The Landy - January 2020 by Assignment Media Ltd

Page 24: Follow the story of a couple who learned how to prepare for an overland expedition

LANDY

JANUARY 2020

THE

ISSUE 71

ISSN 2056-6778 • Assignment Media Ltd

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The new Defender is already out to make a name for itself after images were released of the vehicle being used for stunt scenes in the next Bond ﬂick, No Time To Die

Full story: Page 3

We’ve driven the updated version of the Discovery Sport. And there’s much more to this ‘facelift’ than meets the eye…

Full story: Page 16 Land Rovers aren’t like other cars. They aren’t really cars at all.

What else can you travel the globe in and collect memories with that shine so brightly even decades after they were ﬁrst made? That’s why when it’s time to move your Land Rover on, it can feel like waving goodbye to a member of the family.

Full story: Page 20

Bowler has a reputation for building successful off-road racers – but there’s much more to the company

Full story: Page 12

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Agent 110

Brightest for longest. Words: George Dove

e’ve seen it in pictures, but sceptics and hopefuls alike are keen to know whether the new Defender is really worthy of its own name. Well, it seems the ﬁrst non-Land Rover people to get behind the wheel and test its mettle are Lee Morrison and Jess Hawkins – stunt co-ordinator and stunt driver respectively for the upcoming James Bond ﬁlm No Time To Die. In a new teaser video, released on Land Rover’s social media channels, you can certainly see that with Lee and

Jess behind the wheel, the Santorini Black Defender 110 has been given absolutely nowhere to hide. In the short video the mud-splattered 110 – which star alongside a Range Rover Sport SVR and a Series III in the 25th James Bond movie – can be seen being challenged in a variety of scenarios. Throughout the short ﬁlm the redesigned icon is shown rocketing across a ﬁeld, bouncing over muddy ruts, landing ludicrous spats of airtime and hitting water at speed. ‘We knew we were going to try and achieve something off-road, straight away it just had to be the new Defend-

Dashing Electronics

Jaguar Land Rover is one of the most innovative manufacturers in the business. The recent materialisation of their ClearSight Ground View technology, taken from a Discovery Vision Concept to the new production-spec Evoque and Disco Sport proves this. But their latest idea is somewhat more radical. Bear with us on this… The newly released Lightweight Electronics in Simplified Architecture (LESA) research is poised to redefine the interior makeup of future vehicles. LESA is the technology used in flexible wearable technology and curved OLED TVs, but the latest JLR research has found potential to offer customers much greater ability to customise their car. Using the LESA technology, body panel displays may become a reality. This means your wooden dashboard could feasibly become a display, and future designs could see the tech enabling easily customised ambient lighting, various body controls, totally buttonless wraparound dashboards and even advanced fabrics on steering wheel.

Another positive outcome from this technology is that it would reduce the weight of electronic systems in a car by up to 60%, as it widens the possibilities for locations of the sensors and computing materials, and removes the need for extra packaging spaces for control units. Introducing such technology would mean that installing a solar panel in a car would be much simpler – and lighter too. Having successfully trialled LESA on an overhead control panel prototype,

er,’ Morrison says from the driver’s seat of the left-hand drive Landy. ‘It’s pretty much standard as it would be out of the factory. Everything we’ve given it so far, it’s taken,’ Hawkins is heard saying in the clip, before exclaiming that if she could, she’d push the new Defender every day. Whilst the stunt team for the new Bond ﬂick have clearly had their Defender for a while, we will actually have experienced the new Defender 110 in the real world by the time No Time To Die hits cinemas early next April – and from a glimpse into what they’ve put it through, we may just be impressed by it before we see it on the silver screen.

JLR recorded a 60% weight saving and minimised part size from 50mm all the way down to 3.5mm. This led to the Institution of Engineering and Technology (IET) Innovation Award, with the IET board of judges hailing it as ‘the future of electronics in the car’. The integration of LESA capabilities into their products is a step towards the marque’s target for Destination Zero – an ambition to be as environmentally clean as can be with an entirely emissions-free portfolio.

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Staying Put Two much-loved rights of way in the Lake District will remain open to motor vehicles, after the National Park Authority decided overwhelmingly to reject the case for closure. Tilberthwaite Road and High Oxen Fell have both been subject to intense campaigning by anti-4x4 activists averse to sharing the countryside – however a meeting of the authority’s Rights of Way Committee on 8 October concluded that continued management was the correct way forward for both trails. Tilberthwaite Road, which was ‘repaired’ last year by grading it to a flat surface in response to relentless manoeuvring by anti-4x4 factions, will in future be overseen by a partnership management group. This approach has proved successful in the past, in the Lakes and elsewhere, by allowing recreational users and other stakeholders to find solutions together. It tends to be rejected only by rogue elements unwilling to compromise in their determination to rid the countryside of everyone but themselves. At the LDNPA meeting on 8 October, the case for closure was supported by the National Trust, the Ramblers and a dedicated anti-vehicle organisation called Save the Lake District. The latter described the authority’s report, which was approved by the committee, as ‘biased’ and ‘based on shoddy research.’ Prior to the meeting, debate over the lanes’ future took a bizarre turn when The Guardian published a story on the subject – which was so biased, the Chief Executive of the National Park Authority was moved to write an open letter to the paper’s editor criticising its ‘misleading and inflammatory’ language. Written by Guardian journalist Nazia Parveen, the report was riddled with sensationalist language and failed to investigate beyond its one-sided approach on the topic. Titled ‘Lake District heritage at risk as thrill-seekers “chew up” idyllic trails’, it quoted various members of Save the Lake District, approvingly and apparently without question. Responding to the article, LDNPA Chief Executive Richard Leafe commented that parts of it were also factually incorrect. He pointed out that ‘the decision to restrict anyone’s right to use these roads must not be taken lightly,’ and that ‘in line with government guidance, legal intervention through a TRO is a last resort and we should explore other management options first.’

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Going Out in Style

Words: Pip Evans Pictures: Tomasz Jarecki The final round of the 2019 Odyssey Batteries Winch Challenge series brought competitors back to the traditional home of the Viking 4x4 Club – Weekley Woods, near Kettering. As is now traditional, the event was run as a charity fundraiser where competitors are invited to show their support by turning up in fancy dress. With the previous two years’ events having raised funds to support the fight against first breast cancer and then prostate cancer, this year the chosen beneficiary was Wishes 4 Kids. With the theme of cartoon characters having been chosen for the fancy

dress, Viking 4x4 Club member Steve King worked tirelessly to get various companies with links to the off-roading scene to donate items which could be either auctioned or rafﬂed in order to raise funds. Companies included Spedeworth Motorsports; Georgie Smith of Meat Matters farm; Damar Webbing Solutions; Goodwinch; LRS’ Hybrid4x4; Terraﬁrma; Gigglepin; Marrion 4x4; LOF Clutches; GO Racing; Raptor 4x4; WKD; 4x4 Overland; Edd Cobley at Land Rover Experience East of England; Red Winch; Bearmach; Carrick Engineering; Midland Off-Road Club; and of course the Viking 4x4 Club itself. There was a prize for the best fancy dress, which was won by Kevin Bates and winchman Joby Hooley for their

loose interpretation of Beauty and the Beast, although with the torrential rain, ‘Beauty’s’ dress looked worse for wear by the time the auction and raffle rolled around at lunchtime... The competitors demonstrated their charitable nature by bidding generously at the auction, and the book of raffle tickets was completely sold out. The end result was a whopping £3000 raised in just under an hour – an achievement to be proud of. Competition ensued in the afternoon, before teams slithered back to base for the final deadline of the season. With the scores thus finalised, it transpired that in Class 1, this was one of the tightest results the club had ever seen. Zak Dambrauskas and Mark Johnson came third on 3399 points – with Rhys Hutchinson and Dan Mann just ahead of them on 4030 and Will Baker and Georgie Smith taking first on 4085. A hard-fought victory, but an extra sweet one for Will and Georgie as it was their first of the series. Things were also close in Class 2, with Tom Sharp and Tom Jolliffe taking third on 4791 points. Second place went to James Mathews and Colin Worsley on 4985 – then, also taking their first win of the series, came Johnny Johnson and Tracey Stafford on 5373. Class 3 ended up a little more clearcut, with Luke Wakelen and Elliott Nielly on 4740 points in third and Alan and Daniel Willcocks taking second on 5812. This was the latter team’s first ever outing at an Odyssey event, which makes their result even more impressive. But no-one was catching Scott Haines and James Watts, who ended the day on 6065 points. Scott and James have really come of age this year, with three event wins in the series and overall victory in the six-round series. The Viking 4x4 Club extends its thanks to everyone who helped make it happen – and to all those through whose generosity Wishes 4 Kids will be able to put a smile on the faces of some children who truly deserve it.

