before signing on the line. Elsewhere, the cabin experience is superb. It looks tremendously classy, with a skilful blend of materials conveying a premium feel that’s reminiscent of the Range Rover itself. There are elements of that vehicle’s interior styling, too, particularly around the virtual control panel on the lower facia. Build quality is right up there, too, and the seats are enormously comfortable. There’s enough room for one six-footer to sit behind another, too, and the rear seats fold near-flat when you want to carry big loads instead of big people. So you’re looking at a Land Rover that really is worthy of the Discovery name, in terms of its practicality and creature comforts alike. Obviously, we’d have enjoyed the experience more if those creature comforts had included a heater we could get to work properly. But this is an SUV that’s up for the full range of family duties as well as being a classy, comfortable form of personal transport you can relax in when you’re just getting from A to B and enjoy when the mood takes you. Up here towards the top of the Disco Sport range, the combination of R-Dynamic S trim and P300e powertrain means a ticket price of £47,000 and, as tested, a final bill for £53,025. So you’re up at a level which, in living memory, would have let you take your pick of the Range Rover line-up, and if old-fashioned SUV values are what you’re after there are plenty of other ways of spending this much money. So if it’s not a company car and you’re actually going to spend your own money, there’s no shortage of things to think about. None of which changes the fact that in plug-in hybrid form, the Discovery Sport is the most convincing medium SUV Land Rover has yet produced.

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Issue 86: Apr 2021

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Grey Matter

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Most people who restore rotten old Land Rovers tend to make them look as original as possible. This Series IIA was rebuilt from scratch – but rather than turning it into a collector’s item, its owner wanted to give it a new lease of life as a modernised work truck. And she also wanted it to be ﬁnished in, and we’re not exaggerating, the most expensive paint known to man… Words: Paul Looe Pictures: Harry Hamm

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Above left: Much of the vehicle was fit only for the scrap bin, but it’s 2.25-litre petrol engine only needed what Gumtree main man John desribes as ‘basic fettling.’ It gained new big end shells, oil seals, head gasket and so on – and, from the looks of it, received a really thorough clean before being reinstalled Above right: Both axles were reconditioned and retained, too. The brakes were renewed all-round and the steering and suspension was rebuilt or replaced as necessary

here are many reasons for restoring a Land Rover. Some of them are good, others not so much. But we’ve just come across the best of them all. ‘I did it to stop my husband from spending the money on something else,’ says the owner of this gorgeous Series IIA. And with that, we’ll boldly predict that every bloke reading this is now jealous of her husband. You might also be a fan of her Series IIA. Or maybe you won’t, actually, because if you think they should look the way they once did, well, no Land Rover ever looked like this before. Its owner herself (who asked us to leave her name out and let her truck do the talking instead) says it splits opinion right down the middle. ‘When people see pictures, it’s 50:50 whether they’ll like it or not. But when you see it for real… not one person hasn’t loved it.’ That’s because this is the story of a restoration with a difference. Yes,

it starts with a Land Rover that was knackered and ends up with one that’s better than ever, but this is also a Land Rover whose owner didn’t want to go down the normal route of returning it to the way it looked when it was new. She had other ideas. ‘It is what it is because of what I do as an everyday job,’ she explains. ‘I work in the superyacht industry. We work to a standard for high-end clients who expect high-end results. That was the standard I put into the truck.’ There’s only a limited number of restorers you’d go to for a job like this. Clearly, technical skills and knowledge were going to matter, just as they always do, but of particular importance here would be the ability to listen. It was a stroke of luck, then, that her best friend already knew the ideal man for the job: John Bowden, whose business Gumtree 4x4 has been working on Land Rovers of all ages since he set it up in 1981. ‘She uses them as

The engine was mated to a full-syncromesh Series III gearbox, which was reconditioned prior to being fitted

her Land Rover mechanic. When I met John, I knew I would have no problems with the hands I was in. I expected that same standard of him that my customers expect of me, and I was lucky that he saw that immediately. Communication with your customer is so important, and his was outstanding throughout.’ So, what was it that John was taking on? The Land Rover was little more than a wreck – albeit one his customer had her eye on for a while. ‘It belonged to a friend who lived in Cornwall,’ she says. ‘He used to use it for windsurfing – it was a beach car.’

With predictable consequences for everything made of mild steel… ‘I’ve always wanted an old Land Rover,’ she continues. ‘He wasn’t able to restore it, but he was keeping on using it until it was ready to fall apart. So I said that when he was ready to sell, I’d take it on.’ A couple of years later, in May 2017, two failed attempts at the MOT was enough to convince the truck’s owner that its time had come. ‘There was nothing to save on it,’ she says. ‘There was nothing left. The engine was reusable, but the chassis and bodywork was gone.’

That’s why she was comfortable with tasking Gumtree with the sort of restoration the vehicle has had. Taking it back to the way it was in 1962, when it rolled out through the factory door all fresh and ready for its first registration on 3 January the following year, is something she would have considered if she had been able to look at it and still see a Land Rover, as opposed to a self-propelled piece of scrap,but in her view that day was well in the past. ‘If I was was starting with something that was restorable,,’ she says, ‘that would be different. But to last for

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Issue 86: Apr 2021

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The rebuild was based on a Richards’ galvanised chassis with a bolt-up gearbox crossmember, which was painted black prior to assembly another 40 years, a decision had to be made as to what kind of restoration it was going to be. It was an opportunity to do something different with a truck that was impossible to save.’ Again, what qualifies as saving a truck is open to interpretation; you might well feel that that’s exactly what she’s done, whether or not she’s done it to your taste. There’s no shortage of restorers who’ll quite happily ‘save’ a vehicle by renewing every single part on it, especially if there’s a big payday at the end of the project. But here’s someone who came at it with a fresh perspective. She’s a confirmed longterm admirer of all things Land Rover who also owns a 2002 90 (‘it formerly served as a runway car for the Red Arrows – at least that’s what the salesThe essential annual for Land Rover owners and enthusiasts

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man said, but it certainly was owned by the Army for the fist part of its life and it will only ever leave me in my will’), she nonetheless saw the tired old 88 as no more than a donor. What it donated was its bulkhead, engine, axles and, of course, its identity. ‘I’m as close to HUE as you can get!’ laughs its proud owner. ‘I call him that, but of course there’s only one HUE, isn’t there!’ Well, there’s only one REAL one, for sure… Anyway, this is XUE, and it first saw the light of day when HUE was 14 years old. So it’ll be 60 next year, and now your money would be on it to stroll on to 100 and beyond. It has its owner’s vision to thank for that, as well as the skills and diligence of John and his team at Gumtree – specifically

workshop foreman Martin Stapleton, into whose incredibly capable hands the work was placed. As you’d expect, the rebuild started on a new galvanised chassis. Gumtree gets these from Richards Chassis; this one has the bolt-up gearbox crossmember and, to keep it looking right, was painted black before things started being bolted on to it. The first of these things was the bulkhead, which as we mentioned was able to go again. It was fully recondition edfirst, though, then acid dipped and, finally, galvanised. And painted, but we’ll get to that (it’s a whole separate story in itself…) The engine was easily the best part of the vehicle when it arrived at Gumtree. A standard 2.25 petrol, it only

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GUMTREE 4x4 SPECIALISTS IN ALL AGES OF LAND ROVER, RANGE ROVER, DISCOVERY AND FREELANDER SERVICING, REPAIRS, CONVERSIONS, REBUILDS & CHASSIS REPLACEMENTS, PERFORMANCE AND OFF ROAD MODIFICATIONS, ALIVE TUNING DEALER

The interior is largely unchanged, aside of course from having been given a coat of monumentally expensive superyacht paint. The seats have been retrimmed, and parts like the windscreen frame and door cappings have all been re-galvanised, but there’s nothing fancy and modern going on – unless you count the presence of a discreet little USB outletnext to the speedo

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needed what John describes as ‘basic fettling’ such as new big end shells, oil seals, head gasket and so on. It was bolted to a reconditioned Series III gearbox with full syncromesh, and Gumtree fitted a Roamerdrive overdrive unit which reduces engine revs by 28% when engaged – with all the obvious benefits this brings for fuel efficiency, drivetrain wear and, in particular, cabin noise at higher speeds. Interestingly, another feature which makes the vehicle more civilised at speed than your average IIA is its softtop. This is not just your average can-

vas rig; John specced it to special order from All Wheel Trim, in black mohair with with NAS side and rear windows, and the Oxfordshire company did him proud. ‘It fits a treat and hardly ﬂaps as you are driving along,’ he says – you can actually have a normal conversation at 65mph with no stress at all. Part of this is down to the Roamerdrive unit and part to the quality and fit of the hood, which of course doesn’t drum the way a hard-top would. As we’ve mentioned, the original Land Rover axles were able to be retained. These were reconditioned and

gained a new set of brakes all round, while the steering and suspension was rebuilt or replaced as necessary. On went a set of Defender tubeless rims with 7.50R16 Michelin Latitude tyres, and it was very nearly ready to roll. Which brings us to what is, perhaps, the single most extraordinary thing about this Series IIA. How often do you see a Land Rover whose wheels are colour-matched to its body? Not often, and again it’s not to everyone’s taste, but what you’re looking at here may well be the most richly painted Land Rover of all time.

