The Landy - January 2023

The Discovery 2 was a product of Land Rover’s BMW era.

The BMW 5 Series, on the other hand, was just a product of BMW. And this 90 is a bit of both. It may date from the BL days, but under the bonnet is a fine example of BMW’s M57 diesel engine – and under the chassis, it turns out to be a Land Rover like no other… Full story: Page 17

Great British Land Rover Show brings 2022 season to a triumphant close

The 2022 show season came to its now-traditional conclusion at Stoneleigh in late November, when the Great British Land Rover Show pulled in its usual big crowd of traders, clubs and visitors alike to draw down the curtain on another year. After setting new records 12 months ago, the show was once again thronging as the queue built up ahead of opening time.

Visitors got an immediate first impression in the Land Rover walkway at the entrance to the main hall. Here, historic Discoverys from the Project Jay Preservation Group were lined up opposite a display of classic AA vehicles – including a beautiful 80” Series I ragtop, first registered in July 1949 and looking better than ever today.

Inside, the hall was packed with its usual array of Land Rover specialists, parts and equipment suppliers, bespoke vehicle builders and more. The majority of traders at the Great British Land Rover Show come back year after year, as regular as clockwork, booking the same stand pitch every time – a sure indication that it works very well for them.

The same was the case in the second hall, where further Land Rover specialists rubbed shoulders with overland tour leaders, technical clothing companies and a selection of clubs from far and near. Throughout the day, the show’s character changes – for the first few hours it’s fast-paced and hectic, by lunchtime serious deals are being done then as you move into the afternoon, the atmosphere relaxes and

people start taking the opportunity to catch up with old friends and talk Land Rovers for one last time before the winter break.

It’s not just a social gathering and shopping trip, though. Throughout the day, the Land Rover Experience was doing very strong business as visitors took the chance to be driven round the factory’s pop-up demo track in a pair of current Defenders, while next door a Mini Rovers course gave budding drivers an opportunity to take the wheel.

Best of all, the Off Road Course, as usual marshalled by the All Wheel Drive Club, was incredibly busy with Land Rovers of all shapes and sizes taking on the terrain in the Stoneleigh woods. Some wet weather in the runup to the show meant this was definitely not just a stroll, whether you were in a hardcore 90 or a late-letter Disco or Range Rover Sport.

There was no shortage of variety in the VIP parking area, either. With a public vote for the best of the vehicles to be found in here, there were some sensational Land Rovers to be spotted – ranging from the latest models all the way back to early classics, and from standard to beautifully restored and very heavily modified indeed.

Which would be a pretty good byword on the show itself, actually. Whatever Land Rovers mean to you, there was something to see – and to get you adding your name to the long list of people who head for Stoneleigh year after year for one of the must-do events of the season.

Gibson’s Gab

EVER SINCE MY WIFE PUT OUR NAMES DOWN FOR THE POSTCODE

LOTTERY, I’ve been devoting a goodly proportion of my spare time to deciding what vehicle I’ll buy when I win. Cos, like, someone has to win all that money, right? And it may as well be me.

Anyways, I think I’ve finally settled. For a long while, I thought I would go and visit someone like Simon Buck or John Bowden and ask them to rebuild me a Discovery 1 from the ground up. I know I’ve said it before on these pages, but after five years and 60-odd columns, it’s hard not to repeat yourself.

The original Discovery really is the perfect Land Rover. A Defender for those who don’t care for back ache.

A Range Rover for those who don’t want to seem flash. A Freelander for those who want the potential for some hardcore mud-plugging.

But, you know what? I think that ship has sailed. Let’s suppose I win a cool million, just for the sake of argument. Actually, I’ve just checked, and I don’t think it’s possible to win that much on the Postcode Lottery, unless you live in a sparsely populated area where you’re the only entrant. Shetland, perhaps. And while I’m out in the sticks, I know for a fact that two of my neighbours are in the draw, because it was through a conversation with them that Mrs Gibson decided to sign up.

Half a million, then. That should be possible, and plenty enough to clear the mortgage, treat the kids to a fortnight

in the Canadian Rockies and buy me a tidy Land Rover.

But that tidy Land Rover won’t be a Disco 1 after all. For a moment, I even found myself questioning whether it would be a Land Rover. I mean, the Isuzu D-Max is a great truck and pretty much ideal for my lifestyle.

You don’t dedicate your life to worshipping the green oval then waste the one chance to spec your ultimate Landy by buying a Japanese double-cab, though. So that particular wobble only lasted as long as it took me to collect a stash of logs from the local timber yard. And maybe a bit of stacking time, too. Once it passed, I popped my head down the Evoque PHEV rabbit hole. Found a nearly new example that would set me back just shy of £48,000, but

promises fuel-free motoring for local journeys, and will most likely save me some hard cash at the pumps even on a long run. Let me tell you that I adored the Evoque I had on test a few years ago. Comfiest car I’ve ever driven, and just oozed presence. Plus, my Mum was well impressed with it, which counts for a surprising amount even when you’re middle-aged.

But then the answer hit me like a blinding flash of burgundy while sat in roadworks on the outskirts of Taunton (best avoided if you find yourself down west: the roadworks, not Taunton –though that has its moments, too). My

old Freelander 2 pootled past, gleaming as brightly as the day it left the factory. The one I flogged in 2019 because I couldn’t keep up with the repair bills and was almost certain it would be scrapped soon.

Gah, that car was a beaut. The complete Land Rover with the perfect blend of off-road and on-road manners. So, that’s what I’ve resolved to do, when I win my half a mill. I’m going to track down the current owner and offer him top dollar to have my old motor back.

May even buy him a new jumper, too: his was looking fairly threadbare. Must be all the garage bills…

Words: Tim Gibson

going to look it up on YouTube now...

As I write this, it’s that rather lovely time of the year when day by day, more and more Christmas lights appear on the houses clinging to the side of the valley I live in.

I don’t mind admitting that I’m a big kid about the festive season. I fondly hope that we’ll wake up on the big day to a blanket of fresh white snow. I get misty eyed while watching The Polar Express with my kids. I sneak a glance up to the sky on Christmas Eve thinking wouldn’t it be amazing, though, he was actually real and I actually saw him…

If nothing else, all it takes is the sound of sleigh bells coming from an advert on TV or some Christmas song or other from my childhood being played in a shop, and I’m transported back there to the kid I once was, full of wonder at the magic of it all. If the song in question is The Land of Make Believe by Bucks Fizz, obviously, I’m transported back to the slightly older kid I ocne was who saw them doing it on Top of The Pops and, courtesy of the outfit Cheryl Baker was wearing, had to open all my Christmas presents one-handed, but such is the stuff of memories.

So anyway, right now as I write this it’s a time of hope, even if just a brief one amid a time of despair. It’s a time when we look to the year ahead for reasons to be optimistic. And it’s a time when we look to the people and the things in our own everyday lives that we’ve come to rely on.

