The Landy June 2018 by Assignment Media Ltd

Nicky Smith soldiers on manfully in his testing mission to get his 110 back on the road: Page 42

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The Land Rover Discovery has always been a versatile vehicle, but now early D1s are sought after for very different reasons

Full story: Page 26

Not all overlanding machines are battered old Defenders. Sometimes you just need is a Discovery 5…

Full story: Page 34 Military Land Rovers always carry themselves with purpose, but none more so than the Wolf. Andy Godward, however, owns a very special Wolf Defender – one of just a few R-WMIK machines in civilian ownership. It is, simply put, one spectacular and extraordinary vehicle.

Full story: Page 20

The race to be ready for this year’s King of France is on, and Team Syncro Racing is going for the win

Full story: Page 46

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Contents

CL ASSIC + MODERN CAR • CL ASSIC + MODERN BIKE

MULTI VEHICLE • COLLECTORS • KIT CAR • MOTOR TR ADE COMPETITION CAR • SUPPORT VEHICLE

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Features

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20 Andy Godward – R-WMIK Wolf 24 Monarch Enterprises – Series III 26 Dunsfold Collection – 1990 Discovery 1 31 Range Rover Evoque HSE Dynamic 34 Andy Mair – Pyrenees in a Discovery 5 38 Ruby The Landy – Episode 17 42 Workshop – Nicky Smith 110 Resto

04 News 11 Next Month 14 In Gear – New Products 48 Buyer’s Guide 56 Stockist Directory 58 Vehicles For Sale 62 Calendar

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hether your interest in pick-ups and 4x4s is for professional or recreational purposes, the inaugural 4x4 and Pick-Up Show is the event you won’t want to miss, with dedicated show days for both the trade and the public. Held at the NAEC at Stoneleigh Park in Warwickshire, over the 15 and 16 June, the show boasts a host of expert names from the world of SUV, with headline sponsors, Terraﬁrma, and show partners Isuzu, Subaru and BFGoodrich all being conﬁrmed. Pinned as the UK motor show for 4x4 and pick-up vehicles, the event will offer visitors the chance to get upfront and personal with leading manufacturers and their machines, including SsangYong, Subaru and Isuzu. Bespoke builders, such as Deranged, Arctic Trucks and DV8 Works will also be demonstrating their customised trucks, presenting the opportunity to browse the newest and most exciting vehicles on the market. Subaru, Isuzu, SsangYong, Deranged and DV8 will be running test drives on the day, along with suspension specialists, SuperPro, making the most of the road network on the Stoneleigh grounds, and giving you the chance to get on personal terms with vehicles on display. For those who like to get dirty, Isuzu are taking over Stoneleigh’s off-road course to showcase the abilities of their chief pick-up, the Isuzu D-Max. Not just about new vehicles, the 4x4 and Pick-up Show will also bring you a diverse aftermarket offering, with two

halls ﬁlled with everything a 4x4 owner may need, from headlights to caravans. Brands such as Rhino Linings and Speedliner offer products that equip your truck’s load bed ready for work; Dynamat can soundproof your vehicle; rubber can be supplied by Davanti and 4site 4x4 Tyres, while OTS Truck Systems and Gearmate offer organisation solutions for pick-up beds. And Terraﬁrma, Ironman 4x4 and SuperPro can serve up serious hardware to ensure your suspension is up to any task. This is just a few of the many experts that will be on hand to help you get the most from your vehicle. It won’t be all work and no play, however, as a breadth of exhibitors offer lifestyle accessories and means to customise your 4x4. Ruskin bring bespoke interiors; 4x4 Overlander specialise in everything for vehicle-dependent adventure; Front Runner and APB Trading Ltd stock off-roading accessories and

equipment, while Apollo Motorhomes, K2 Off-Road Caravans and Northstar have off-road accommodation covered. There will also be stands for Landy fans with Hobson Industries, and APB both bringing Land Rover-focused products. For those working in farming, agriculture, the building industry or using a 4x4 or pick-up as a working vehicle – or even a buyer of vehicles for the trade – the 4x4 and Pick-Up Show is an ideal and easy way to take in the current market. Whether you’re in the market for a new vehicle; are looking to upgrade your own, or simply want to see what the market has to offer, then this is the show you need to attend. With the trade day on Friday 15 and public day Saturday 16 June, tickets are £10 in advance with prices higher on the day, while under 14s go free. For more info, head to the show website at 4x4andpickupshow.co.uk

Exclusive to The Landy Readers Present this voucher at the show on Saturday 16 June for free entry for one adult Please complete the following information to validate this offer Full Name: Postal Address (Including Postcode): Email: Telephone: I would like to receive relevant eNewsletters and postal mailings of interest from the show organisers Assignment Media Ltd Assignment Media Ltd would like to share your contact details with our Show Sponsors and Partners so that they can contact you about their products and services. Please tick to conﬁrm your details can be used in this way.

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Swansea Vale 4x4 is an established, independent, family run business in South Wales with almost 40 years experience working with Land Rover vehicles. We offer a high quality affordable service at a fraction of the cost of the main dealer.

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Royal Rangeys break Auction Records

Words: George Dove wo Range Rover Classics, both commissioned for former King Juan Carlos of Spain, have broken records at a Coys auction in Germany. Both of the record-breaking models sold for the same price of €78,750. The 1973 Range Rover Cabriolet

was used by Juan Carlos before his crowning and was kitted out ﬁt for a king. The interior was ﬂushed with leather and the dashboard was customised by Wood & Pickett, whilst the exterior got Wolfrace wheels and an ‘H’ shaped grille of horizontal bars. The 1977 Rangey Classic was ordered from Alcom Devices in London, and came with 10mm bulletproof

glass, body armouring and a communication system straight from a spy novel, that allowed the King to be tracked in cars, yachts, helicopters – you name it. This too took the same grille and wheels as his highness’ previous convertible. Both vehicles simultaneously set the record for most expensive Range Rover Classics at auction.

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BMIHT raise prices for Heritage Certificate The British Motor Industry Heritage Trust has raised the prices for those looking to purchase one of the renowned Heritage Certificates. The changes took place at the start of April, with the certificates now costing any document-seeking owner £43 plus postage. The service provides a certified copy of your vehicles records when it left the factory, with details such as final production spec, the date it left the factory and engine and body numbers. Still a worthwhile purchase for any classic Land Rover owner out there, even at this price…

BMM going full-on Landy for half-term To celebrate Land Rover’s 70th anniversary, the British Motor Museum are putting on a series of Landy-themed events to entertain the whole family across half-term, running from 26 May to 3 June. The new Discover Land Rovers Trail is a family-friendly tour where visitors can explore Land Rovers in the museum’s collection in an interactive manner. The route will visit the Landy where it all began, Huey, and explain what it was about the original Land Rovers that made the marque into what it is today. Another new addition is family adventure tours, led by costumed guides, that bring to life some of the adventures undertaken by Land Rovers, and will show younger fans how they encom-

passed jungles and deserts without sat-nav or the technology of today. The final Landy specific feature the museum will be putting on is much more creative. Using techniques and an app developed by Kudian Software and Aardman – the guys who made Wallace and Gromit – visitors to the museum are invited to make their own Landy film. After designing a storyboard, visitors build their Land Rover model, and then bring it to life using the Animate It! app. All of these three exhibitions are included in general admission, along with all of the usual displays and features. For details on the May half-term activities and ticket pricing visit www. britishmotormuseum.co.uk.