TRUST

DELIVERY For France only

Hard-top Landies are known for the relentless drumming from their panels, and soft-tops for the ﬂapping and cracking of their ill-fitting canvas hoods. This IIA, on the other hand, is almost as refined inside as a normal car – the owner says you can have an everyday conversation at 65mph without needing to shout. That’s largely down to the black mohair hood that was tailored to this vehicle by All Wheel Trim; John says its fit is so accurate that it hardly ﬂaps at all

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That’s quite a claim, even considering the number that have ended up drowning under several contrasting coats of emulsion. But just listen to this. ‘When I was visiting John, we looked at another Land Rover in his premises. The paintwork was not up to the standard I was expecting. He asked what that standard was: I said “Rolls-Royce.” The paint we used is my own. We use it on superyachts, and it’s the best there is. You can’t get more expensive paint. The colour is unique, with a metallic element that’s not to be found anywhere else – the only way you could match it is by going to the original manufacturer. My horse trailer is the same colour – the paint we used was left over after it was built.’

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Of course, a rebuild project will always take time, and of course there’ll always be delays. But 18 months trying to find the right company to paint your Land Rover? If you’ve just come in from rollering your bashed-up old 110, that will sound both hilarious and bewildering, but just take a look at the pictures. You can’t rush perfection, as they say – and this vehicle’s paint finish really is perfect. We know because it’s its owner’s job to know. Those 18 months involved two false starts with paint shops which the IIA’s owner searched out but which ultimately couldn’t come up with the goods. In one case, this was down to the chap being struck down with illness, so no hard feelings there, but the other case

There’s no such thing as a photograh that does justice to the IIA’s paintwork. The paint itself is made for superyachts and priced accordingly, and it was applied by TGM Sport, a company that paints professional racing cars. The result is, simply, like nothing we’ve seen on four wheels before – the finish simply defies belief

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We’re on Facebook: www.facebook.com/thelandyuk left some deep scars and hard feelings. ‘I hope no-one else has to go through the same experience I did.’ Third time lucky, though. Accepting that she was going to have to look further afield, she finally gave the job to TGM Sport of Fleet, whose body shop has painted many a pro-level racing car in its time. So the panels, and the paint, ended up taking a trip. And the result? Perfect, remember? Achieving a superyacht finish is all part of its owner’s day job: ‘I went over every inch of it and I couldn’t find even one blemish.’ The panels, some of which were brand new and others restored, were sprayed while the vehicle was in bits and returned to Gumtree for reassembly. They went back on along with a set of door and body cappings which, along with things like the windscreen surround and tailgate stays, were all re-galvanised together as a batch. The result? Every time I’ve driven it, I’ve stopped everyone in their tracks. It’s done with class. This is all about respecting a vehicle that deserved to be given five-star treatment. It takes the Land Rover image and gives it a sense of sophistication. I know it’s not original, but even purists still love what I’ve done with it! ‘I drove it for two weeks last year, after it was finished. It was just pure joy. It’s ready for another lifetime of being a working truck now.’ A working truck with the world’s most expensive paint on it, no less. But not her working truck. ‘I’d be happy to keep it,’ she says. ‘But we’ve just bought a house that needs renovating.’ Just as her husband didn’t get to spend the money on something else, then… ‘I’m not unhappy, though,’ she continues. ‘Because I’ve got the team now and I could do it again. I’d be more than happy to save another Land Rover that’s on death’s door.’ ‘Price on application’ is the answer to your next question. But this ain’t a fire sale. Part of owning a Land Rover is knowing what it’s worth, and she does. As did the insurance valuer who surveyed it, so don’t think you’re going to pull a fast one. Anyway, drop us a line at The Landy if you’re interested. For now, this is an unusual Land Rover that commands the attention of all who see it, and even if you’d do it differently yourself there’s no mistaking the commitment that went into making it what it is. ‘I knew exactly what I wanted the truck to look like,’ is the delighted verdict. ‘It was up to John and his team to realise what was in my head. What’s really cool is that it turned out even better than I expected.’ We photographed the Series IIA at Slindon Safari, an old quarry site near Chichester which has been turned into one of Britain’s best playday sites. It’s at www.4x4driving.co.uk.

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A real-world leafer with a lifetime ahead of it

Looking under the bonnet of a Series III and ﬁnding a 2.25-litre petrol engine is not exactly what you’d call a surprise. This one’s a bit of a rarity, however, in that the engine itself came out of an early 110. It’s bolted on to a standard Series III four-speed gearbox – and as you can see to the left, further down the drivetrain is a pair of freewheeling hubs, allowing the Land Rover to potter around the yard in low box without its transmission getting wound up

Words: Gary Noskill

ust like a 43 year old Land Rover should be.’ That’s the seller’s description of this lovely looking 88” Series III soft-top, which is currently listed in our classiﬁeds section on pages 42-44. It does rather depend on how you think a 43 year old Land Rover should be, of course. If you like your trucks totally and utterly original, there are things about the vehicle that will make you cluck and tut. And if you’re an old-school off-roader, you’ll probably think there’s nothing wrong with it that couldn’t be ﬁxed by battering it on to the top of an old Range Rover chassis and lifting it to the sky.

As far as we’re concerned, though, this vehicle is a perfect example of a real-world leafer. It has been altered and modiﬁed – not to turn it into something it’s not, though, but to make it better at being what it is. And it’s very, very good at being what it is. The owner bought it as a project on a rolling galvanised chassis and says that ‘it has transformed over the years as our needs have changed.’ The ability to do that is, of course, one of the things that makes Land Rovers so precious. There’s a ﬁve main bearing 2.25 petrol engine from an early 110 under the bonnet, mated to a four-speed Se-

ries III gearbox with a Fairey overdrive. The front axle has AVM freewheeling hubs, allowing it to be run in low range and two-wheel drive – ideal for shifting trailers round the yard and so on and a fact which is frequently overlooked by people who think FWHs are there for (bless) fuel economy. The vehicle sits on Rocky Mountain parabolic springs, as so many of the best leafers do. The same company is also responsible for the shocks – as well as for the aluminium door tops, which is a different area but is deﬁnitely an improvement over standard. Further upgrades include Cobra Monaco bucket seats with Sparco

Above left: It’s not particularly unusual to see an old Land Rover with a pair of bucket seats where the old benchstyle horrors used to be. This Series III has Cobra Monaco units with Sparco harnesses, and there’s even a cubby box to be seen between them Above right: What definitely is unusual is to see a short-wheelbase Series truck with forward-facing rear seats. These have three-point seatbelts and even Isofix mountings, which is more unusual still Right: A black mohair hood from Exmoor Trim fits over a set of heavy-duty sticks which also provide an element of rollover protection. It’s been built right, this vehicle – and as that galvanised crossmember shows, it’s been built to last. Bring on the next 43 years!

three-point harnesses, as well as an Exmoor Trim cubby box and black mohair soft-top. The latter is supported by heavy-duty hood sticks which double up as roll protection. The most impressive modification inside the vehicle, however, has got to be the rear seats – not just because it actually has some, but because they’re Puma-style forward-facing jobs. These are fitted with three-point seatbelts and even Isofix mounts – who said Land Rovers aren’t compatible with having a young family? ‘It has some minor oil leaks,’ says the owner, ‘but is checked before each use and seldom needs topping up. the

choke cable isn’t attached, but it seems to start from cold just fine without it. ‘Other than that, it’s a fully working 43 year old Land Rover which may have some patina but is totally solid.’ Sounds to us like exactly the way a 43 year old Land Rover should be. And we think most of you will agree. At £12,000, it’s not being given away – but that’s a lot, lot less than a too-pretty-to-use classic would cost you, and not too much more than you could find yourself spending on a basket case. It’s listed in the classified section of this issue of The Landy – and we’d gently suggest that it looks to us like a very strong investment.