I could use that last point an an opportunity to weave some spurious Land Rover theme into these words, but mainly it’s just me reflecting on this most wonderful time of the year. Perhaps there is a theme here, of others relying on you every bit as much as you rely on them, and perhaps I should use that point to encourage more Land Rover owners to join their local 4x4 Response group. At the very least, that wouldn’t be a bad new year’s resolution.

But mainly, this month I’m here to say Merry Christmas. This year has sucked for a lot of people, and next year will too. So put an arm around those you love, and even those you don’t, and remind yourself of what really matters in life.

Alan Kidd, Group Editor

alan.kidd@assignment-media.co.uk

You’re

Increasing numbers of early Range Rovers prepare to turn electric as high-end bespoke builder Lunaz doubles its workforce

Lunaz is a company which converts classic prestige vehicles into classic prestige electric vehicles. It’s based near Silverstone and its workforce has recently doubled, with 250 experts in various fields joining what is described as ‘the largest upcycling campus in the world’.

Upcycling is of course very on trend. Rather than recycling things (aka throwing them away), you reuse them, perhaps adding a new twist in the process so that rather than making-doand-mending, you’re making-betterand-enjoying-even-more-than-ever. Instead of sewing the same colour patch on that hole in your jeans, for example, you fix it using an edgily contrasting material that turns your greasy old gardening clobber into something that will make all the girls want you.

As you’ll recall, countless Land Rover fans used to do something similar using bits of old Range Rovers and Series trucks, until the government came along and told them to buy a new Toyota Prius every 36 months instead.

Which brings us back to the rather beautiful Range Rovers you see in these pictures. Well, something had to. Naturally, if upcycling is your thing you’ll be keen to show the world how little material toys mean to you then. And if material toys mean little to you, naturally you’ll have a classic Range Rover. And of course to show that you care, you’ll want to convert it to run on

electricity. That way you can say, as Lunaz does, that your ride is a ‘cleanair expression of an off-road vehicle’. It certainly is in the immediate space behind where said vehicle’s tailpipe once was, at the very least, and we’re fairly sure Lunaz’ customers don’t have to make do with living in a damp huddle of maisonettes overlooked by a power station, so all is well with the world.

There are two clean-air expressions of an off-road vehicle here, as you can see. (Or ‘Range Rovers,’ as we’re still quite happy to call them.) These demonstrate variations on the theme of rich owners wanting to look good. And succeeding, you have to say.

One will be looking good on a shooting estate in the Scottish Highlands

(although the finished vehicle will mostly be chauffeur-driven in Monaco). The other will be looking good in a marina in Long Island, New York.

Each reflects either the background or the end location – the blue of the ocean with the open top and open rear seating configuration that suits a yacht tender, the other with the interior featuring wool and leather and the more muted browns and greens of Scotland. Both have of course lost their charismatic growling V8s, now replaced by some whining. This comes from electric motors generating around 360bhp and 450lbf.ft of torque, so rather up on what the original V8 could aspire to.

The power packs must be massive, as obviously this is not a light vehicle

to start with and they added reinforced box-section steel to help with all that’s needed for the all-wheel powertrains. There is regenerative braking which will also help but there will also be quite a lot of elements that will drain the power.

Naturally connectivity is high on the list, with the Town-configured version (that’s the one in coral, a colour the owner came up with herself) featuring Apple CarPlay and a 1300-watt amplifier among other goodies. But we couldn’t leave the cabin without nosing around in the centre console area.

What do we find there? Well, apparently not the used tissue, old sweet wrapper and a discarded face mask from 2020 that every car has to carry by law. Instead you’ll find drinks carriers to either heat or cool, a water fridge and, I’ve saved the best till last, a watch winder for four timepieces. Some may have to go and look up what one of those actually is. I know someone who has one for six watches, so that their manual winding mechanisms never wind down because they’re difficult to set up again with date and time and tides and stuff. Yeah, and they say we in the first world have things easy.

Overall, Lunaz reckons this one vehicle will have 50,000 man-hours (not being binary) in it to reach completion and perfection. The other vehicle, which is in Country configuration, probably won’t be much quicker. It’s been converted rather obviously by taking the roof away. Add in the considerable weight of the electric motors and battery pack, and you can see why one of the first tasks was to add in quite a bit of trian-

gular steel section just to make sure it all stayed relatively rigid.

It’s not like it’s going to have to be thrown around racetracks or tough offroad courses, but this thing must weigh a considerable amount and need a lot of juice. However it should live a fairly easy life, mostly whirring between the owner’s property and yacht.

As such, the emphasis is not on performance but ambience and luxury in the open cabin. Notice how it has a rear passenger deck, with seating for six – guests or crew presumably.

While the leatherwork looks cool, perhaps the most eye-catching element is the woodwork. This is all Mocca Walnut and it flows everywhere from the fascia to the rear deck. It’s all

been carefully done so it renders in a chevron pattern but, to our eyes, the effect is like something out of Thunderbirds, very 1960s. Perhaps that was the intended vibe; it depends on what or who the owner is.

If you’re looking at that Range Rover Classic in your yard, with the sapling growing up through the rusted floor, you may be thinking you should be giving Lunaz a call. Maybe you should. But first off check whether you have at least £250,000 as that’s the minimum you’ll need to keep your watch wound. But you can rest assured you will be totally on-trend and that you’ll be having a delicious clean-air experience all the way up until you whine past a kebab shop.

ONE OF THE THINGS WE LIKE MOST about the new-shape Defender is that at the bottom of the range, you can get it with steel wheels. But one of the things Bowler Motors likes most about it is that we’re not most people.

Bowler has been making topnotch kit Land Rover kit for something scary like about 35 years. The company is best known for rally raid vehicles like the original Tomcat and Wildcat, as well as the current Bulldog and various generation of Challenge comp cars, and there was also the small matter of the Spectre 110 having come out of their workshop. But it also makes accessories, and rather good ones they are too.

Like this 20” Challenge Performance Wheel, for example. Engineered for a rally-bred combination of toughness and light weight, it’s TUV approved and available in a choice of Gloss Black and Anthracite finishes.

The 20” wheel, whose 120 x 5 PCD makes it a tailored fit for the new Defender, was developed from the existing 18” unit used in the 2022 Defender Challenge. ‘We have seen these wheels driven literally miles without tyres and still be serviceable,’ says Bowler’s Rob Cooney. With a 30% increase in strength over standard, the new Challenge wheels are a true performance addition to any Defender.’

Light is

The OSRAM range of intense LED lights are built to step up to the challenge when the going gets tough. Leave the tarmac behind and see clearly what lies ahead of you off the beat track. The LEDriving ® range of robust and stylish spotlights, reversing lights and lightbars can improve near- and far-field vision whilst enhancing driving performance, even under the most extreme conditions. Don’t let the darkness spoil your next adventure.