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Can I have a word...

hings aren’t sitting very well with me at the moment – and I’m not simply referring to the delightful chicken tikka balti that I consumed yesterday evening. No, what I’m actually on about is the global car industry. It’s all an utter shambles, and heading in completely the wrong direction. Those of you sat stroking your favourite picture of your Defender will no doubt be wondering where I’ve been for the last 20 years. However, my problem isn’t just with Land Rover but with the transition being made from internal combustion to hybrid and electric powertrains. It’s all just so wrong. I can appreciate using some electrics to power the sat-nav and a fancy screen in which I can shufﬂe through my favourite tunes, but when it comes to my engine, I’ll stick with the old-fashioned method, thanks. Those who believe an electric car is greener than a petrol or diesel are quite simply deluded. Sure, over a stretch of road, a petrol or diesel will emit CO2 into the atmosphere, whereas a hybrid or electric vehicle should be less or indeed nil. But what about the mining of materials for these vast amount of batteries, such as lithium and cobalt? And what about the fact that after about 10 years, an electric car is as useful as a Duracell battery in a toy come the end of January. We all know that traditional cars and engines can last for decades. The problem is that car production is good for business (and governments), but the only option manufacturers have in trying to meet emission regulations is by going down this electric route. Personally, I think hydrogen is the way forwards, but until then, I’ll stick with the Green Oval machines. Mike Trott, Editor michael.trott@ assignment-media.co.uk

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Gibson’s Gab A Tale of Two Landies

Tim Gibson’s been hanging out with two very different Land Rovers this month. Here’s the story Words: Tim Gibson Picture the scene. An autumnal Devon afternoon. Wind blowing against the trees. Brown leaves gently drifting to the tarmac of the driveway, coming to rest against the perishing tyres of a 300Tdi 90. Moss growing on its Ifor Williams top. Blue paint ﬂaking from the front wings. Ladies and gentlemen, say hello to the Gibson family’s newest Land Rover. It’s a P-reg Defender that was previously owned by a farmer friend. My brother and his son are planning to refurbish it together over the next couple of years, ready for when Gibson Junior passes his test. They don’t want to do anything too brash: they’re hoping for a sensitive refresh that restores it to its former glory.

Needless to say, my son is extraordinarily excited by this prospect. He’s 10 years behind his cousin, so already has desires on inheriting the 90 when he turns 17. By that time, it’ll be ready for another sympathetic update, and I’ll struggle not to load it with a lift kit, snorkel, and aggressive tyres. You can take the boy out of Total Off Road Magazine, right? But you can’t take TOR out of the boy. Anyway. Being an old and battered 90 that has sat in a farmyard for the past few months, the vehicle is reluctant to start. And since my son and I have travelled over the Blackdown Hills with the precise intention of taking it out for a spin, that’s proving something of a disappointment. Never mind. In the absence of jump leads (a surprising omission from my

brother’s workshop, given his penchant for elderly Land Rovers), we decide to bump-start the 90. And just as it’s spluttering along the drive, I remember the other Land Rover product that’s come into my life this week: a pristine Range Rover Evoque First Edition from the press ﬂeet, towards which my brother is now juddering with some alacrity in his apparently hard-to-control 20-year-old wrecker. Fortunately, my brother brings his corroded steed under control in plenty of time. Clambering from his now-run-

ning 90, he claims he wasn’t in the least bit worried about the proximity of 50 grand’s worth of Halewood’s ﬁnest. A crash was never in the ofﬁng. I was simply being jumpy. Either way, the experience draws out an intriguing feature of Land Rover enthusiasm. With a three-grand 90 to play in, not one of us gave a second thought to the luxurious Evoque parked next door. Given the chance to ride around the block in the two-decade-old banger, my son was instantly excited. When I proposed taking the Evoque

out for a spin upon its arrival, he could barely drag himself away from an episode of Paw Patrol. Maybe that sums up the two different fan bases now coalescing around the Green Oval: on the one hand, mucky-minded 90 nutters who like nothing better than a rusted-out truck cab, and on the other luxury-loving Range Rover owners who seek heated seats and Apple CarPlay. For what it’s worth, I thought the Evoque was splendid in every way. I’ll tell you all about it next month…

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

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NEXT MONTH

Rags to Roaring: When a £200 wreck arrived at JE MotorWorks, it was only right for this Stage 1 to be coaxed back to booming and bellowing full health PLUS

Camping is made rather easy when it comes to Land Rovers, but when you mate a Discovery 2 with a caravan, it becomes even better...

Only 25 Braemar P38 Range Rovers were ever made, being sold exclusively through Scotland Land Rover dealerships. But one has headed south and found a new home in the Midlands...

NEXT MONTH’S LANDY IS PUBLISHED ON 30 DECEMBER You can pick up your copy of our February 2020 issue from newsagents or 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 Editor Mike Trott Assistant Editor George Dove Contributors Tim Gibson, Barrie Dunbar, Jannis Drew Photographers Steve Taylor Group Editor Alan Kidd

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Issue 71: Jan 2020

News

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In Gear Words: George Dove

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The very latest gear you need for your Land Rover

Sorting your nuts out If you ever find yourself in the situation of trying to install your nuts into something, then you might find this particular tool to be of use. I’m talking about installing open-end rivet nuts of course – and Make Ends Meet is the only company to manufacturer their rivet nut hand tool right here in the UK. Capable of covering metric sizes M4, M5, M6, M8 and M10, the tool set also caters for unified imperial sizes,

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too, including #8, #10, 1/4, 5/16 and 3/8. The tool set is patented and ideal for those tight spots, with a simple turn of the knob being sufficient to complete the correct installation. There’s no stroke setting or tool adjustment needed, plus faulty mandrels can be replaced quickly and the 10mm ratchet spanner that’s included can assist with larger sizes. To grab your tool set, head to the following website: memfast.co.uk

If you ever feel a little left out at Christmas now you’re grown up, then fret not, as tools experts Draper have got an advent calendar that is perfect for the grown-up Land Rover owner. It is described as perfect for those who like having the right tools to hand, and with a Land Rover that is always wise. Available from a selection of Draper stockists, these handy advent calendars provide a variety of kit, ranging from screwdrivers, to bottle openers and the ratcheting stubby, so not only will you be able to keep your Land Rover in one piece, but you’ll be more than prepared to assemble anything the jolly fella drops down the chimney. Plus, you’ll be doing some good as for each calendar purchased, Draper will donate a £1 to Care for Veterans. Find more details on where to get yours at drapertools.com.

New Parts Seeing as you’re reading this publication, there’s strong chance you own a Land Rover. Even if you don’t, you may own one in the future, and that means you might find yourself looking around for some new parts. That’s the thing about Landies – they keep going for decades. You just need to help them along. The good news is that parts specialist, Rimmer Bros, has just released their latest edition of their entire parts catalogue, with over 340 pages of parts

listed for every Land Rover and Range Rover from 1948 to present day. That includes genuine, OEM and aftermarket options for each Green Oval machine, all priced and ready to order. And what’s even better is that, just like The Landy, the Rimmer Bros catalogue is available to you for the grand sum of naught. Yep, it’s free from Rimmer Bros and you can grab your copy by visiting www.rimmerbros. com, calling 01522 568000 or emailing sales@rimmerbros.com.

