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Defender Octa confirmed as base vehicle for Dakar entry
LAND ROVER HAS CONFIRMED THAT ITS ENTRY IN THE 2026 DAKAR RALLY WILL USE VEHICLES
DERIVED FROM THE DEFENDER
OCTA. The high-performance halo model at the top of the Defender range, which is powered by a 4.4-litre V8 engine and costs from £145,300 in the UK, will compete in a revamped version of the Dakar’s Stock class which this year had only one finisher.
The Defender works team, whose campaign is being masterminded by Prodrive, will also take part in the 2026 FIA World Rally Raid Championship (W2RC), of which the Dakar is part.
In response to the now well established popularity of high-powered 4x4s and SUVs, the FIA has introduced new regulations for vehicles in the Stock class, for production-based vehicles, which allow increased performance.
In Land Rover’s own words, this makes it an ideal way to ‘authentically demonstrate Defender’s extreme durability and capability.’
Two Defenders will run in all five rounds of the W2RC, with a third joining them for the Dakar. No names have been released for the team’s drivers, however with the top names in desert racing routinely switching allegiance
as manufacturers come and go, Land Rover will inevitably be in discussion with a number of leading lights.
While the 635bhp produced by the Octa’s twin-turbo V8 will give it ample performance on the Saudi dunes, and indeed everywhere else, success in the fortnight-long Dakar is all about endurance. ‘Unstoppable all-terrain capability and strength are at the core of every Defender and these attributes are essential for any rally-raid competition vehicle,’ says Land Rover – as of course is the ability to cover thousands of punishing stage miles without breaking down.
To quality for the Stock class, whose regulations were drafted with input from the 4x4 industry, the team’s Defenders will use the same D7x body architecture, transmission and driveline layout as the production model. An enhanced version of the platform used on the current Discovery, D7x is a lightweight aluminium monocoque providing high torsional rigidity and three times more strength than traditional ‘body-on-frame’ designs. All Defenders use this same architecture, however the Octa is set up with bespoke geometry to allow far greater dynamic ability at speed.
‘Taking on the most demanding rally-raid event in the world represents the ultimate test of our most extreme Defender to date,’ comments Defender boss Mark Cameron. ‘We know that Dakar will be an immense challenge, but Defender Octa combines huge performance with characteristic Defender capability and durability –the perfect foundations for what I’m confident will be a highly competitive rally-raid vehicle.’
‘Defender competing in Dakar will be an incredibly exciting challenge,’ added JLR Motorsport boss James Barclay. ‘We had a vision for the future of production-based vehicles in rally-raid so it has been incredibly positive to align with the ASO, FIA and other manufacturers and work collaboratively to create the new regulations for the Stock category.
‘We now have the right platform to authentically demonstrate Defender’s capability in the biggest challenge in off-road motorsport. Ahead of us is a year of detailed preparation, testing and learning to be ready for 2026. The team are already well underway and we are very much looking forward to competing in both Dakar and W2RC –the world’s toughest off-road events.’
Innovative polymer-gel sandbags help 4x4 Response volunteers deal more effectively with flooding emergencies
Volunteers with Norfolk and Suffolk 4x4 Response have a new tool at their disposal to use in the fight against flooding. FloodSax are in effect ‘sandless sandbags’ which resemble large pillowcases before they are immersed in water – whereupon a special gelling polymer inside them absorbs the water and retains it, expanding to create a full bag which can be stacked in the same way to form an effective barrier to flooding.
Vacuum-packed in bags of five, the bags are space-saving and lightweight to transport. This means that if flooding is imminent, the organisation’s 60-strong team of volunteers can get them quickly to the scene to protect homes and businesses.
Part of the national network of response organisations, whose 30-plus groups contain around 3000 members, Norfolk and Suffolk 4x4 Response dealt with more than 400 callouts during 2024 – with volunteers driving around 20,000 miles on urgent missions to assist others. Its average response time is just 37 minutes and its fastest a mere 11 minutes. Compare that to the national average of 16.5 minutes it takes for the police to turn up to a life-threatening emergency and you can see that East Anglia’s 4x4 owners are doing a pretty good job.
This response time is even more impressive given that the responders typically deal with call-outs to people needing help in remote locations which are inaccessible to other vehicles.
‘Flooding has been a real issue this year and will continue to be in the future, which is why it’s so important we are prepared for it,’ said Events co-ordinator Rob Hawley. ‘We had a call from a couple of nurses recently after their car conked out in a huge puddle.
‘It would have taken hours to get the vehicle pulled clear of the water but we were there within an hour. When it rains in Norfolk and Suffolk, many back roads become impassable.’
The nature of the landscape in these counties also means that floodwater can rise incredibly quickly after heavy rain. When Storm Babet struck in October 2023, for example, a ford in the Suffolk village of Debenham, ten miles
north of Ipswich, rapidly rose from less than 10 inches in depth to more than seven feet. ‘I’d never seen it more than a foot deep before,’ said Rob. ‘It flooded several nearby properties.’
These are the kind of situations in which FloodSax will allow volunteers to make a critical difference before it’s too late. ‘The FloodSax are space-saving to store and so lightweight to transport we can just chuck a box or two each containing 20 in the back and away we go,’ confirmed Rob.
‘I was with a similar response organisation in the past which tried to take old-style sandbags out to people during emergencies. But it took so much manpower to lift them and transport them anywhere and we needed trailers
hitched to our vehicles. Then the trailers are so heavy they were likely to sink in any mud too.
‘The FloodSax are also so easy to energise in water. We did an exercise to test them out and even my threeyear-old granddaughter could do it!’
Norfolk and Suffolk 4x4 Response’s remit is to preserve and protect human life and property by providing equipment, vehicles and other resources to offer support in adverse conditions.
‘Some days we can be transporting critical NHS staff or medical supplies in the snow or maybe helping transport firefighters to coastal flooding areas,’ explained Rob. ‘Other days you might find us in the thick of a remote forest, keeping an eye on charity fundraisers
to make sure they’re safe, or patrolling an event with a paramedic in the passenger seat ready to respond to any emergency.
