The Landy June 2024

Page 16: Everrati’s first electric Series IIA for a US client makes its debut in posh surroundings

CREW’S QUARTERS

Land Rover made all sorts of 90s, but never a crew-cab. Fair enough. It’s a bit of an ungainly looking thing

But having found that a truck-cab was too small for all his sandwiches, Dave Cooper built one himself. And its layout turned out to have some particularly unexpected hidden benefits… Full story: Page 20 The UK’s largest range of Land Rover chassis Series 1, 2, 2a, 3 Defender

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‘Toughest ever’ Octa is also set to be the most luxurious Defender ever – and threatens to nudge £200,000

GET READY FOR THE DEFENDER

EQUIVALENT OF THE RANGE ROVER SPORT SV. Called Octa, it will go on sale later this year powered by the SV’s twin-turbocharged 4.4-litre V8 and likely to be priced entertainingly close to £200,000.

‘Original British adventure brand Defender will introduce a new highperformance, all-terrain hero in 2024,’ says Land Rover. Actually it’s not Land Rover saying it any more, is it, because Land Rover is just a ‘trust mark’ now. But then Defender isn’t just some silly old car, it’s an ‘adventure brand,’ so that’s alright.

The same engine puts out 625bhp and 590lbf.ft in the Range Rover Sport, allowing it to wipe out the 0-62 sprint

in 3.8 seconds. It might be expected to be down-tuned for use in the Defender – though as the two vehicles are now from completely different ‘manufacturers’ within JLR’s still fabulously pompous sounding House of Brands, why should it be?

Either way, the Octa will also be the first Defender with 6D Dynamics air suspension. An interlinked hydraulic system, this controls pitch and roll control to keep the vehicle near-level stance under acceleration, braking and cornering – while also allowing the maximum possible articulation on uneven terrain. Land Rover promises ‘an unparalleled breadth of capability, comfort and composure, whether onroad or off-road.’

On that subject, as well as being the toughest and most capable Defender ever, the Octa will also be the most luxurious, it sez ‘ere. To prove the point, it will have a ‘diamond-inspired signature graphic’ (or ‘badge’, to use the English language). This will appear in various place inside and outside the vehicle, including as a gloss black diamond within a machined and sandblasted titanium disc on each Signature Graphic panel.

In the words of brand boss Mark Cameron, ‘Defender has been synonymous with all-terrain capability, with a bloodline tracing back to the Series 1 in 1948.’ They had Signature Graphic panels, too, you see. ‘New Defender Octa will take this to another level, with Continued overleaf

“Tea for me, four sugars and enough milk so it’s the colour of He-Man.” kind

a dramatic stance (hands up if you’ve got ‘stance’ on your Land Rover press release bingo card), innovative technology and unparalleled attention to detail.

‘With astounding performance and a bold new attitude, it will enable our clients to master epic adventures in heightened luxury.’

The Octa badge (sorry, signature graphic) is being seen for the first time

on this model but it won’t be the last. Fear not. In future, it will be used on every flagship version of the Defender, with the diamond image representing a combination of toughness and luxury which, it would appear, is what the vehicle is now all about.

The Octa is currently ‘undergoing the most exhaustive development regime in Defender history,’ which is sure to

make you feel valued if you already own one. This involves the snow and ice of Sweden, the deserts of Dubai desert and the slickrock of Moab, as well as on the Nürburgring.

Is it really going to cost £200,000?

Looking at the price walk up to the Range Rover Sport SV from the model below it, if they do the same again here it’s going to be mighty close.

Land Rover dealers rewarded for customer service in JLR’s Retailer of the Year awards

EARLY LAST YEAR, THE INSTITUTE OF CUSTOMER SERVICE (ICS) PUBLISHED A THING CALLED THE UK CUSTOMER SATISFACTION INDEX. It covered 281 different businesses in all sectors of industry, with Land Rover the lowest placed of the 27 car markers among them.

We’ve no idea why this would be. But last month JLR UK says it ‘celebrated the accomplishments of its retail partners at its most recent Retailer of the Year Awards. These ‘recognised the exceptional contribution and achievements from the last year across the Jaguar and Land Rover network.’

So, either something changed big-time from one year to the next, or those customers were more satisfied than they knew Dealers’ performance and track record were evaluated over a number of categories; JLR describes the categories themselves as ‘esteemed,’ which we didn’t know a mere category could be. Results were:

Retailer of the Year

Group of the Year

Sales

Client Care

Customer Experience

Pentland Land Rover, Perth

Pentland

Pentland Land Rover, Perth

Pentland Land Rover, Dundee

Sytner Land Rover, Wakefield

Most Improved Duckworth Land Rover, Boston

Financial Services

New Vehicle

Approved Pre-Owned

JLR Fleet and Business

Sytner Land Rover, Wakefield

Pentland Land Rover, Perth

Sytner Land Rover, Conwy

JLR Wolverhampton

JLR Authorised Repairer County Land Rover Service Centre, Barnstaple

‘As we embark on an exciting transformation of our UK retail strategy, which places outstanding client care and experience at the forefront, it was a privilege to acknowledge the continued dedication and support of our retail partners in delivering our modern luxury vision,’ said JLR UK boss Patrick McGillycuddy. ‘We are excited to work with our dedicated and skilled retailer partners as we work to deliver this significant transformation together.’ Some of those people from the UK Customer Satisfaction Index might agree that a bit of outstanding client care would indeed be a significant transformation.