Available from Allmakes 4x4 and Terrafirma dealers worldwide.

ENGINEERING’S

The Rangey’s upper tailgate lock is famed for its ability to be rubbish The original is toast the moment the aluminium ears have snapped off the actuator.

The kit is made from high grade stainless and also includes a new conical spring. Just think of all the fumbling and swearing you could be spared…

Fuel swirl pots for hardcore use

Price: £105-£110 plus VAT

Available from: www.allisport.com

IF YOU USE YOUR LAND ROVER hard enough for fuel starvation to become an issue in hard, long corners or at prolonged extreme angles, a swirl pot is in order. AlliSport. offers 1.0-litre and 1.5-litre options, each with a 3mm base mount.

These have two Dash 8 JIC male connections, one Dash 10 JIC male and one 8mm push-fit top bleed.They can also be had with push-on connections all round.

Both are 4” in diameter. The 1.0-litre unit is 130mm high, while the 1.5-litre extends this to 180mm.

Heavy-duty shock towers for Discovery 2

Price: Ca £125 plus VAT

Available from: Britpart dealers

WITH P38 PRICES GOING UP, the Discovery 2 is now probably the most affordable option if you’re looking for a Land Rover to turn into a modified off-road machine. The most affordable to buy in the first place, at least, though that’s another story.

Unlike the P38, the Disco 2 has a wide range of kit available for owners wanting to do a gnarly project. Such as these skeletonised shock towers from Britpart, which are stronger and much easier to clean than the original mud traps. They’re available to suit standard height vehicles and those with a 2” lift and come powder-coated for a heavy-duty finish.

ARB HAS LAUNCHED what it calls ‘the most advanced driving lights ever.’ Called the Intensity IQ, these combine four beam patterns (Super Spot, Spot, Flood and Midrange) with a spectacular array of high-tech operating features. These include an in-cab control switch as well as Bluetooth connectivity via a dedicated smartphone app. Compatible with both Android and Apple operating systems, this allows you to adjust the two lamps’ beam patterns independently so that, for example, one can run as a spot light and one as a flood.

‘In addition to helping light up dark rural roads,’ says ARB, ‘these options can help engineers and agricultural workers, as well as outdoor enthusiasts, work in dark off-road locations.’

Time is money, after all. And on the subject of money, ARB’s UK subsidiary Truckman is currently taking pre-orders on the Intensity IQ for delivery early in the new year.

itself. Made for the Defender 90 Hard-Top and Station Wagon, the rack’s base is stepped to follow the profile of the vehicle’s roof. Thus it has two ‘floor’ levels, the front one of which looks pretty much perfectly sized to take a bank of jerry cans.

Given the price of diesel, ‘bank’ is pretty much the word, too.

The rack mounts via ten clamps which fix it to the Defender’s roof gutters. For this reason, it’s not usable along with an external roll cage – this in turn makes it ideal on vehicles that are going to be fitted with a snorkel. Features include four spotlight brackets at the front and one at the rear.

Made from heavy-duty steel tube which is grit blasted, zinc-primed and finished in black powder coat, the rack weighs 30kg and has a usable loading area of 1.9 x 1.2 metres. Accessories available separately include a twinheight floor in 10mm marine ply and an access ladder which mounts to the rear crossmember and the rack itself.

www.thelandy.co.uk

What lies below…

Words: Tom Alderney

Pics: Richard Hair

If there’s one trend in the world of Defenders right now, it’s BMW M57 diesel engine conversions. Blinging them up has been going on for so long it doesn’t even count as a trend any more, but the Bavarian six-pot is relatively new on the scene. It, too, though, is here to stay.

We’ve covered M57 Defenders in these pages before, but this one is a bit unusual in that the engine (and gearbox, which invariably comes too) is not the only thing about it that’s out of the ordinary. Because down below, this is a 90 that doesn’t think it’s a 90 anymore. What does it think it is? Apart from a BMW 525d, obviously? The answer lies

closer to home and becomes apparent when you clamber below the 90’s rear end (a thing we’ve all got used to doing over the years). Here’s you’ll find a nice big beam axle – but it’s held to the vehicle by a nice big Watts linkage. Yes, ladies and gentlemen, this 90 has had the heart of a German saloon car and the soul of a Discovery 2.

The work was done by a couple of lads who’re well known in Land Rover circles down Wiltshire way, not least because they work for one of the southwest’s best established independent specialists. They’re the sort of people who can do anything that’s worth doing when it comes to Defenders.

This includes rescuing them from death, it would appear. Because prior to the restoration happening, the 90 had been written off (if Cat N can count as a write-off when you’re talking about an old-school Land Rover) by a rather pesky engine fire.

This kind of made it ripe for the job, because it was still sound as a pound but was wanting for an engine that didn’t have scorch marks all over it. Who wouldn’t leap at the chance to buy it back from the insurer and get down to work?

The engine that went in spent the first part of its life in a BMW 535d. It was showing 130,000 miles when the

If you were to have a poke around this mean looking 90, within seconds you’d know it was powered by a BMW diesel engine. But get on your hands and knees and you’ll find that that’s just the beginning

car was broken, and for a properly maintained one that’s nothing. This one was properly maintained and more than that, while being prepped for life under the Land Rover’s bonnet it was properly fettled too.

In standard form, the M57 engine produced 161-282bhp and 258-428lbf.ft depending on its state of tune. This one is running a bigger intercooler, an alloy rad and a stainless exhaust – among other things, we’d guess, as it now puts out 360bhp, turning the 90 into a bit of a street sleeper.

Top speed won’t be enormously higher, but the rate at which it gets there has been transformed. In particular, you feel it when blasting out of roundabouts – we’re all familiar with the rising swell of torque you get in a Tdi or Td5, but in comparison this is like being projected towards the shore on the crest of a towering breaker.

Not that this is just a street machine. It certainly is one, not to mention being

a sleeper to reckon with, but it’s an off-roader too. It’s not like its builders swapped it to independent suspension from a butchered Jag and dumped its ride height into the weeds, after all – a Disco 2 might not be a flexible as an old-school Landy with an A-frame rear end, but it’s still the real thing even with those more modern axles slung beneath it.

Besides, its new suspension delivers a 40mm lift, and it’s sitting on Cooper Discoverer STT Pros, so this isn’t one of those, er, dubious Defenders you sometimes see. The Coopers in question are 275/65R18 in size and mounted on Range Rover alloys, which is a bit low-profile for a proper Landy, but that comes out at 32” tall which is usefully more than a 265/75R16, so what do we know?

Actually, in answer to that question we know that there are M57 conversions out there that do away with the Defender’s transfer case – and we’re

happy to say that this isn’t one of those. It uses a Syncro Gearboxes conversion to mate the BMW six-speed auto box to Land Rover’s LT230 tranny, meaning four-wheel drive and low range are both retained. There’s an Ashcroft ATB diff in the front axle, too.