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Can I have a word...

n the exact day this issue of The Landy newspaper is published, Land Rover will celebrate its 70th anniversary. All those years ago, at a little motor show in Amsterdam on 30 April, the world was introduced to a Land Rover for the very ﬁrst time. In fact, it’s the Land Rover pictured at the top of this column, although it’s clearly not been in show condition for some time! It’s unveiling was an event that would change the world and how we looked at transportation. The Land Rover became a farmer’s best friend, a comrade, a practical daily runner and a machine that could beautifully mix business and pleasure. Land Rovers developed a reputation for being the most capable fourwheeled vehicles in the world and over the decades, the Solihull ﬁrm has transferred the same philosophy into other models that have joined the ranks. I bet Maurice Wilks never thought a Land Rover could lap the ‘ring faster than a Ferrari, though... Times certainly change, and the Land Rovers we have on our roads today are very different. But the originals are still timeless. They are the honest, dependable, robust vehicles this country needed at the end of the 1940s. And while Land Rover’s history stretches back far beyond my time here on Earth, I have the utmost respect for these old veterans of functionality. Anyone who spends time in their company knows how infectious they are; how brilliantly simple and uncomplicated they are, and for that I must say thank you to Mr Wilks. Thank you for drawing in the sand all those years ago, but above all, thank you for sharing your genius with us. Happy anniversary. Mike Trott, Editor michael.trott@ assignment-media.co.uk

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Meet The Legends

trio of legendary Land Rovers have conﬁrmed their attendance at the Land Rover Legends show in May. The Team

Gringo 1989 Camel Trophy winning 110, an overland pioneering 86” Station Wagon and a record-breaking Range Rover Classic turbodiesel will join the bill.

Winners of the 1989 Camel Trophy, Bob and Joe Ives, will make an appearance with their 110, completing the only UK team to triumph in the global adventure challenge. The brothers will take to the stage with their 110 teammate to answer questions on their heroic and historic success. The second guest at the show is one of the two 86” Landies that completed the Oxford and Cambridge Far East Expedition from London to Singapore in 1955. Named ‘Oxford’ and ‘Cambridge’, the latter was sold on its return to Solihull, and was lost when it ran off-road on a subsequent adventure. Oxford, however, embarked on several more adventures, before being retired and used for parts. But current owner, Adam Bennett, embarked on a mission to get it back home to the UK. After successfully returning with Oxford, Adam embarked on a sympathetic restoration. Once this was completed, Oxford passed an MOT ﬁrst time and was on hand during the second winter that recently hit

Britain and will be live on stage at the Legends show. You may remember that in the old, old Top Gear, when it aired on Thursday nights, host Chris Goffey was one of the ﬁrst to drive the then-new diesel Range Rover. And he slated it. Land Rover were understandably distraught, and it later came to light that the vehicle driven on TV had not been through the proper inspections before being handed over. In response to this, the team made a duo of VM-powered turbodiesel Rangeys that were stripped and tailored to take on – and

achieved – 27 sprint and endurance records at MIRA. The vehicles, codenamed the Beaver Bullets, drastically changed perceptions and the diesel-powered Rangey went on to be a huge success. An important part of the brand’s history, the Beaver Bullet will be at the Legends show and will undoubtedly be a star of the event. All three of these legendary Land Rovers will appear, alongside countless other Green Ovals, at the Land Rover Legends Show, taking place over the weekend of 26-27 May.

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Charge! G

Words: George Dove

umtree 4x4 are once again taking part in the Rhino Charge – an annual charity overlanding adventure that raises money for the Rhino Ark charity. Rhino Ark is an NGO that raises money and awareness to help them in their work protecting Kenya’s mountain range ecosystems. When it put on the ﬁrst Rhino Charge in 1989, the organisation was committed to saving the shrinking population of rhinos in the Aberdare National Park. The ﬁrst event raised less than £2,000, but in 2016 the event amassed almost £970,000. The Rhino Charge is an annual event and tasks entrants with reaching 13 guard posts within a 100 sq.km region from their various starting points. The challenge lasts ten hours, and the winner is crowned by reaching the highest number of posts by covering the shortest distance. To enter the charity challenge, prospective teams must pledge and raise a minimum sponsorship fee of £15,000. Planning to enter the challenge yet again, Gumtree 4x4

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aguar Land Rover has a new mission as part of the 007 Elements interactive experience in Sölden, Austria. Based 3,050 metres up at the peak of Gaislachkogi, 007 Elements is right next to the ice Q restaurant used as the Hofﬂer Klinik in Spectre and will feature various JLR vehicles.

Representing the Green Oval side of Solihull are Spectre-spec Defenders and the raucous Range Rover Sport SVR that featured in the snowy chase scene in the latest Bond blockbuster. The motor from a new Jag I-Pace will be utilised to power a model of the C-X75 concept used in the street chase in Rome.

The exhibition will open to the public on 12 July. Landies have a history appearing alongside Bond, and it all began 35 years ago when Roger Moore made his escape in a Range Rover Classic alongside Tina Hudson in Octopussy. Odds on the new Defender to appear in the next ﬁlm, anyone?

are looking for donations to aid their and Rhino Ark’s efforts. All expenses will be met by team members John Bowden, Van Ballard, Simon Davies and Matt Evans, meaning that all donations will go directly to Rhino Ark. There is a JustGiving page set up to support the Gumtree 4x4 campaign, which can be found by searching for John Bowden on the website. The team will also accept goods to sell towards the total fund. The 2018 Rhino Charge takes place in Kenya on the 2nd June, and having won the inaugural UK Rhino Charge, team Gumtree are hopeful of their chances in car 9.

Mirror Mirror The Range Rover Velar has been awarded the World Car Design of the Year at the 2018 World Car Awards. The newest SUV in the Rangey stable follows the Evoque, which won the same award in 2012.

Five Get a Land Rover Land Rover has launched its 2018 vehicle bursary, continuing the brand’s loyal support of the Prince’s Countryside Fund. Five Land Rovers will be given to young entrepreneurs working in rural Britain, and along with the year-long loan of a vehicle, the successful candidates will receive off-road driver training – and for the ﬁrst time, towing training, too. Among the ﬂeet this year there will be three Discovery Sports and a duo of Discovery Commercials. The bursary is open to those between the ages of 21 and 35, and the window for applications closes on 30th April at 5pm.

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NEXT MONTH

Memory Lane: As Land Rover celebrates 70 years of its history, we look back at what made Land Rovers so successful against the rest of the world

01673 842101

PLUS

Few people can claim to be a greater petrolhead than Peter Wales. Just take this early Range Rover Classic with an RPI V8 as one example...

You might think only the very latest Discoverys can be classed as luxurious travellers. But when you look at Eddie Knorn’s Discovery 2 in ES Premium spec, that viewpoint is likely to change

NEXT MONTH’S LANDY IS PUBLISHED ON 28 MAY You can pick up your copy of our July 2018 issue from newsagents or Britpart dealers – or read it online at www.thelandy.co.uk 01283 553243 • enquiries@assignment-media.co.uk • www.thelandy.co.uk • www.facebook.com/thelandyuk Editor Mike Trott Assistant Editor George Dove Editorial Assistant Matt Abbott Contributors Jenny Bright, Team Syncro Racing, Nicky Smith Photographers Gavin Lowrie, Steve Taylor Group Editor Alan Kidd

Advertising Sales Manager Peter Topley Tel: 01283 553245 Advertising Sales Manager Colin Ashworth Tel: 01283 553244 Group Advertising Manager Ian Argent Tel: 01283 553242 Email: ian.argent@ assignment-media.co.uk Publisher Sarah Kidd Email: sarah.kidd@ assignment-media.co.uk

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Evolution not Revolution

Everyone would like a new Defender, but do we really want the new Defender when it arrives? Maybe we should just stick to evolving what we already know is the best...

Words: George Dove

hen it was announced that Solihull would be replacing its iconic Defender, there were mixed emotions. There was widespread sadness at the end of an era, but also hope that it would see a much-needed modernisation of the then 26-year-old workhorse which lived most of its life barely unchanged. Mechanically, the Defender was still as capable as the day it was born – most of them still are now – but interiors and creature comforts came a long way in the quarter of a century the ‘Fender was in production for. So hypothetically, the ideal Defender would retain its functional characteristics, but have more interior reﬁnement. Does that mean then, that the Arkonik Evolution is essentially the… well… evolution many people want to see for the Defender? Like all of the 90s and 110s that are revamped by Arkonik, the Evolution

was stripped right down, and scrupulously revitalised piece by piece. Keeping its 200Tdi heart, this 110 is all original, with the only mechanical enhancement made during its refurb being a protective Raptor coating applied to the steering and front diff guard. Therefore, it drives the same as it did when it left Solihull in 1991 – utilising the same parts. The D110 Evolution doesn’t look its age, either. A deep Epsom Green respray ensures this Landy looks timeless, and the Kahn 1948 16-inch alloys add to the suave, classic image. A satin black KBX signature grille matches the rims and the chequer plate, along with the Fire and Ice side steps, NAS rear step and all other exterior details. The Puma bonnet adds muscle to the 110, whilst the light smoke tinted rear windows add more to the classic look. Classic meets contemporary is the theme of the interior, too. Glorious brown leather interior, detailed with a bespoke quilted stitch is the work of Ruskin Design. It works perfectly alongside the 15” Evander wooden