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

Issue 71: Jan 2020

Chinese Whispers Comforser is likely to be a new name to many people. The Chinese tyre brand is manufactured by Shandong, which has been operating since 2012, and now it is being brought to the UK through an exclusive arrangement with well-known importer Micheldever Tyre Services. The good news is that this means there are new all-terrain and mud-terrain tyres on the market – at prices which, according to Micheldever, represent great value for money. Comforser’s commitment, it says, is to ‘deliver a range that are quiet, comfortable and harness outstanding driving performance on or off-road.’ The all-terrain option is the CF1000 A/T, with a pattern geared towards good performance on and off-road. Built with sidewall protection and a highly durable 2-ply construction, Comforser says it has ‘a unique 3D block design for enhanced grip on both wet and dry roads that protects the tread against damage sustained under severe road conditions.’ If you’re after tipping the balance further towards off-road performance, the CF3000 M/T will be the one. This has a directional tread pattern with tread blocks which extend on to the shoulder of the tyre and features protective strips and 3D sidewalls for enhanced traction in muddy and snowy conditions. ‘The directional pattern grooves increase grip and the shoulder design offers stone protection under severe off-road conditions as well as offering great road manners,’ says the company. The CF1000 A/T is currently available through Micheldever in six sizes to fit 16” and 18” rims. The CF3000 M/T, meanwhile, offers 14 different sizes for rims between 15” and 20”, including Light Truck (LT) and Extra Load (XL) construction on selected sizes. Want to know more? You can get Comforser’s CF1000 and CF3000 through the network of 4SITE 4X4 Tyres centres – you’ll find them at the following website: www.4site4x4tyres.co.uk.

land rover defender upgrades & accessories

Head Linings for Defender 90 Comes as a 5-piece kit with sun visor covers & all fittings and fixings. Available in black, light grey & dark grey.

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Issue 71: Jan 2020

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Inside the Dream Factory

Words and Pictures: Mike Trott

For years, Bowler has been building some of the most phenomenal all-terrain racing machines ever conceived, with a CV that includes the Tomcat, Wildcat, Nemesis and more recently the Bowler Bulldog. So, we went to visit the place where all the magic happens…

ead north from Derby, deeper into the shire and situated in the quiet town of Belper stands Bowler, the brainchild and legacy of the late Drew Bowler, who made a career from his expertise in the construction of off-road racers, frequently utilising Land Rover engines and other parts in the process. Step inside Bowler HQ and you’re very quickly reminded of the company’s profound heritage, not least because your eyes will lock onto some of their portfolio and the seriousness of these vehicles is quickly realised. There has been a string of racers built over the years, starting from what Drew assembled to himself compete in the 1984 British Off-Road Championship… which he won. Vehicles for customers soon followed when people began to recognise Drew’s talent, while things went up a level in 1989 with the unveiling of the 88” Tomcat. A 100” version followed some six years later, before the first Wildcat was Above Left: Bowler produce their own architecture called the Cross Sector Platform Left: The Bowler Bulldog is the company’s most advanced creation to date

built in 1997, eventually with the 100 series being superseded by the Wildcat 200 in the year 2000. A few years later, Drew masterminded another creation, taking styling cues from the then-new Range Rover Sport to form the Bowler Nemesis. The EXR and road-going EXR-S models were spiritual successors to the Nemesis, before the company’s latest project came to fruition in 2016 with the Bowler Bulldog. The Bulldog is constructed upon Bowler’s very own architecture, christened the Cross Sector Platform, and will provide the basis for their next chapter in the world of off-road motorsport. But while Bowler has developed successful racers for clients and triumphed with their own factory team for many years, Bowler isn’t all about racing hard off-road. In fact, Bowler has more going on for the likes of you and me than you might be aware of. If you’re the owner of a regular Defender, for example, and not a six-figure off-road projectile, you might be interested to learn that as well as building race vehicles, Bowler fabricate their own performance upgrades to cater for those of us that would like to more mildly enhance their noble steed.

Bowler’s Fast Road Kits cover key components like the brakes and suspension, while engine remaps are available to increase your vehicle’s power and torque output. For instance, the Bowler Big Brake Kit improves stopping power and allows for greater feel through the pedal, all whilst providing a setup less prone to fading. Fast Road Suspension reduces roll in the corners and delivers a better road holding on your Defender, yet helps retain a compliant ride quality. On the engine front, a stage 1 remap will push power up to 175hp with a maximum of 332lb ft of torque. And if that’s not sufficient enough, then take a look at some of Bowler’s lightweight accessories. As any race outfit knows, weight is the biggest killer of performance, which is why Bowler offers rims, bumpers and even underbody protection in featherweight formats to shave unwanted grams from your Defender. Of course, the advantage of Bowler’s products is that they’ve been tried and tested after years of competing in the field and add genuine performance to your Land Rover. And the best part is that these upgrades are subtle and don’t alter the iconic silhouette of the vehicle.

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AUTOELECTRICAL COMPONENTS

Above: Bowler’s fast road kits add genuine performance There’s also another area in which Bowler are utilising their decades of experience in high-octane competition. When you come to service your vehicle, you may not jump straight to the idea of having your Land Rover seen to by a motorsport outfit. You wouldn’t, for example, take a Mercedes A-Class to get checked over by the Mercedes AMG F1 Team, would you? But if you did, it’s safe to say you’d feel like your vehicle were in good hands. And that’s the beauty of taking your Land Rover to Bowler. With their firsthand experience in motorsport, Bowler has witnessed the accelerated wear and tear vehicles are subjected to and as a result have comprised a set of service plans at shorter intervals to better pre-empt any potential issues. It’s a way of futureproofing your Land Rover, whilst getting peace of mind that you have the professionalism of Bowler experts working on your pride and joy. But the best part of it all is that they’re still cheaper than going to a main dealer. An intermediate ‘A’ service costs around £400, with the more extensive ‘B’ service just £576. That’s not just a small price to pay for Bowler professionalism, but a small price to pay full stop. Bowler may have a long and established history of succeeding in the off-road arena, but today the company is better positioned than ever to allow the likes of you and I to reap the fruits of those valuable learning curves. Whether you want to enhance your Defender or simply keep your Landy in tip-top shape, then, consider Bowler for your next port of call.

AUTOELECTRONIC CONTROLS www.bodylogicuk.com Same day dispatch is available on orders placed before 4pm GMT. (Dependant on stock levels. This offer is limited to off the shelf items such as connectors.)

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Issue 71: Jan 2020

The Land Rover concept remained unchanged for many years, but in 1983 radical changes were brought in. And today, within the Dunsfold Collection, lies an unmolested pioneer of the time…

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veryone knows that the roots of the original Land Rover stretch back to 1948, the year that witnessed the dawn of a new breed of motor vehicle, capable of doing more and going further than any four-wheeled machine before it. And that’s pretty much how things stayed for the next 35 years. Sure, there were a couple of growth spurts in the wheelbase, a number of heart transplants and a nod towards safety with the introduction of seatbelts, and later on a minimalistic dashboard for you to use as an airbag, but by and large Series vehicles were very much alike. If the Series I represented genesis, then, surely the emergence of the Ninety and One Ten signalled the beginning of the New Testament, a step away from the old ways and a period of embracing newer technologies and automotive configurations. Of course, this being Land Rover in the early Eighties, most of the body panels for the 90 and 110 vehicles came from the old Series Land Rovers anyway. But there were differences – and major ones, too. The One Ten came first in 1983, followed by the Ninety a year later, but both models adopted new features such as coil sprung suspension and a permanent four-wheel drive system borrowed from the upmarket Range Rover, incorporating the locking centre differential and a transfer box with low and high ranges. But it wasn’t all about the mechanicals. Little modifications were made to establish the face of the new Land Rover and, in reality, started to piece

Words: Mike Trott Pictures: Mike Trott and Nick Dimbleby together the ingredients that would form the icon we covet today. The indented grille was ditched for a flush-facing frontage, whilst the split windscreen was replaced by a single-piece item. The result? A design that would continue for another 30 years until production would cease in 2016. Nowhere is there a better example of those first changes being implemented than on a small, unsuspecting Ninety found within the Dunsfold Collection. If you wanted to see a vehicle first-hand that captured perfectly the Land Rovers

As this was one of the first 90s to be assembled, the Land Rover had to make do with one of the 2.25-litre petrol units carried over from Series III production, before an enlarged 2.5-litre version would appear a few months further down the line. That’s definitely not a negative on this occasion, though, as the 2.25 petrol is ab absolute sweetie and bumbling across the field in this 90 gives me nothing but joy. If I could add any 90 to my dream Green Oval garage, this may well be it.

of the time, then end your search here. This Station Wagon 90 was built among the earliest in 1984 and is ﬁnished in the County spec, denoting a more luxurious interior and plusher seats. I love the upholstery, purely because it’s so unique to the period. Dunsfold are fortunate enough to have known the vehicle since 1991 and the two-owner machine has been lovingly cared for, whilst still retaining all of its original features, including engine, chassis gearbox and paintwork, too.