‘More commonly, you’ll see us providing assistance to Lowland Search and Rescue by transporting search teams or dog teams. And when things go wrong, you may also find us in the middle of a muddy field helping to recover vehicles after a heavy downpour during a summer fete.’
Flooding is becoming ever more common in the UK and is taking up an increasing amount of response networks’ time. With FloodSax at their disposal, those networks will at least be able to use that time as efficiently as possible to help those most at risk.
WILDPEAK A/T TRAIL
WILDPEAK R/T01
Wildpeak A/T Trail - Rugged Crossover Capability
Built for adventure delivering rugged off-road capability without compromise on the open road. Featuring the Three-Peak mountain snowflake, the Wildpeak A/T Trail encourages adventure seeking crossover owners to discover true all-weather capability.
Wildpeak R/T01 - Bold, Rugged Terrain Capability
Developed for 4x4’s and SUV’s this tyre sets the standard for the new rugged terrain tyre category. Providing the tenacious off-road traction of a mud tyre while retaining the tread life and stability of an all-terrain, professional Off-Road tyre with POR marking. For further information and to find your local stockist please visit www.falkentyre.com/en or www.4site4x4tyres.co.uk
Issue 138: Apr 2025
OSHE AUTOMOTIVE, which says it makes ‘refined automotive works’ though we think they look like Land Rovers, has recruited actor Tom Hopper as an ambassador and creative partner. Best known for playing Dickon Tarly in Game of Thrones, Hopper has become a shareholder in the Northamptonshire company and will play a role in contributing to the company’s design philosophy and future projects.
‘Their quiet dedication to perfection drew me to Oshe,’ says Tom Hopper. ‘Each vehicle tells a story of engineering at its finest – respectful of tradition, yet quietly innovative. I’m particularly drawn to how they honour the original spirit of these cars while carefully introducing contemporary elements. It’s like good theatre – the art lies in knowing precisely what to preserve and reimagine.’
Founded by David Lane, Oshe builds classic vehicles which ‘honour their heritage while meeting contemporary standards of refinement.’ It’s best known for its work with the Defender, whose reimagining results from endless hours of engineering and craftsmanship.
‘In Tom, we recognised a kindred appreciation for craft and detail,’ says Lane. ‘His understanding of heritage and evolution mirrors our approach to automotive design. We’re rather pleased to welcome him not merely as an ambassador but as a true creative partner in our journey.’
Oshe says that the collaboration will see its vehicles appearing in ‘select productions involving Hopper, allowing the craftsmanship of these cars to be appreciated by discerning audiences worldwide.’ We think this probably means ‘adverts,’ though when you’ve got a TV star on your team anything’s possible.
‘This partnership marks a considered step forward for both parties, combining Oshe’s precision in automotive craft with Hopper’s artistic sensibility,’ concludes the company of its new recruit. ‘The collaboration promises to deliver experiences that resonate with those who appreciate understated excellence.’
It’s easy to be a good citizen with a Land Rover
I’ve written in recent issues about the potential owning a Land Rover offers for being a hero when snow falls or the weather gets otherwise too haggard for people in mere cars. As it happens, a few months ago I sold my 90 – and while I didn’t much like seeing it go, it was heartening to know that its new owner was one such hero.
Being ready with a tow rope when the snow comes down and people on the road home from work start getting stuck is one thing. But giving your time to become a 4x4 Response volunteer is taking it to the next level.
It’s easy to assume that these groups are just a rag-tag assortment of off-road likely lads who use other people’s misfortune as an excuse to large it – or that it’s some kind of posturing aimed at proving the point that we’re good guys despite what the anti-4x4 mob are forever yelling at the tops of their voices. Get to know the facts, however, and these are remarkably professional operations whose volunteers really know what they’re doing.
They need to. They get a lot of callouts and the work is very varied. They’re asked to help the blue light services, keep essential care staff mobile in bad weather and rescue people stuck in everything from floods to muddy car parks. Easy, you might think, and quite fun (in which case, please consider volunteering), but the agencies who rely on volunteers in Land Rovers need to know they really can rely on them.
Imagine the fall-out if volunteers really were just in it for a laugh. Especially first time someone got hurt. They can’t risk any of that. You can’t just turn up and go for it – there’s loads of training involved and safe to say the sort of scrapped-onMonday old stinker you see at a certain kind of playday would not be welcome.
We’ve all enjoyed a bit of ad hoc hero action from time to time, but Response volunteers are as good as pros at it. Read the story on these pages – these guys are the best, and they deserve all the praise they get.
Alan Kidd, Group Editor alan.kidd@assignment-media.co.uk
Don’t look back in anger
Price: £227.28
Available from: maltings4x4store.co.uk, DA4995
THERE ARE MANY THINGS THAT PEOPLE LOVE ABOUT THE ORIGINAL-SHAPE DEFENDER. However the view out the back when you’re reversing is not one of them.
With more and more examples being done up inside, however, it no longer sounds ridiculous to talk about Defenders and multimedia systems. If yours has one, and it’s the kind with an AHD input, Britpart’s rear-facing camera kit will turn it into reversing aid to make your life a whole lot easier.
The camera itself is designed to be installed directly over the Defender’s rear washer, giving it a high central location for the best possible visibility (and keeping it out of the way of grubby spray from the road). The result is a clear, natural view of what’s behind you, making it far easier to park safely – and, no small thing, to reverse accurately on to the nose of a trailer.
Features of the system include:
• Centralised viewing angle for better perspective and accuracy.
• 150-degree horizontal angle
• Wide-angle, high-resolution camera for a clear view that helps you spot obstacles with ease
• IP68 waterproof rating
• Optional guide lines projected on to the image when parking
The camera needs a 25mm cut-out for installation above the Defender’s back door. Its image has a minimum Illumination of 0.1 Lux and can be viewed normally or in mirror-image. Operating voltage is 12-24V DC, so you can fit it on a military Defender too.