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rim steering wheel, and the interior extends to the middle three high-back seats, the door trim, the rear bench seats, and the gaiters on the gear levers, too. The Defender dash has been reworked, but kept black to match the suede headlining and side panels and a Pioneer sound system has been installed, enabled with Apple CarPlay. The door furniture and gear knobs are a subtle anodised black alloy whilst the storage space is Epsom Green like the exterior bodywork. With hard work still its DNA, the Evolution’s A-bar is equipped with LED spotlights and a Warn Zeon 12-S winch and winch bumper also dress the Evolution’s front end. The Front Runner roof rack adorns the roof, with a ladder attached at the back and LED spotlights mounted at the front. BF Goodrich All-Terrain tyres are equipped all around, and with the Safari Snorkel in place, the Evolution is prepared for just about anything. The Evolution D110 is what the new Defender should be like, isn’t it? Yes, it technically isn’t a new car, but do we really want a new Defender? Whilst the Evolution may answer the question for some, it will be emigrating to Washington when it leaves Arkonik’s workshop. But, if you ask them nicely, I’m sure they’ll spec one out for you with the steering column on the righthand side just for you.

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The very latest in Land Rover parts, accessories and merchandise

Catch the Smidgen Turbodiesel engines in Landies are widespread. They’re the life source of the Defenders, and comfortably split opinion in the world of resto-mods – meaning the most common complaint thrown at them is the fact that they’ve ruined a Series by non-believers. But a drawback that applies to the 200Tdi and 300Tdi whatever vehicle it’s in is the need to breathe. The original plastic oil catch tank uses a gauze and mesh design which can clog over time and diminishes the ability to release crankcase pressure and let

oil vapour into the intake system. Not exactly ideal. However, the new AlliSport uprated engine breather oil catch tank separator eliminates that potential problem. The machined aluminium replacement is designed to reduce pressure build up on Tdi engines, utilising an internal baffle rather than a traditional gauze design. Plus, the aluminium catch tank adds to the aesthetic under the bonnet, who doesn’t love shiny things?! You can pick up your AlliSport oil catch tank at your local Britpart stockist.

Whether you’re thinking about overlanding to the beautiful and diverse country of Morocco or not, you’ll fall into one of two camps: you’re a person who has been before, or who hasn’t. Even if it isn’t your first trip to the North African country, it would be a surprise if you were better versed in Moroccan adventures than seasoned explorer, Chris Scott. The travel writer has spent years traversing more demanding terrains and challenges than you can name and knows Morocco like the back of his hand. As such, he is the best person to write a dossier on how to encompass it successfully – whatever you have in mind. Therefore, it comes as no surprise that the revised third edition of Morocco Overland covers all bases and is crammed with approachable information. Throughout the course of reading, it advises on every aspect of both planning and execution, covering details from getting there and documentation to local working

hours and religions – it even features the obligatory address of how to barter successfully. The latter half of the book offers a variety of different routes, arranged into five categories. Eastern, High Atlas, Saharan, Anti Atlas and Western routes are all detailed in abundance. Further than that, the majority of the routes outlined have downloadable GPS

Brushing Up

content to aid you in a smooth Moroccan excursion. This book leaves no stone unturned and utilises the expertise of a seasoned overland traveller to be of use to both a first timer and a returning adventurer. You don’t need to read it cover to cover to get use from it either and leaving it behind when you do travel to Morocco would be foolhardy.

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Some of the modifications that improve Land Rovers for off-roading require changing it more than we’d necessarily like. Whether that entails giving in and installing a Tdi engine or adding more lights for improved visibility off-road. I don’t have a solution to your engine dilemma, but there is something I can suggest for that other issue. The obvious solution would be to install a light bar or replacement LED light fittings, but unless you’re one of those who classes driving outside of the London congestion zone as off-roading, you may well want your Landy to look original. Ring’s new filament-style LEDs can achieve that. Unlike single diode LEDs, the filament style doesn’t need to be grouped together to produce wider light distribution. The LED bulbs have a high colour temperature – around 6000k – giving a very white light and offering superior visibility. The LED filament style is tougher than traditional filament bulbs so is more suited for the rough and tumble of off-road driving. Due to their brightness, these replacements are for off-road use only, however due to the fact that they follow traditional bulb fitments, these replacements are easily interchangeable. To check out the full range of bulbs and sizes, please visit ringautomotive.com.

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Street Smart is the prime example of this. The suspension experts have released a Street Package for 4WD Evoques that includes 30mm lowering springs, 25mm discs, hub adaptors along with all of the wheel nuts and bolts required to fit it. All three aspects of the range are available to buy individually, with the lowering springs and AZX spacer package on offer as well as the whole Street Package. For full specifications visit www. kwautomotive.co.uk.

The Range Rover Evoque is often overlooked by Landy fans. That’s unsurprising, as it was designed in part by Victoria Beckham and became the epitome of a Wag’s wagon. Regardless of this, it still had performance credentials – like anything that wears the Green Oval. Being smaller than most of its siblings, the Evoque combined off-road ability with more dynamism on the roads. This aspect of the Evoque drew in a new host of fans but also more aftermarket possibilities. The new ST range for the Evoque

Super Sonic When it comes to tools, much like with Land Rovers, you can never have too many. The problem with this is, much like with Land Rovers, you need space and storage for them all, and unless your home has copious ‘grounds’ to utilise, things can get a bit tight. Whilst it may be the dream to have an estate filled only with Land Rovers and tools, it’s more than likely to remain a dream. The alternative? Your house, with your Land Rovers and the Sonic Suitcase tool kit. Sonic’s compact offering may only be small at 36x47.5x20cm, but it still packs a punch. By punch I mean a 91-piece toolkit. This cleverly packaged collection of tools includes a nine-piece combo wrench set, 12-piece half-inch flank socket set, a 46-piece quarter inch six-part flank socket set, a half-inch ratchet with 45 teeth, plus a seven-piece folding hex key set. There’s also a host of the more common tools such as Phillips

head and slotted screwdrivers, five guises of pliers and a fully adjustable wrench. A machinist hammer, utility knife and tape measure provide the final flourish.

All tools in the Sonic Suitcase are professional quality, so they won’t let you down whatever the situation. The toolbox is available with a £149 saving at www.dimar.biz!

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Sealey Clean

Spring cleaning is an annual tradition. Whether you’ve been hibernating and need to clear the nest, or you’re simply a stickler for tradition, there are plenty of reasons to wipe the slate clean. Sealey are having an early spring clean of their warehouse, just in time to help you with yours. Their annual Spring Promotion this year comes in the form of a 56-page catalogue of featured products, offering up to 59% off the list price. Items included in the promo vary from hoovers to power sources and hand tools. And, for those to whom spring cleaning means sprucing up the Landy, there’s also a range of power tools, workshop lighting, obligatory spanner sets and even top-spec welding helmets. Copies of the Spring Promotion catalogue are available from Sealey stockists, or can be viewed and ordered online at sealey.co.uk.