Observing this Ninety is like coming across a screenshot of a happy memory captured many moons ago, and it looks as splendid now as I can imagine it did when the ﬁrst owner picked it up back in 1984. The 90s and 110s took Land Rover down a new path, but still possessed the soul that made all of these vehicles so special. And this Dunsfold gem, is like looking through a window back to the period where these changes were ﬁrst being rolled out for the world to see.

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Issue 71: Jan 2020

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hen most manufacturers announce their customary mid-life refresh of a model, you don’t expect much more than some new bumpers, a couple of interior tweaks and maybe a few extra colours on the palette. But clearly Land Rover has forgotten how this game works. Instead, Land Rover has pinned this update as a ‘comprehensive reworking’ of the Discovery Sport, pulling it in line with the other vehicles it shares a production line with at Halewood. Namely the Range Rover Evoque and Jaguar E-Pace. That means the latest Discovery Sport will be assembled upon Jaguar Land Rover’s new Premium Transverse Architecture (PTA), making it compatible with the company’s state-of-the-art hybrid powertrains. It’s a statement of intent, too, with only one of the six drivetrain conﬁgurations offering a non-hybrid setup – and a raft

Words: Mike Trott Pictures: Land Rover of plug-in hybrids with new three-cylinder engines scheduled to be released before the year is out. All of the current crop uses 2.0-litre turbocharged four-cylinder units from the Ingenium stable and are easy to suss from one another. The letter simply denotes the type of fuel your car lives on and the number matches the car’s power output in metric horsepower. So, the P200 and P250 cover the two petrol offerings and the D150, D180 and D240 account for the other three diesel options, whilst the D150 can be selected in a non-hybrid, frontwheel drive and manual gearbox format to give you the sixth conﬁguration. The rest are all equipped with all-wheel drive, the familiar ZF nine-speed automatic transmission and Land Rover’s new 48-volt mild hybrid system. Think of the mild hybrid system as a supervisor, which harvests energy lost in deceleration, stores it in the underﬂoor battery and then redeploys it

Above: Latest Terrain Response 2 ensures the Disco Sport is off-road ready

under acceleration to aid the combustion engine and thus save on fuel. However, while hybrid power may steal the headlines, there’s a lot of other changes to note with this reworked baby Disco. On the outside, Land Rover has tried to place a greater emphasis on the ‘Sport’ side of things, with a stance that sits wider and lower, achieved by the new grille, bumpers, door claddings and all-LED lighting. The R-Dynamic styling enhancements that ﬁrst appeared on the Range Rover Velar make their debut here, allowing for up to 21” rims, lower skirts and further body-coloured panels to create a raunchier aesthetic. Inside the Sport changes have been more extensive, thanks to a cleaner layout with a reduced switch count, a revised centre console and the introduction of Land Rover’s 10” Touch Pro infotainment setup, which comes as standard across the range. Other standard equipment includes a rear camera, heated seats, mirrors and windscreen, Apple CarPlay and Android Auto, plus cruise control, parking sensors and Land Rover’s latest Terrain Response 2 – though the latter is purely for all-wheel drive models. Trim levels range from the basic Discovery Sport, through to S, SE and HSE variants. Higher spec versions are blessed with gadgets like the 12” Interactive Driver Display and Premium LED headlights that incorporate special Signature daytime running lights, alongside extras such as a powered tailgate, navigation, a load of safety tech and innovative features including the ClearSight rear-view mirror.

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Most ‘facelifts’ consist of little more than a few cosmetic nips and tucks, but with the Disco Sport, Land Rover threw the rulebook out the window, giving their junior Discovery a whole new platform…

Above: Interior quality improves, while the design brings it swiftly up to date On the whole, the interior is a real step up, using a nice blend of leathers, polished metals and soft-touch plastics. Storage has improved through the huge door bins and larger cubby, there’s an air of lightness to the cabin and the quality of the fit and finish appears to be better still. Behind you’ll find up to 24 different seating configurations and increased room for all, as the sliding middle row provides a very spacious five-seat setup, but conversely you can move the row forwards to give inhabitants of the third row acceptable legroom – even if it’s still very much for smaller people. Jump into the driver’s seat and the improvements continue. Fewer vibrations end up in the cabin thanks to a body that’s 13% stiffer than the outgoing model, while that tautness can be felt through your hands as this new Discovery Sport feels sharper to

drive and has an additional keenness to turn in. The petrol models tend to feel a little wheezy higher up the revs and don’t ever seem as potent as their performance ﬁgures suggest. The fuel economy, even as mild hybrids, is also well below par. The pick of the bunch, then, is the D180, serving up a happy medium between performance and consumption, despite averaging in the low 30s, which is still not something to write home about. Thankfully, the 20% larger fuel tank extends the Sport’s range and all of your miles will be enjoyed in comfort. The seats are great and have loads of adjustment, while Jaguar Land Rover just doesn’t make a car with a dodgy ride. Crucially, though, it’s off-road where the baby Disco continues to impress. Often seeing the smaller Land Rovers away from the tarmac is more astound-

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Above: Land Rover’s 10” Touch Pro infotainment comes as standard across the Discovery Sport range ing than the bigger stuff, just because you aren’t prepared for it. And while there’s no low-range gearbox to help the Discovery Sport out, there’s enough electronic wizardry here to make an Apple genius coo. The Auto setting on the Terrain Response 2 programme has been recalibrated to allow the Sport to wander even more freely than ever, as the computers ﬁgure out which setting is most appropriate for the surfaces ahead. Furthermore, the Hill Descent Control appears smoother in anticipating the slopes, while wade sensing, All Terrain Progress Control and the Ground View technology combine to give you the Swiss Army knife you need in off-road situations. More importantly, however, all of the off-roading we put the Disco Sport through was on standard road tyres and illustrates just how capable these machines really are, whether you want to believe it or not. So there you have it – a hugely overhauled Discovery Sport that’s now better than ever. Prices start from £31,575, although Land Rover state the average transaction price on a Disco Sport is approximately £43,000. As it stands, a D180 with the R-Dynamic kit and S trim selected costs £41,825. Throw in a pack or two and you might still be below that £43k mark. And from where we’re standing there seems little point in going beyond it.

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Issue 71: Jan 2020

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Back to Life

Words and Pictures: George Dove

Believe it or not, Land Rovers have a reputation for being awkward machines. So, few would predict an easy ride when it comes to restoring a 1970s ex-MOD 101 Ambulance. That arrived on the back of a trailer…

hen this 101 arrived at Hereford 4x4, it was in a ﬁt state to be an ornament. And that’s it. The 3.5-litre petrol V8 wasn’t running and it only arrived through the services of a trailer. Knowing it wouldn’t be an easy assignment, the team of Land Rover technicians squared up to the challenge and, in true Land Rover fashion, this 101 proved a surprising project. First off, the team wanted to remove the military paint. If you know anything about military painting techniques,

you’ll know this is unlike the work of Picasso and van Gogh. Layers upon layers of thick and roughly applied paint covered the sizable bodywork of the 101, making its removal rather laborious work. ‘It took two weeks of hard scrubbing and industrial paint remover to get it done,’ says Tony, Head Technician at Hereford 4x4. ‘A chap came in with rotary brass brushes to help, but once it was done the bodywork itself was in good shape, with no rust or anything like that.’