NEXT MONTH’S ISSUE OF THE LANDY IS PUBLISHED ON 28 MAY

You can pick up your copy of our July 2024 issue from selected newsagents and Britpart dealers – or read it online at www.thelandy.co.uk

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Court orders Gwynedd local authority to repair Happy Valley byway following legal action by Green Lane Association

Happy Valley is a celebrated public right of way north of the Dovey estuary near Tywyn in Gwynedd. Also known as Cwm Maethlon, it’s a little more than three miles in length and is famous for its spectacular views of the mountainous landscape around it.

It’s not the most challenging of lanes – it does also include some narrow and moderately tricky sections. However it has traditionally been driven as an appetiser to the nearby Horseshoe Lane (also known as Bastard Lane), which would be the technical highlight of any day out.

Over the course of many years, however, Happy Valley has become a lot less of a happy place to be thanks to a cycle of damage and neglect which has allowed a localised area of moderate erosion to degenerate into an impassable barrier to progress – not just for 4x4 drivers but cyclists, horse riders and even pedestrians too. Part of the problem is that getting past the damaged ground means detouring on to what is a protected landscape.

As can often be the case, once a lane falls into this kind of disrepair it can be lost to a spiral of inertia as the damage gets worse with every vehicle that tries to get through, the local authority does nothing and the route becomes unusable. In the case of Happy Valley, it’s been well over half a decade since the problems started.

Responsible 4x4 users, led by the Green Lane Association (GLA), have been standing by ready to help with repairs, and for several years the lane has been under voluntary restraint to prevent further damage to the route itself and the land bordering the problem section. But it has taken until now for a happy ending to show itself.

Regrettably, it has taken court action to bring the situation to a head. Following legal action by the GLA, Llandudno Magistrates Court ordred Gwynedd Council to repair the byway so that it can once again be used by walkers, cyclists, horse riders and drivers.

out its legal duties without compulsion has resulted in it being forced to pay the GLA’s legal fees for bringing the action.

‘There have been problems with the route for the last seven years,’ explains the Association. ‘The surface of the byway has deteriorated over time, including after suffering damage during Storm Doris in 2018.

‘Later that year, the GLA successfully worked with Snowdonia National Park Authority (SNPA) to carry out repairs. The Association funded the work, which brought this section of the route back into good repair.

to ban motorised access because the byway was in such a poor state.

‘After the GLA tried repeatedly to engage with both SNPA and Gwynedd Council about helping with repairs, the situation remained unchanged and the Association was left with no option but to serve a Section 56 notice on Gwynedd Council, which has overall legal responsibility for highways in the area. After two procedural hearings, the council agreed to the consent order without going to trial.

this iconic lane will soon be repaired and ready once more to be welcome responsible users.

‘This is a great result for everyone who wants to access our countryside in a responsible way without encountering accessibility problems,’ said GLA Vice-Chairman Chris Mitchell. ‘This was a route that had not been maintained for several years, despite the local authority having a statutory duty to do so.

‘The order states that the council must repair the surface of the route and carry out drainage work between two specified points within 12 months so that it can once again be enjoyed by all users, including those in vehicles.’

‘While we recognise this as a significant success in our fight against the unfair exclusion of users from public rights of way, the GLA is reminding its members, and other users, that they are expected to comply strictly with the GLA code of conduct when using the route.’ Issue 127: June 2024

And in what seems like a completely unnecessary use of public money, the local authority’s unwillingness to carry

‘Unfortunately, a later section of the byway then deteriorated to the point where it was impassable to all users and anyone, including walkers, cyclists and horse riders, trying to use this section of the byway, had to go on to a protected landscape in order to pass through. The GLA again sought to work with SNPA to carry out repairs but these efforts were unsuccessful and the Authority, which has day-to-day responsibility for highways in the area, imposed a Traffic Regulation Order on the route

Gwynedd Council has agreed to make the right of way passable once again by September 2024. This is right at the start of the now-traditional winter TRO season, and it’s not unusual in these cases for a further six-month closure to be implemented while repairs bed in, however the good news is that like the nearby Carn March Arthur,

‘We would have preferred to work with the national park authority and local authority to help carry out repair works but, unfortunately, despite efforts to arrange this, it was not possible. Legal action was a measure of last resort and we are pleased that so many users will now be able to enjoy the beauty of the route again, as is their right.

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Look kindly on people in new Landies

Where will it all end? With the news this month of the forthcoming Defender Octa, Land Rover is getting set to push the £200,000 mark for a version of the vehicle it loves to say can trace its lineage back to the Series I.

At the same time, the Range Rover Burford Edition is going to get within touching distance of a quarter of a million. Even the base vehicle would stand you £192,000, and that’s before SV Bespoke get their hands on it.

You may well come to the conclusion than Land Rover is now more irrelevant than even before as a 4x4 manufacturer. It used to make great vehicles, now it just makes expensive ones. I struggle to get past feeling like that myself, too.

But what choice did they have? In business, you follow demand or you die. The old-shape Defender was selling poorly, while the Range Rover was doing better and better the higher up the range you went.

It’s a no-brainer. Keep sending the Range Rover ever upwards. And turn the Defender into something that makes money the way the Range Rover does.

Which is basically what they did. And to the extent that a business is there to make money, it’s worked like a charm.

Does it matter that Land Rover is now more distant from its tradional fans than ever before? Not to Land Rover, clearly. They even said they were going to make vehicles the die-hards would hate – and tough luck. So what the guy in his IIA or Tdi makes of it, they don’t care.

But should the guy in his IIA or Tdi care? I’d argue that sad though it sounds, Land Rover is as irrelevant to its traditional fans as they are to it. So why worry about these tremendously unattainable things with Land Rover badges on them? It’s not like us real folk will ever be able to afford one.