Price: £349.54
Available from: maltings4x4store.co.uk, PRC7375LED
WE ALL KNOW ABOUT THE ACE SYSTEM on the Discovery 2. Big hydraulic rams on the anti-roll bar that are supposed to keep it flat under cornering and may actually have done it once, but by now most of them have been ripped out by owners who didn’t need the grief.
Well, it’s not just the Disco 2 that had Active Cornering Enhancement. Which means it’s not just the Disco 2 that’s throwing a world of trouble at today’s long-suffering owners. Maltings 4x4 is now offering a full ACE Delete Kit
Heritage 1948 adds gunmetal option for 15” Culbone steering wheel
Heritage 1948 has introduced a pair of new additions to its collection of Land Rover steering wheels. Called the Dunkery Dusk and Culbone Dusk, these are based on the company’s existing Dunkery and Culbone designs but add a gunmetal grey finish to provide a classy complement to the vehicle’s interior.
‘Experience the perfect blend of heritage and innovation with the Culbone Dusk,’ says the company. ‘Upgrade your Land Rover Defender’s interior with a timeless, functional and stylish gunmetal grey leather steering wheel, crafted to the highest standards.’
The Culbone Dusk is a premium 15-inch hand-stitched leather steering wheel crafted for durability and comfort, with a thick, robust rim to ensure a secure grip whether you’re working it hard off-road or slicking your way around town. It features a black leather rim with precision-stitched black thread, set off against a classic three-spoke design with crisp, clean slots.
‘Meticulously designed and built with the craftsmanship synonymous with Heritage 1948, the Culbone Dusk
wheel adds a timeless touch to your Defender’s interior,’ says Heritage 1948. ‘Finished in our exclusive Gunmetal Grey, every part of this steering wheel has been carefully selected to elevate your Land Rover’s cabin.’ The wheel has a 9-hole, 101mm PCD boss fitment and is constructed from rigid T6082 aluminium.
On top of all this, the Culbone Dusk is the first steering wheel you can opt to have engraved with the Heritage 1948 logo. Adding a mark of authenticity to highlight the quality for which the company is known, this comes at no extra cost – or if you want something bespoke, it also now offers custom text engraving. This service includes design consultation and proofing to ensure the wheel meets your vision before the engraving work is done.
If you’re buying one of these wheels, Heritage 1948 also recommends pairing it with its own Elite Streamline Boss. Designed and manufactured in Somerset, this compatible with Defenders and pre-Defenders from 1983 to 2016 and is the thinnest it has available, with a boss depth of just 20mm. With its ultra-slim design, in Heritage 1948’s own words this boss ‘significantly improves the Defender’s driving position when used with our range of steering wheels.’ It’s available in 36-spline and 48-spline options and can be added to the cart when configuring your wheel.
Heritage 1948 are proud to introduce there all new wheel
The Culbone Dusk is our rst wheel to feature our exclusive Gun metal grey body. This premium 15 inch Hand stitched leather steering wheel has been designed for the Land Rover Defender and is crafted for durability and comfort, it’s thick robust rim ensures a secure grip in any driving environment, whether
your Landys on rugged trails or city streets. Meticulously designed and built with the craftsmanship synonymous with Heritage 1948. The gun metal grey is set o against a classic three-spoke design, enhanced by clean, crisp slots, adding a timeless touch to your Defender’s interior.
TF1704 Terrafirma Terradactyl Awning 2.5m / 270 degrees / Grey
TF1704ROOM Terrafirma Terradactyl Awning Sides / Room Includes roll up windows & mosquito nets on each side
TF1729 Replacement Terradactyl Awning PoleSuitable for TF1704
TF1704CANVAS Replacement Terradactyl Canvas Suitable for TF1704
CAMPING ACCESSORIES
TF1740 Terrafirma Portable Power Station
TF1741 Terrafirma Power Panel
TF1730 Terrafirma Portable BBQ / Fire Pit
TF1720 Terrafirma Camping Chair
TF1722 Terrafirma Camping Table
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Low miles but high adventure
You won’t find many Tdis with a lower mileage than this 1995 Defender 110 –yet despite having had an easy life, it’s a fully fitted expedition truck that’s already been to Cape Town and back
It might be celebrating its 30th birthday this year, but you’ll seldom see a more youthful Defender.
This 5-seat 110 Utility Wagon, which instantly catches the eye thanks not just to its overlanding accessories but the extremely unusual shade of green in which it’s painted, first hit the road in 1995 – and since then it’s only covered 66,500 miles.
That’s despite having been used for an expedition from London to Cape Town in 2010 and 2011. This was the purpose of all the modifications, which were done by Foley Specialist Vehicles – always a sign of a job well done.
The spec list is the kind of thing that could go on all day, but Foleys took the truck apart and got in there from the ground up. They fitted a roll cage and raised air intake, as well as a 50-litre fresh water tank with an external tap
and not one but two auxiliary fuel tanks. The main reservoir here is fed by a gravity tank as well as a third under-seat unit with switchable transfer. Up top, Foleys fitted an expedition roof rack and on that, an Eezi Awn 1.4 series tent. There’s also an awning up there, as well as a three-up jerry can cradle (gin, tonic and what else…?) and a spare wheel mount. The latter is in addition to a swing-away carrier on the rear door – even with a set of the famously resilient BFG All-Terrains underneath you, when you’re doing it in the middle of Africa you definitely don’t want to be pinning your hopes on just the one spare.
Those BFGs are wrapped around Wolf rims, which continues the theme of famous resilience. So too do the diff, steering and fuel tank guards underneath the vehicle and the rock
Issue 138: Apr 2025
sliders protecting its sills. Up front, a heavy-duty bumper provides a mount for a winch and there’s a bull bar up top with headlamp guards built in to it. There’s a set of old-school Hella spotlights mounted on it too – the equivalent build done today would no doubt have an LED bar on the leading edge of the roof rack, and indeed few things could do a more effective job of lighting the way ahead, but what’s on there is certainly in keeping with the age of the vehicle. The ali chequer plate on the bonnet and wing tops is pretty timeless, on the other hand – there’s more lining the bottom edges of the doors and rear body, which is definitely not what everyone wants to see, though whatever
your taste in these things a fresh MOT does at least suggest that they’re not hiding anything too gruesome.