Now, we mentioned that the 90 is a bit of a street sleeper but it is still a 90. All the power in the world won’t change that, and nor will the suspension from a Disco 2. The engine is refined enough but there’s no shortage of noise in the cabin, much of it from the road but to be honest anything that can do it does.

There are companies that specialise in trying to prevent this, and all too often what you get is a Defender that’s not a Defender any more but costs twice as much as it should.

That’s not the case here. Despite all the changes made to it, the 90 is absolutely still a Defender (well, a pre-Defender, if you want to split hairs). It doesn’t even feel is if it’s been

That’s defintiely not the back end of your typical 90. Underneath, the altogether unfamiliar sight of a Watts linkage betrays the fact that these are Discovery 2 axles, installed complete with their suspension

modified, whether you’re riding in it or poking around beneath the axles or under the bonnet – if it weren’t for the badge on the engine cover, you’d be hard pushed to see that this isn’t a factory instal.

A reasonably recent respray helps here, of course, as does a new rear crossmember (it was done at the start of the year but, given that this is a 1988 vehicle, we’d be surprised if that was the first time the job’s been done). Inside, a 50th Anniversary centre console from Ashcroft helps make it feel more modern, as do Corbeau leather recliners, but once again it doesn’t come across as a blinger. Nice and tidy, yes, someone’s pride and joy even, but still every inch a real, truthful 90.

But it’s only when you get under the bonnet that you learn the real truth. Which is that the 90 has come a long way since that engine fire.

This particular Land Rover was already 10 years old by the time the BMW M57 engine went into production, so for it to be getting a new lease of life courtesy of an old one shows just how much longevity Defenders have. Engine and vehicle alike are here to stay… and you can expect to see more and more like this one as time goes on and the logic of putting them together becomes ever-more inescapable.

Thanks to Richard Edmonds Auctions for their help in compiling this article. Based in Wiltshire, they can be found at richardedmondsauctions.com

The UK’s largest range of Land Rover chassis

Words: Gray Noskill Pics: Steve Taylor

Youthful exuberance

In this era of blinged-up Defenders, for many teenage lads a Land Rover has become a sought-after accessory for the street. But it wasn’t always like that. Building a modified Discovery is something you might start thinking about in your 30s, perhaps after the arrival of a family has forced you to think about something with more than just two seats – but at the tender age of 18, your dream ride is supposed to be a some sort of angry hatchback.

That’s the sort of thing Nick French’s mates were into when he first had his

licence. But while they were slamming French superminis, fitting subwoofers and spending their nights cruising the mean streets of the West Midlands, he was busy prepping a 200Tdi Disco for serious off-roading.

Five years had passed when we spoke to him, and a few more have gone by since. But the Disco you’re looking at here is that rarest of things, an early one (it dates from the first year of manufacture) that’s still alive today. It’s probably not looking quite the same now, having been off the road for an

indeterminate length of time, but it’s still registered with the DVLA and that alone sounds like testament to a truck that was done right in the first place.

It was built by an HGV mechanic, for starters, which sounds like a good place to come from. And it was built for the sort of winching Nick was into at the time.

They say you should plan a project from the tyres up, so let’s start there.

They’re 32x9.50R16s, which is good and tall but also nice and lean. They’re Simex Extreme Trekkers, which dates

things as these have long since joined the great pantheon of Things You’re Not Allowed To Do In Britain Any More, and they’re accommodated by +5” custom springs from RK Automotive.

These are twinned with standard shocks – on lowered mounts, giving them the droop to go with the springs’ travel. An extended rear prop is there to cope with the extra travel, and this turns a four-pin diff which is the only major change in the drivetrain.

Inside, Nick basically stripped it of everything that didn’t need to be there.

Not so much for weight saving as to make it as easy as possible to hose out – not that setting it up as a competition car stopped him from using it as his daily driver too.

On the subject of weight, he liked to carry so much recovery and safety kit that it actually made a difference here, so he replaced the standard front brakes with drilled and grooved racing discs and kevlar pads.

He told us he reckoned these gave the truck a 60-0mph distance of about 30 metres, which is takes some doing

when you’re talking about more than two and a half tons on tyres with tread blocks the size of your first.

We said the tyres were accommodated by the suspension lift, but that’s only partly true. The other part involves a +2” body lift he made himself, fabricating the steel spacers in his workshop.

Actually, there’s another part too. It involves taking a hacksaw to Land Rover’s bodywork and finishing it off with a wheelarch kit from Devon 4x4.

Something else we said earlier on that’s not entirely true was that the fourpin rear diff is the only major change to the drivetrain. Well, it depends on whether you view heavy-duty halfshafts as a modification, but either way it’s got them. Never a bad idea with the sort of shock loads a Simex is capable of sending back up the line, and a handy bit of future-proofing against any ARB Air-Lockers that might happen to appear on the scene.

We mentioned that the Disco is of the 200Tdi variety, but we didn’t say anything about the 200Tdi in question. As we all know, these were good, tunable lumps and Nick took full advantage of the fact by skimming and porting its head – even with a standard sized intercooler, he reckoned this boosted it to the tune of about 200bhp. Other options he was ruminating included the aforementioned intercooler, which would hardly put him in the minority, and electronic turbo control, which would.

One of the reasons why Nick went looking for more power was that he’d done such a good job of adding more weight. Look carefully and you might be able to see a Southdown fuel tank guard, a custom gearbox and front

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crossmember protector and a Scorpion rear winch bumper made from 4mm steel. Then there’s the front winch bumper, another Southdown component, which flows down to meet a fabricated steering guard. Put it all together and you have a more or less complete full-length full protecting the underside of the Discovery from harm.

What were we saying about weight saving? The winch on that front bumper is a Warn HS9500i and in an epic blast from the past, what you may be able

to see here is that it’s wound with steel cable. Crikey. Flashbacks to the days of Showaddywaddy. Hell, flashbacks to the days of Pangaea. There’s just the one winch to be seen here, too, albeit with twin Optimas lobbing out plenty of power to keep it turning.

These also look after stuff like a Kenlowe fan and GPS, as well as the contents of an auxiliary Qt light pod. Nick upgraded the truck to a 100-amp Bosch alternator, too, and relocated its fuse box in the roof lining – well out of

Warn HS9500i winch lived on a Southdown bumper, below which a fabricated bash guard protected the steering and front axle. The 200Tdi engine can be pushed a long way further than this one was – but having skimmed and ported the head, Nick reckoned he was getting about 200bhp even on a standard intercooler

the way of water, and easily accessible by his co-driver should anything blow. This is a reminder of how functional the cabin set-up had become, and so too is what’s below it – an entire custom-made aluminium dashboard. Now, that’s not something you hear about every day. Nick told us that it took 16 hours to bend into shape but that he was very happy with the result, which after that much effort is just as well. Also inside the vehicle went a full internal roll cage from Safety Devices,

which Nick bought off the shelf. He just happened to be the Health and Safety officer for his local off-road club at the time, so this sounds a lot like a case of a case of leading by example.