Once the bodywork was stripped, it was time to get the engine running so the 101 could be moved into the workshop under its own steam. It may have only covered 9000 kilometres by this point, but the powerplant clearly needed some attention. ‘The engine was in a box, and we took the carburettors off and cleaned them while the top of the engine was taken to bits and we put a new ignition system in.’ Tony continues: ‘It was 4.20pm on a Thursday afternoon and we didn’t

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expect much. We turned it over by hand, chucked some fuel in it and it turned over three times and then it was running.’ Not only was this process simpler than anticipated, but the engine ran surprisingly smoothly and was remarkably quiet, too. With that 3.5-litre problem taken care of, the team of technicians turned their attention to rest of the vehicle. The wheels were banded to the biggest size and then redressed in Maxxis Creepy Crawler tyres measuring a sizable 375/75/16! The rear crossmember was replaced, with a new one coming from the 101 Owners’ Club. Something else that was replaced was the wiring. The original military fittings were too much of a mess to contend with, so the decision was made to cut them all out, replacing them with a more rudimentary, non-standard electrical setup. Working their way over the vehicle in its entirety, the team didn’t find all that much that needed to be rectified, going through and bit by bit ensuring that everything was of a road legal standard. Quite astoundingly, they found that no repairs were required on the transmission – with even the low ‘box in working order – and before long the 101 had an MOT and was free to roam the road.

Above: Although the 3.5 V8 wasn’t running when it arrived with Hereford 4x4, it had only covered 9,000km in its lifetime. Fortunately, a new ignition system and clean up of the carburettors was enough to coax this giant back to life

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Above: The most challenging aspect of this project was by far the removal of the steadfast military paint Below Right: A simpliﬁed electrical system was installed to replace the mess of electrics ‘It certainly caught its fair share of glances out on the road,’ recalls Tony. ‘It’s a big thing, so plenty of people were taking it in as it went past. ‘The hardest thing about the whole build was probably getting the paint off – that was really tricky. But it hadn’t covered too many miles, so all-in-all it wasn’t too hard to get it going again.’ The 101 has now moved on to a new home, with its new owner planning a camper build with it. But if this project

goes to show one thing, it is not only that fortune favours the bold, but that Hereford 4x4 are more than happy to back themselves – even with the most difﬁcult of Land Rovers. If you’re looking for a Land Rover specialist to carry out servicing, repairs, a rebuild or to install vehicle upgrades, contact Hereford 4x4. You can ﬁnd all the company’s details at hereford4x4.co.uk

ChazTheMan 867 Top place all round, extremely knowledgeable and enthusiastic staﬀ who helped us out at a moments notice, awesome new workshop. Defo coming back soon! :)

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Issue 71: Jan 2020

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Time to Say Goodbye

Words: Mike Trott Pictures: Gavin Lowrie

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hen you first buy a Land Rover and hop into the driver’s seat, you’re instantly filled with a sense of occasion, a mindset of boundless possibilities, and above all else, the hunger that lies deep within us to travel the world and see our unique planet. Some may just scratch the surface of this wonderful world, while others will dedicate their entire lifetimes to traversing, discovering and taking in as much of Earth as our time allows. When you have a Land Rover to hand, those adventures always seem that bit more within reach. That was the case for Jenny Bright and Gavin Lowrie, when they bought their 300Tdi 110, otherwise known as Ruby. If those names seem familiar, it may be because across the six-year lifespan of The Landy, we’ve spent rather a lot of time getting envious of their transcontinental exploits. It started with the three of them embarking on a trip to Morocco in 2013,

Travelling the world with friends enriches your life with moments and experiences that will last a lifetime. But when one of those friends is a Land Rover, sometimes there comes a point when journeys can no longer be made together… before one of them – presumably Ruby – suggested going on a world tour just a few years later. Morocco never disappoints, of course. And when it came to their global extravaganza, Jen, Gav and Ruby travelled across three continents during their two-year expedition, experiencing

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Above: Ruby looking over El Capitan in Yosemite National Park, California

the warmth and vibrant cities of South America, the cold and natural beauty of Antarctica, plus the surprising diversity of North America. And throughout their adventure, none of it would have been the same without Ruby being there along for the ride. ‘She was the third person on our trips, and we feel indebted to her for helping give us the time of our lives!’ explains Jen. ‘She was solid and always kept going – we could get to places others couldn’t and even when we broke down, we knew we could fix her with the huge network of support. ‘People loved her! She got called a bad ass car so many times in the USA and in South America. She has given us ten years of great memories and was our home for two of them.’ Gav adds, ‘It’s been an adventure from day one and wherever we have been in the world we have always had friends because of her.’

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 Land Rovers are different to any other kind of vehicle out there. Not only do they turn you into a social success, but they provide an intimate form of travel that presents you with more opportunities, no matter where the destination. For Jen and Gav, there was never any question about what vehicle would take them around the world. Jen continues, ‘I grew up in Landies as Dad was a gardener. For my 40th birthday we also took a trip to Tanzania and loved bouncing around the Serengeti in the Defender 110, so much so that we bought the first one we viewed when we got home!’ ‘Ruby gave us the freedom to do what we wanted to do and in the time scales we wanted,’ resumes Gav. ‘Often we would turn up at a national park or monument and it would be crowded. So, we’d pull out the chairs and have a brew and lunch and by the time we were done the crowd was usually gone.’ It wasn’t just Jen and Gav that mastered the art of feeling at home, either. Ruby had a knack for settling in wherever she parked up, but both Jen and Gav recall travelling the Lagunas Route in Bolivia as one particularly special highlight. The route stretches

over high-altitude terrain with a series of lagoons breaking up the otherwise desolate landscape, providing the ideal location for a tough personality to show their metal. And that’s exactly what Ruby did time and time again. You might wonder why we’re recapping some of Ruby’s best bits, but the truth is that after ten years of ownership, Jen and Gav have taken the hard decision to put Ruby up for sale in the hope a new owner can jumpstart the next chapter in her ever-expanding story. Jen shares, ‘I feel sad thinking about it, but she needs to be used and we aren’t using her. It will be like a child leaving home when she goes. I just hope she makes someone else as happy as she has made us, and she continues her life of love and adventure – wherever that may be!’ Gav adds, ‘I think we both would love to keep Ruby, but financially our priorities have changed. Another Defender in the future? Maybe in retirement, but who knows.’ It can be strange how the attachment to a vehicle can conjure up so many memories. But that’s exactly the case with Jen, Gav and Ruby. There are

Continued overleaf

Above: Ruby has boarded many ferries in her time, from ocean-going liners to questionable rafts, each taking her onto the next destination in the horizon

Above Right: Spot the Landy lurking between the giant Redwood trees in North America

Right: One of the places Jen and Gav both feel Ruby felt more at home than anywehere else was throughout the Lagunas route, stretching from Bolivia into Chile

Issue 71: Jan 2020

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Above: Ruby among the many geysers found along the Lagunas route so many scenarios Jen and Gav have found themselves in because of Ruby. Some better than others, naturally… ‘Before Ruby came along, I was one of those people at Halfords paying to get an indicator bulb replaced,’ admits Gav. ‘One of the more challenging moments with Ruby was when we were hobbling through South America and I proudly diagnosed the faulty water pump but prepared to replace the part myself. ‘The first bolt came out nice and easy, so did the second, then water started pouring out with only one more screw to remove. The final screw wouldn’t budge, though, so the air turned blue and I ended up taking the skin off my knuckles and the head off the bolt as well! ‘I gave up after an hour, bolted everything back together, filled Ruby with water and put 20 litres of additional water on board, headed to the nearest town and within 30 minutes a bemused mechanic released the headless bolt, before we headed back to camp and I managed to finish the job myself.’ What would a Land Rover adventure be without a breakdown, eh? Still, for all the trips this trio have done, the good times always outnumbered the bad. ‘We have so many memories,’ exclaims Jen. ‘From wild camping in

the Outer Hebrides to waking up on pristine white sandy beaches, the Lake District getaways, our practice trip to Morocco and then our wonderful twoyear expeditions. ‘The best memories are either the people she introduced us to: Jorge in Argentina, Graham and Joyce in Belize, Francis and Elsa in Portland, the Landy club in Colombia – or the wonderful places we could wild camp.’ And those memories will live on, even if sometime in the near future, Ruby will go her separate way from Jen and Gav. It’s a sad thought, these three amigos having built up such a connection over the last decade and for it now to have to

come to an end. But sometimes it’s the kindest thing to do. Land Rovers aren’t like normal cars. They aren’t like anything. Land Rovers are machines with souls and an unquenchable thirst for adventure. In reality, it’s never the Land Rover coming along for the ride, instead it’s us hitchhiking with them for a small part of their lifelong journey – to travel the world, across any terrain, by any means necessary. Ruby the Landy is looking for her new owner and if you think you have room in your life for an expedition-prepared Defender 110, then give Jen and Gav a call on 07305 805634.