So keep on driving your IIA or Tdi or whatever, and look kindly on the people you see in their hundred grand SUVs who think they’ve got the real thing.

Maybe one day you’ll be able to afford one too. Just don’t forget how many proper Defenders you could have for that money…

Alan Kidd, Group Editor alan.kidd@assignment-media.co.uk

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Range Rover gets more exclusive than ever with UK-only Burford Edition

WHAT COMES INTO YOUR MIND WHEN YOU THINK OF THE COTSWOLDS? A traditional agricultural landscape of rolling hills and authentic villages of honeycoloured local sandstone, perhaps?

exclusively in the UK to existing Range Rover Autobiography and SV owners.

A much loved escape from the city whose aesthetics border on perfection? A community lain waste by floods of pernicious money from outside? Farmhouses priced far beyond the means of farmers and now occupied, occasionally, by millionaires from London and abroad?

Behold the Range Rover SV Burford Edition which, ‘whether in the city or the idyllic Cotswolds landscape… represents the pinnacle of Range Rover personalisation.’

It’s based on the SV P615 V8 Long Wheelbase model and is limited to just 10 units, all of them offered

Burford was chosen for the vehicle’s name because it’d known as the gateway to the Cotswolds and because it’s ‘synonymous with luxury rural lifestyle’ (and shop workers who have to travel in from Gloucester and Swindon every day to serve said luxury rural lifestyle, most of them presumably not in Range Rovers). Aether Grey paint, with a satin finish and metal script badging, was chosen to reflect the ‘calm and beautiful British countryside,’ as was a Light Cloud and Cinder Grey interior using woven textiles as a luxury alternative to leather. The rear seats also feature co-ordinating scatter cushions.

‘We’re immensely proud to offer this highly desirable and rare limited

edition to our most discerning UK clients,’ says JLR boss Patrick McGillycuddy. ‘The Burford Edition builds on Range Rover’s exclusivity and luxury and captures the essence of the Cotswolds – one of the most beautiful locations in the UK and the heartland of Range Rover.’

Designed by Range Rover’s SV Bespoke commissioning house, the Burford Edition is ‘an exclusive curation inspired by the Cotswolds.’ You knew the C-word was coming, didn’t you? As is the P-word, which is simply ‘on application.’ Code for if you have to ask, you can’t afford it. The base model lists at £192,000 before you start messing with the options so we’d be surprised if the 10 clients deemed worthy of buying one get much change out of a quarter of a million quid.

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Autosparks introduces reverse-engineered wiring harnesses for Td5 Defenders

From £248.27 www.autosparks.co.uk

AUTOSPARKS HAS INTRODUCED a range of wiring harnesses for Td5-engined versions of the Defender. The company, which specialises in electrical components as well as harnesses for classic vehicles, kit cars and OEMs, developed these items by reverse-engineering and rebuilding the harnesses and supporting cable assemblies on three different Land Rovers.

These are the 90 and 110 from 1999-2003, and the 110 from 2003 on. Autosparks says further harnesses are still undergoing inspection, too, so you can expect the list to be fleshed out in the near future.

‘With TD5 engines fitted to Land Rover products from 1998,’ says the company, ‘this new addition extends the Autosparks Land Rover offering, already consisting of over 300 harnesses and battery cable sets for the Series 1 onwards, thus ensuring more classic Land Rovers stay on the road for years to come.’

With its socket-based solution, the OSRAM LEDriving HL EASY® retrofits replace conventional halogen lamps and allow an easy installation for cars with the respective halogen bulb types (H1, H3, H7/H18, H4/H19 and H15). The product offers: - easy plug & play installation with optimized compatibility –no need for adapters and caps! - an optimized high-speed fan ensuring active cooling - higher performance and high-level light output possible thanks to maximized heat dissipation - a stylish look as well as superior brightness

With the LEDriving ® HL EASY, it has never been easier to upgrade conventional high and low beam lamps to LED!

Insist on OSRAM – the number 1 in automotive lighting.

Issue 127: June 2024

Big savings on Terrafirma power pack and solar panel

Price: £547.49 inc VAT

From: www.maltings4x4store.co.uk, TF1740-1

KNOWLEDGE IS POWER, THEY SAY. But sometimes power is just power. Though you need to have the knowledge first or you won’t know where the power comes from.

Fortunately for you, you’re reading this so you know it comes from the Terrafirma Power Station. And now you also know that you can get this with the same company’s Solar Power Panel thanks to a tasty bundle deal from the guys at Maltings 4x4 Store.

The Power Station has a 500w, 240v AC output, a 481 watt-hour battery pack and a pure sine wave power inverter. Its features include three 60w USB ports, three 12v DC ports, a cigar lighter socket and power input ports, as well as an LED information screen and all the charging cables you’ll need. So wherever you go, that’s all your portable electrical requirements covered from one power source – cameras, phones, torches, laptops, mini coolers, lighting, sorted.

The Terrafirma Power Panel, meanwhile, is a foldable two-section, self-supporting, 100w solar panel that folds into its own carry case for protection when not in use. You might not turn to this kit for a major expedition, but for a camping motor it’s spot-on and you don’t need to be beneath the African sun for the solar panel to do its thing.

The Power Station comes in a metal case with a sturdy carry handle. It can be charged from the mains, too giving you the best of both worlds..