‘I think a roll cage is one of the most important modifications you can make to a serious off-roader,’ he told us. ‘Yet so many people believe they can make do without one.’ Interesting that he went with an internal job, though, when received wisdom these days is that an exo design is the way to go as you can

also use it as a wrap-around nerf bar among trees.

Fair enough, this Discovery was nothing like as extreme as some that were built back in the days when early ones were still plentiful. But it’s nothing like as basic, either. The Tdi-era Discovery was basically a 100” Defender that didn’t want to rip the arse out of your jeans, and it only took a little to put one firmly on the same footing as its more focused brethren. As Nick very ably demonstrated.

The Landy Buyer

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

dashboard. A proper ventilation system, too, and the rear seats face forward.

If you’re into Land Rovers, you’re into 90s. That’s pretty much the law. But which 90 was the best? If you were to ask Land Rover, naturally enough they’d say the last one they made.

Most people would agree that if nothing else, this was at least better than the

second-last one they made. The 2.4-litre Puma was a culture shock after almost two decades of Tdi and Td5 goodness, but the 2.2 that replaced it had turned out to be a lot less unpopular.

And this last iteration of the 90 has a lot going for it. Like all Pumas, it has a

In most ways, though, it’s still a 90, with everything (good and bad) that comes with it. Mainly, it’s as rebuildable as ever – which, with the first of them now more than ten years old, is starting to become more and more relevant.

So too is the fact that this is the vehicle most high-end boutique builders are using now. Want the 90 that holds its

Series I (1948-1958) £5000-£85,000

all Land Rovers. Its engineering and design give it real charisma, but parts aren’t readily available.

Restoration projects require deep pockets, but see it through and the result will be worth mega bucks.

for millionaire money, preservation is the aim of the game.

The earlier the vehicle, the more it will be worth. The sky’s the limit – but can you really put a price on such an icon?

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

Gone are the days where you could use a Series I as an actual Land Rover. Because with restored examples changing hands

Pros: Heritage, charm, a true classic, the original Land Rover Cons: Availability of parts, price tag on early 80s

Series III (1971-1985) £2500-£30,000

terms, keeping the same 2.25-litre engines throughout the length of its production run.

In 1980, the engines switched to a more durable five-bearing crank rather than the old threebearing setup. The transmission also received syncromesh on all forward gears to make it easier to live with.

Lightweight (1968-1984)

Land Rovers. To mimic the civvy Series machines, the Series III model built from 1972 onwards, also had its headlights switched out to the wings.

They still carry the simplicity of earlier Land Rovers, but can be obtained for a fraction of the price... for now.

Pros: Most affordable way into Series ownership. Still has the Series pedigree. Parts still widely available Cons: Not yet as desirable as the earlier Series models

value best of all? A Tdi owner might scoff, but this could turn out to be the strongest investment on four wheels.

Insure a Defender 90 2.2 TDCi with Adrian Flux from £365

• Based on a 90 XS Station Wagon from 2013. Valued at £25,000, unlimited mileage. 50 year old driver, fully comp, £400 excess

Series II/IIA (1958-1971) £2500-£45,000

much of that early charm. Prices are on the increase, however, as these vehicles start to come into their own as collector’s items.

A 2.25 petrol 88” would be our pick, as the diesel engines were underpowered and rather noisy.

refinement. While the engines have excellent longevity, they need to have been maintained properly. Be thorough in your checks, both under the bonnet and underneath the body.

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

The Series II/IIA has a wider stance than its predecessor and adds an extra (thin) layer of

rarity – with all the cachet, pride and immense awkwardness that comes with this status.

By ‘rare’, we’re talking about less than 2500 Series IIA FCs in total. And they tended to have a very hard life, so not many have survived to tell the tale.

Forward-Control models differed from everyday Series IIs by

Pros: A sound investment to restore. Some now MOT exempt Cons: Bulkheads and chassis rot, springs prone to seizing

having heavy-duty ENV axles, but engine-wise they had the familiar 2.25 petrol and diesel lumps. So, don’t expect performance – but do expect to be given an ‘interesting’ time in the workshop…

Pros: A Land Rover like no other, if that’s what you want Cons: Especially brutal to drive, and to find parts

out from the crowd. They’re a rare breed, though – so if you’ve got one, it’s worth keeping hold of.

These military vehicles can easily be distinguished from regular

Lightweights add an extra dimension to owning a Land Rover. Their military history and details mean you get a truck with more stories to tell – and that stands

Pros: Not like all the other Land Rovers out there. Military background. Lovely 2.25 petrol Cons: Appearance isn’t to everyone’s taste. Exclusivity over regular models means they command a price premium

Only

also take you just about anywhere in the world.

Early 90s and 110s are starting to be a real collector’s item. But you’ll likely be searching far and wide for a pristine example.

These Land Rovers had coilsprung suspension, new engines and a world-beating level of rugged off-road capability.

A very early 2.25 petrol 90 is a rare thing, and a beautiful one too. But perhaps try for a 2.5 natasp diesel: they’re robust and as simple as they come.

Pros: Excellent parts availability. Easy to work on. Unlimited potential for mods and restos Cons: Puny engines (V8 apart) Not many left in good condition

production line in Solihull which

the time came for demob. They were flogged off at very low prices and turned into off-road toys –not something you’d do with one today, given the rarity and classic value they’ve taken on.

Compared to the IIA/IIB FC, the 101 is more fun thanks to its V8 engine. It’s still a military tool, though – some still have fixtures

and fittings from their Army life, which adds interest. This is a vehicle for enthusiasts, though, with costs that are sky-high even by Land Rover standards.

Pros: Master of the road. Lovely V8 soundtrack. Everybody who sees one loves it

Cons: Monumental running costs. Expensive to buy, too

took 110 chassis and stretched them. It was designed for military and commercial users and came as a high-capacity double-cab. These days, it’s very rare to find a 127 that hasn’t been hammered, restored and/or converted, or all three. People looking for a work truck tend to go for a later 130, so the 127 is more of an enthusiast’s

motor. It’s popular for homebrewed overland conversions, too. Almost all 127s have had an engine conversion by now, too. Lots to be wary of, then – but it’s a hell of a lot for your money.

Pros: Enormous size means limitless potential and character Cons: Unwieldy. Sure to have had a colourful life

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

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

Defender 200 Tdi (1990-1994) £4000-£38,000

decades if it’s looked after. Find one that’s had all its oil changes (a tall order) and it’ll go round (and round) the clock.

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

The good thing about the earlier 200Tdi is that it’s simpler than the later 300. What you gain here you lose in refinement, but this is seen by many experts as the best Defender of them all.

The LT77 gearbox in the 200 Tdi is more truck-like than the later R380, and these vehicles didn’t come with bling. Just be sure it’s an original Tdi you’re getting, not an old Discovery conversion.