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Where it all bega

Above: The first Green Oval love in Jan’s life was the Series IIA – also known as the ‘Learning Curve’ Below: Modifications to their overland 90 include fitting an Ashcroft LSD and MT82 output shaft, along with numerous protective items, interior comforts and the Flatdog RAX roof rack

Words and Pictures: Jannis Drew

Having a dream to travel the world is one thing, but making it happen is a different story. Just ask this couple...

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had heard about the Camel Trophy as a kid, fascinated by the idea of taking a vehicle to explore the world, through great jungles and vast deserts – road or no road. It soon became my dream, to one day have an adventure like this myself. After passing my driving test, I started to search for a 4x4, eventually turning to a 1962 Series IIA 88” pick-up, which I bought without seeing from the world-famous online auction site for the grand total of £750. It came to light I had bought a bit of a wreck and there was no way it would pass an MOT in its current condition. I had a lot of learning and a lot of work to do before I could even approach an MOT station. Four months passed and my knowledge on rusty components had become rather extensive, from rusty ﬂoor panels to corroding chassis – but the main difference was that the Series was now fully road legal.

In the five years that followed, the cycle went like this: I would go to the local pay-and-play at the weekend, something would break, I would order the parts on Monday, wait for them to arrive by Thursday, fit them on Friday and repeat. I learnt all there is to know about the IIA in those five years. So, it was a sad time when I changed jobs and would be away from home too much to keep the Series on the road. It was then placed into a barn and sat unused for another five years, before I bit the bullet and sold it. All was not lost, though. I had heard that Land Rover were stopping production of the Defender and was fortunate to be in a financial position to visit my local dealer and make an order for a brand-new 2015 Defender 90 – the vehicle I had always dreamed of owning. From day one of owning the 90, my mind returned to those thoughts of the Camel Trophy I had as a kid, but this

time taking one of those adventures could become a reality. As the Camel Trophy had ceased running many years ago, my research soon led me to the concept of overlanding. I bought The Overlanders’ Handbook by Chris Scott, and soon enough I had a good idea of the planning, vehicle preparation and everything else that goes into an expedition. At the back of the book it gives the most famous overland routes, such as London to Singapore, Cairo to Cape Town… As I love animals, the Cairo to Cape Town trip surged to the top of my list of overland goals. Over the next three years, I slowly modified my 90, keeping it looking as standard as possible with only a few subtle changes to the exterior, but mainly focusing on making this vehicle tough and even more capable than when it left the factory. These big trips are very easy to talk about and never commit to, but this is where Valentina came in. I met Vale in December 2017 and it didn’t take long before I was telling her about my dream trip. Vale also shares a love of travelling and exploring new places. She said, ‘What are we waiting for?’, so in the summer of 2018 I applied for a parttime option we had available at work, with six months on and six months off, running from 1 November to 30 April. The part-time position was granted and it was now becoming very real – we had a year to plan and prepare.

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One of the first things I decided was that living out of a 90 for six months would be a challenge. At this point, I decided an overland trailer would be needed on the journey, although after a lot of research and gasping at how much one of these costs, a DIY job was soon on the cards. And after six months of hard work, the final product was soon ready for action. After a lot of stress with shipping, reports in the news of coups in Sudan and last-minute tweaks to our route, we finally had a plan. I am writing this sitting at the airport about to catch a ďŹ&#x201A;ight to Cairo and meet the car, which is currently somewhere on the Mediterranean Sea and bound for Alexandria in Egypt. Our journey may just be starting, but you can follow our story over the coming months within these very pages. Tune in next month to see where we are in the world with our Landy. The company Val and I work for is a great supporter of UNICEF, so throughout the trip, we will be raising a donation for the charity. We are running a blog where more details can be found on our trip at www. defenderadventure.eu

Issue 71: Jan 2020

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Words: Mike Trott Pictures: Ste Holmes

from under the rocker cover and hampering the engine’s running. An untrained eye may mistake the issue for a blown head gasket, but if you take your Defender to a specialist such as Marrion 4x4, they will be able to diagnose the issue correctly. Replacing the seals can be done at home, if you know what you’re looking at, and the folllowing walkthrough will give you some guidance if you attempt such a job on your own vehicle. And if you want your Land Rover serviced or require any work to be done, call Marrion 4x4 on 07825 433314.

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Injecting New Life

wning a Puma Defender has its beneﬁts: a six-speed transmission, an improved cabin, greater reﬁnement – all very nice perks we have to admit. But while there are some advantages to the newest versions of the old school Defender, no machine is without fault. With the Puma Defenders, where Land Rover decided to take the Transit engines of the day and shoehorn them into the front of their iconic workhorse, one of the issues that can crop up on these units is the failing of the injector seals, causing exhaust gases to escape

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If you own a Puma Defender, you may come across a few more issues than owners of the Tdi or Td5-powered machines. One of those issues is the seals failing on the injectors – but Marrion 4x4 can show you how to put things right 1. The ﬁrst thing you need to do is actually diagnose whether or not the injectors are the issue. It’s difﬁcult to see here, but the easiest way to check is to see if exhaust gases are escaping out from under the rocker cover. If they are, then it’s more than likely the injectors

2. Here is a closer view of the area we will be focusing on. Before getting started, you also want to check the area for any other issues, including leaks or damages, prior to pulling the area apart

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3. Take the feed pipes off the injectors, keeping them in order as they come off. These are 17mm unions for reference 4. Remove the spill pipe assembly clips and plugs from injectors, gently move aside and secure 5. Unclip the wires and remove the metal brackets with the 8mm bolt going through the centre of them 6. Start to slowly remove the injectors, remembering to keep them in the order you retrieve them in

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7. Once all of the injectors have been removed from their slots, you then need to remove all of the seals around the tops of the chambers

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8. Remove the old copper washers and clean up the seat of each injector, but do not touch the ends as this will damage the components

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9. Here you see the cleaned up injectors, complete with their new washers, in line and ready to be reinstalled 10. It’s useful to lay out your components so you can clearly visualise what goes back in which particular order 11. Use a diesel injector seat cutter to clean up the injector seats and ensure you get a good seal when reﬁtted 12. This is a view of the injector chamber once cleaned through with the cutting set and how it should look prior to ﬁtting

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13. This is a shot of the rocker cover having been cleaned up and the new seals fitted in place. Take care when fitting the seals, as you want to line them up nice and square to make sure there is no inflicting damage

14. Assembling the pipework back up is just the reverse of the removing we did at the beginning of the job. Ensure the area and components are as clean as possible and make sure items are ﬁtted correctly and in the right order as to not upset the engine’s running

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The Landy Buyer

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Freelanding

he die-hard fans among us may not always see the merit in owning a Freelander, but those of us who have done will understand why these minnows of the Green Oval world carry their own following of passionate supporters.

If you’ve driven one off-road, you’ll know these are plucky steeds. There’s no low-range gearbox, but they carry the tenacity of a Defender, and with clever tech like the first iteration of Hill Descent Control, these baby Land Rovers can tackle more than you think.

It’s why they make for an ideal offroad and weekend toy. They’re cheap and their issues are well known and easily catered for, whilst taking them offroad won’t cause the wincing you now get trying to protect valuable Defenders. The Freelander, then, is a wise buy.