Inside, a sure sign of an overland vehicle that’s been properly prepared is a set of upgraded seats. Many options exist here; the 110 has a classic one, in the shape of Exmoor Trim units with pump-action lumbar support. There’s a lockable cubby between them for everyday stuff, then in the back you’ll find an Engel 12V fridge, gas cooker and Mobile Storage Systems lockable sliding drawer. There’s a hidden safe in there somewhere too, but it’s, well, hidden, however a full set of work lights both inside and outside the vehicle means you can see what you’re meant to.
Further good stuff includes a twin battery set-up with a fully monitored split-charge system. The 110’s owner says the batteries in question have just been renewed too, while it was being serviced and put through a fresh MOT. He also tells us that the chassis is not only original but in ‘exceptional condition for the age.’
Which may sound like he’s been prepping it for sale, and sure enough that’s exactly right. It’s located in Devon and £27,500 takes it home – or indeed
anywhere else you care to go, where ‘home’ is in fact what it will be. It’s a turn-key adventure just waiting to
happen, this – or even if you were to return it to standard, a Tdi that’s got to be in the top 1% for low mileage and
Rovers are returning to Bath & West this April for a weekend filled with Land Rovers! Exhibitors old and new will join us, selling everything from parts & accessories to tyres, clothing and toys Talk to overland adventure specialists about your next trip, discuss modification options with companies with the know-how and other experienced Land Rover owners.
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Old Money
The new KSR from Kingsley Re-Engineered costs more than a new Range Rover. But with one of these
Classics, you’re getting something no ordinary vehicle can provide
Words: Tom Alderney Pictures: Kingsley Re-Engineered
Land Rover used to describe the Range Rover as ‘the king of the off-roaders.’ They might still for all I know, but they’re more likely to see it as the trending influencer of off-roaders nowadays, or the rising star of that thing on Netflix of off-roaders. After all, in a world where the Evoque is now promoted on social media as being ‘shaped by the city’, what chance do mere kings stand against an army of modern go-getters? Today’s Range Rover is for glittering success stories who want the world to know how successful they are. It’s big, it’s showy, the salesman said something about breadth of capability, yah, but mainly it’s fabulously expensive, darling, and look I’ve got one so I win.
To be terribly British about it (and terrible is the word), the new Range Rover is New Money. In the days when it was the status wagon of country squires, the original was very Old Money indeed but somewhere along the line the king turned frightfully vulgar, left his Purdey sidelock in the palace and started turning up to grouse shoots with an AK47 instead. If nothing else, what the Range Rover says about you now is very different to what it said about you then. Perhaps it’s because wealth and taste have less in common now than ever before. Perhaps it’s because so many of the world’s most conspicuously rich people also appear to be the most conspicuously egregious, dishonest
and/or downright criminal. But traditional status symbols like chintzy London homes, Cotswold bolt-holes and very expensive cars impress people less than ever – indeed, rather than admire you, people are likely to see them and give you the sort of wide berth they normally reserve for Big Issue sellers. And that, like it or not, is what a quarter of a million quid’s worth of brand new Range Rover gets you from a large chunk of the population.
Happily, there is another way of spending big on a Range Rover. The sort of people who compile pointless memes about footballers’ cars will never notice you – but people who know what they’re looking at will nod with admiration. Because with the arrival of the Kingsley KSR, you can now spend the sort of money a top-end example of the new model costs – on a top-end example of a rebuilt classic.
There’s rebuilt, of course, and there’s rebuilt. Enough to pass the MOT and last for a few years before needing rebuilt again might cost you ten or fifteen grand. Fully restored might be four times that. Add some fancy stuff and if it’s done professionally, six figures won’t be far away. But then there’s Kingsley Re-Engineered – a company which remakes, renews and replaces everything about the vehicles it works on, down to the last detail, the result being Range Rovers which are brand new in everything bar their identity. The
company builds Classics to a modern standard – and the KSR takes that standard to a whole new level. ‘The most superior Kingsley ever conceived, it features a set of overhauled and redesigned premium interiors, delivering a modern experience while retaining some of the beloved features of old. Traditional buttons and synonymous Range Rover Classic features remain as part of this beautifully crafted yet sympathetic redesign.’
Kingsley already offers the KC and KR Series Range Rovers. Both are fully remanufactured however the former remains in original, unmodified trim while the latter adds various enhancements. The KSR, meanwhile, is a new programme allowing customers to specify a bespoke vehicle blending performance and luxury with the sort of equipment you only expect from brand new cars.
We’ll get on to that in a minute, but let’s start with the performance. The KSR comes as standard with Kingsley’s 4.6-litre High Torque V8, whose 270bhp is backed up by 310lbf.ft at 3500 rpm. Paired to a version of the Range Rover’s four-speed automatic gearbox which the company optimises to suit the engine, this allows a 9.8-second 0-60 time and a top speed of more than 120mph. You might not have towing foremost in your mind when you buy one of these (if you can afford one, you’ll already have plenty of other
options in that area), but we can only imagine it would be masterful in front of even the heaviest trailer.