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Issue 86: Apr 2021

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Double Dutch

ix years ago, Land Rover launched the Holland and Holland Range Rover. Built by JLR’s then recently formed SVO division, it was based on the long-wheelbase Autobiography Black model and priced at £180,000 – making it the most expensive Range Rover yet. This was a time when the Range Rover’s position as the king of the off-roaders was under a new threat from the Bentley Bentayga, and there was a strong feeling that the Holland

Words: Tom Alderney P38 pictures: North Yorkshire Classic and Holland edition was Land Rover’s riposte to its new rival from Crewe. With this vehicle, it took one of the motoring world’s most powerful brands and embellished its cabin with a level of craftsmanship worthy of the very, very best – and in addition, paved the way for the SVAutobiography models which continue to take the fight to Bentley today, even as the L405 Range Rover moves towards its swansong. None of this came as any surprise, though. Because fifteen years

previously, Land Rover had introduced another Holland and Holland Range Rover – and once again, it took the vehicle to heights of luxury it had never reached before. Based on the 4.6 HSE version of the P38 Rangey, the Holland and Holland edition was designed to match

the vehicle most favoured by the country set with the craftsmanship of a world-leading gun maker. We don’t know much about guns here (Land Rovers are much more our kind of thing), but while writing this I’ve just taken a break to look at Holland and Holland’s website and one of its guns is

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The 2015 Range Rover Holland and Holland took luxury to a whole new level. But it wasn’t the ﬁrst Rangey to do so. Back in 1999, another Holland and Holland edition stunned the world – and now it’s a true collector’s item on sale for a quarter of a million dollars. Second-hand. Compared to that, the £63,495 Land Rover wanted for the original Holland and Holland Range Rover sounds like chicken feed. Though if you wanted one with the optional TV, video cassette player and screens in the rear of the

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The P38’s seats were trimmed in specially grained Saddle Tan leather with light brown piping; beautifully soft and tactile, by the standards of the late 1990s this gave the Range Rover one of the best interiors of any vehicle you could buy. The veneers finishing the dash and ﬂoor console were in Oiled Gunwood, which is appropriate – the idea was to replicate the appearance of one of Holland and Holland’s exclusive shotguns headrests, that would be an additional £5000. Outrageous? Possibly. But then, only 100 right-hand drive Holland and Hollands were made (300 went to North America) and of these, only 20 had the VCR package. So they weren’t just like hen’s teeth, they were like talking hen’s teeth. Not that it took a video recorder to make the vehicle special. After all, DVDs had already been around for a good couple of years before the Holland and Holland came out. And anyway, who wants to watch grainy movies when you can instead feast your eyes on what was at the time the most sumptuous interior ever created in a production Rangey. On top of the standard HSE specification, Holland and Holland models received an extra thirty hours of final build time in Land Rover’s Special Vehicles department – the forerunner of today’s SVO operation. Finished in

Tintern Green, with matching grille and alloys, the vehicle was trimmed inside in Saddle Tan leather with light brown piping. It wasn’t just any leather, either, but had a specially grained texture making it particularly soft and tactile. Even by the standard’s of today’s premium vehicles, it was arrestingly comfortable; in 1999, when Solihull first lifted the wraps on the vehicle, it was sensational. Appropriately enough, the wood veneers throughout the interior were in Oiled Gunwood. The purpose was to replicate the stock of a Holland and Holland shotgun – while unique inlays in the door cappings were engraved with the company’s trademark Acanthus scroll motif. Much of this was repeated in the L405 Holland and Holland unveiled in 2014, which also came in an exclusive green colour and featured tan leather, walnut veneers and the same Acanthus scrollwork, this time to its door

handles. One difference, though, is that whereas on the original P38 model, the rear-seat picnic tables were drop-down affairs, in the more modern one they were deployed electrically. Oh, and try as you might, you couldn’t get it with a VHS player… Interestingly, although the L405 Holland and Holland was built in slightly greater numbers than the P38 (120 as opposed to 100), it’s much rarer to see them offered for sale. The older version is hardly what you’d call a common sight in the classifieds, but they do come up fairly regularly – though when they do, they’re not immune to all the many problems it’s possible for an old P38 to suffer. On the plus side, many of these Rangeys had quite gentle lives – combined, of course, with excellent maintenance. Finding one of these is the hold grail in every case, of course – but while the Holland and Holland was touted as the definitive vehicle for the countryside,

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The P38’s interior has aged well, but there’s not a lot that can compare in this way with the L405. All Holland and Holland versions of the newer motor were long-wheelbase models and came with the ultra-luxurious Executive Seating package, with two individual rear seats trimmed in the softest precision-stitched leather available. The walnut-trimmed tables in the rear, one of which is visible here, were deployed electrically, as of course were all the adjustment functions in the seats themselves

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very few were ever used in any kind of serious way off-road. Land Rover presented these Rangeys as a collaboration between two of the world’s greatest luxury brands, and for the land-owning, grouse-shooting set it’s impossible to miss the common ground they tread. Today, however, the modern examples seem to have gone into hiding – while the originals hover somewhere between collectable and retro. The best still fetch very strong money indeed by P38 standards, and are certainly among the most sought-after examples of the second-generation Rangey. Indeed, one is in the Dunsfold Collection – a sure sign of a Land Rover’s historical worth. The Holland and Holland in our pictures, on the other hand, is currently available at £14,950 from North Yorkshire Classic, a specialist near Middlesbrough which can always be relied upon to have some interesting Land Rovers in its portfolio. It’s on just over 100,000 miles and has the all-important VHS player, making it a rarity among rarities, and the company says it has a fully functioning heating system and otherwise shows no signs of any of the common P38 horrors. You’ll find it in the classified section towards the back of this issue of The Landy, and a lovely looking example it is too. But – plot spoiler – we can already tell you that if you’re hoping to find an L405 version in there too, you’ll have to look a whole lot harder.

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Both the P38 and L405 Holland and Holland models were finished in green, with matching highlights in their alloy wheels. They’re both tremendously plush inside, too, with high-grade leather and wood veneers everywhere. That alone doesn’t mark them out as unique but highlights featuring the gunmaker’s trademark Acanthus scrollwork definitely stand out in the crowd of other luxury cars

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Bloodied but unbowed The Triangle Vert is one of the most popular of all overseas events among British Land Rover drivers. Held just on the other side of the Channel, it’s a cinch to get to and a blast to take part in – though last time we did it, we found that the organisers had started making it a whole lot tougher than it used to be…

Words and Pictures: Alan Kidd

ast year, the Covid pandemic arrived early enough to force the Hors Macadam Club to cancel its annual Triangle Vert randonnée. As with so many events, a huge amount of work on behalf of the organisers went down the drain then and there. This year, all the signs are saying that a let-up is coming – but not as quickly as any of us had hoped. That’s why, at the start of February, the Hors Macadam Club was forced to announce that the 2021 Triangle Vert, which was due to take place on 25 April, has also been cancelled.

The club is already looking forward to 2022 – when, at the third time of trying, it will put on the 32nd running of the event. The Triangle Vert is basically a lane run, using roadbook-style navigation, and what makes it special is that unlike the classic ‘Grands Randonnées’ such as the Mille Rivières, it’s held just on the other side of the Channel. Rather than involving a full day’s driving in each direction just to get there, what makes the Triangle Vert so incredibly popular with British Land Rover owners is that it’s just a short hop from Calais. In fact, some years the start is practically in Calais.