NEW PRODUCT HIGH PRESSURE WASHER JET KIT THE FRONT WASHER HAS 6 JETS AND COMES WITH A HIGH PRESSURE PUMP, CUSTOM MADE PLUG AND PLAY WIRING LOOM. THE REAR WASHER HAS 3 JETS USING THE EXISTING PUMP AND WIRING. £228 - FRONT AND REAR KIT £195 - FRONT KIT ONLY

FRONT DOOR HINGES REAR DOOR HINGES SET OF 4 INCLUDING SET OF 3 INCLUDING STAINLESS STAINLESS SECURITY FIXINGS £258 SECURITY FIXINGS £240 HIGH SECURITY BONNET FIXINGS ALUMINIUM FUEL CAP NO EXTERNAL FITINGS £118.00 PER PAIR MACHINED FROM BILLET ALUMINIUM 6082-T6. COMES COMPLETE WITH LOCK AND KEY. AVAILABLE IN BLACK, SILVER & GREY £65.00 SECURITY SWIVEL LOCK EASILY FITTED BY REPLACING YOUR STEERING WHEEL WITH A SWIVEL LOCKING COVER WHICH WILL FIT IN YOUR CUBBY BOX. COMPATIBLE WITH OPTIMILL QUICK RELEASE BOSS ONLY. £138 EXTERIOR DOOR HANDLES MANUFACTURED FROM BILLET ALUMINIUM. SOLD WITH OR WITHOUT HIGH SECURITY LOCK. SOLD INDIVIDUALLY £165 LOCKABLE, £135 WITHOUT LOCK SLIMLINE STEERING WHEEL BOSS & CAP 48 AND 36 SPLINE VERSIONS AVAILABLE 32MM IN LENGTH £72

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Running Smoothly Go With The Flow If we’re being frank, it isn’t the most exciting part of Land Rover ownership, but picking the right engine oil can have a drastic effect on your vehicle’s performance. Landy specialists, Bearmach, have a new range of engine oils that have got you covered whatever Green Oval you drive. Their new range has oils targeted at fourstroke petrol and diesel engines, low-emission high performance engines found in current Jaguar Land Rover vehicles and general passenger cars. They all promote healthy engines that return better fuel economy, turbo protection and support on cold starts. To find the oil that’s right for your Landy, find the full range at bearmach.com.

Vortex are performance specialists. Their exhaust systems offer benefits for everything from motorsport to everyday cars. And Land Rovers, too. Their Torqflo exhausts are tailormade for Landies, manufactured to improve volumetric efficiency, fuel consumption and reduce emissions. The range consists of pre-designed

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systems that fit the majority of Green Oval vehicles and offer a healthy shot of extra performance stats. Vortex cites 10% increases in horsepower and torque, with up to 12% higher mpg figures and a reduction in overall emissions by as much as 33%. There’s more too, with benefits including a smoother

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power delivery and reduced turbo lag, assuming your engine carries one. You can read more about Vortex Torqflo exhausts on the Land Rover section at vortexexhaust.com.

Roger That One of the best things about Land Rover ownership is the opportunity they present for road trips or days spent green laning. It’s great on adventures out to use walkie-talkies, but calling them walkie-talkies is a little childish – then again, they are often borrowed from the toy box. It’s probably time to move on. Although, they are useful when you’re stuck betwixt two trees and need to call for backup. Maybe a name change would do the trick? Radio phones? No. Portable talkers? No. K-PO Panther handheld transceiver? Roger! The K-PO Panther is a handheld CB radio that takes communication via radio waves very seriously. They’re pre-programmed with all European and UK channels, a backlit LCD screen, high and low power functions, keypad lock and most importantly a roger beep. It also has a lithium ion battery, with extras and in-car chargers available. Full specs at thunderpole.co.uk. Over.

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Issue 52: June 2018

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Products

Vehicles

Adventure

Workshop

Buyers

R-Rated

Words and Pictures: Mike Trott

Few machines qualify for service in the British Armed Forces, but then Land Rovers aren’t regular vehicles. And the Defender we have here isn’t only rare, but it’s a big-boy toy that should deﬁnitely be kept out of the reach of children!

hile all Land Rovers have traditionally been machines capable of fulfilling any domestic duty or chore you could encounter, many of them were so versatile that they served in the commercial sector and would lend a hand throughout the working day to those needing a vehicle with a bit of backbone. Like the Army, for example.

Of course, when you build something that starts gaining a reputation for its functionality in so many different fields, it’s no surprise when the military come along and want to see what the machine can do out in the ﬁeld. Land Rovers and the military go together like Easter Monday and a face full of Cadbury’s chocolate (which may give a clue as to why my keyboard now smells like an Oompa Loompa). Or

Above: Most military vehicles can be identified by what lies along the base of the seat box Right: Being a winter/water wader, this R-WMIK is equipped with a noticeably raised air intake perhaps they go together like Russia and an international scandal? Either way, Land Rovers have played their role in the military for decades now, and it says something about their pedigree when even today, while many have been ousted by purpose-built heavy artillery machines, there are many Defenders and other Green Oval stamped vehicles being used with Armed Forces personnel at the wheel.

The XD ‘Wolf’ Defender series stands out as a particular highlight in the history between Land Rover and the military. These Defenders were tougher than standard, trained and battle-hardened, providing transportation for a number of different roles. Some civilians are now lucky enough to own one of these vehicles, with many having now retired from military life in 2018. Naturally, there are

different variations, and some are more sought after than others. The WMIK (Weapons Mounted Installation Kit) Wolfs, adapted to take machine guns and enough firepower to settle any disputes with an angry glare, are special machines and particularly rare. Which makes Andy Godward’s R-WMIK even more extraordinary. Just like the military, Andy has his own long-standing affiliation with the

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Issue 52: June 2018

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Above: The R-WMIK was graced with additional underbody protection to combat against landmines and explosives triggered from below Green Oval brand, having owned a Land Rover since the age of 18. The military connection was obvious even then, with a Lightweight being Andy’s preferred weapon of choice to dispatch with the commutes of the day. In the interim, Andy has gone on to own several different Land Rovers, but he now believes he has nowhere else to go – in his eyes the R-WMIK is the Green Oval pinnacle. ‘I’d had an O-WMIK prior to this, which was bought and also restored by me,’ reﬂects Andy. ‘A guy happened to drop me a line, asking if I’d fancy selling it. I thought it was a prank call initially but realised it was genuine and I ended up selling it for a healthy profit to a guy in Japan. I then saw this and had the money required to move up to the R-WMIK. For me it’s an upgrade over the standard WMIK.’ Based on that you’d think Andy’s switch to the ‘R’ side was virtually a straightforward swap. But it wasn’t quite so simple… ‘The vehicle I drive now was actually a crash-damaged vehicle, and it’s now two vehicles built into one,’ informs Andy. ‘I got it from a chap based in Manchester who had done most of the heavy work involved, having already

sourced the parts off the two. I effectively assembled the results.’ Those results transpire into an R-WMIK FFR Winter/Water wader now fully restored to the 2005 period, complete with weapons and kit. I know you’ll concur with me that this vehicle looks brilliant, but I have to confess that in the ﬂesh this machine steps up to being plain awesome. According to Andy, the only bits to survive were the armour, one of the few things that separates this variant from the O-WMIK that Andy drove before. It’s clearly not your everyday Defender, even though Andy admits he tries to use it like one! While this Land Rover may look like a regular Wolf, with the bonnet and wings, there is plenty going on underneath to separate these derivatives. The R-WMIK is heavier than a night out on white spirit, with its weight closing on four tonnes courtesy of all that under armour and reinforced running gear. The axles are not only beefier but carry lower ratios and boast locking axle diffs as standard. And on top of that you have bespoke heavy-duty Bilstein shock absorbers, designed specifically to cope with all that extra mass.

‘These vehicles needed to survive the battleground,’ states Andy. ‘They would have been used for long-range reconnaissance or close-fire support with the weapons attached. ‘You would load the kit up to suit: if you were planning to engage the enemy then you would stack up with ammunition. If you were heading out on recon, then you’d carry more food and less ammo, accounting only for the occasional pop-shot.’ Somehow, I don’t see the recon going down like an old cop drama stakeout where the dashboard looks like a destroyed McDonald’s menu. But it’s interesting to know what these vehicles may have gotten up to out on tour. ‘Unfortunately, while I’ve asked the question as to the history of this Land Rover, with fighting vehicles they tend to be more evasive and don’t want to give much away,’ says Andy ruefully.