A fire pit in your Landy

Price: £88.71 inc VAT (was £97.39) From: maltings4x4store.co.uk

IT WOULDN’T BE CAMPING WITHOUT A CAMPFIRE. But the last thing you want is it to get out of hand, whether you’re in the middle of Africa or just having a backyard barbie.

Bundle deal from Maltings 4x4 Store on Terrafirma 270-degree awning and side room

Price: £731.22 inc VAT Available from: maltings4x4store.co.uk, TF1704BUNDLE

WHEN YOU’RE CAMPED UP AMID GLORIOUS SURROUNDINGS AT THE END OF A LONG DAY’S OFF-ROADING on the lower slopes of the Andes or the red sand of the Outback, or you’ve stopped en route to your game lodge to gaze in awe at the wildlife of the Serengeti, an awning will let you do it without being battered by the elements. Or possibly eaten by the wildlife of the Serengeti. Other cliches are available, of course; you might just want to be able to go to a Land Rover show without getting rained on. But either way, it stands to reason that the bigger the awning, the more you’ll be able to stretch out and relax while doing it.

The Terradactyl 2.5-metre, 270-degree awning from Terrafirma definitely fits the bill for that. Mounting to the left-hand side of your vehicle, it opens to provide a huge area of shade or shelter which also stretches round to protect the area behind it, meaning you can use the back door (aka the kitchen) without getting roasted by the sun or soaked by the rain.

Self-supporting in moderate weather conditions, the Terradactyl has four sturdy triangulated 2.5-metre aluminium arms and includes an integrated drop-down twist and lock leg and guy rope to secure it to the ground. You’re shaded beneath a 400D ripstop fabric canvas and each wing has a tie down

loop, allowing water to run off to prevent puddling.

The awning is mounted to the vehicle via an integral T-slot extruded aluminium back plate. When stowed away, it fits along with its poles into its own built-in heavy-duty PVC coated nylon cover.

The Terradactyl can be used on its own, but right now Maltings 4x4 Store is offering it bundled with a matching ‘room’ which attaches to it with a full-length velcro strip to provide all-round shelter. Each section includes a large roll-up external canvas window as well as a mosquito net, and one of these doubles as a full-size entrance door. Additional internal zip-opening panels allow access to side and rear of the vehicle – making the whole set-up as flexible as it is expansive. Leaving you with the not unpleasant task of driving somewhere to enjoy the view from your self-propelled mansion.

Terrafirma’s portable fire pit is the perfect solution. It’s 3mm stainless steel sides provide a two-stage adjustable cooking area of up to 35x40cm, within which a galvanised steel ash

tray and stainless grill allow you to cook up a storm. Then once the embers are cool, the whole thing comes back down to pack flat in the useful carry bag you get with it.

Land Rovers are returning to Newark Showground this June for a Summer Sunday filled with Land Rovers.

TICKETS NOW ON SALE AT

Booking Only)

See website for more details and to buy tickets!

Exhibitors old and new will join us, selling everything from parts & accessories to tyres, clothing and toys. Talk to overland adventure specialists about your next trip, discuss modification options with companies with the know-how and other experienced Land Rover owners. #GBLRS2024

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Horse Power

Where better than the rarified surroundings of a polo match for a high-end Series IIA restoration to make its US debut? This isn’t just any old classic Landy crossing the Atlantic for a new life, however –it’s the very first with an electric conversion from classic EV specialist Everrati

Words:

The antiquated and overloaded electricity grid in the UK had a tiny piece of good news lately. We’ve got one fewer electric vehicle to keep powered up. Or, to put it another way, hurrah, the very first all-electric Series IIA Land Rover has been sent to the USA, showcasing Britain’s determination to honour classic vehicles while being environmentally responsible. The two key players here are Everrati, the UK company from Upper Heyford in Oxfordshire, and ‘Craig’, who owns a corporate and equestrian

law practice which allows him to collect classic cars to drive around his polo fields in Florida.

Symbolically, the handover of the vehicle took place at the Grand Champions Polo Club in Wellington, Florida. And it’s not at all symbolic that the venue is referred to as ‘The Disneyland of Polo’.

Craig talked about protecting the environment and sustainability, which is presumably why he bought an old Land Rover, had it totally rebuilt with an electric drivetrain and then had it

shipped or indeed flown across the Atlantic Ocean.

Everrati is a British company which concerns itself with the business of electrifying classic vehicles, and it already has a showcase including Porsche 911s and even a Ford GT40, with customers dotted around the world. Given that the company is only about five years old, that’s quite a list of achievements. Naturally, Land Rover and Range Rover have been target vehicles before, but this is the first to head across the Atlantic.

Graham Scott Pictures: Everrati

Issue 127: June 2024

The vehicle in question is a 1971 Series IIA short-wheelbase, which has been completely restored from the ground up. The interior has some more contemporary touches, like seats that might actually be comfortable, plus a teak floor to go with the wooden steering wheel. The Bridge of Weir leather seats in the front, matched by bench seats in the rear, add just one of the touches of English class. Bridge of Weir, in the sort of attention to detail one notices, was chosen not just for its quality but also for the fact that it produces the lowest carbon leather in the automotive industry.

But, obviously, the major changes have taken place under the bonnet. There you will find a 60kWh battery pack sufficient for 150bhp and 150 miles from the two electric motors. This

then offers two- or four-wheel drive along with the off-road capability you’d expect from a classic Land Rover. Although, in this case, the battery is in the front rather than in, say, a Tesla where the substantial weight is spread out lower down in the floorpan.

However, given the climate in Florida, Craig should at least get the full range from the battery pack, aided as it is by regenerative braking, and AC and DC fast-charging capability. It would also be easy to forget that the original range of the IIA was actually about 150 miles anyway.