That’s how it was last time we took part, as one of a group of Brits whose Land Rovers were to be seen driving here, there and everywhere through the cobbled streets of Boulogne at an obscenely early hour one bleary spring morning. Someone’s sat-nav was having a laugh. This was five years ago, for the 28th running of the event. Which, as luck would have it, took place on a weekend when France’s tanker drivers were blockading the country’s oil refineries. We’re big fans of arriving the day before, stocking up in one of Calais’ many wine warehouses, cruising to our

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In keeping with other randonnée events, the competitive part of the Triangle Vert is made up of spotting code boards (no photos of any, as we kept up our honourable tradition of never actually noticing any) and completing random tasks at checkpoints such as rolling a couple of tyres round an out-and-back course in the shortest possible time. Far more tricky for us, and indeed for a reassuringly large number of other crews who came lumbering up the same woodland track, was following the roadbook without going wrong. Maps, pens, clipboards and confusion followed… as eventually did a large gaggle of motorbikes, whose riders turned out to be no more certain of the right route than any of the rest of us hotel then enjoying a relaxed dinner in a traditional auberge before hitting the trails the following morning, but on this occasion it was more a case of finding a fuel station that wasn’t empty yet then queuing all afternoon for diesel. We did make it to our hotel in time to grab enough spaces in the hilariously dank underground car park, though. And, more importantly, to be able to wander into the nearby town square and find somewhere to sit outside, drink beer, eat an obscene amount of recently deceased livestock and lay bets on whether we’d be manage to avoid a kicking at the hands of the storm that was clearly brewing in the distance. We did, but a night of thunder, lightning and torrential rain (and recently deceased

livestock) meant sleep was fitful at best. Not to worry, though. It was going to be a wet one, and what’s not to love about that? Now, the Triangle Vert is an event which I personally have done maybe half a dozen times or so over the last 25 years. Initially, I always thought of it as being a fairly gentle lane run, albeit with the odd set of deep, muddy ruts thrown in for laughs. But for various reasons (well, two, both of which involved nappies, milk and Mr Tumble), this was my first in almost a decade. While I was away on family duty, my long-time laning companions Kit and Marc were still heading over the Channel year by year to enjoy the event. And they had started coming back with

stories about how it was becoming much rougher. Now, I love nothing more than ambling around the countryside on gentle green lanes, enjoying the view from the driver’s seat of an untroubled Land Rover. But I was rubbing my hands with glee at the prospect of things getting a big gnarly. If the Triangle Vert had grown some teeth then, well, bite me. Even so, I wasn’t bargaining on arriving at the assembly point on the outskirts of Boulogne and seeing a pair of challenge-spec Ibexes that had come all the way from Scotland to take part. For those who don’t know, these are built by taking all the good stuff from a Defender and hanging it on a purpose-built spaceframe, and they’re

phenomenal at what they do. If we were here for a gentle green lane run, it would be like showing up to a game of marbles armed with HMS Dreadnought. This was going to be good. And it was. To put it bluntly, the roadbook presented us with the best driving of any Triangle Vert I’ve done. To put it more bluntly still, it was verging on being a truck-wrecker. But the war wounds our vehicles went home with were merely reminders of an excellent day on the trails. I have to confess that my instant verdict was a lot less generous than that when I stopped in the middle of a wood to go back and pick up my door mirror. That’s how close the ruts took me to a tree, which fetched it off like a

knife going through butter. In front of me, I had watched as the same tree reshaped the roof of Kit’s 90. Regrouping at the end of the lane, Marc is searching in his 90’s pick-up bed… for the top of his snorkel. It’s a lot further away than that, as it turns out, but at least the roof of his truck-cab now has a nicely distressed look to it. Kit, who’s not a huge fan of getting his Land Rover smashed up, is looking quite distressed too. At least his exo cage helped minimise the damage. Further on, between the two navigators in our three-strong convoy (I’m tagging along solo, because I have no friends) we manage to head down completely the wrong track. I find myself thinking that bringing a whole event’s

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worth of vehicles down here would be incredibly optimistic, and sure enough I’ve got a point. The good thing is that while we’re sat at the far end of the lane trying to work out where on earth we’ve ended up, about a dozen bikers and almost as many 4x4s roll up to do the same as us and wonder what’s gone wrong with their navigation. Cue the wonderful sight of arms pointing in all directions, maps flying everywhere, bikes setting off in one direction and the other then returning a moment later and stopping again… Eventually we set off, find a local chap walking his dog, get some directions from him and well lookee there, the

road’s closed because there’s a street party happening in the next village. So we turn round, end up back where we started, carry on in the other direction and right there, just round the next corner, is the junction where we went wrong in the first place. Brilliant. By now, we’ve already had another hold-up for a different reason. The competitive part of the Triangle Vert (such as it is – it’s a very light hearted event) involves a mixture of spotting letter boards and roadside landmarks, answering general knowledge questions (a good laugh when they’re in French) and taking part in odd little games at checkpoints. One of these

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involves rolling a pair of tyres around an out-and-back course as fast as you can, and a Toyota Landcruiser ahead of us has stopped so the navigator can take his turn. Unfortunately, it’s stopped at exactly the point where its gearbox is grounded out between ruts. Even at a slow speed, it would normally have skimmed the top off the wet ground without a second thought, but with zero momentum it’s bellied out. And a Land Cruiser is a heavy thing. Too heavy for the old military Jeep behind it to shift, that’s for sure – though that’s not stopping the driver from having a go. A relentless, roaring, Main picture: When someone’s showed up in a 110 with road tyres, a broken winch and a diff-lock that doesn’t engage, the polite thing to do is make him feel less like the odd man out by putting on a display of the most rubbish rut-filling efforts ever seen. I mean, these twigs are always going to make a difference… Left: There’s nothing quite so reassuring as a ladder dug in to the ground to bridge you across a collapsed culvert Right: A section of liaison went through a village whose residents decided to close the road for a street party. Delightfully French, but also suspiciously not like a coincidence

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spinning, sliding-from-side-to-side sort of bye-bye-track-for-everyone-else sort of go. Happily, before he makes it all the way to the centre of the Earth, the next truck in line steps up. This happens to be Kit’s 90, and between its extra weight and his more refined recovery technique, it makes all the difference. Pop, she’s out, just like that. This definitely isn’t meant to be one of those stories about how us Brits went abroad and showed the foreigners how it’s done – the boot’s been on the other foot often enough, after all. But further on, we find ourselves stepping in again when a chap in a Puma 110

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can’t make it up a long, rutted hill. There’s a reason for this. His 110 is only on all-terrains; the surface of the track is heavy clay, and they’re filling right up with the stuff. So much so that every time he takes a run at it and bellies out, he can’t even reverse back down again and matey in the Landcruiser is having to pull him. Fortunately, the 110 has a winch. Unfortunately the winch doesn’t work. So, no tyres, no winch and no way of getting another truck round in front of him. Sounds like a job for a snatch block, right? No no, sounds like a job for three men earnestly throwing bits of dead

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 The afternoon’s driving was like nothing we’d ever seen on previous runnings of the Triangle Vert. The tough, technical driving just kept coming and coming and coming, with never ending axle-twisters and side slopes to battle with. We barely got the chance to stop and take pictures, or indeed draw breath. The Land Rovers copped a few flesh wounds along the way, but more importantly they dealt with the conditions brilliantly

tree into the ruts while the driver of the Land Cruiser asks me for advice on how to get out of the ruts and round the side of the Defender. Yes, these people are so desperate they’re actually asking ME for advice… In a truly shocking turn of events, the rotten wood strategy succeeds in getting the 110 precisely no further up the hill. Marc and Kit are stood at the bottom of the hill with navigators Liam and Nick, patiently waiting to see what’s going to happen. What happens is that I head back down to tell them that unless someone takes charge, we’re not going to get our lunch.

It’s a simple job in the end. Get the Cruiser tucked in behind the 110 with just enough of a gap to run its winch rope round the side of the stuck Landy and back via a snatch block. The guys in both cars look pretty agog, but a quick pull and she’s moving, up out of the ruts and able to make just enough traction to edge forwards with everyone pushing. Marc, who’s at the back, gently observes that this process would be working even better if the Defender was in four-wheel drive. By a strange fluke, I know the French for diff-lock, and I also now know that a very embarrassed driver looks much the same whatever

side of the Channel he comes from. Interestingly, though, when he moves the lever across the light doesn’t show up on his 110’s dash; he knows enough English to say ‘you try’ as he jumps out in frustration, and sure enough it’s not the driver, it’s the car. Whether the diff lock engaged next time the wheels started to turn, I don’t know. But they did – and with more heaving, plus some pretty nifty work on the steering wheel from the driver, to be fair on him, they got it moving. Lunch was back on. It says much about tyre choice that the next four vehicles in the convoy,

Issue 86: Apr 2021

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Issue 86: Apr 2021

which included Cruiser bloke and all three of us, strolled through. Marc had ARBs to call on, but none of us were running anything more aggressive than a mud-terrain and the difference was absolutely remarkable. From not-ever-happening to no-problem-at-all. So we did make it to lunch, which

you’re no doubt relieved to hear. The point of mentioning the fact, though, is that by now it was seven hours since we’d set off from Boulogne. Most times, seven hours is a decently long day on the lanes, but this was just the morning roadbook – in theory, there was still just as much to come.