Should all that not be enough, the KSR can also be specified with a choice of LS3 or LT1 small-block Chevy V8s, again matched to optimised six-speed autos. Performance figures aren’t quoted, but the LS3 produces 430bhp and 424lfb.ft as standard and the more modern LT1 ups these figures to 455 of both. ’Small-block’ in this case means 6.2 litres; these engines can be tuned for outputs best kept to the drag strip, but in a classic Range Rover it’s the effortless pull and purposeful burble that matter. Safe to say that whichever engine you find under the bonnet, the KSR will be potent enough to satisfy. It will be agile enough, too. ‘Kingsley has co-created several specialist
upgrades to enhance the driving experience, power delivery and overall enjoyment of its handcrafted vehicles,’ says the company. In this case, the KSR debuts its exclusive new TracTive adaptive suspension system, with pre-set controls that can be adjusted from within the cabin. Additionally, an upgraded brake kit ensures it can stop as effectively as it goes. Tyre sizes aren’t mentioned but there are various wheel options available, from the classic Rostyle steels to faux beadlocks and the inevitable Sawtooth. That’s just one area in which customers get to choose how they want their Range Rover to look. Options include early-style or wrap-around bumpers at both ends, as well as a later style front unit with a deep air dam, vertically or horizontally slatted grilles and tradition-
al or angel-eye headlamps. Bumpers can be black or body coloured, too – you can even have your wheels to match the body panels, if that’s the world your notion of taste inhabits. And on the subject of taste, and choices, the configurator on Kingsley’s website allows you to choose literally any colour from the entire spectrum.
This is of course no different to the personalisation programmes run by prestige manufacturers like JLR itself. It does open up the potential for customers to order a vehicle in an ‘interesting’ colour scheme, but more relevant than that is the fact that all paintwork is done on site. This means every stage of the production process is completed without the vehicle ever having to leave the Kingsley facility – again, a similarity to what you can expect when you buy a brand new one.
Something else you expect when you buy a new Range Rover is a cabin full of the latest tech. The same can’t be said about a first-generation one, however – but Kingsley had taken that in hand with this new model. The KSR is the first of its kind to feature a digital instrument binnacle and Apple CarPlay phone mirroring – as well, as a matter of interest, as a completely redesigned and modernised air con system.
What you’ll find within the KSR is, in Kingsley’s own words, ‘an interior that screams modernity – yet keeping buttons and the special feeling of being in a Range Rover Classic.’ We’d gently suggest that such an elevated vehicle would never be heard screaming – gently burbling, perhaps, but in the case of the interior more likely just letting the standard of its craftsmanship speak for itself. You certainly won’t be screaming either, though you might purr a little.
It says something that Kingsley’s press materials for the KSR include not far off twice as many photos of its interior as its body. It looks splendid from the outside, whatever your opinion of the Sawtooths on the company’s demonstrator, but when you open the doors you’re into a different world altogether. The choice of finishes is almost as wide as that of the paint colours on the outside, but what really stands out is the precision and elegance with which the materials are used. This is a brand new design, introduced with the KSR; Kingsley says the vehicle’s interior is ‘crafted by world-class trimmers and automotive-oriented leather artisans’, which sounds like the sort of empty claim many a bolt-on bling artist has made but is thoroughly backed up by
what you see and feel. The combination of wood, leather and fabric creates an impression that’s at once classic and contemporary – we’re loath to use words like ‘timeless’, because we don’t want to be coming on like those guffy blingers ourselves, but that’s how it is. It looks aged but not dated, modern but not instant – and the standard of the fit and finish is top-drawer OEM.
The layout of the dash will be familiar to anyone who’s driven a first-generation Range Rover, with the classic layout of buttons for the fog lamps, interior light, cruise control, screen demisters and electric windows. That all sounds very random in this day and age, and perhaps indeed it is, but it’s so wonderfully familiar that to do away with it would be sacrilege. The familiar heater control panel is there, too – though this now operates a revised air-con system with new, wider vents. ‘This air-conditioning, a common weak point for most 90s-era Range Rover Classics, has been completely re-engineered and modernised to keep occupants comfortable in all weather conditions, with the new vents integrated into the dashboard enhancing climate control throughout,’ says Kingsley. Safe to say a good number of these will be destined for owners who live in warmer environments than we get in Britain…
These controls are housed in the familiar sloped panel at the head of the floor console, though this didn’t ever contain a bank of USB and USB-C ports when the Mk1 Rangey was new. Apple CarPlay hadn’t been invented back then either, but there’s a screen neatly integrated above the heater controls – it’s not huge the way they tend to be on new vehicles now, but it’s from a well known source (Sony) and it provides a crisp, high-res display. Phone pairing is done wirelessly, as you would expect.
‘The KSR represents a significant investment in Kingsley’s future,’ com-
ments the company. ‘It will lead the way for future customers to enjoy a modern yet quintessentially British Range Rover Classic, that keeps all the charm of the iconic vehicle, with modern touches to make sure it’s a companion for everyday life.’
It’s approaching a year since Kingsley’s take-over was completed and it became part of a larger automotive empire under the management of John Sawbridge. The launch of the KSR follows the advent of a Defender model and there’s also the promise of a new Series line coming soon.
‘The KSR represents a monumental leap forward, harnessing the unparalleled expertise of our extraordinarily talented 21-strong team and collaborating with the industry’s top-tier supply partners, all while answering our customers’ wishes and requests,’ says Sawbridge. ‘We’ve completely modernised the Range Rover Classic without compromising an ounce of the timeless charm or beauty of this iconic car.
‘We firmly believe this to be the best and most thoughtfully re-engineered Range Rover Classic in the world. This is a true statement of intent from us for future builds, and it shows our dedication to creating vehicles that honour the past while embracing the future, ensuring each new model is even better than the last.’
With a starting price of £220,000 plus VAT, or whatever purchase taxes are relevant in the client’s home territory, the KSR is priced at the top end of the spectrum for even a brand new one. But aside from the fact that both are Range Rovers, the resemblance could hardly be more distant. People might look at you in one of these unique Classics and envy your wealth, but no-one will ever sneer at you for having earned it on YouTube. This is Old Money in the most British of ways. You can’t buy taste – but with one of these in your collection, you’ve already got it.
The Landy Buyer
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.
The Series I, particularly in its 80” guise, is the most sought-after of
Gone are the days where you could use a Series I as an actual Land Rover. Because with restored examples changing hands
£5000-£85,000
for millionaire money, preservation is the aim of the game.
The earlier the vehicle, the more it will be worth. The sky’s the limit – but can you really put a price on such an icon?