Pros: The perfect combination of tradition and modernity

Cons: Lots of horrible and/or deceptive ones around

Defender 300 Tdi (1994-1998) £4500-£43,000

the two are related. It’s much more refined and smoother to drive, though there are more electronics involved so later versions in particular are less of a DIY fix.

The 300 Tdi engine is very different to the 200 unit it replaced, though

The arrival of the 300 Tdi also brought with it the R380 gearbox. This used to have a terrible reputation for relability, but most have been put right by now and they’ve

become sought after for their light clutch and better shift action.

It was during the Tdi era that Defenders started getting things like alloys, too. You might even find one that’s not been off-road…

Pros: Strength and simplicity. Perhaps the definitive Defender Cons: Sure to be very different to when it left the factory

Defender TDCi (2007-2016) £8500-£195,000

smooth six-speed gearboxes, They still had phenomenal off-road ability and were even okay to sit in. Famously, this was the Defender that actually had a dashboard

The last Defenders gained modern 2.4 and 2.2 TDCi engines and

Many people dislike the TDCi, especially the earlier 2.4, but they still change hands for huge money – especially when the likes of Kahn or Twisted have been

involed. You will always pay a premium for a Puma, and a Tdi or Td5 may turn out to be a better purchase. Even then, though, look after it and you may well never see depreciation.

Pros: Efficiency, creature comforts, off-road prowess

Cons: Price, electronics, TDCi engine is unloved

Defender 130 (1990-2016) £12,500-£35,000

130 that changed the most. That’s because unlike the old 127, it was built on a proper chassis of its own rather than a stretched 110 frame.

When Land Rover introduced the Defender name, it was actually the

Defender

Td5

The advent of the Tdi engine was the making of the 130, too. At last, Land Rover could make them pull properly without returning single-figure fuel economy by using a hard-worked V8.

As a result, you’ll find many more original(ish) 130s than 127s. Some are even still in service with the utility companies they were built for. If you want a Defender for overlanding, look no further.

Pros: A proper truck with huge capabilities in every area Cons: It’s a big lump if you don’t actually need that much size

(1998-2007) £5000-£40,000

a strong performer. It does lend itself to being tuned though, so watch out for abused ones and knackered examples that have been pushed beyond the limit.

As with all Defenders, you’ll need a rear crossmember sooner or later – or even a new chassis.

Despite having more electronics than the Tdi, a Td5 Defender can

still be a DIY machine. Parts are in plentiful supply, as is specialist knowledge – and it’s one of the best Land Rovers ever.

Pros: Off-road capability, power, overall reliability. Very well suited to being modified

Cons: Rear chassis, premium prices, monstrous road tax on later vehicles

Defender (2020-on) £55,000-£165,000

to steer it away on to something safer. Like Brexit, for example.

Much as it may infuriate purists, however, the Defender is actually a very wonderful thing. It’s kind of like an old one, only with space, comfort and equipment.

If the subject of the new Defender comes up in enthusiast circles, try

The big difference is that you can’t work on it yourself. This goes for maintenance and, crucially,

making modifications – a market Land Rover wants to take back and have for itself. It won’t hold its value long-term the way an original-shaper does, either. But this is still a superb vehicle. Pros: Comfort, capability, rugged fitness for purpose Cons: Not cheap to buy. Lacks the old one’s basic charm

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

Freelander (1997-2006) £400-£5500

It’s also a notable classic in its own way, as it heralded the start of the company’s modern era.

It has its issues, though. The viscous coupling is expensive to replace and can be upset simply by running mismatched tyres.

The 1.8 petrol used to be notorious for head gasket failures. Today’s replacements are much

more robust, but a late diesel is your best bet. Even these can go calamitously wrong, though. This was a more complex car than it needed to be, and buying one for sweeties now doesn’t change that.

Pros: Cheap to buy, no big rust issues, surprisingly able off-road Cons: All sorts of things can go wrong, some very expensively

Freelander 2 (2006-2015) £2000-£17,500

it replaced. It’s a refined and affordable SUV with a strong engine, good equipment and a decent level of practicality.

It’s become one of the most reliable Land Rovers out there, too. But do be aware of the rear diff and Haldex unit for costly outlays.

The 2.2-litre diesel engine is a strong performer, though for a

Range Rover (1994-2002)

are people who do just that, preferring to invest new-car money in a restoration than spending it on a current model.

It’s a smart policy, too. An early two-door can cost mega money, but any Classic will appreciate in value if kept in good condition –and sought-after rarities like the CSK and LSE can be a gold mine.

An awful lot of Rangeys have been neglected and/or abused, and you can still buy they cheap. But if you’ve got the skills, and access to parts, restoring one would be the ultimate hobby that pays.

Pros: Most usable classic Land Rover, V8 power, ride quality

Cons: Rust, availability of parts for early models

Range Rover (2002-12) £2200-£27,000

liable than the P38. It’ll still cost a lot to run, however, and drivetrain faults and underbody corrosion are not unknown.

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

The TDV8 engine is sublime, but you’ll pay more to get one –especially the 4.4, though the 3.6 has all the power you need. The V8 petrol, on the other hand, is temptingly cheap. Guess why…

This isn’t a DIY motor, but it certainly is a Range Rover, with brilliant off-road and towing skills. It relies a lot on electronics, but they work wonders – and the deepdown engineering is very robust.

Pros: Great off-road, luxury, image, TDV8 powerplants

Cons: Very complex. Huge running costs

to greater extremes than ever, with lavish equipment and endless opportunities for personalisation. It’s a supreme lifestyle wagon for the rich: to many of Land Rover’s traditional fans, on the other hand, it’s the supreme irrelevance.

If you can afford one, few cars could be as pleasing. However if you can afford one and you love

Land Rovers, you’re likely to be thinking about how many real ones you could buy with this sort of money. It wouldn’t make a bad way to tow your collection about the place, though…

Pros: Immense prestige, and sublime both to be in and drive Cons: To at least 99% of people it’s utterly divorced from reality

the original, meaning it’s almost economical to run. It feels really nimble and agile on the road, too, and it comes with a range of engines giving it a brisk turn of pace.

Some won’t like the flamboyant posture, while others will love it. Either way, inside the cabin it’s very nearly as luxurious as the full-fat Range Rover.

The only stumbling block with such a fine motor is going to be how to pay for it. Depreciation has started to bring down the purchase price – though you’ll never run one on a shoestring.

Pros: Performance, refinement, glorious interior

Cons: Marmite image. Pricey to buy and run

the masses. Given that it was the company’s fastest-selling vehicle, they clearly hit the brief, even if it wasn’t for the traditional Land Rover owner.

It’s actually still a capable thing off-tarmac – but it’s definitely more at home on the road.

because there are so many out there, used prices are tempting.