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‘The afternoon is better,’ said Frank, the organisers’ main man, in a cheery tone as we tucked in to a delightful a la cafe plate of chicken chausseur in one of those down-to-earth little places you find in every French village. Having by now lost a door mirror and a snorkel top between us, as well as getting a crinkle-cut finish on two previously immaculate roofs, we weren’t sure how to take this. ‘He said the next bit’s easier’ was Kit’s reading of it. ‘No, he said the next bit’s better…’ Spoken with caution, or menace, or relish, you choose. Either way, the next bit was barking mad. Taking pictures was pretty much not happening, because the driving was just intense and non-stop – one lane after another, occasionally wide open but mainly tight, enclosed, low-box stuff with huge wash-outs to cross, straddle, avoid or in some cases just endure. Into one of those massive V-ruts we drop, the kind where one side of your vehicle is basically scraping along the side of the gully, and oh dear, look, there’s a hidden rock sticking out of the side. I hear the crunches as my truck bounces through, and with absolutely no turning back I brace myself for what I’m going to find when I get out to survey the damage.

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Amazingly, there’s no panel damage at all. But the wheelarch trims have taken one for the team – up front, it’s a bit bent, while at the back most of the mounts have been sheared and the leading edge is waving around as we bounce along. A ratchet strap sees to that – one of the headrests on the rear seats makes a convenient anchor point – and now it looks a bit like it’s got an Elastoplast on it. As the afternoon gives way to evening, the lanes are getting more and more savage. One of the tulip diagrams on the roadbook has an exclamation mark, and sure enough the next trail throws us all over the place, our Landies’ bodywork within inches of annihilation among the trees. Take these lanes too fast and you’d learn a very expensive lesson. As driving goes, it’s fantastic – a seemingly non-stop series of technical challenges for you and, should you want it to be this way, the truck you’re going to drive to work tomorrow. You know that feeling of triumph you get from showing up with a bit of mud on your 4x4? Well, if you’d done this event the previous day, your journey to work would feel like a lap of honour. The aforementioned rock actually managed to bend the offside corner of my rear bumper, which is saying

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something as we’re talking about the fabricated steel variety. A few healthy whacks with a sledgehammer got it back into shape, but imagine what would have happened had the original factory-spec unit still been in place… Bashing your truck with a big hammer is always a sure sign that it’s time to go home. And sure enough here we were at 7pm, the time the organisers said they’d be telling their checkpoints to pull the roadbooks. There was still an awful lot of ground to be covered – we could easily have kept on going until darkness feel, or indeed beyond. But besides having a reservation on Le Shuttle for the journey home, after that last lane we all felt pretty much like we’d pushed our luck as far as we wanted. Indeed, Liam pointed out that the next section didn’t just have one exclamation mark on the roadbook… it had three. Enough already. We made it home, trucks bloodied but unbowed, and this was a Triangle Vert we won’t forget in a hurry. Personally, I was reminded of what I’d been missing during my enforced exile from the event – and enthused for getting back out there as soon as possible. Not having done them all, I can’t say it was the best one ever. But I certainly can say that having been dipping in and out for most of the event’s history, this brilliant cross-Channel lane run is still getting better and better. I don’t know what the Hors Macadam Club was planning for us in 2020 and 2021 – and I can say for certain that when all this is over, the 32nd Triangle Vert is going to be the first thing in my diary.

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Issue 86: Apr 2021

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The Landy Buyer

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

The Spectre of a big premium?

he craze for Spectre-style Defender 110s shows no signs of abating. With their butch looks and huge tyres, not to mention the whole James Bond thing, the iconic bad-guy trucks are some of the most imitated Landies ever.

The originals change hands for big money, but lookalikes vary in value – and of course in quality. Some aim to be exact replicas, too, while others put their own twist on the Spectre image. Either way, you’re looking at modified insurance for a truck on 37” tyres and

Series I (1948-1958)

The Series I, particularly in its 80” guise, is the most sought-after of

all Land Rovers. Its engineering and design give it real charisma, but parts aren’t readily available. Restoration projects require deep pockets, but see it through and the result will be worth mega bucks. Gone are the days where you could use a Series I as an actual Land Rover. Because with restored examples changing hands

Series III (1971-1985)

The Series III wasn’t too dissimilar to the Series IIA in mechanical

terms, keeping the same 2.25-litre engines throughout the length of its production run. In 1980, the engines switched to a more durable five-bearing crank rather than the old threebearing setup. The transmission also received syncromesh on all forward gears to make it easier to live with.

Lightweight (1968-1984)

These military vehicles can easily be distinguished from regular

Land Rovers. To mimic the civvy Series machines, the Series III model built from 1972 onwards, also had its headlights switched out to the wings. Lightweights add an extra dimension to owning a Land Rover. Their military history and details mean you get a truck with more stories to tell – and that stands

90/110 (1983-1990)

This is Land Rover at its best: a no nonsense workhorse that can

also take you just about anywhere in the world. Early 90s and 110s are starting to be a real collector’s item. But you’ll likely be searching far and wide for a pristine example. These Land Rovers had coilsprung suspension, new engines and a world-beating level of rugged off-road capability.

the sort of lift it takes to fit them. It’ll have lots of hard metal on the outside of its body, too, including a winch mount. An insurer will expect these mods to be done properly. And the industry knows how popular Defenders are with thieves. If your Spectre lookalike is a

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

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

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

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

Insure a Spectre 110 with Adrian Flux from £700

good one, it’ll be worth an awful lot of money – so conditions like the need for a Tracker are likely to be part of the deal.

• Based on a 2012 Defender 110 TDCi with 2” lift, 37” tyres, winch and exo cage. Valued at £50,000, on 10,000 miles a year. 50 year old driver, fully comp, mandatory Tracker and excess of £500

Series II/IIA (1958-1971)

£2500-£40,000

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

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

Series IIA/IIB FC (1962-1971)

£2500-£15,000

rarity – with all the cachet, pride and immense awkwardness that comes with this status. By ‘rare’, we’re talking about less than 2500 Series IIA FCs in total. And they tended to have a very hard life, so not many have survived to tell the tale. Forward-Control models differed from everyday Series IIs by

having heavy-duty ENV axles, but engine-wise they had the familiar 2.25 petrol and diesel lumps. So, don’t expect performance – but do expect to be given an ‘interesting’ time in the workshop… Pros: A Land Rover like no other, if that’s what you want Cons: Especially brutal to drive, and to find parts

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

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

101 (1972-1978)

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

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

Defender Tdi (1990-1998)

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

decades if it’s looked after. Find one that’s had all its oil changes (a tall order) and it’ll go round (and round) the clock. The earlier 200Tdi is simpler and less refined than the 300, which arrived in 1994. But both are superb engines. Do be aware of whether you’re getting a genuine one, though.

and fittings from their Army life, which adds interest. This is a vehicle for enthusiasts, though, with costs that are sky-high even by Land Rover standards. Pros: Master of the road. Lovely V8 soundtrack. Everybody who sees one loves it Cons: Monumental running costs. Expensive to buy, too

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

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Defender Td5 (1998-2007)

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

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

Freelander 1 (1997-2006)

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

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

£6000-£30,000 still be a DIY machine. Parts are in plentiful supply, as is specialist knowledge – and it’s one of the best Land Rovers ever. Pros: Off-road capability, power, overall reliability. Very well suited to being modified Cons: Rear chassis, premium prices, monstrous road tax on later vehicles

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

Defender TDCi (2007-2016)

The last Defenders gained modern 2.4 and 2.2 TDCi engines and

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

Freelander 2 (2006-2015)

The Freelander 2 was a massive improvement on the model

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

£9500-£195,000 involed. You will always pay a premium for a Puma, and a Tdi or Td5 may turn out to be a better purchase. Even then, though, look after it and you may well never see depreciation. Pros: Efficiency, creature comforts, off-road prowess Cons: Price, electronics, TDCi engine is unloved

£2000-£19,500 bargain search out one with the unpopular 3.2 petrol unit. Either way, it’s a fine SUV to drive. Prices have fallen since the production ended, too – £10,000 now gets you one worth having. Pros: Reliability, refinement, economy of diesel engine Cons: Transmissions can wear quickly if used for towing

Range Rover Classic (1970-96) £5000-£85,000 Range Rover P38A (1994-2002) £1500-£25,000

The original Rangey is a classic you can use everyday – and there

are people who do just that, preferring to invest new-car money in a restoration than spending it on a current model. It’s a smart policy, too. An early two-door can cost mega money, but any Classic will appreciate in value if kept in good condition – and sought-after rarities like the CSK and LSE can be a gold mine.