Also, let’s not gloss over that 150bhp, which is the better part of a 100bhp increase. That offers a 0-60mph time of 13sec, a full ten seconds faster than the original. We’re assuming braking has received some serious attention

in addition to being of the regenerative variety. And, given that we live in a changing world, it’s to Everrati’s credit that the company has ensured that all the motive power is reversible, should the grid finally collapse.

This particular vehicle, called The Polo Commission for obvious reasons, certainly looks the part and, with its quiet driving, definitely shouldn’t scare the horses in the polo fields. However, this isn’t the first Land Rover IIA that Everrati has exported. Last year it sent another example across to Amsterdam, to an owner who already owned an electric yacht so that both can quietly hum along the waterways of Holland.

If you wanted to follow suit you’d need to give Everrati a ‘straight, rust-free and clean title donor’. Oh, and £160,000.

Issue 127: June 2024

Outside the box

Dave Cooper’s reasoning behind the things he’s done with his Land Rover 90 is unusual – but still very sound. The vehicle itself is a one-off, too – but there’s no denying the logic to the way it is

Eaven in this era of blingers and shinies, you see a lot of 90s at off-road events. You see truck-cabs, hard-tops, station-wagons, traybacks… and, every once in a while, a king-cab.

When we say ‘once’ we mean it, because Land Rover never did the 90 as a king-cab. Dave Cooper did, though. And this is it.

Owning Land Rovers is something Dave’s very good at. It all started when Dave saw a County for sale and ended up buying it, then before you know it he’d decided that one Landy wasn’t enough and bought a Disco, too.

And that was before he had even done any off-roading. But the guy he bought the 90 from was in the local Land Rover club and soon he was having his first taste of green laning. ‘I absolutely loved it,’ he says. ‘I wanted to build a Land Rover for it, but the ones I had were too nice.’

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Words: Paul Looe Pictures: Harry Hamm

Left: The 90 started life with the infamous 2.5 TD unit under the bonnet, but by the time Dave got it there was no engine there at all. The 200Tdi he dropped in is pretty standard, though a side-exit exhaust with a wide-bore tailpipe and all the boxes removed helps it breathe more easily. The snorkel was designed to go in through the side of the wing but, as his vehicle spends its life squeezing through densely packed woodlands on the end of a winch rope, Dave re-routed it via the dummy grille in the wing top

Bottom: So, you’ve created an extended cab that falls halfway in length between a 90’s and a 110’s… now who do you go to to buy a roll cage for it? Answer: you don’t. Dave cut up a couple of old cages for bits then got down to it with a pipe bender and made the whole structure to fit, welding it to the chassis to create a full exo structure

At this point, let’s mention that Dave went on to own another Disco. And two 90s – the one in the pictures, and a daily-driven 300Tdi (which, when we took these pictures, was soon to hand it everyday duties over to a Range Rover he was restoring. Oh, and there was a 110 floating about too. Five Landies, then, and ten live axles, so he’s passed the ‘proper ones’ test with flying colours.

Passing tests wasn’t something this 90 was going to do when he first had it, though. ‘It was quite tatty and beaten-up. It was an old farm truck with a cattle shed on the back, and it didn’t have an engine. But the chassis and bulkhead were solid, and they’re still original now.’

In the days when it did have an engine, it was a 2.5 TD. Dave dropped in a 200 Tdi as the process of turning a rough old dog into a fine beast got

Issue 127: June 2024

Above: The front axle is a 24-spliner from a Discovery 300Tdi. It’s more standard than some, but the 110 vented disc conversion means breaking effort should never come up short

Above right: Fancy suspension? Who needs it. Simple +2” Britpart springs and shocks are all it took to put the 90 where Dave wanted it

Below: Unlike the one at the front, the rear axle is a Defender unit. A Defender 110, as it happens – with a 4-pin diff and strengthened halfshafts providing the sort of ruggedness you want when you’re giving it some on rough ground

Berlow right: Britpart spring and shocks do the job at the back, too. You can also see a set of relocation cones here, and holding the axle in place the standard A-frame is backed up by a pair of cranked trailing links, also from Britpart. That’s a wide-yoke propshaft you can just about see part of, too

underway, then having removed the ‘cattle shed’ from the back he was left with an everyday truck-cab. This, however, wasn’t what he wanted – so he built the arrangement you see here. ‘A truck-cab is too tight. There’s nowhere at all to put things except in the back tub, and then you have to get out every time you want something. With the king-cab, I can have my tools in here in the dry, and plenty of sandwiches!’ He can recline his seat as far as he wants, too, having lowered the bulkhead behind it.

Are there any drawbacks to the king-cab layout? In the debate between truck-cab and van, you could call it the best of both worlds – but just as easily the worst. Dave’s answer is an interesting one.

‘A van body can be handy, as you’ve got more to lean on in trees. There’s been times when I’ve watched my mates in full-length 90s getting through something by being up against a tree the whole way, and I’ve thought “if I do that, I’ll roll,” so I’ve had to back out.’

Of course, this only applies if you’re fitting a full external roll cage – if you’re not, extra bodywork is just something to smash up. And if you ever plan to do an RTV, rest assured that to the Clerk

of Course, a gate brushed gently by a full-length roll cage is just as surely hit as if you’d run it over and reduced the cane to splinters.

If he was doing it again, would he build a van? ‘I’d probably rather have that than a truck-cab, yes. But if I was to redo this one, it would be another king-cab again.’