Continued overleaf

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Below: Few comforts are found on a vehicle that doesn’t even possess doors or a roof. But at least you could enjoy the backrest whilst popping off rounds towards the enemy. The R-WMIK was used for close-range fighting or long-range reconnaissance, and loaded up accordingly

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

Issue 52: June 2018

Above Left: The 300Tdi unit was chosen in favour of the Td5 to power Wolf Land Rovers, with the block painted in the pale blue to mark this as military Above Right: Inside one of the R-WMIK’s lockers you’ll find an air compressor, designed to lockout the suspension, giving the rear gunner a more stable platform for shooting Below: In the rear there’s a platform for the gunner and storage for equipment, ammo and supplies, along with radio gear for communication

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‘I got the impression they were built to be used in a number of environments, especially with the winter and wading capabilities they have.’ It’s feasible this R-WMIK could have worked in the jungles of Asia to the tundra of the Arctic. Although I’m with Andy when he says he doesn’t fancy the idea of driving through the Arctic in a vehicle with no roof or doors. Whilst we’re on the subject of driving, you might think that operating a vehicle weighing as much as Jupiter and designed to carry men and ammunition over any terrain might leave you reaching for the Deep Heat. ‘It’s actually a lovely car to drive, although you can’t mind the attention!’ says Andy. There is one small gripe, however, which is being addressed as we speak. You see, the dampers were designed for a full payload, and unless you carry all the gear, all of the time, it can get rather uncomfortable. Equipping the R-WMIK with its replica machine guns and everything else

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seems a little excessive for a five-minute trip to Tesco, though. ‘The dampers are pretty hard, so I’ve taken them back to Bilstein and they’re going to soften them a little bit for me!’ Once the dampers are sorted, you’d imagine Andy would consider his R-WMIK complete. But the truth is, with these military machines, you’re never likely to finish them. ‘You never quite get there,’ says Andy. ‘Some parts are classified, so it’s near impossible to find every part you need. But then that’s part of the hobby, isn’t it! Things like the ECM (Electronic Counter Measures) system, you’re never going to get hold of. The other issue is that no WMIK is alike, as they were generally modified at unit-level to suit the crew’s specific needs. Parts were swapped, added and removed, plus ongoing field development resulting in each being unique. ‘In addition, many of the parts are one-offs, so you’re kind of forced to buy them when they come, else you may not ever get another chance. Other than that, though, the restoration wasn’t too bad. There’s a parts book, which is always a good start with these things.’ Parts may be hard to source, but it’s not exactly surprising when you consider how few vehicles were made. The original O-WMIK came in kit form so it could be added to a Wolf Land Rover in a matter of hours. The R-WMIK was more specialised and built by the factory itself, with only a few hundred built in various formats.

Workshop

Buyers

‘Most of the R-WMIKs are still in service having been upgraded or converted, or having been destroyed in battle,’ explains Andy. ‘This is just one of two or three models in UK civilian hands at present.’ The R-WMIK is not something everyone will even witness, let alone own. So what is it about this retired veteran that Andy admires so much? ‘I’d have to say it’s the simplicity as a user – there’s no doors, no roof, this is purely for function,’ says Andy. ‘You get a soft seat and that’s about it. You kind of have to embrace everything about it and overlook the fact it’s not going to be great if it’s windy or cold.’ And embrace it, Andy does. He has the right philosophy: why spend all that money and restore something just to let it sit and lie around? So, whether it’s the Tesco trek or school jaunt, Andy endeavours to wheel out the Wolf. He’s reached his Land Rover goal, too. Yes, there is an R+ WMIK, but this is even heavier and not a viable project unless you plan on holding a country for ransom. But then you’ll have all the other WMIKs on your tail, which is far from advisable. Back to Andy’s R-WMIK then, which I just have one thing to say about. This R-WMIK of Andy’s illustrates how versatile the Defender has been to the British Armed Forces over the years. But more importantly, it demonstrates just another way in which Land Rovers have proven their versatility to the world since 1948.

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Issue 52: June 2018

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Heir to the Throne

Words and Pictures: George Dove

The feeling of driving a mint Landy is priceless. That’s why those looking to avoid spanner work will pay a pretty penny for a Series that’s in prime condition – just like this blue beauty you see before you…

Above: The 2.6-litre straight-six was the rare and exotic engine option in the Series III

Above: Nothing in here resembles the sort of interior you get in a SVR, but it’s better for it

and Rover don’t make Series vehicles anymore, nor do they still produce the Defender. If you didn’t know that then you must’ve been living under a rock. If that does apply to you, then welcome back – and stick with us, because already we’ve proven this publication to be educational for you. Anyway, as Landies get older, healthily functioning examples become ever scarcer, and as a consequence their stock rises. It happened with Series Is, and then IIs, which if in a desirably fit condition can fetch many thousands of pennies indeed. An example that has been kept original and has been meticulously cared for could demand prices comparable to machines you find advertised in the current Land Rover stable. I know – now, pick up your jaw. Since the announcement of their discontinuation, prices for neat Defenders have risen too, stealing the limelight from their predecessors in the process. Series IIIs have gone under the radar

somewhat. If this model were a monarch, it would be king Richard III. I’m not saying you’ll find the ancient remains of a Defender if you dig up a car park in Leicestershire, but with the 90 and 110 being much more of a technical revolution than when the Series III appeared to replace the II, the median that is the Series III has just never raised eyebrows like the others. But things are changing. We’re now seeing smart IIIs going for high prices, suggesting they too are becoming scarcer to find and that now may be their moment to take centre stage. It was bound to happen sooner or later, but whether you want an old project Landy, or a pristine classic, a Series III may well be a sensible choice, particularly while there’s still a richer chest of replacement parts to scrimmage in. The youngest examples of the Series lineage are now comfortably into their mid-thirties, so the supplies of spares and original fittings will start to degenerate. Whether you want a readily polished pride and joy or an

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Issue 52: June 2018

‘We’re now seeing smart IIIs going for high prices, suggesting they too are becoming scarcer to ﬁnd and that now may be their moment to take centre stage’ instauration project, you’d be better served by getting one sooner rather than later – before you’re on the wrong side of an investment. Diverting back to royalty for a second, it’s time we should introduce this blue and Old English White beauty from Monarch Enterprises. As I pulled up to the Lincolnshire garage, it was instantly obvious this 109” was one of the more immaculate examples around. I hope I look this good when I’m forty… But even with the pristine Landy before me, I was more surprised by what I saw through the shutters. The rest of the Monarch stock, neatly arranged in the showroom, could easily have been a lockup belonging to an oil-rich heir. Fluorescent Lamborghinis sat next to sparkly Porsches, with a classic Merc and a Bentley separating them from a slightly more familiar face – an Overfinch Range Rover. A garage fit for a king or queen, some might say. Initially it seemed odd. The Series III is not only from a different walk of life – it’s an entirely different breed. But, it doesn’t look out of place. Granted, it would if it was covered in mud and rust, but this one isn’t. Its nephew certainly helps in this case. Other than the Series III, the Rangey SVR is the only other SUV in the showroom. Just as the Porsche Cayman in the garage has got the 1965 912 as a reminder of where it came from, the III reminds the Range Rover, and its mates, of how the Green Oval got to be the brand it is today. This ’79 long-wheelbase Series III is in fine trim. It has had a subtle resto-

ration over the years, with careful consideration going into the preservation of its original veneer. The period paint scheme is tasteful, and the interior and instruments inside are clean, tidy and original. In the rear, it’s the same story and it’s even got its original 2.6-litre straight-six under the bonnet. The asking price is £19,990, which initially seems a lot for a Series III. But for a collector who wants a smart example of an iconic vehicle, they’ll be well aware that this is now the state of the market for classic Land Rovers. Think of it this way: how much money do you think it would cost to get an old neglected barn find back into this shape and form? Seeing the blue and white Landy holding its own in and amongst the metallic-ﬂaked, carbon fibre spoiler party is shocking. It’s a shock because it’s a milestone. You may think it’s a prima donna and not a real Series Landy, because it hasn’t been run into the ground living up to its workhorse tag. But how many Series Land Rovers are actually going to be out there still slaving away today? If you need a workhorse that wears a Green Oval, look to a newer, early millennium Land Rover. They will serve you better. As for the Series vehicles, their hard work has been done. So maybe it’s time we sit back and admire these vehicles as they enter the hall of fame. This 109” from Monarch Enterprises could even be the jewel in the crown. To view more of Monarch’s stock, head to www.monarchenterprises.co.uk