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

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

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

spent at least part of its life being worked on by idiots Still, you’ll get a classy motor with proper off-road and towing skills. It’s becoming a classic, too, and prices are still tiny considering everything you get. Pros: Luxury, price, a Land Rover that doesn’t rust Cons: Electrics. Be very afraid

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Range Rover L322 (2002-12)

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

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

RR Sport Mk1 (2005-2013)

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

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

RR Evoque Mk1 (2011-19)

When the Evoque was launched, it signalled JLR’s intent on hitting

the masses. Given that it was the company’s fastest-selling vehicle, they clearly hit the brief, even if it wasn’t for the traditional Land Rover owner. It’s actually still a capable thing off-tarmac – but it’s definitely more at home on the road. Nevertheless, it is economical by Land Rover standards and

£2250-£28,000

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

£32500-£25,000

RR Sport Mk2 (2013-on)

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

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

range supply copious amounts of power, and its road manners are absolutely impeccable. It’s startlingly capable off-road, too, even if getting one muddy would feel like bad form. Most that leave the tarmac probably do so only when their owners are in the mood to blow some grouse out of the sky.

the original, meaning it’s almost economical to run. It feels really nimble and agile on the road, too, and it comes with a range of engines giving it a brisk turn of pace. Some won’t like the flamboyant posture, while others will love it. Either way, inside the cabin it’s very nearly as luxurious as the full-fat Range Rover.

RR Evoque Mk2 (2019-on)

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

The Velar a competent cruiser and has received numerous accolades

Discovery 2 (1998-2004)

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

most reliable units ever. It drives well, too – mated to a manual box it has more guts even than the V8 option, which is surprisingly bland but predictably thirsty. Whereas the Disco 1 was prone to body rust, the D2 is fine here. Instead, its chassis rots like a carrot, especially towards the back end. Also at the back, seven-seat

Discovery 5 (2017-on)

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

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

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

£1100-£9000 models had air-suspension, with all the horrors that brings. Mainly, D2 owners will tell you about rogue electronics. And leaky sunroofs. They still love their trucks, though, which says a lot. Pros: Td5 power and reliability, great all-rounder, lots of choice Cons: Chassis rust, electronics, leaky sunroofs, air suspension

£25,600-£80,000 convincing – as is an interior that might make you wonder why you’d bother paying more for a Range Rover. Just be careful not to go wild with the options and end up paying more for a Discovery… Pros: Immense blend of comfort and practicality Cons: Feels more like a softroader than a proper Discovery

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

Evoque has adopted a similiar back end to the larger Velar. It’s not just the exterior that mimics the looks of the larger vehicle, however, as the Evoque has gained the latest Touch Pro Duo tech and a hike in quality. The main highlight of the new Evoque is the fact the majority of the range is made up of mild

with a 100” wheelbase and a slick body containing a spacious, flexible cabin. It was well equipped and refined to drive, and it came with the wonderful Tdi engine. Over time, the Discovery’s epic off-road ability meant almost all of them were hammered at playdays. Lower body rust is a big killer, too. So it’s rare to find a good one now,

Discovery 3/4 (2004-2017)

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

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

Discovery Sport (2015-19)

The Discovery Sport packs seven seats into a Freelander-sized

Inside, the Range Rover’s cabin is superb, with sumptuous trim and cutting-edge equipment. Prices are, of course, as immense as the vehicle itself. But if you can afford it, so too is the presence a Rangey will give you. Pros: Class, luxury, engines, vast all-round capability Cons: Price

£22,500-£190,000

Range Rover Velar (2017-on) £31,500-£95,000 Discovery 1 (1989-1998) because of its particularly handsome exterior. It’s based upon the same architecture as the Jaguar F-Pace but has greater off-road ability and is available with a wide choice of engines, most of which combine good economy with usable everyday performance. The interior is Land Rover’s most advanced cabin to date, with

Buyers

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

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

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

Workshop

body and dishes up an appealing all-round blend of comfort, kit and general driving manners.The third row of seats is only suitable for little ‘uns, though, and off-road it’s a Discovery in name only. It’s a more practical proposition than the closely related Evoque, and you won’t need to live with the fear of Posh Spice jokes. You

The only stumbling block with such a fine motor is going to be how to pay for it. Depreciation has started to bring down the purchase price – though you’ll never run one on a shoestring. Pros: Performance, refinement, glorious interior Cons: Marmite image. Pricey to buy and run

£31,600-£55,000 hybrids, available with diesel and petrol engines combining to an electric motor. Only the base D150 Evoque escapes the electrification, and we’d avoid it as it doesn’t have four-wheel drive. Pros: Feels like a proper Range Rover inside Cons: Petrol engine is poor on fuel economy, even as a hybrid

£1000-£18,000 and when you do they tend to be priced with a lot of optimism. Very early ones in tip-top condition are full-on classics, too. For a sound one to own, we’d look for a tidy 300Tdi. Pros: Price, practicality, parts availability. Epic off-road ability Cons: The body rusts like it’s been doused in sea water

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

£15,000-£38,000 might shudder at the price if you’re buying new, though – but on the used market, there are some tidy looking deals to be had, even on high-spec examples. Pros: More practical than an Evoque, and less vulgar. Seven seats. Capable enough off-road Cons: Back seats only for small mammals. Price of top models

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Issue 86: Apr 2021

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USED LAND ROVERS FOR SALE

List your Landy for FREE!

Series I 86” (1955). 2.5 diesel, IIA gearbox, SIII front axle, overdrive, PTO winch, parabolics. Ex RAE/RAF, same family since 1970. Major rebuild 20 years ago, still very solid. £12,750. Eastleigh. 07704 680068 02/21/014

Series III 88 County (1982). 82,400 miles. Petrol. Factory Press Car used in LR’s sales leaflet. Full chassis-up resto with new loom, bulkhead etc 500 miles ago. Full MOT. £29,995. Lincoln. 01522 304425 03/21/014

Lightweight (1983). 200Tdi. Ally intercooler. PAS. Disc brakes. High-ratio diffs. Custom stainless exhaust, roll cage, Wolf wheels, custom mohair hood. Custom interior. £13,000. Derry. 07871 869784 02/21/013

Defender 90 300 Tdi (1989). Approx 50,000 miles. Galv chassis, +2” Terrafirma lift, 285/75 Insas, winch, rock sliders, snorkel, roof rack. Leather seats. Serviced and like new.£17,000. Liverpool. 07598 470882 04/21/009

Custom 90 (1988). 3.5 V8 auto. 3000 miles since conversion. New chassis, uprated suspension and brakes, Puma dash, LEDs, panoramic glass, Kahn seats. No oil leaks. £44,995. Virginia Water. 07917 890790. 04/21/011

Series I (1958). Rare ex-military 4x2 for full resto. 2.0 petrol engine (not running), retains original chassis plate but chassis and bulkhead need work. Good tub and panels. Heritage cert. £6995. Faversham. 07775 774440 02/21/015

Series III 109 (1977). 200Tdi Auto. Original chassis and body. Spring-over conversion using Discovery axles. Many new parts. Could easily be made standard again. £4495. Macclesfield. 07901 971563 03/21/001

Defender 90 PU (2009). 74,000 miles. Full Chelsea Truck Company exterior. New Kahn alloys. Bare metal respray in RR Sport blue/ green. Corbeau seats. Stunning and unmarked. £26,450. Gillingham. 07808 908220 03/21/006

Defender 90 Td5 Soft-Top (1999). 141,000 miles. New Exmoor seats, Monzo steering wheel, LEDs, stainless manifold and more. DAB radio. Winch. Excellent soft-top. MOT Sept. £23,995. Leeds. 07429 011950 03/21/013

Defender 90 300 Tdi 300 County (1997). 147,000 miles. Good working order, strong engine and gearbox, good body. Some non-urgent bulkhead rust. Garaged. MOT Dec. £9250. Devon. 07932 559443 04/21/008

Series II 88” 2.25 Diesel (1958). 2 owners from new! Good chassis and bulkhead. Original engine. Ifor Williams canopy. Overdrive. Optima battery, parabolics, T7 heater, hand throttle. Tax/MOT exempt. £8500. Glos. 07942 752929 02/21/007

Series III 88” (1977). 150,000 miles. Galv chassis. 2.25 petrol from early 110. Fairey overdrive. FWH. Parabolics. Cobra buckets, front-facing rear seats. Totally solid. £9999. Ross-on-Wye. 07498 626138 11/20/002