There’s a Convertible model, too, as well as three and five-door tin-tops. We say stick to the latter, and be sure to get one with 4WD.

Pros: Economy, handling, iconic concept-car image

When

Nevertheless, it is economical by Land Rover standards and

bargain search out one with the unpopular 3.2 petrol unit. Either way, it’s a fine SUV to drive.

Prices have fallen since the production ended, too – £10,000 now gets you one worth having.

Pros: Reliability, refinement, economy of diesel engine

Cons: Transmissions can wear quickly if used for towing

£1000-£28,000

own, even today. The problem is that they’re very complex and very, very good at going wrong.

Air suspension failure is the norm. Head gaskets can let go. Electronics are laughably flaky. And parts can cost the earth – as will the labour bills. Perhaps worst of all, nowadays it’s very hard to find one you can be sure hasn’t

spent at least part of its life being worked on by idiots

Still, you’ll get a classy motor with proper off-road and towing skills. It’s becoming a classic, too, and prices are still tiny considering everything you get.

Pros: Luxury, price, a Land Rover that doesn’t rust

Cons: Electrics. Be very afraid

Range Rover (2012-22) £20,000-£150,000

range supply copious amounts of power, and its road manners are absolutely impeccable.

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

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

Inside, the Range Rover’s cabin is superb, with sumptuous trim and cutting-edge equipment. Prices are, of course, as immense as the vehicle itself. But if you can afford it, so too is the presence a Rangey will give you.

Pros: Class, luxury, engines, vast all-round capability

Cons: Price

a supreme off-roader as well as being a funky road ride. It doesn’t handle like a sports car, but is agile enough for an SUV.

A Discovery of the same era is far more practical, however, while a full-fat Rangey has more class. The Sport is still a massively able tow barge, though, in addition to all its other virtues.

You’re looking at a car which many people associate with rich chavs and criminals, however. And being based on the Discovery 3, it can’t help but share that vehicle’s reputation as a money pit.

Pros: Decent performance and all-round dynamics

Cons: A Disco 3 is more usable. Expect horrific running costs

new Range Rover. The Sport is less about being chauffeur driven and more about lording it over other aspirational school runners, but once again it’ll be lovely to drive.

Like the full fat Range Rover (a phrase which has never felt more appropriate), the Sport is available with an old-school V8 engine that gives you racecar performance in

return for NASA-level emissions. Most UK customers with opt for an altogether healthier plug-in hybrid, but they’ll still get a vehicle that’s brutally fast a well as being able to do the normal Range Rover stuff.

Pros: Smooth, refined, comfy… and game for a laugh, too

Cons: Still hasn’t quite shed its proceeds-of-crime image

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.

hybrids, available with diesel and petrol engines combining to an electric motor. Only the base D150 Evoque escapes the electrification, and we’d avoid it as it doesn’t have four-wheel drive.

Pros: Feels like a proper Range Rover inside

Cons: Cramped rear seats, not as practical as a Disco Sport

The main highlight of the new Evoque is the fact the majority of the range is made up of mild

Cons: Petrol engine is poor on fuel economy, even as a hybrid

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

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

The Freelander 2 was a massive improvement on the model

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

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

The fifth-generation Range Rover takes its position as a luxury car

Range Rover Velar

(2017-on)

because of its particularly handsome exterior. It’s based upon the same architecture as the Jaguar F-Pace but has greater off-road ability and is available with a wide choice of engines, most of which combine good economy with usable everyday performance.

The interior is Land Rover’s most advanced cabin to date, with

£27,500-£75,000

other models expected to follow the Velar in due course.

But is there a whiff of style over substance? Well, it’s a very good SUV. But you don’t half pay a premium for those suave looks...

Pros: Stylish design, chic cabin, excellent tech features

Cons: Feels like an indulgence, especially at such a high price

Discovery

most reliable units ever. It drives well, too – mated to a manual box it has more guts even than the V8 option, which is surprisingly bland but predictably thirsty.

Whereas the Disco 1 was prone to body rust, the D2 is fine here. Instead, its chassis rots like a carrot, especially towards the back end. Also at the back, seven-seat

models had air-suspension, with all the horrors that brings.

Mainly, D2 owners will tell you about rogue electronics. And leaky sunroofs. They still love their trucks, though, which says a lot.

Pros: Td5 power and reliability, great all-rounder, lots of choice Cons: Chassis rust, electronics, leaky sunroofs, air suspension

Discovery

(1989-1998) £800-£18,000

with the same 100” wheelbase and a slick body containing a spacious, flexible cabin. It was well equipped and refined, and it came with the wonderful Tdi engine.

Over time, the Disco’s epic ability meant almost all of them were hammered at playdays. Lower body rust is a big killer, too. So it’s rare to find a good one now,

and when you do they tend to be priced with a lot of optimism.

Very early ones in tip-top condition are full-on classics, too. For a sound one to own, we’d look for a tidy 300Tdi.

Pros: Price, practicality, parts availability. Epic off-road ability Cons: The body rusts like it’s been doused in sea water

and capable off-road, genuinely luxurious and a giant of a tow truck, and as well as being able to seat seven adults it can be turned into a van with a totally flat rear load area.

But it was also astonishingly complex, and these days it has a reputation as a money pit. Air suspension and electronic

handbrakes are big sources of woe, cam belts are a body-off job to change and rust is becoming more of an issue. Get a good one, though, and it’s all the car you’ll ever need.

Pros: Good at everything. Lots of accessories available now Cons: As fragile as you expect, and then some

Discovery 5 (2017-on) £24,500-£95,000

is basically an evolution of the 3. It looks similar and is still a practicality monster, as well as being hugely impressive on and off-road and a hero in front of a trailer, but despite being only subtly tweaked inside feels far more luxurious.

That hasn’t prevented it from suffering all the same issues as time has gone on. You need to

start off by buying the best you can possibly afford – and at the top of the market, they don’t come cheap. Get it right, though, and this is as good as a modern Land Rover has ever been.

Pros: Most LR fans’ idea of what a Range Rover should be like Cons: Still a potential money pit, and the best are expensive

body and dishes up an appealing all-round blend of comfort, kit and general driving manners.The third row of seats is only suitable for little ‘uns, though, and off-road it’s a Discovery in name only.

It’s a more practical proposition than the closely related Evoque, and you won’t need to live with the fear of Posh Spice jokes. You

might shudder at the price if you’re buying new, though – but on the used market, there are some tidy looking deals to be had, even on high-spec examples.

Pros: More practical than an Evoque, and less vulgar. Seven seats. Capable enough off-road Cons: Back seats only for small mammals. Price of top models

monster. As an all-rounder, at

launch it was the most capable Land Rover on sale – the new Defender will be going some to wrest that crown from it.