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Issue 52: June 2018

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How Times Change

Words: Mike Trott Pictures: Mike Trott and Nick Dimbleby

What was once a family SUV twenty years ago might not be in today’s world. In the case of the original Discovery, it’s been through more than its fair share of roles on its way through to being a collector’s item…

hen a vehicle leaves the factory with its gleaming new paintwork, zero miles on the clock and its new owner pacing somewhere, like an expectant father in a maternity ward, at that point the vehicle is only concerned with fulfilling one role. This usually coincides with whatever

the vehicle has been marketed as. In 1989, when the Land Rover Discovery first appeared, this was Britain’s answer to the Japanese in the battle of who could make the ultimate family vehicle. The Disco was designed as an affordable middle-of-the-road SUV, ideal for the middle-of-the-road family. You could seat all of the 2.4 children,

and more, plus you had the usual Land Rover capability and adventurous spirit in tow. I wonder, though, how many owners doing the school run with a wagon full of children in 1992 would have foreseen the Discovery 1 being a collectible? Perhaps it would have been harder to predict, because unlike sports cars and luxury vehicles that are often pampered their entire lives, the Discovery is a machine that has always had a duty to fill. It’s always been kept busy and few can argue its work ethic over the years. Let me elaborate. Many of the Discoverys that were bought in the Nineties would have been used for all of those domestic chores: the carrying of the offspring and the loading up of the car for that mini-break down to the caravan in half term. Towing has become another of the attributes synonymous with the Land Rover Discovery, and if Discos weren’t

Above: Stepping inside an early Discovery takes you straight back to the Eighties, long before infotainment and Touch Pro Duo systems found lugging, they were more than likely doing a bit of mud plugging. How many Tdi Discoverys have you seen lifted up by a handful of inches, dressed up with huge mud-terrain tyres and wearing enough chequer plate to

make you question whether this was a vehicle created by RoboCop? Versatile the Discovery certainly is. Even today you see cheap and worn examples being used in 4x4 response units to help out communities when the

To advertise in The Landy, call our team on 01283 553244 w w w. t h e l a n d y. c o . u k We’re on Facebook: www.facebook.com/thelandyuk weather gets bad. So it makes it all the more astonishing that such an immaculate version of the Disco 1 can be found within the Dunsfold Collection, almost thirty years after it was first built. Now, think back twenty-five years or so and you’ll find yourself in the early Nineties. Scary thought. In the charts you had the likes of Nirvana and R.E.M., while The Simpsons was still a relatively new TV programme. A lot has changed since then: Dave Grohl is no longer a mere drummer, but the frontman of one of the world’s most celebrated bands and we’re now on the 635th season of The Simpsons. The Land Rover Discovery fits in here somewhere too – trust me. While the Foo Fighters have come out with some fantastic tunes, and The Simpsons is still something I’m happy to watch at 6pm on a weekday, do these really compare to the masterpieces of Smells Like Teen Spirit and the early screenings of our beloved American family. These are classics – and so too is the Discovery 1. Yes, newer versions of the Discovery have come along and boasted more technology, just like the sound or picture quality you get on newer songs or programmes, but the Disco 1 is still a relatively permanent object (apart from when you’re talking about its body panels). The great thing about Land Rover is that because their vehicles evolved so slowly, particularly from the outside, it means you can use the finer details to point to an older model, whether you’re looking at the type of seats fitted inside the cabin, or the decals adorned across that bodywork. Tweaking rather than making wholesale changes can sometimes be seen as a negative on new vehicles – but when you look back through history, it’s the sort of trait that can aid a vehicle’s transition into being a classic. This Dunsfold Discovery was first registered on 7 June 1990, a time when

Below: Some things never change. The sunroof was never considered to be one of Land Rover’s strengths...

Issue 52: June 2018

Above: The Sonar Blue interior makes for interesting viewing today, but at the time, this Terence Conran interior even won awards

Rimmer A5 LANDSCAPE ad_Layout 1 18/07/2013 16:01 Page 15

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Below: Disco 1 seat stitching is a colourful expression we applaud

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Issue 52: June 2018

the Disco was still only available in three-door form. It was part of the early band of Discoverys that would play a huge role in saving Land Rover as a company – just another day’s work for the Disco. I mentioned that finer details can be put under the magnifying glass when looking at these classic vehicles, and it’s the same with this Discovery. The Windjammer Blue exterior may be nothing unusual, but the block decals across the sides and the small Discovery and Tdi signatures along the flanks all highlight the age of this vehicle. Inside, the Terence Conran interior harks back to the engineering of the late Eighties. Let’s face it, who would have a Sonar Blue plastic interior today? What often makes a car distasteful against new vehicles, though, is actually what encourages an object to be more collectible. It’s like a trip down memory lane, such as walking into a

1970’s kitchen – it’s retro and from a time when the ideas were the same, but executed differently. But how did this Discovery escape the abuse of the domestic and off-roading scene? Well, this Disco first landed with an owner in Kent; a GP who had traded his 1972 Range Rover for what was a revolutionary new Discovery at the time. He must have really wanted one too, because most of the options on the list were ticked. This had an alarm, sun hatch, dog guard and tow pack, plus seat and spare wheel covers, wheel arch extensions and side rubbing strips. Again, it’s a sign of the times when you consider options on the Discovery 5 include whether or not you’d like an in-built fridge… Part of the mystery as to how this example has remained so in tact is down to its usage. It was clearly used sparingly, with a mere 51,000 miles being run up on the clock, and that

Below: Tdi power revolutionised Land Rover, taking them away from the gutless engines that dragged them through the 1980s

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was between when the gentleman bought the vehicle and 2014 when he eventually parted company with it. The condition of this Discovery is quite simply remarkable. If there is a better example of a three-door Discovery out there, I would love to see it. Most of the early Discoverys that were produced will have lived a full life and either be a shadow of their former selves, or worse, no longer with us thanks to the ease in which they rusted. But if there is one thing this particular Discovery highlights, it’s that no matter what a vehicle may be built for initially,

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Above: Seating for seven became one of the Discovery’s best selling points, making it an ideal family wagon even the most versatile and hard-working of vehicles can become classics. This Discovery is one of many treasures held within the Dunsfold Collec-

tion. Should you wish to find out more about the charity and its numerous rare and exotic Land Rovers, head over to www.dunsfoldcollection.co.uk

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Issue 52: June 2018

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Hot Stuff

Words: Mike Trott

hen you think of a hot hatchback, you might picture a small, quick but affordable car that has been the subject of some weird experimental surgery. Usually this involves a bunch of engineers wedging an engine that is far too big and far too powerful inside the engine bay, before a group of burly men come and sit on the bonnet to keep it from all spewing out everywhere.

The results are often hilarious, either through the realisation of a blue-collared worker’s attainable dream, or because such an engineering combination has transformed a delicate city car with the personality of Mary Berry into a raucous hooligan with the temperament of Vinnie Jones. You take a small frame, cram in the ingredients for huge fun, and watch as people lap up the results. It’s a bit like a lady of an especially slim nature

going into a clinic and walking out with some brand new double Ds. There’s now completely different enjoyment for everyone involved. However, while all of the latest Land Rovers are well stocked with airbags, there’s nothing rolling out of Solihull to suggest you can embark on some spirited driving without paying for the likes of an SVR. Hold that thought, though, because we need to think smaller. Perhaps the Range Rover Evoque can provide some answers – and as it turns out, there is a version that might just make you give the baby Rangey a second glance. Land Rover’s hit compact SUV can be optioned with the 2.0-litre Si4 petrol engine in HSE Dynamic guise. Having the freedom to spec a petrol unit in a Land Rover was something that was becoming increasingly difficult up until recently, but the latest models have had to give customers that choice, seeing as diesel has gone from being all the rage until a few years ago to now being seen as the Devil’s special brew. The first time I step into the Si4 version, I find myself feeling under-

With a new Evoque just around the corner, we look back at the most playful version of baby Range Rover you can buy and ask the question: ‘Does Land Rover make a hot hatch?’ whelmed by what driving experience is likely to greet me in the next few minutes. I’m really not expecting much from this ‘hot’ Evoque. But having gone down the road only about 50 metres, it grabs my attention and I ﬁnd my brain already telling me to go a bit easier on the poor thing. I’ve not long jumped out of a couple of full-size Rangeys and now I’m slumped in the Evoque. But I don’t stay slumped for long, because I can instantly feel the heightened agility and increased nimbleness. There’s a bit of irony there, because the Evoque’s diminutive ﬁgure is what strengthens

this vehicle’s case for being a car you can appreciate on a B road. Of course, this isn’t a vehicle you slide down into and nor do you feel at any stage like the tarmac is about to graze your buttocks. However, for a Range Rover, the Evoque mixed with this petrol engine does feel rather sporting. Surely that’s a compliment to any SUV that manages to justify the ‘S’ in its label. And while we’re on the subject of that engine, here’s a few numbers for you to crunch. The 2.0-litre motor uses a four-cylinder layout with turbocharging for good measure. This all manag-