And with that, he provides another insight into the mind of an off-roader to whom the really severe stuff is where it’s at. ‘This sinks quicker in water than a van.’

That sounds like a bad thing. It’s not.

‘Because the water comes in to the pick-up area in the back, it weights it down and you sink quicker. So you’re not floating for as long – you get your wheels down to the ground faster so you can start driving. I’ve seen a few float off down rivers – the sooner you get it under control, the better!’

Dave and his mates tend to go out to a playday once a month, looking for the sites with the toughest terrain. ‘As long as we can get stuck, we’re happy!’ he says, though with a rear-locker on the top of his to-do list, that might start getting trickier to achieve. Or at least, by the time he gets stuck he’ll be in an even more awkward spot, which will

Dave made the king-cab body by butchering panels from an old 110. Benefits of the layout include extra storage; no roll bar stays in the cab; more space for reclining the seats; and somewhere to mount a fire extinguisher that won’t mean it’s constantly getting you on the shin, or the back of the head

to do so now. As you’ll have spotted, Dave has one, and as you’ll also have spotted it’s not like anything you’ll see on sale at a Land Rover show.

Actually, it is like something you’ll see on sale at a Land Rover show, because that’s what it’s made of. Ladies and gentlemen, introducing the hybrid roll cage.

‘The rear hoop was off a Series I,’ says Dave. ‘I extended that to make it higher, but the front hoop was only fit for cutting up, so I used that to make the middle section. I bought a Safety Devices front hoop, made the rest from scaffolding and patched it all together!’ Sounds so simple, doesn’t it?

Often when we talk to people about their vehicles, they’re full of stories about what they’re going to do next.

probably suit him down to the ground as the last thing he’d want is a boringly easy winch recovery.

If we hadn’t already mentioned fulllength roll cages, it would be prudent

As well as that rear locker, Dave said he’d like to replace his front winch with an 8274, but that was about it –however with so many other Land Rovers to give him his fix in the workshop, he was more than happy to let the 90 provide the entertainment off-road. ‘I love them!’ he admits happily. ‘I enjoy working on them a lot, and driving them just as much.’

And winching them, too. Will he be getting a front locker to go with that rear one? ‘I’m not too sure, because every time we go out my mate Rob, who has one, does a CV! I’m happy to drive as far as I can get and winch it from there.’

As part of such a tight-knit group, off-roading’s a social thing for Dave as much as anything else. In that, he’s just like the rest of us.

When it comes to the shape of his Land Rover, on the other hand, he’s one of a kind. His thoughts on the pros and cons of its body have the ring of truth that comes with experience, and his willingness to search out the most testing terrain gives him the mark of someone whose truck looks far straighter than it has a right to be. It’s a thinking man’s Landy, this one. And that makes it stand out all the more.

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depreciation-free motoring.’ We were half right, though values have dropped sharply over in the time that has passed since then.

Two years ago in this part of The Landy, we asked whether the 200Tdi Defender was the best vehicle Land Rover has ever made. It’s not the most iconic – the Series I will always wear that crown –but for the combination of modern(ish)

Series I (1948-1958)

The Series I, particularly in its 80”

usability and classic, fix-it-with-a-rock simplicity, the original Tdi was perhaps the sweet spot between old and new. Back then, we said that a well chosen 90 or 110 Tdi from this era would be ‘the only car you’ll ever need’ and that it could ‘literally provide you with lifelong,

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

Series III (1971-1985)

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

90/110 (1983-1990)

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.

That’s largely due to the plight of the economy. Defender values might never again hit the heights they did when time-warp Tdis were making £40k-plus at auction, but when (if) the country gets fixed, prices can be expected to firm back up again.

£5000-£85,000

for millionaire money, preservation is the aim of the game. The earlier the vehicle, the more it will be worth. The sky’s the limit – but can you really put a price on such an icon?

Pros: Heritage, charm, a true classic, the original Land Rover

Cons: Availability of parts, price tag on early 80s

£2500-£30,000

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

Pros: Most affordable way into Series ownership. Still has the Series pedigree. Parts still widely available

Cons: Not yet as desirable as the earlier Series models

£3500-£22,000

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

Pros: Not like all the other Land Rovers out there. Military background. Lovely 2.25 petrol

Cons: Appearance isn’t to everyone’s taste. Exclusivity over regular models means they command a price premium

£3500-£35,000

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

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

That makes this a very good time to be a Tdi buyer. A good one is still as good as ever – and right now, it’s more in reach than it’s been for a long time.

Series II/IIA (1958-1971)

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

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

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

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

Series IIA/IIB FC (1962-1971)

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

101 (1972-1978)

127 (1985-1990)

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

127 was built on a special production line in Solihull which 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

Insure a 200Tdi Defender 90 with Adrian Flux

from £168

• Based on a 1991 Hard-Top. Galv chassis, disc brakes. Valued at £18,000, 7500 miles a year. 50 year old driver, fully comp, £250 excess

£2500-£45,000

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

Pros: A sound investment to restore – and enjoy

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

£7500-£26,000

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

£6500-£27,000

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

guise, is the most sought-after of

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

These military vehicles can easily be distinguished from regular

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

Defender 200 Tdi (1990-1994)

Defender

300

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 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.

Tdi (1994-1998)

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

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

Defender TDCi (2007-2016)

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

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

£4500-£43,000

become sought after for their light clutch and better shift action. It was during the Tdi era that Defenders started getting things like alloys, too. You might even find one that’s not been off-road…

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

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

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

(1990-2016)

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.

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.