All the engines in the range are refined and flexible, and its chassis is remarkably supple for such a big vehicle. There’s no end of electronics working away in the background, but the effect is very

convincing – as is an interior that might make you wonder why you’d bother paying more for a Range Rover. Just be careful not to go wild with the options and end up paying more for a Discovery… Pros: Immense blend of comfort and practicality

Cons: Feels more like a softroader than a proper Discovery

Discovery Sport (2019-on) £21,000-£62,000

after the first. That’s because once again, it’s related to the Evoque, which was ready for a full new model in 2019.

The Sport is a premium midsized SUV with seven seats and a decent level of off-road ability. It’s a massively popular choice for the school run – and, with the arrival of a plug-in hybrid option last

year, as a company car. Quality has taken a step up from the first model – it’s now a convincing premium vehicle, and the range offers enough choices to suit anybody with the means to buy one.

Pros: Classy and practical cabin, all-round good to drive Cons: You can get a Defender for the price of some models

The Velar a competent cruiser and has received numerous accolades

The original Discovery was based on the Range Rover of the time,

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

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

The second-generation Disco Sport came along only four years

Series

in place. Solid chassis and bulkhead. Very original condition. £9000. Bristol. 07547 351653 13/22/004

Series

Series I 86” (1954). Correct 2.0 engine. Very original condition. Brought back from Australia in 2015. Rewired, new tank, brakes overhauled, new canvas and hood sticks. £24,950. Knutsford. 07429 600332 12/22/003

Series II 88” Hard-Top (1966). 2.25 petrol with recent new head and unleaded valves. Sound chassis and bulkhead. Good runner. Tax/MOT exempt. £7500. Margate. 07399 184087 12/22/005

Defender 90 300Tdi (1998). 120,000 miles. Restored on galv chassis. New brakes and clutch, swivels, fuel tank, handbrake. 2” lift, dislocation cones, alloys, swingaway wheel carrier. £14,000. Stroud. 07771 798099 01/23/008

Defender

Defender TD5 110 County (2001). 161,000 miles. Limited edition special vehicle. Internal/ external roll cage. Boost alloys, chequer plated sills. Good condition inside and out. £12,000. 07775 616106 13/22/001

Defender 110 Tdi CSW (1996). 197,000 miles. Galv chassis, good TD5 bulkhead. Rebuilt gearbox, new brakes, LEDs, uprated intercooler, Bownchurch roof rack. CD stereo. MOT June. £12,990. Keighley. 07708 218905 12/22/002

90 300 Tdi (1987). 155,000 miles. Galv bulkhead. Disco engine, box and tranny. Rear discs. Slickshift, snorkel, winch, Optimas, cage, sliders, +3” suspension, 33” Fedimas. MOT Oct. £10,000. Melksham. 07961 847850 01/23/009

90 2.25 CSW (1985). 56,000 miles. Very early 90. 18-month restoration using only the best parts. Impeccable chassis and bulkhead, superb body, drives beautifully, lovely interior. £27,500. Cranbrook. 07715 267424 13/22/008

Discovery

Hardcore off-road is still the best kind of bling!

AT TIMES, YOU MIGHT BE FORGIVEN for thinking that all the 90s and 110s in the world have already been blinged into the upper atmosphere. But there are still plenty of hardcore trucks out there – though whether you see them as that, or as an opportunity to sell off a load of parts and go again on a clean identity, is up to you.

Certainly, there are some quarry dogs fit only for rebuilding. But there are also some 90s and 110s that have been built to the same standard as a good blinger – but built to be used, not admired.

This here truck-cab is a proper tough one, for example. But whereas that used to mean the sort of vehicle no-one gets out of alive, it’s not one of those pigeon-welded horrors you still see letting the side down.

Its chassis is still original, apart from the rear crossmember, but it boasts a galvanised bulkhead. There’s a full exo cage and down below, a dislocating +3” suspension set-up is kept in place by HD castor-corrected radius arms up front and trailing links at the back. With all that going on, 3” tyres almost sound a little on the small side. They’re turned by a 300Tdi, but this is a 1987 vehicle which means it’s been repowered. Sure enough, the engine, gearbox and transfer case all came from the same Discovery. The engine has just had a new cambelt and front cover, too, and the back axle is also from the 300Tdi era –meaning it has disc brakes. Not just any old disc brakes, either, but a full set of drilled and grooved rotors clamped by a new set of pads.

Other good stuff includes a Slickshift from Syncro Gearboxes and a shifter relocation kit from Ashcroft, and then there’s off-road kit like a Southdown snorkel and full wading prep, twin Optimas and an electric winch on a heavy-duty bumper. All the lights have been replaced by LEDs, too. But something you don’t see every day on an off-road toy is that the wings, front panel and headlamp surrounds have all been renewed – presumably because the old ones had taken one knock too many, but the point is that this is a hardcore 90 that’s been kept looking nice, too. It’s even got a nice satin paint finish in Keswick Green.

This last point might not seem too important to you if all you want is a cheap one to turn into a pose-truck. But however much shiny stuff you chuck at it, some of us will always believe that the best Defender to be seen in is the kind that looks like you can be seen in it absolutely anywhere

The 90 is located in Melksham and priced at £10,000. You’ll find it on the page opposite.

RRL660

Utility inspection light that has Chip On Board (COB) LED technology that emits up to 180 lumens. With a swivel hook and magnet, the RRL660 is perfect for hands-free use. Anti-slip grip and ABS material with rubber paint finish make it durable and ideal for use in a demanding workshop environment. Batteries included.

3W COB Flat Inspection Light

180 lumens

Anti slip grip and ABS material with rubber paint finish Magnet and 360° rotating hook for hands free working www.ringautomotive.com

Look after a Land Rover, and it will last forever. This longevity, which is almost unique in the car industry, means a vast number of classic Land Rovers are still on the road today – and not just as classics, but as historical vehicles still working for their living to this day.

Land Rover: The Great British Classic celebrates this magnificent heritage by focusing on the best of Land Rover from its early days. A high-quality publication from the makers of 4x4 magazine and The Landy newspaper, it covers a broad spectrum of historical vehicles: not just Series I, II and III Land Rovers from the postwar years, but also the first generations of Range Rovers, Discoverys and Freelanders, as well as the 90s and 110s that were later to become the legendary Defender.

Covering the vehicles’ history, spotlighting case studies of restored and otherwise much-loved examples and searching out stories of adventure behind the wheel,

Land Rover: The Great British Classicc is a publication for everyone who admires Land Rovers from the early days.

Steering Wheel Restoration

Steering

Defender

Once installed, this easy to fit, hard wearing carpet will transform your Defender’s interior. The 5mm woven pile carpet is manufactured with a hardback which ensures it holds its shape for years to come. All holes are pre-cut for a precision fit. No glue is required and with only 4 strips of double-sided tape (supplied), fitment is quick and easy with no mess. The carpet also has the added advantage of improving soundproofing within the cabin. Floor mats are edged for a smart finish and the driver’s side mat has a reinforced heel mat which will keep wear and tear to a minimum. Kits consists of