Defender 90 200Tdi County (1992). 254,300 miles. Well cared for. Solid chassis, healthy engine (not been tampered with). Many new parts. DAB stereo, Dixon Bate towbar. MOT July. £8950. Hexham. 07714 271189 03/21/005

90 2.5 TDI (1987). 150,382 miles. 7-seater. Excellent bodywork. PAS. Snorkel. Bulkhead guard. Must be seen to be appreciated. Part-exchange welcome. Full MOT. £7999. Bedford. 07365 430834

Defender 90 2.4 TDCi Pick-Up (2008). 41,000 miles. Regularly serviced but rarely used. Comes with Ivor Williams canopy. MOT to end of October. £14,500. Shropshire. 07899 910083

02/21/006

03/21/026

Series II 109 (1960). Full bodyoff resto 18 months ago. Factory recon diesel, bulkhead repaired, axles and steering refurbed, new rad, shocks, lights, respray etc. £12,995. Lutterworth. 07816 681617 04/21/006

Series III 88” (1976). Chassis kept waxed. New grille, doors, arches, bumper, engine mounts, fuel tank and more. Full respray. Rear crossmember needs work. Tax/ MOT exempt. £9750. Cropston, Leics. 07736 457850 02/21/010

90 2.5 petrol (1985). 109,000 miles. Fully renovated in last year. Original chassis. Polybushes, new springs and shocks, Wolf wheels, hood and sticks. USA exportable. MOT Sept. £11,000. Plymouth 07891 609833 02/12/016

Defender 90 TD5 (2002). 135,629 miles. Good condition. Solid chassis, mechanically sound. Boost alloys in great condition. Side steps, dog guard, spare wheel carrier. MOT Sept. £8500. Preston. 07964 453704. 02/21/012

Defender 90 Tdi County (1997). 125,961 miles. Restored. Galv chassis. Polybushed. New brakes, springs, shocks, clutch, cambelt. Engine fully serviced. New MOT. £POA. Glastonbury. 07739 616043 03/21/023

Series III Lightweight (1971). 300 Tdi. Good chassis. Winch, cage, snorkel, spotlights, bucket seats. Much work done. Fantastic off-roader and sound investment. £6850 ono. Gatwick. 07777 638707 03/21/004

Defender 90 Pickup (2009). 20,000 miles. Excellent condition inside and out. Never been used off-road. First to see will buy. Full service history. MOT November. £19,995. Darlington. 07402 044446 02/21/005

Defender 90 200 TDI (1994). 119,000 miles. 2” lift, Insas, ARBs, snorkel, big intercooler, bash guards. Waxoyled chassis, diffs rebuilt Dec 20. MOT Jan 22 (no advisories). £8000. Nelson. 07747 058703 03/21/025

Defender 110 TD5. 92,061 miles. Rebuilt on galv chassis with new susp, clutch/flywheel, brakes and more. SVX wheels and grille, Puma bonnet, LEDs, Puma seats, leather trim. £17,995. Rawmarsh. 07739 013407 03/21/009

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Series IIA 88” diesel (1969). Ex-military, originally petrol. Solid chassis. Series III bulkhead. Lots of new parts inc tyres and wiring loom. Panels all correct. Drives well. £4975. Llandeilo. 07884 333680 04/21/012

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Fancy an ‘exact replica’ of a Spectre 110? Defender 110 TD5 SW (1999). 103,000 miles. 9-seater. SVX alloys, VGS windows. Terrafirma +2” lift, roof, rack, Mantec snorkel. LED DRLs. Solid chassis, pro respray. MOT Sept. £19,999. Oxford. 077385 66955 04/21/007

Defender 110 300Tdi Hi-Cap (1999). 168,000 miles. Nut and bolt resto. Galv chassis, rebuilt engine, Ashcroft box, Terrafirma suspension, Boost alloys, Exmoor canvas and much more. £15,950. Hull. 07427 114765 02/21/009

Defender 110 Tdi (1997). 94,715 miles. Marsland galv chassis. Unimog portal axles with diff locks, wide flotation tires. Taxed Agricultural road use, V5 present. £11,500. Thornhill, Dumfries. 07855 255705 03/21/020

Defender 110 TD5 (2005). 190,600 miles. Baroud XXL roof tent, Hannibal awning, separate leisure electrics, all-round LED lighting, external speakers and much more. £15,995. Southampton. 07976 531824 02/21/017

Defender 110 2.4 (2010). Rock sliders, steering guard, wide arches, winch bumper, Mud-Terrains, snorkel. Patriot roof rack with LED lights. Waxoiled and regularly serviced. Full MOT. £22,950. Knutsford. 07738 408381 02/21/011

Defender 110 Adventure Limited Edition. 76,000 miles. FSH. 1 owner. DAB, air-con, cruise. Sat-nav, phone, reversing camera, LED driving lights. MOT Jan. £41,000. Bagley, Shrops. 07917 668749 03/21/012

IT FEELS AS IF THE TIME IS GOING TO COME when you look at Defender 110s in the classifieds and the ones that stand out from the crowd are those that haven’t been turned into Spectre copies. Every man and his dog seems to be doing it, and it’s not a difficult job to do. However it IS a difficult job to do well. We’ve seen some big-wheel horror shows trying to flog the Spectre image from behind their peeling alloys and, on one memorable occasion, brush-painted bodywork. But surely to goodness, if you’re going to invest in one of these things you want it to be a nice one. One like this, for example. Based on a very early Puma-engined 2.4 TDCi Double-Cab, it dates from October 2007 and has covered 157,000 miles – but, as is the way with Defenders, it has recently been completely reinvented into what its seller describes as an ‘exact replica’ of the Land Rovers from the Bond movie. The engine itself has just fitted reconditioned – professionally, you’ll be relieved to hear, with a receipt and warranty to back it up. Then comes the fun stuff. It’s a Spectre, so you know how this goes, but we’re looking at a 2” suspension lift and 160mm wheelarch extensions making room for a set of 37” Maxxis Trepadors on ZU alloys. There are heavy-duty tubular side steps and a NAS rear bumper, but the main metalwork comes in the shape of a full six-point exo cage. This is home to a tubular roof rack, too, as well as to a bank of four LED spotlights. The rest of the lights have been converted to LEDs too, and up front there’s a 13,500lb winch sitting beneath a soft A-bar. This in turn blends in very well with the colour scheme, which in true Spectre form was achieved with a full respray in Santorini Black. Blackness remains the theme inside, too, thanks to a full bespoke leather retrim to the seats and door cards. The seats in question, at least up front, are reclining buckets, and if you recline far enough you’ll find yourself looking up at a retrimmed roof lining.

Other bits of trim include a full Exmoor carpet set, which in turn is protected by black rubber mats and, in the back, a load liner. There’s a 350mm Momo Jet Carbon steering wheel to add to the theme, as well as a piano black dash insert which surrounds a Pioneer touch-screen stereo supporting smartphone pairing through Apple Car Play. ‘This is a stunning truck and draws a crowd wherever it goes with huge road presence,’ says the seller, and you’d struggle to say that he’s exaggerating. Based near Bedford, it’s up for sale at £39,950 – you’ll find it listed in the classified adverts overleaf.