Pros: Heritage, charm, a true classic, the original Land Rover Cons: Availability of parts, price tag on early 80s Series I (1948-1958)
Cons: Not yet as desirable as the earlier Series models Series III (1971-1985)
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.
£2500-£35,000
They still carry the simplicity of earlier Land Rovers, but the Series III remains the most affordable way into owning a leafer.
Pros: Most affordable route into Series ownership. Still has the Series pedigree. Parts still widely available
Lightweight (1968-1984) £3500-£22,000
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
Early
These
Rovers
coilsprung suspension, new engines and a world-beating level of rugged off-road capability.
out from the crowd. They’re a rare breed, though – so if you’ve got one, it’s worth keeping hold of.
Pros: Not like all the other Land Rovers out there. Military background. Lovely 2.25 petrol Cons: Appearance isn’t to everyone’s taste. Exclusivity over regular models means they command a price premium
Don’t be fooled by high prices. Values have dropped in the last two years, and only a real rarity in pristine nick is worth the money that used to be commonplace.
Pros: Excellent parts availability. Easy to work on. Unlimited potential for mods and restos
much of that early charm. Prices seem to have peaked now, however they still remain strong for good examples.
A 2.25 petrol 88” would be our pick, as the diesel engines were underpowered and rather noisy.
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.
refinement, but this is seen by many experts as the best Defender of them all.
The LT77 gearbox in the 200 Tdi is more truck-like than the later R380, and these vehicles didn’t come with bling. Just be sure it’s an original Tdi you’re getting, not an old Discovery conversion.
Pros: The perfect combination of tradition and modernity
Cons: Lots of horrible and/or deceptive ones around
Cons: Bulkheads and chassis rot, springs prone to seizing Series
The Series II/IIA has a wider stance than its predecessor and adds an extra (thin) layer of
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.
Pros: A sound investment to restore – and enjoy
Pros: A Land Rover like no other, if that’s what you want Cons: Especially brutal to drive, and to find parts Series IIA/IIB FC (1962-1971) £2500-£15,000
Forward-Control models differed from everyday Series IIs by
Only ever
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.
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…
£7500-£26,000
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 and fittings from their Army life, which adds interest. This is a vehicle for enthusiasts, though, with costs that are sky-high even by Land Rover standards. Pros: Master of the road. Lovely V8 soundtrack. Everybody who sees one loves it Cons: Monumental running costs. Expensive to buy, too
The 127
work truck tend to go for a later 130, so the 127 is more of an enthusiast’s
motor. It’s popular for homebrewed overland conversions, too. Almost all 127s have had an engine conversion by now, too. Lots to be wary of, then – but it’s a hell of a lot for your money. Pros: Enormous size means limitless potential and character
The Series III wasn’t too dissimilar to the Series IIA in mechanical
Forward Control Land Rovers are a cult within a cult. They’re a real
The Tdi engine, which arrived with the Defender name, can
was built on a special production line in Solihull which
UK’s leading Independent Original Equipment Manufacturer (OEM) of propshafts & distributor of components. For the majority of 4x4 vehicles we can offer an upgraded propshaft option, whether you need greater angle, longer splines or larger torque capacity (which may give increased potential life-expectancy). Why choose “Extreme?” Wide Angle Operation - Double Cardan Joints - Heavy Duty Universal Joints
Defender 300 Tdi (1994-1998)
The 300 Tdi engine is very different to the 200 unit it replaced, though
the two are related. It’s much more refined and smoother to drive, though there are more electronics involved so later versions in particular are less of a DIY fix.
The arrival of the 300 Tdi also brought with it the R380 gearbox. This used to have a terrible reputation for relability, but most have been put right by now and they’ve
£3500-£40,000
become sought after for their light clutch and better shift action.
It was during the Tdi era that Defenders started getting things like alloys, too. You might even find one that’s not been off-road… Pros: Strength and simplicity. Perhaps the definitive Defender Cons: Sure to be very different to when it left the factory
The Td5 engine is arguably Land Rover’s most reliable unit and it’s
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
(2020-on)
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
£45,000-£185,000
Cons: Rear chassis, premium prices, monstrous road tax on later vehicles Defender Td5 (1998-2007) £3000-£35,000 The last Defenders gained modern
and
smooth six-speed gearboxes, They still had phenomenal off-road ability and were even okay to sit in. Famously, this was the Defender that actually had a dashboard You can find special editions and boutique conversions to TDCi models that cost obscene amounts of money. You will pay a premium for any these late
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
are people who do just that, preferring to invest new-car money in a restoration than spending it on a current model.
It’s a smart policy, too. An early two-door can cost mega money, but any Classic will appreciate in value if kept in good condition –and sought-after rarities like the CSK and LSE can be a gold mine.
Range Rover (2002-12)
Mk3 Range Rover hit new
of
Defenders, however the era of skyrocketing prices seems to be over and TDCis have dropped further in value than the Td5. So a good 2.2. could now be quite a shrewd investment
Pros: Efficiency, creature comforts, off-road prowess
Cons: Price, electronics, TDCi engine is unloved
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
An awful lot of Rangeys have been neglected and/or abused, and you can still buy they cheap. But if you’ve got the skills, and access to parts, restoring one would be the ultimate hobby that pays.
Pros: Most usable classic Land Rover, V8 power, ride quality
Cons: Rust, availability of parts for early models
£2200-£24,000
If the subject of the new Defender comes up in enthusiast circles, try
to steer it away on to something safer. Like Brexit, for example.
Much as it may infuriate purists, however, the Defender is actually a very wonderful thing. It’s kind of like an old one, only with space, comfort and equipment.
The big difference is that you can’t work on it yourself. This goes for maintenance and, crucially,
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
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
making modifications – a market Land Rover wants to take back and have for itself. It won’t hold its value long-term the way an original-shaper does, either. But this is still a superb vehicle.