£12,500-£35,000

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

Defender Td5 (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

Defender (2020-on)

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

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

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

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

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

£55,000-£165,000

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

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

The last Defenders gained modern 2.4 and 2.2 TDCi engines and

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

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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

Range Rover Classic (1970-96) £4000-£275,000

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

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

Range Rover (2002-12)

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

Range Rover

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

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

(2022-on)

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

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

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

Cons: Rust, availability of parts for early models

£2200-£27,000

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

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

Cons: Very complex. Huge running costs

£99,000-£220,000

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

Range Rover Sport (2013-22) £19,500-£140,000

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.

Range Rover Evoque

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

The Freelander 2 was a massive improvement on the model

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

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

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

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

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

Pros: Reliability, refinement, economy of diesel engine

Cons: Transmissions can wear quickly if used for towing

Range Rover (1994-2002) £1000-£28,000

A Mk2

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

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

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

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

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

Range Rover Sport (2005-2013) £2500-£20,000

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

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

(2011-19) £7500-£41,000

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

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

Nevertheless, it is economical by Land Rover standards and

because there are so many out there, used prices are tempting. There’s a Convertible model, too, as well as three and five-door tin-tops. We say stick to the latter, and be sure to get one with 4WD.

Pros: Economy, handling, iconic concept-car image

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

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.

Range Rover Sport (2022-on)

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

Range Rover Evoque

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

£80,500-£145,000

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

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

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

(2019-on) £31,000-£60,500

Evoque has adopted a similiar back end to the larger Velar. It’s not just the exterior that mimics the looks of the larger vehicle, however, as the Evoque has gained the latest Touch Pro Duo tech and a hike in quality.

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

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

Pros: Feels like a proper Range Rover inside

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

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

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

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

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

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

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)

The Velar a competent cruiser and has received numerous accolades

Discovery 2

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

(1998-2004)

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

Discovery 4 (2009-2017)

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

Discovery Sport (2015-19)

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

£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

£1000-£11,000

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

£6000-£30,000

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

£12,500-£33,000

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

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

Discovery (1989-1998)

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

Discovery

3

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,

£800-£18,000

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

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

Pros: Price, practicality, parts availability. Epic off-road ability

Cons: The body rusts like it’s been doused in sea water

(2004-2009) £1850-£16,000

Discovery 5

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

(2017-on)

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

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

£24,500-£95,000

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

Pros: Immense blend of comfort and practicality

Cons: Feels more like a softroader than a proper Discovery

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

The second-generation Disco Sport came along only four years

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 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 Discovery Sport packs seven seats into a Freelander-sized

Somewhere between a facelift and a whole new model, the Disco 4

Series III Lightweight (1972). 2.5 diesel. Galv chassis, new doors and door tops, military hitches, four rear seats. Well maintained and reliable. First registered 1981. £11,500. Holsworthy. 07861

741441 05/24/007

Series III 109” 2.25 petrol. Ex-military. All original. Good chassis, bulkhead will need future work. Roadworthy. Much spent on recent full rewire, tyres and new canvas. £6950. Wadebridge.

07775 593539 05/24/002

www.thelandy.co.uk

Issue 127: June 2024

Series I 86” (1955). Very good original condition. New seats and tyres. Bought for a collection but kept in roadworthy condition. Sale due to ill health. Open to sensible offers. £15,250. Somerset. 07836

322352 05/24/009

and awning, solar panel, inverter, air compressor, fridge, double bed, fresh water tank, long-range fuel tank, lots more. £17,995. Lightwater. 07770 997569 04/24/008

Defender 90 TD5 HT (2000). 148,000 miles. Galv chassis. New turbo at 117,000 miles, new floor pans in 2022. Full respray in 2016. Excellent condition for year. Rare factory colour. £12,500. Bedford.

07766 832605 05/24/008

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

www.cambrianway.com

Green Lane Holidays in Mid Wales

Family run guest house and self catering cottages with spectacular views, en-suite bedrooms, comfortable lounge bar and excellent home cooked food. Pressure washer, drying room, map room with local lanes marked, on-site 4x4 course, guides and GPS hire available. A very popular venue for both individuals and groups of 4x4 enthusiasts

Special Offers for The Landy Readers

2022 Prices held until February 2023 10% discount off accommodation between 25th November 2022 and 28th February 2023 by quoting TL10 when making booking direct by phone (excluding Christmas & New Year & subject to availability)

Series II 88” 2.25 petrol (1960). Original chassis and engine, recon gearbox. SU carb, Fairey overdrive. Parabolics. General Grabbers, Wolf rims. Good body. Adjustable seats.

Many extras. £12,000. Rochdale.

07766 241592 05/24/013

Defender 90 Td5 (1999). New engine Jan 23. £10k repairs and accessories in last 2 years. Terrafirma steering arms, LOF clutch and flywheel, Frontrunner rack.

MOT Sep. £14,000. Lincoln.

07944 002998 05/24/011

110 CSW project (1989). Galv rolling chassis and bulkhead, refurb axles, 5.9 Cummins (Reece Myers conversion). ZF lorry box. New PAS box, front brakes, HD suspension.