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Defender 110 2.4 TDCI Double-Cab (2007). 157,000 miles. Spectre replica. Exo cage, 2” lift, 37” tyres, LEDs, 13,500lb winch, leather interior. Newly finished. MOT April. £39,950. Bedford. 07813 872034 04/21/001

Discovery 3 2.7 TDV6 Commercial (2009). 79,000 miles. Rear seats installed. Climate, cruise. ECU remap. BFG ATs. Land Rover service history. Very good condition. MOT Oct. £12,750. Millom. 07971 562189 04/21/010

Range Rover 3.9 Vogue (1991). 120,000 miles. Repainted and new leather trim. Stainless exhaust. Mint condition. Used in the film Rise of the Footsoldier Marbella. £17,000. Benﬂeet. 07850 204892 04/21/013

Range Rover 4.6 Holland and Holland (2000). 100,500 miles. 1 of 100 examples. VHS rear entertainment system, Overfinch rear seat conversion. Excellent condition. £14,950. Middlesbrough. 07962 376666 04/21/003

Range Rover Sport 2.7 TDV6 (2005). 152,000 miles. Off-roader with 4” lift rods and Kumho MTs. Disco 3 alloys, 50mm spacers. Spotlights wired into main beam. FSH. Not pristine! £4850. Surrey. 07772 671275 03/21/019

Defender 130 2.4 Tipper (2011). 99,250 miles. Perfect chassis. Aircon, heated screen and seats. LEDs, Winch, HD battery. HD suspension, HD roof rack. No expense spared. MOT Nov. £19,995+VAT. Stratford St Mary. 07825 069048 03/21/018

G4 Challenge Discovery 3 (2008). 92,000 miles. 1 of 68. Replacement 2.7 TDV6 engine. Plus G4 tent, bike, kayak and more. £26,000 just spent. Immaculate. FSH. £22,494. Bothwell. 07803 042618 02/21/001

Range Rover (1988). 50,434 miles. 200Tdi. All body welding and crossmember done. New exhaust, clutch, cambelt, brakes, tyres. Good interior, chassis never welded. £5500. Stanley. 07515 392169 04/21/002

Range Rover Overfinch 570CI (1987). 61,900 miles. Light project. Good chassis and body, outstanding interior. In use to 2018, needs outer sills and light resto. £14,950. Middlesbrough. 07962 376666 04/21/004

Freelander 1.8 3dr Freestyle (2005). 94,000 miles. Manual. Leather, alloys, air-con, electric windows/mirrors, Bluetooth stereo. Clean condition all round. MOT Sept. £2395. Halstead Essex. 07377 920792 03/21/017

Defender 130 TD5 Double-Cab (2000). 205,000 miles. Superb chassis. Great bulkhead. Remapped engine with EGR blank, big intercooler. LEDs, winch bumper, roof rack, tool box. MOT Mar. £19,000. Devon. 07413 578623 03/21/024

Discovery 3 2.7 TDV6 Commercial (2007). 149,000 miles. Manual. Leather trim, upgraded lights and grill. Clean inside, no dents or scrapes. Cambelt at 98K. FSH. MOT Jan 22. £5995. Brierly Hill. 07944 849267 04/21/005

Range Rover 200Tdi Manual (1993). 161,000 miles. Completely solid, a pleasure to drive. Height-adjustable tow bar. Previous owner for 13 years. MOT July. £8998. Leek. 07985 661294 03/12/011

Range Rover Sport 3.0 TDV6 HSE (2012). 79,900 miles. 22” Kahn alloys. Autobiography upgrade. Repainted light blue pearl. Genuine 25,000-mile engine fitted 3 years ago. Mint condition. £16,795. Wigan. 07961 161817 02/21/004

Freelander 1 50th Anniversary (1999). 57,000 miles. FSH. 1.8 petrol with upgraded head gasket. Leather interior, hard and soft tops. Ultra rare. Great condition. £5650. Bothwell. 07803 042618 03/21/016

Discovery 2.0 MPi (1994). 124,000 miles. Ex-factory car. Very good chassis, tidy interior. Fair amount of welding done, paintwork needs tidying. Nearly MOT-ready. £1995. Macclesfield. 07901 971563. 03/21/002

Range Rover suffix B (1973). Carbed V8 with LPG. Former comp safari truck with internal cage, electric fans, removable back body. Solid chassis. Runs and drives. £7500. Horncastle. 01507 588292 03/21/015

Range Rover 4-door V8 (1981). 55,000 miles. Fully recommissioned after 13 years stored in heated garage. Never welded. All original glass. 12 months’ MOT. £19,995. Leek. 07985 661294 03/21/010

Range Rover Sport 3.0 TDV6 HSE (2010). 89,000 miles. Great condition, unmarked paintwork. Extended leather pack. Refurbed 20” alloys. Harmon Kardon stereo. £10,495. Stourbridge. 07387 446581 02/21/003

Discovery Sport HSE Lux (2016). 28,500 miles. 180bhp Ingenium engine. 7-seater. Climate, cruise, leather, parking sensors, heated seats, WiFi, sunroof. FSH. Warranty May. MOT July. £23,250. Nottingham. 07765 810111 03/21/022

Discovery 300 Tdi auto (1997). 177,000 miles. Japanese import in 2004. New timing belt, brakes, suspension. Superwinch. Never used off-road (bits were added for aesthetics). £3895. Leeds. 07824 602746 03/21/008

Range Rover Overfinch (1988). Body-off restoration. Sound engine, new Holley carb. Good interior. New brake and fuel lines, ball joints, bushes, suspension footwells and inner wings. £17,995. Wargrave, Berks. 07930 376543 02/21/008

Range Rover 3-door Turbo D (1989). 70,000 miles. LHD. Original chassis and engine. No welding needed. Mechanically great. Clean bodywork but could use a respray. Heritage cert. MOT May. £6995. Walsall. 07404 901248 02/21/018

Range Rover Sport 4.2 Supercharged (2006). 109,000 miles. LPG, drives stunningly on gas. Full service history. Very little wear inside. Very well conditioned. MOT Dec 21. £5500. South Kirkby. 07500 275701 02/21/002

Range Rover Evoque 2.0 Convertible HSE Dynamic Black Pack (2017). 37,500 miles. Cruise, climate, leather, nav etc. Excellent interior and roof/seals. MOT July. £25,950. Hartlepool. 07917 010000 03/21/021

List your Land Rover 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 for internal use only) *Free offer applies to private sellers only

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

News

Issue 86: Apr 2021

Products

Adventure

Workshop

Buyers

Calendar

Off-Road Playdays

21 March

5 April

Kirton Off Road Centre

Devil’s Pit

Hill’n’Ditch

28 February Cowm Leisure

Whitworth, Lancashire

Frickley 4x4

Frickley, South Yorkshire

Kirton Off Road Centre

Protrax

Tixover, Northamptonshire

Devil’s Pit

Tixover, Northamptonshire

14 March

Kirton Lindsey, North Lincs

Barton-le-Clay, Bedfordshire

Frickley 4x4

Tixover, Northamptonshire

Slindon Safari

Slindon, West Sussex

18 April Explore Off Road

Silverdale, Stoke-on-Trent

Muddy Bottom

Minstead, Hampshire

Frickley, South Yorkshire

24 April

Hill’n’Ditch

Kirton Off Road Centre

25 April

Slindon Safari

Hill’n’Ditch

Mouldsworth, Cheshire Kirton Lindsey, North Lincs

Kirton Lindsey, North Lincs

Slindon, West Sussex

Mouldsworth, Cheshire

Rayleigh, Essex

4 April

Kirton Lindsey, North Lincs

Frickley 4x4

Muddy Bottom

Essex, Rochford and District 4x4

Frickley, South Yorkshire

Hill’n’Ditch

Mouldsworth, Cheshire

Minstead, Hampshire

Kirton Off Road Centre Slindon Safari

Slindon, West Sussex

Picadilly Wood

Bolney, West Sussex

Slindon Safari

Slindon, West Sussex

Green Lane Convoy Events 26 February

19 March

4 April

UK Landrover Events

27 February

19-21 March

5 April

4x4 Adventure Tours

Ardventures

UK Landrover Events

6 March

20 March

6 April

UK Landrover Events

7 March

22-23 March

10 April

UK Landrover Events

8-12 March

27 March

17-18 April

Ardventures

4x4 Adventure Tours

Protrax

13-14 March

27-28 March

24-25 April

Atlas Overland

Protrax

28 March

25 April

UK Landrover Events

Dales and Eden

Wales

Yorkshire Dales

Eden District

Coast to Coast

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

Rayleigh, Essex

Muddy Bottom

Protrax

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

Essex, Rochford and District 4x4

Minstead, Hampshire

28 March

Bolney, West Sussex

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

Muddy Bottom

7 March

Picadilly Wood

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

11 April

Kirton Off Road Centre

Tong, Bradford

Mouldsworth, Cheshire

Silverdale, Stoke-on-Trent

Slindon Safari

Parkwood 4x4

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

Explore Off Road

27 March

Minstead, Hampshire

Telephone: 07973 139 483 Telephone/Fax Home: 0115 965 2204

Barton-le-Clay, Bedfordshire

Kirton Lindsey, North Lincs Slindon, West Sussex

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

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

27 February Kirton Lindsey, North Lincs

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

Vehicles

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Protrax Wiltshire

Lake District

Mid and North Wales

Tynedale

Cumbria and Yorkshire

Wales

North York Moors

Northumberland

Tyne and Wear

Peak District

Dales and Eden

Wiltshire

Wales

Lincoln and Belvoir

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Issue 86: Apr 2021

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