Pros: Comfort, capability, rugged fitness for purpose
Cons: Not cheap to buy. Lacks the old one’s basic charm
bargain search out one with the unpopular 3.2 petrol unit. Either way, it’s a fine SUV to drive. Prices have fallen since the production ended, too – £15,000 now gets you a late one on tiny miles.
Pros: Reliability, refinement, economy of diesel engine
Cons: Transmissions can wear quickly if used for towing
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
and was more reliable 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…
This isn’t a DIY motor, but it certainly is a Range Rover, with brilliant off-road and towing skills. It relies a lot on electronics, but they work wonders – and the deepdown engineering is very robust.
Pros: Great off-road, luxury, image, TDV8 powerplants
Cons: Very complex. Huge running costs
The fourth-gen Range Rover is a majestic 4x4. All the engines in the
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.
a supreme off-roader as well as
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
The
heights
luxury
The Freelander 1 is a cheap gateway into Land Rover ownership.
The Freelander 2 was a massive improvement on the model
The original Rangey is a classic you can use everyday – and there
A Mk2 Rangey in good working order is still a sensational car to
Range Rover Sport (2013-22)
The second-generation Range Rover Sport is 400kg lighter than
the original, meaning it’s almost economical to run. It feels really nimble and agile on the road, too, and it comes with a range of engines giving it a brisk turn of pace.
Some won’t like the flamboyant posture, while others will love it. Either way, inside the cabin it’s very nearly as luxurious as the full-house Range Rover.
£13,500-£65,000
If you can afford the SVR model, you’ve got a super-SUV with rap star image. In every case, though, running costs will be vast. Parts don’t get any cheaper because you bought it second-hand…
Pros: Performance, refinement, handling, glorious interior
Cons: Marmite image. Pricey to buy and run
Range Rover Sport (2022-on)
Hilariously, this is what counts as the affordable way in to owning a
new Range Rover. The Sport is less about being chauffeur driven and more about lording it over other aspirational school runners, but once again it’ll be lovely to drive.
Like the full fat Range Rover (a phrase which has never felt more appropriate), the Sport is available with an old-school V8 engine that gives you racecar performance in
£80,500-£145,000
return for NASA-level emissions. Most UK customers with opt for an altogether healthier plug-in hybrid, but they’ll still get a vehicle that’s brutally fast a well as being able to do the normal Range Rover stuff.
Pros: Smooth, refined, comfy… and game for a laugh, too
Cons: Still hasn’t quite shed its proceeds-of-crime image
When the Evoque was launched, it signalled JLR’s intent on hitting
and
Evoque (2011-19) £4500-£31,000
the masses. Given that it was the company’s fastest-selling vehicle, they clearly hit the brief, even if it wasn’t for the traditional Land Rover owner.
It’s actually still a capable thing off-tarmac – but it’s definitely more at home on the road. Nevertheless, it is economical by Land Rover standards and
because 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.
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.
Cons: Cramped rear seats, not as practical as a Disco Sport Range
Pros: Economy, handling, iconic concept-car image
Evoque has adopted a similiar back end to the larger Velar. It’s not just the exterior that mimics the looks of the larger vehicle, however, as the Evoque has gained the latest Touch Pro Duo tech and a hike in quality.
The main highlight of the new Evoque is the fact the majority of the range is made up of mild
hybrids, available with diesel and petrol engines combining to an electric motor. Only the base D150 Evoque escapes the electrification, and we’d avoid it as it doesn’t have four-wheel drive.
Pros: Feels like a proper Range Rover inside
Cons: Petrol engine is poor on fuel economy, even as a hybrid
it came out. It was very much designed to be a trend setter. But is there a whiff of style over substance? Well, it’s a very good SUV. But you don’t half pay a premium for those suave looks...
Pros: Stylish design, chic cabin, excellent tech features
Cons: Feels like an indulgence, especially at such a high price Range Rover Velar (2017-on) £22,500-£85,000
The interior was Land Rover’s most advanced cabin yet when
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
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.
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
with the same 100” wheelbase and a slick body containing a spacious, flexible cabin. It was well equipped and refined, and it came with the wonderful Tdi engine.
There are some tidy deals to be had on late high-spec examples now – though if you do a
The Disco 3 is an astonishing allround vehicle.
Over time, the Disco’s epic ability meant almost all of them were hammered at playdays. Lower body rust is a big killer, too. So it’s rare to find a good one now,
and capable off-road, genuinely luxurious and a giant of a tow truck, and as well as being able to seat seven adults it can be turned into a van with a totally flat rear load area.
But it was also astonishingly complex, and these days it has a reputation as a money pit. Air suspension and electronic
and when you do they tend to be priced with a lot of optimism. Very early ones in tip-top condition are full-on classics, too. For a sound one to own, we’d look for a tidy 300Tdi.
Pros: Price, practicality, parts availability. Epic off-road ability
Cons: The body rusts like it’s been doused in sea water Discovery (1989-1998) £800-£15,000
handbrakes are big sources of woe, cam belts are a body-off job to change and rust is becoming more of an issue. Get a good one, though, and it’s all the car you’ll ever need.
Pros: Good at everything. Lots of accessories available now
Cons: The phrase ‘money pit’ crops up time after time
after the first. That’s because once again, it’s related to the Evoque, which was ready for a full new model in 2019.
The Sport is a premium midsized SUV with seven seats and a decent level of off-road ability. It’s a massively popular choice for the school run – and, with the arrival
Most Range Rovers all look the same at the front now, but the new
The Velar a competent cruiser
has received numerous accolades
The original Discovery was based on the Range Rover of the time,
The Disco 2 is powered by the Td5 engine, one of Land Rover’s
It’s
Disco Sport came along only four years
Manufactured to exacting standards to maintain your vehicle’s ride and handling.
PROEVO+ Steering and Suspension products are selected to meet the stringent level of performance & durability associated with Land Rover and Jaguar vehicles.