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

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

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

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

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

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

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

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

* Based on a covering 10,000 miles per annum, 45-year-old driver, with green lane, off-road cover (with potential mods) agreed value and £150 excess

£7000-£75000 Gone are the days where you could use a Series I as an actual Land Rover, because with restored and cherished examples now retailing where they’re at, preservation is the aim of the game. The rarer and earlier the vehicle, the higher the price tag gets. But can you really put a price on such an icon?

£3500-£35000 The Series II/IIA carries a wider stance than its predecessor and adds an extra (thin) layer of refinement over the Series I. While the engines have excellent longevity, they need to have been maintained properly. Be thorough in your checks, both under the hood, but also underneath the body.

£3000-£25000 more durable five-bearing crank rather than the three-bearing setup. The transmission also received syncromesh on all forward gears to make it easier to live with. They still carry the simplicity of earlier Land Rovers, but can be obtained for a fraction of the price... for now.

£3500-£18000 ership, with military history and touches often machine-gunning the vehicle. It means you get a Land Rover that could have a few more stories to tell – and you have something that stands out from the crowd. They’re a rare breed, so if you find one, it could be worth keeping hold of.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

£8000-£35000 If you’re going to go the whole hog then why not buy a 101 Forward Control. You’ll have a V8 engine harping away underneath you (literally) and people are likely to clear out of your way when they see you coming in their mirrors. Surely that’s reason enough to buy one?

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

RR Evoque Mk2 (2019-present) Most Range Rovers all look the same at the front now, but the new Evoque has adopted a similiar back end to the larger Velar. It’s not just the exterior that mimics the looks of the larger

vehicle, however, as the Evoque has gained the latest Touch Pro Duo tech and a hike in quality. The main highlight of the new Evoque is the fact the majority of the

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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STOCKIST DIRECTORY

Steering Wheel Restoration

South East Eng Cont.

steeringwheelrestoration.co.uk tel: +44 www.steeringwheelrestoration.com Kent CT12844962 5FD (0)1843

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LR16_Billing_22_City_Gearboxes.qxp_A4_Half_Page_Landscape 18/07/2016 12:48 Page 1

Gumtree 4x4

“Independent Specialists in Land Rover, Range Rover, Discovery and Freelander.” E: citygbcov@yahoo.co.uk

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Specialist in Land Rover gearboxes and transfer boxes, rebuilds and overhauls Established since 1994 reconditioning Land Rover transmissions

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T: 07973 751123

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

Marrion 4x4

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Unit 3, Reaymer Close, Leamore, Walsall, WS2 7QZ www.marrion4x4.co.uk thomas@marrion4x4.co.uk • 07825 433314

Specialist Land Rover and 4x4 Stockists Parts and accessories for a range of models, from Series II to Range Rover Sport Free Standard Shipping on UK Mainland Webshop Orders* Visit www.psautoparts-store.co.uk Call 01622 891777 * Minimum order £10

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steeringwheelrestoration.co.uk

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

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John Richards Surplus

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Land Rover I, II, III restored to concourse standard. Steering wheel restoration, vintage to modern cars, tractors, lorries, buses, boats. Bluemels, celluloid, bakelite, Land Rover I, II, III restored to concourse standard. Unit 95, The Oaks, wood & plastic. Steering wheel restoration, vintage to

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West Midlands

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South East England

5 Wheeler Street, Headcorn, Kent, TN27 9SH

Alex Engineering

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

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

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

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

www.lrsengineering.co.uk 01787 469553

HIGH STREET, DOWNLEY HIGH WYCOMBE HP13 5XJ FULL RANGE OF GENUINE, ALLMAKES, BRITPART AND BEARMACH PARTS, ACCESSORIES, UPGRADES, TOOLS AND MANUALS AVAILABLE

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

West England

Mid Cornwall 4x4

Independent Land Rover Specialist Bugle Industrial Estate, Rosevear Rd, Bugle, St. Austell, PL26 8PJ 01726 851958

North West England GREEN BROS LAND ROVER

SALES & REPAIRS IN ALL VEHICLES & 4x4s Wenlock Motors offer a wide range of services including vehicle repairs and servicing, air conditioning repair and re-gas, clutch replacements, diagnostic work, power steering issues and much more...

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

APB Trading

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

01299 250174 • www.apbtrading.co.uk

MM 4x4 Independent Land Rover Specialists Parts, Accessories and Off-Road Equipment

Droitwich Road, Martin Hussingtree, Worcester, WR3 8TE

www.mm-4x4.com marketing@mm-4x4.com • 01905 451506

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

Yorkshire

MPB 4x4

Independent Land Rover Specialists Parts, Repairs, Service, MOT and Breakers Unit 2, Holme Mills, Holme Mill Lane, Keighley, West Yorkshire, BD22 6BN www.mpb4x4.co.uk mpb4x4@gmail.com • 01535 661203

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Foundry 4x4 Ltd

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

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

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

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

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

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

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

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News

Issue 71: Jan 2020

Products

Vehicles

Adventure

Workshop

Buyers

USED LAND ROVERS FOR SALE Series I

Series II/IIA

Series III

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

Series IIA 88” 2.25 Diesel. Rebuilt five years ago. Tax/ MOT exempt. New parts include cylinder head, injectors, starter motor and front quarter chassis. £9250 ono. Craven Arms, Shrops. 01588 640812 12/19

Series III 88” Hard Top (1979). 76,000 miles. Original bodywork, solid vehicle. New seats, exhaust, rad and door tops. Some history. £6250 ono. Buckfastleigh, Devon. 07899 911855 (please text) 10/19

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

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

Series I 80” (1953). Three owners. 2.0 petrol. Seized engine. Aluminium bulkhead. Good chassis but needs welding. New rear x-member, fuel tank. £7250. Alfreton, Derbyshire. 07761 242509 07/19

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

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

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

Series III LWT GS 12V (1982). 51,000 miles. Petrol. Recent major service and new MOT. Nato Green. 7 seats. New canvas, vent panel, fuel tanks, door tops etc. £7500. Norfolk. 07501 466060 07/19

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

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

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

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

Series III LWT (1983). Full MOT. Extensively rebuilt. Exceptional condition. New chassis, springs, brakes, tyres, recon gearbox, unleaded conversion, resprayed. £16995 ovno. Northampton. 07966 134526 07/19

2 & 4 Door Classic Range Rovers, all parts, body shells and doors.

Located in the Midlands, 5 minutes from junction 15 on the M6 Tel: 07842 818294

Hot Picks Series III Isle of Scilly Fire Tender with Godiva pump. Fully restored, FWH, Fairey Overdrive, MOT till August ‘19. Featured in The Landy. Offers over £16000. Cornwall. 07759 973098 03/19

Defender 90 300Tdi (1994). 134,000 miles. MOT. Owned for the last 13 years. Original spec. Fairly good condition. £4900. Filton, Bristol. 07809 118176 01/20

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

Defender 90 Td5 (2004). 54,000 miles. Full MOT. New brakes, exhaust and radiator. New rear crossmember. £12000. Lanarkshire, Scotland. 07885 171313 01/20

Lightweight

Series IIA 109” 2.25 Petrol (1968). 43,652 miles. Refurbished by Brownchurch. Brakes, electrics, clutch cyl renewed, chassis replaced 20 years ago. £9995. North West Essex. 07860 814483 12/19

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Issue 71: Jan 2020

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Hot Picks Defender 90 Td5 CSW (2004). 67,000 miles. MOT Oct ‘19. FSH. Side steps. Kenwood radio. alloys. Two owners. Six seats. Green metallic. £17995. Biddenden, Kent. 07887 564149 12/19

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

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

Defender 90 2.4 TDCi XS SW (2009). 74,800 miles. MOT Oct ‘19. Excellent condition. Service history, last serviced at LR specialist in Oct ‘18. Three prev owners. £19495. Nr Watford, Herts. 07770 231261 03/19