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Above and Left: The Evoque’s interior is stylish, but functional too es to chuck out 240hp and 250 lbf.ft of torque, making the Evoque’s numbers respectable, yet not overwhelming. It’s the same when you look at what all that transfers to on the road. 0-60mph takes 7.1 seconds and the HSE Dynamic will run up to 135mph ﬂat-out. But anyone who knows what makes a hot hatch so delightful knows it’s not through mind-boggling maths. Let’s get back to the driving. I’m hustling the Evoque around some Warwickshire lanes, darting between the villages of Farnborough, Claydon and Fenny Compton. It’s the end of February and the usual slurry of mud and grime is doing its best to unnerve the Evoque around some of the tighter corners along this snaking road. There’s understeer if you go in with too much overspeed, and the chassis is never going to remain as pancake ﬂat as something carrying a Blue Oval, per say. But going in all guns blazing rarely works for anyone. On the approach to that favourite hairpin you might have along your commute, get on the brakes

nice and early, shave off the speed and let the Evoque settle itself before you start to encourage those front wheels towards the apex. There’s now masses of grip to play with and, depending on the radius, you can either feather the throttle until the road starts to open up, or just pulverise the accelerator and ﬂy out of the corner with maximum thrust. For point-to-point bursts, the Evoque is surprisingly entertaining. The nine-speed ZF automatic ‘box can even be ﬂicked into Sport mode and you can commandeer the changes so you don’t get half way round a corner when the computer then decides to wreck your rhythm. The engine is a lovely peppy thing that whispers a distinct petrol melody into the cabin and while the power it produces isn’t going to shock you into having an accident, the upshot is you have a power plant that you can extort more of the time. Plus with four-wheeldrive on hand and assured steering, the Evoque stops short of feeling lairy. As a whole, the package does a convincing job of making you feel like

you’re driving something much lighter and with a much lower centre of gravity. The exact model you see here costs £49,550, if you’re including options like the £2,075 Black Pack and £1,035 Head-up Display. So it’s not what you’d call good value. However, if you want a car that can take the kids to school, carry shopping and luggage without having to leave one of those kid on the kerb, yet can also put a smile on your face when you get that short drive to yourself down that favourite back road, don’t just think the Evoque is all dressed up for show and no go. It’s equipped to do both. Clearly, fun can be found in all shapes and sizes.

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Travelling First Class Embarking on an overland adventure is going to take a vehicle with experience that’s ready to gain a few bumps and bruises along the way, right? That’s not the case for Andy Mair, though… Words: Mike Trott Pictures: Andy and Ben Mair, Ardent Adventures

f you’re looking to embark on an overland expedition, there’s a good chance you’ll start by assessing what vehicle will best suit your needs. Needless to say, this is the best place to start, because the vehicle you choose will be the most important component of the entire adventure. Now the terrain you’re likely to face is going to ask questions of this vehicle. It’ll be rugged, challenging and both you and the machine will be pushed to your limits. So you’re best off going for a vehicle that can stand up to a bit of rough and (hopefully not too much) tumble. An ideal candidate then is the new Discovery 5… wait… the new Disco? Don’t fret, I haven’t gone mad and I certainly didn’t write that sentence whilst snifﬁng a Pritt Stick.

Granted, the new Discovery looks too expensive to go anywhere near rocks, yet alone enjoy crawling all over them. But then Land Rover wouldn’t pour millions of pounds into R&D of these vehicles without getting some results at the end of it. Ask Andy Mair and he’ll tell you the Discovery 5 can go overlanding – he’s done it. In October last year, Andy and his son, Ben, decided to embark on an off-roading getaway to the Pyrenees. High altitude and a mix of driving conditions lay ahead, along with some astounding landscapes, but there was never any concern that this Discovery wouldn’t be up to the task of taking on the mountain range that separates France and Spain. ‘It’s a completely bog-standard Discovery, which I acquired around March or April time last year,’ says Andy. To be more precise, Andy’s Discovery 5 is the 2.0-litre SD4 variant ﬁnished in HSE trim. It’s a road car

Below: Situated in the heart of the Pyrenees lies the city of Andorra la Vella, the capital of this small principality

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Above: You’re never short of spectacular scenery in the Pyrenees. Not ideal if you’re nervy with heights of course... with 21” wheels. Absolutely ideal for overlanding, then. Armed with his new Land Rover, Andy was scrolling through his social media feed when a little seed was planted in the forefront of his mind. ‘Once I got the vehicle, Ardent Adventures popped up on Facebook promoting some of the many tours that they operate,’ recalls Andy. ‘I thought the Pyrenees would be an interesting trip, so I rang up Russ (co-founder of Ardent Adventures), mentioned I had the D5 and asked about its suitability. ‘I didn’t want to scratch it too much and it’s not exactly your typical overlander!’ admits Andy. The concerns were unnecessary. Not only did the Discovery 5 ﬁnd itself at home in the mountains of the Pyrenees, but for every mile it covered – either on-road of off – the D5

Continued overleaf Below: A tank of holy water was packed in case of emergencies

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Right: As if looking out the window wasn’t enough, even the new Discovery can tell you that you’re higher than normal Below Right: It’s not just the breathtaking scenery that stirs the senses in the Pyrenees...

4x4 guided PERU self-drive Mystical archaeological sites, stunning scenery, and wildlife make for an unforgettable South American adventure.

managed to do it whilst capturing the eye of even the traditional explorer… Ardent tour leader, Russ Dykes, was there to witness the newcomer stake its claim to the accolade of capable globetrotter. ‘It was a dream car,’ smiles Russ, ‘And it did everything with such style, so much so that Andy is buying a set of proper wheels and tyres for it.’ While the Disco 5 may have made seasoned adventurers question their own mode of transport for trekking purposes, it seems both the Discovery and Andy were left with a hunger for even greater challenges in the future. ‘In the Pyrenees, the D5 wasn’t fully put to the test,’ Andy informs. ‘I’ll be the ﬁrst to admit that I don’t know the ﬁrst thing about low-range ‘boxes and differentials. We had the Discovery in automatic mode for the duration of the tour, and there was only one spot where we felt like Hill Descent Control was truly needed.’ The tour in October lasted for just over a week, starting off near Santander prior to winding through the mountains on the Spanish side of the ridge, running from Les along rough roads and forest tracks and down the Smuggler’s route into Andorra. ‘We got up to about 7000ft at one stage,’ continues Andy. ‘Snow had settled on the peaks, you had amazing views and the freshness of the air… the whole thing was a trip of a lifetime!’ You can imagine Andy, Ben and the group pulling over to admire the landscape, far up on some mountain pass. An intake of breath is likely to feel as though you’ve just swallowed a tube of Colgate whole, while you’ll be thankful that tyres aren’t as susceptible as your knees to becoming gelatine-like when you’re looking down into the valleys far, far below where you’re standing. Andy expresses, ‘Andorra was a change of scenery in itself. You’d go from small little settlements then straight into this busy town.’ One character remained unfazed throughout, though. ‘The D5 was amazing,’ enthuses Andy. ‘It is the ideal way to cover continents, but if you get a glitch along the way, and things start going wrong, you’re in trouble. ‘I had a Discovery 4 prior to the D5 and took it to Salisbury Plain once, there was lots of mud around at the time and after a while the electric handbrake started playing up. I was later quoted £1500 for a new one!’ exclaims Andy. That’s the only drawback with a motor like this. It’s a wonderfully capable vehicle – a machine that can indeed cover continents and boulders whilst making both look like formalities, but away from organised tours, in the lonesome wilderness, few laptops will come along and save the day. ‘It’s a nice road vehicle and fully capable of going anywhere, but you

4x4 guided PERU self-drive Mystical archaeological sites, stunning scenery, and wildlife make for an unforgettable South American adventure.

just have to be a bit more careful with it. Shame really, because that’s what a Land Rover is made for,’ rues Andy. If only Land Rover listened... The fact that Andy now owns a 90 which he has designated as his off-roading and green laning vehicle should tell you everything. Still, the Disco 5 is always there to turn those arduous journeys into relaxing voyages. ‘Whilst we were on our way back from the Pyrenees, having reached

Santander, we were informed that the ferry we were due to catch had been cancelled due to some bad weather,’ reminisces Andy. ‘Faced with the choice of either waiting for another or driving back through France, we decided to go for the latter. It was luxury all the way.’ A little birdie tells me they even got 38mpg to boot. Sure the Disco 5 is a more expensive option than a battered version of its predecessors or a Tdi 110

that’s already clocked up 100,000 miles in adventures, but there is a case for travelling huge distances in substantial luxury – just look at the Orient Express. Maybe the Discovery isn’t the thrill-seeking, youthful and rugged soul of years gone by, and perhaps it isn’t the off-roader it once was. However, some things can get better with age and with the latest incarnation of the Discovery, it seems this SUV is merely evolving into one superb grand tourer.