PROEVO+ provides customers:
> Exceptional value
> Premium quality
> Built to OE specification
> Extended warranty
Series II 109 (1960). 89,000 miles. Barn find. Needs light commissioning. Chassis looks solid, bulkhead needs welding but not fully rotten. Comes with service kit. £4490. Bournemouth. 07968
Defender 90 Td5 HT (2006). 48,999
Defender 90 Td5 SW (2000). 106,000 miles. Snorkel, Servo clutch, decat exhaust, rock sliders, diff and steering guards, Bluetooth stereo, LEDs, disc handbrake. MOT Sept. £12,750. Buckfastleigh. 07808 480757 03/25/003
Defender 90 300 Tdi CSW (1994). 228,000 miles. 7-seater. Serviced and cam belt just done. New front doors, rear axle and brakes. HD spare wheel carrier. Year’s MOT. £14,995. Bingley. 07768 006445 03/25/004
Defender 90 Adventure (2015). 48,000 miles. Uprated stereo, dash cam, reversing cam. Lazer LED bars, Fox suspension, 1” lowering kit, Mantec wheel carrier. Two owners. MOT Feb. £40,000. Chichester. 07383 002212 03/25/007
Defender 90 XD Wolf FFR HT (1997). 55,000 miles. Remus upgrade. 300 Tdi. Refurbed wheels, Exmoor front seats, Raptor coated chassis. Comes with soft top, gun racks, radio kit. £16,995. Peterborough. 07740 411919 03/25/005
Defender
07960 236683 03/25/001
Defender 90 (1987). 184,180 miles. 200Tdi, 5-speed, PAS. Galv chassis, Disco engine and axles. New clutch, brakes, bulkhead, seat box, exhaust, fuel tank. SVX wheels, NAS step. MOT Oct. £17,500. Worcester. 07711 591000 03/25/002
Defender 90 Tdi (1992). 110,810 miles. Two owners. Recent battery, slave cylinder, windscreen seal. Around £1200 spent at last MOT. Seats like new. Comes with original steel wheels. £8900. Bristol. 07880 518585 03/25/008
Half shafts & CV Joints o er peace of mind to all o -road
enthusiasts.
DA3856
Defender - 1987 - 1993
Heavy-Duty CV Joint Kit
To fit this CV joint to a late axle you would need to change to early hubs, stub axles and drive flanges.
RTC6862HD CV Joint x 2
STC3435S Swivel Housing Grease x 2
DA3919
Heavy-Duty CV Joint Kit
Defender - 1993 - 2016 / Discovery 1 - 1994 - 1998
Range Rover Classic - 1992 onwards
TDJ000010HD CV Joint x 2
STC3435S Swivel Housing Grease x 2
DA3857 Heavy-Duty Axle Shaft Kit - Front
Defender - 1994 - 2016 / Discovery 1 - 1994 - 1998
Range Rover Classic - 1992 -1994
TDC000020HD Axle Shaft - right hand side x 1
TDC000030HD Axle Shaft - left hand side x 1
STC3435S Swivel Housing Grease x 2
XS Heavy-Duty CV Joints & Half Shafts
The combination of intense tyre patterns, increased engine power, and axle di erential locks, not to mention the healthy dose of competitive spirit often leads to wear and tear of standard driveline components. Upgrade today to robust shafts and CV joints to help tackle challenging terrain and outperforming the competition.
Due to limitations in space with standard axles, simply increasing the size of half shafts and CV joints is not always possible. As a result, the focus shifts to enhancing material specifications and advanced heat treatment processes to ensure resilience and performance.
TDC000020HD
Front inner axle shaft - heavy-duty
Right hand side
TDC000030HD
Front inner axle shaft - heavy-duty
Left hand side
XS Heavy-Duty CV Joints & Half Shafts
DA3858 Heavy-Duty Axle Shaft Kit - Rear
Defender 110 & 130 - 1994 - 2002
FTC1724HD Axle Shaft - right hand side x 1
FTC1725HD Axle Shaft - left hand side x 1
DA3859 Heavy-Duty Axle Shaft Kit - Rear
Defender 90 - 2004 - 2016
Can be fitted to 1994 - 2004 models if outer drive flanges are changed to later type.
Defender 110 & 130 - 2002 - 2016
Can be fitted to Discovery 1 - 1994 - 1998 & Range Rover Classic - 1992 - 1994 if outer drive flanges are changed to late Defender type.
TOB500020HD Axle Shaft - right hand side x 1
TOB500030HD Axle Shaft - left hand side x 1
RTC6862HD
Defender - 1987 - 1993
Heavy-Duty CV Joint
To fit this CV joint to a late axle you would need to change to early hubs, stub axles and drive flanges.
TDJ000010HD Heavy-Duty CV Joint
Defender - 1993 - 2016 / Discovery 1 - 1994 - 1998 Range Rover Classic - 1992 onwards
Both front and rear half shafts are constructed from steel alloy with a high percentage of nickelchromoly - molybdenum specifically SAE4340. After passing through a 3-stage heat treatment process, these components acquire the necessary properties to withstand o -roading adventures whilst minimising stress on other driveline elements including di erentials and transfer boxes.
CV Joints are one of the most critical components in the entire drivetrain. Machined from SAE4340 chromoly material, they have enhanced toughness and resistance to shock loads and are designed to complement the heavy-duty shafts. Ensuring optimal performance, developed to incorporate 30mm centre with 23 splines.
FTC1724HD
Rear axle shaft - heavy-duty Right hand side
FTC1725HD Rear axle shaft - heavy-duty Left hand side
Britpart XS heavy-duty shafts and CV joints serve as direct replacements for original components, allowing drivers to upgrade individual or multiple driveline parts.
All heavy-duty shafts are compatible with 24 splines di erentials.
Backed by a 5 year limited warranty, subject to authorisation and a maximum tyre diameter of 35’’ these HD half shafts and CV Joints o er peace of mind to all o -road enthusiasts.
TOB500020HD
Rear axle shaft - heavy-duty Right hand side
TOB500030HD Rear axle shaft - heavy-duty Left hand side
DA3856
DA3857
DA3859
TDC000020HD
TDC000030HD
TDJ000010HD
DA3919
DA3858