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

Defender 90 Rebuilt 200Tdi (1994). Taken all apart and put back together again. Engine, gearbox rebuilt, you name it, I’ve done. Please ring for full details. £9995 ono. Tewkesbury, Worcs. 07815 460939 02/19

LR 110 (1983). Rare, early 110. New galvanised chassis and bulkhead, 200Tdi, reconditioned ‘box. Rebuilt and resprayed in 2016. Featured in The Landy. New butt ribs. £11000. Cornwall. 07759 973098 03/19

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

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

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

Defender 110 Td5 Special Vehicle (2000). Full MOT. VGC. New g’box, clutch, turbo, brakes, fuel pump. Genuine parts. Secure back (ex-BT). Chassis, bulkhead very good. £8750. 07912 645867 06/19

110

Defender 110 300Tdi CSW (1994). 170k miles. MOT July ‘20. Expedition ready, visited 16 countries, 4 continents. Rebuilt 2012, galv chassis etc. £POA. Greasby, Merseyside. 07305 805634 12/19

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

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

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

Range Rover P38 4.6 V8 Vogue (2000). 97,990 miles. Eight months’ MOT. Automatic. Full service history. Dark metallic. Green/beige leather interior. £3950. Bristol. 07890 948758 11/19

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

Defender 110 Ex-MOD (1991). 116,888 km. MOT Aug ‘19. Built ‘91, decom’d and registered ‘98. CSW with Disco 200Tdi. Rebuilt early 2018. Lots of extras. £6700 ono. Gainsborough, Lincs. 07557 770392 10/18

Range Rover Classic 3.9 V8 Soft Dash (1995). 105,000 miles. MOT April ‘20. Jap import, Brooklands kit, special order paint, retrimmed. £19500. Chislehurst, Kent. 07730 405708 10/19

Land Rover 101 Forward Control (1976). Nokian winch. Gas conversion. Runs, requires small number of jobs to get back on the road. Owned for last 20 years. £5000. Yeadon, Leeds. 07739 536717 01/20

Discovery

Range Rover

Miscellaneous

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

Servicing, Repairs, Diagnostics, Programming, Genuine & Non Genuine Parts Supplied

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

Defender 110 200Tdi (1992). 181,000 miles. Full MOT. 18-month renovation. R380 gearbox, stumpy bell housing, Wolf wheels. Loads of new parts. £7995. Kent. 07999 806630 05/19

Discovery 3 2.7 TDV6 GS (2006). 75,000 miles. MOT Feb ‘20. Manual six-speed. Seven seats. New tyres. No sunroof. Everything works as it should. Tow bar inclusive. £6000. 07551 893958 01/20

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

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

Unit 6 Westmead, Hedingham Road, Gosfield, Nr Halstead, Essex CO9 1UP 01787 469553

Registered To Land Rover Online Service System

QUADZILLA UTV & ATV Dealers

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News

Issue 71: Jan 2020

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

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

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

Off-Road Playdays

Slindon Safari

Kirton Off Road Centre Kirton Lindsey, North Lincs

15 December

24 November Bures Pit

R A D I O Call us NOW 01604 402403

C B ENCE NO LIC ED R REQUI

CB Radios T-3000

£59.99

New Rugged Front Speaker CB Radio

Explore Off Road Silverdale, Stoke-on-Trent

Frickley 4x4 Frickley, South Yorkshire

Muddy Bottom Minstead, Hampshire

Parkwood 4x4

Minstead, Hampshire

Tong, Bradford

Mud Monsters East Grinstead,West Sussex

Picadilly Wood Bolney,West Sussex

Protrax

12 January

Devil’s Pit Barton-le-Clay, Bedfordshire

Frickley 4x4

Tixover, Northamptonshire

Frickley, South Yorkshire

22 December

Hilll N Ditch Mouldsworth, Cheshire

Frickley 4x4 Frickley, South Yorkshire

Slindon Safari

Essex, Rochford and District 4x4 Club Rayleigh, Essex

Slindon Safari Slindon,West Sussex

Slindon,West Sussex

19 January

Slindon,West Sussex

26 December

Thames Valley 4x4

4x4 Without a Club

Explore Off Road Silverdale, Stoke-on-Trent

Oxley’s Shaw, Berkshire

1 December Muddy Bottom

Harbour Hill,West Berkshire

Protrax Tixover, Northamptonshire

Minstead, Hampshire

28 December

Picadilly Wood Bolney,West Sussex

Kirton Off Road Centre Kirton Lindsey, North Lincs

8 December

29 December

4x4 Without a Club

Bures Pit

Harbour Hill,West Berkshire

Devil’s Pit

Bures, Suffolk

Barton-le-Clay, Bedfordshire

Cowm Leisure Whitworth, Lancashire

Essex, Rochford and District 4x4 Club

Hilll N Ditch Mouldsworth, Cheshire

Rayleigh, Essex

Frickley 4x4 Frickley, South Yorkshire Hilll N Ditch Mouldsworth, Cheshire

Parkwood 4x4 Tong, Bradford

Kirton Off Road Centre Kirton Lindsey, North Lincs

Protrax Tixover, Northamptonshire

Thames Valley 4x4

Frickley 4x4 Frickley, South Yorkshire

Muddy Bottom Minstead, Hampshire

25 January Kirton Off Road Centre Kirton Lindsey, North Lincs

28 January Cowm Leisure Whitworth, Lancashire Kirton Off Road Centre Kirton Lindsey, North Lincs

Protrax Tixover, Northamptonshire

Slindon Safari Slindon,West Sussex

Thames Valley 4x4 Brick Kiln Farm, Hampshire

Broxhead, Hampshire

Green Lane Convoy Events

1-2 February 2020

From

Buyers

5 January

Burnham Off-Roaders Tring, Hertfordshire

Protrax Wales

www.THUNDERPOLE.co.uk

Slindon,West Sussex

Muddy Bottom

18-19 January 2020

For the complete range of ALL CB Radios & Accessories visit

Workshop

Bures, Suffolk

Slindon Safari

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

Adventure

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

23 November

Tixover, Northamptonshire

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

Vehicles

Calendar

Protrax

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

Products

Ardventures Lake District

2-6 March 2020 Ardventures Coast to Coast

9-13 March 2020 Ardent Oﬀ Road Coast to Coast

14-15 March 2020 Ardventures Yorkshire Moors and Dales Atlas Overland Wessex

2-3 May 2020 Ardventures North/Mid Wales Atlas Overland Wessex

18-19 July 2020 Atlas Overland Wessex

ALL SEASONS. ALL CONDITIONS. ALL TERRAINS.

“The Terratoura has been benchmarked against some class leading tyres to give us that all-terrain capability to make sure across all surfaces; the snow, the sand, the rock,

it doesn’t just compete, it excels...” Edd Cobley Terratoura Brand Ambassador

For further information or to find your local retailer, please visit

www.davanti-tyres.co.uk/dealers

Make Defender driving more of a Pleasure... The Red Booster servo clutch kit makes your Defenders clutch much easier to press. This kit will make your driving a more pleasurable experience and reduce the effort you’d normally put in from driving your Defender. No more painful knees or feet when you are stuck in slow moving traffic! Designed, engineered and manufactured to the highest standards, Red Booster is a mechanism system that makes it possible for all Defenders to have a servo assisted clutch. Working in a similar way to the braking system with a servo assisted system, it is mounted between the pedal and master cylinder and uses a vacuum from the inlet manifold to reduce the amount of pressure needed on the pedal to operate the clutch. The left hand drive version - works similar to the right hand drive system. The location of the clutch pedal of a left hand drive Defender is on the far corner of the vehicle and with hardly any space the entire unit had to be redesigned to fit without cutting and drilling your vehicle. DA1683

Right Hand Drive Vehicles DA1683 Defender - 2007 onwards DA1684 Defender - Td5 DA1685 Defender - 300Tdi DA1686 Defender - 200Tdi Left Hand Drive Vehicles DA1687 Defender - 2007 onwards DA1688 Defender - Td5

“The next best thing to having an automatic when crawling along” John Pearson – LRO editor-in-chief DA1684

See it in action at www.britpart.com/red DA1685

DA1686

DA1687

DA1688