Project to complete. £8000. Consett. 07968 176213 05/24/012

Defender 90 Pick-Up (2012). 36,500 miles. Tuned 2.2 TDCi. Many Bowler parts. KBX grille, Lazer LED bar. Uprated brakes, Terrafirma shocks. Excellent condition. £39,995. Waltham Abbey 07958

372618 05/24/006

Discovery 4 3.0 TDV6 XS (2009). 97,113 miles. Sat nav, heated seats, cruise control etc. Cam belt done August 23, full MOT, new brakes all round. All works as it should. £7500. North Ferriby. 07562

594007 04/24/001

Discovery TD5 (2002). 195,000 miles. +2” suspension, mudterrains, snorkel, LEDs, HD front bumper. Stage 2 remap, EGR delete, side-exit exhaust. £2800. Three Legged Cross, Dorset. 07796 926454 04/24/002

Series III Lightweight (1971). Full rebuild 2 years ago,. PAS, discs, 3.5 V8stainless

Defender 90 2.4 TDCi (2007). 122,000 miles. New clutch and flywheel, +2” suspension, cranked rear arms, dislocation cones. Recent Toyo MTs, LEDs, new turbo and exhaust. FSH. £15,995. Ballyclare. 07843 800388 05/24/010

Defender 90 Td5 Heritage (2005). 165.000 miles. Three owners from new. Remote locking, electric windows, FM stereo, LEDs, brand new battery in Feb ’24. Part history. MOT April. £15,000. Hereford. 07714 614567 05/24/005

Discovery V8 50th Anniversary (1999). 87,870 miles. Genuine  unmolested example. Superb chassis and engine. Original book pack. Always well looked after. MOT Feb 25. £12,500. Godalming. 07778 897394 04/24/004

Discovery 300Tdi (1996). 83,000 miles. Body-off resto (no rust). +5” suspension, +2” body lift, winch, HD bumpers, snorkel, LEDs. Recent cam belt. More than £15,000 spent. £5495. Ilkeston. 07939 921799 04/24/003

HINDON

15” WOOD RIM

‘The Hindon’ by Heritage 1948 has been developed after customer demand for a 15” Wood Rim Wheel with a Satin Black Anodised Body. 'The Hindon’ joins our ever growing range of exceptional quality wheels.

The Hindon 15” Wood Rim by Heritage 1948 has been developed around the classic spirit of the Land Rover and continues our uncompromising commitment to quality aftermarket parts. The Satin Black Anodised Body of the Steering Wheel is forged from durable 6061 Billet Aluminium. This is contrasted by a crafted Beech Wood Rim and nished o with 9 Polished Structural Metal Rivets. A Steering Wheel guaranteed to improve the interior of any Land Rover Series or Defender.

Heritage Wood Rim Steering Wheel 6061 Billet Aluminium Beech Wood Rim Black Anodised Body 48 & 36 Spine Boss Kits

Product Code: HER-WH-05

+44 (0) 1948 545132

88"FUll Hood

Heritage 1948 is dedicated to producing a range of outstanding quality Canvas Hoods for Series Land Rovers. Unlike some of our competitors, all of our Land Rover Hoods are handmade in our Somerset factory from superior quality ‘Moorland’ Canvas.

Our handmade Hoods are inherently more accurate than machine produced counterparts, allowing for an enhanced t and exceptional quality control. Heritage 1948 has taken great care to ensure all our Land Rover Hoods have an enhanced life span and are all nished with period correct Solid Brass ttings.

HERITAGE LAND ROVER magazine is produced by Land Rover experts and enthusiasts and covers the era of the Series I, II and III as well as the original Range Rover, and more modern classics such as the early Discovery and Defender. Published 4 times a year, Heritage Land Rover is a high-quality magazine combining great writing with beautiful photography, making it a publication you’ll want to keep hold of and treasure.

) £25 per year by Direct Debit or by card or cheque £27.96

) Get each issue delivered swiftly to your door

Steering Wheel Restoration

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.

tel: +44 (0)1843 844962

Steering Wheel Restoration www.steeringwheelrestoration.com

Steering Wheel Restoration

steeringwheelrestoration.co.uk

tel: +44 (0)1843 844962

steeringwheelrestoration.co.uk

lorries, buses, boats. Bluemels, celluloid, bakelite, wood & plastic.

tel: +44 (0)1843 844962 steeringwheelrestoration.co.uk

Land Rover I, II, III

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.

restored to concourse standard. Steering wheel restoration, vintage to modern cars, tractors, lorries, buses, boats. Bluemels, celluloid, bakelite,

tel: +44 (0)1843 844962

tel: +44 (0)1843 844962

steeringwheelrestoration.co.uk

steeringwheelrestoration.co.uk

Steering Wheel Restoration

Steering Wheel Restoration

Goodbye Saggy Headliners

Say Goodbye to Sagging Cloth Headliner:

Our kits are manufactured to replace sagging or deteriorating cloth headliners, giving your Defender’s interior a much-needed facelift.

Rigid Composite Material for Durability:

Constructed from a robust composite material with a textured finish, these kits offer enhanced durability and longevity, outperforming traditional cloth headliners.

▲ Defender 90 - 1987 - 2016 with Alpine lights

DA3694 Light Grey

DA3871 Black

⊳ Defender 110 - 1987 - 2016 with Alpine lights

DA3745 Light Grey

DA3870 Black

Makes maintaining a clean interior effortless.

Easy to Clean Surface: The wipe-clean feature of our headlining kits makes maintaining a clean and hygienic interior effortless.

Simple Installation with Existing Clips: Designed for convenience, these kits can be easily fitted using the existing clips in your vehicle, making the installation process quick and hassle-free.

Moulded for a Perfect Fit: Each headlining kit is moulded to ensure a precise fit, adhering to the contours of your Defender for a professional and smart appearance.

Lightweight Construction: Despite their rigidity and durability, our headlining kits are surprisingly lightweight, ensuring they don’t add unnecessary weight to your vehicle.