Below: Andy and Ben were over the moon after taking ﬁrst place in the 2018 Dusty Vehicle Awards

The new range of Wildbear Suspension now in stock, available for Defender 90/110/130 and Discovery 1 & 2. Call us for for more info or visit our online store.

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Ruby’s Off Again: Episode Seventeen

Leaving Mexico behind, Ruby and Co. cross the border into Guatemala, with volcanoes and ancient civilisations on the agenda

Above: One of the many chicken buses you’ll ﬁnd strutting the streets of Guatemala. You’ll certainly see this bus coming Below: Lake Atitlan is vast, beautiful and dotted with villages along its shores. Grab a boat in order to hop between them all

Words: Jenny Bright Pictures: Gavin Lowrie

t took a couple of days getting to the Mexican border with Guatemala, but after an early start, the crossing at the Ciudad Hidalgo-Tecun Uman border was straightforward. ‘We went to immigration, handed in our tourist cards and were stamped out of Mexico,’ relays Jen. ‘Then we payed 17 Pesos to drive across a long bridge to the Guatemalan side.’ Following the Guatemalan counterpart office, the crew’s first stop was Quetzaltenango – a city in Guatemala’s highlands. With a volcanic backdrop, the first few hours were spent introducing Ruby to the local roads. ‘It took us hours to cover a short distance,’ says Gav. ‘It was due to all the potholes and hills!’ Despite the slow start, first impressions were positive – except Ruby’s perhaps. Climbing into the mountains, Guatemala was colourful thanks to the locals in their vibrant traditional dress. The temperature dropped too, which was a welcome reprieve from the scorching heat on the Pacific coast of Mexico. Only one night was spent in Quetzaltenango before moving on to Lake Atitlan. On the road again, Ruby had rather bizarre, characterful company on many of the roads. ‘One of the first things we noticed speeding along the roads and

beeping their horns were the colourful chicken buses,’ Jen chuckles. ‘When North American school buses are tenyears-old they get sold at auction. Many of them end up in Guatemala.’ Here, the buses take on a new life. Packed to the brim with passengers, topped with roof racks full of cargo, and then being driven at high speeds over mountain passes. Often, the old yellow paint gets covered with bright and colourful murals and religious words. ‘One guide described them as “dressed like a Vegas showgirl”’, chuckles Gav. ‘They’re called chicken buses because of the way they squash people on them. Sometimes chickens are taken on them too! ‘Combining the road conditions and techniques of the drivers – such as blind overtakes on narrow hilly roads – a ride in them is certainly an experience! They also belch out black smoke which isn’t great to follow.’ The roads wound down towards the stopping point of Panajachel on the north-east shore of Lake Atitlan. It was steep and downhill most of the way, and the smell of Ruby’s burning brakes lingered as she inched down, trying her best to keep control. Panajachel would be home for the next ﬁve days, and on the shores of Lake Atitlan it offered the opportunity to thoroughly explore. The lake sits in a volcanic crater and is surrounded by steep verdant hills, known throughout

Guatemala’s southwestern highlands for its Mayan villages amongst the volcanic terrain. ‘It’s a beautiful place,’ shares Jen. ‘The three distinctive volcanoes around the lake – Atitlan, Toliman and San Pedro – are spectacular.’ Panajachel is a popular gateway to Atitlan and is bustling with local vendors selling traditional textiles on the streets. From the town, Jen and Gav took a minibus to nearby Chichicastenango – a charming and

traditional Mayan town – to visit one of the best-known markets in the whole of Central America. Local people travel here from villages throughout the nearby countryside to sell their handicrafts, textiles, fresh produce and much more at the market. ‘The market was huge! It took over the entire centre of the town,’ excites Gav. ‘The cobblestone streets had been transformed into narrow aisles and hundreds of vendors lined them on both sides. You could ﬁnd traditional Mayan

handicrafts and textiles amongst the colourful colonial buildings.’ After milling through the market – and ﬁnding Saint Tomas church in the middle of it – both Jen and Gav were exhausted and headed back to Panajachel with a few souvenirs. ‘Atitlan is a beautiful lake,’ says Jen. ‘There are small villages around its shores, and the best way to travel between them is by boat. We visited a few and they were both in stunning locations and were great to explore.’

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Above: The Pacaya volcanoe has been erupting since 1965 and its slopes are covered in cooled down lava Following on from their initial bemusement, riding in a chicken bus was a must. The trip bounded along the mountain roads to Tonalá, where there were few tourists, and the views of the lake and volcanoes were breathtaking. When the time came to leave Panajachel it was seven in the morning, giving Ruby the clearest route back up the mountain to Antigua City. ‘We wanted it to be as quiet as possible when we set off,’ says Gav. ‘She’s

a large, heavy lass, and other vehicles have a tendency to stop just as Ruby’s built up momentum! But, we stuck her in low gear and she slowly but surely chugged her way up!’ Upon arrival in Antigua City, the most prominent aspect was the Spanish Baroque-inﬂuenced architecture. ‘We spent a wonderful few days there,’ reminisces Jen of the city. ‘Staying on the edge of town, we had a beautiful roof terrace with views of

three volcanoes dominating the skyline around Antigua: Volcán de Agua, Fuego and Acatenango.’ ‘Fuego is famous for being constantly active,’ explains Gav. ‘But only at low level. Steam and gas explode daily from its top. It put on a show when we ﬁrst went out on the terrace, belching

out huge clouds of smoke. We also saw the red lava at its tip at night!’ Wandering the streets of Antigua over the coming days, Gav and Jen visited its churches and ruins. Sitting in Parque Central, the main square, they watched the locals bustle about enjoying life. They also discovered

something that reminded them of a little place called home. ‘We had a proper Sunday roast dinner!’ exclaims Jen. ‘There was a British pub that we found, and it was amazing. I had Brussel sprouts for the ﬁrst time in ages!’

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4x4 guided PERU self-drive Mystical archaeological sites, stunning scenery, and wildlife make for an unforgettable South American adventure.

Above: One of the many oasis found in Semuc Champey Right: Flores is another destination this trio visited. Stunning views can be experienced here – just as in the rest of Guatemala it seems Not content with simply looking at active volcanoes from their casa in Antigua, Jen and Gav embarked on a day trip up one. Having been dormant for a century, Pacaya erupted violently in 1965, and has been continuously on a smaller scale ever since. ‘We hiked uphill for about an hour and a half,’ describes Gav. ‘It brought us out in a clearing where we could see the summit of Pacaya – you’re not allowed up to the summit because it’s active.’ ‘It was a long way up,’ adds Jen. ‘Especially given that we’d been partaking in far too many tacos! Guys on horseback tried to offer a taxi service, but we were determined to walk it!’ Whilst on the tour, they stopped off at an area made mostly of solidiﬁed lava.

In places it gave off enough heat to toast marshmallows. After Antigua, Jen had an important date in Guatemala City – a job interview back in England. ‘I’ve been prepping in a host of places over the last few weeks – through earthquakes in Mexico, next to erupting volcanoes here in Guatemala and just the non-stop noise that has been Central America and Mexico!’ She continues; ‘We booked a business hotel and paid for a meeting room and better Wi-Fi so I could give my presentation. I’m delighted to say it paid off, and I have a job to go back to at home!’ The lengthy drive from Guatemala City to Cobán was made in high spirits, and after a stopover, the short and chal-

lenging drive to Semuc Champey tested Ruby, winding through the mountains via the jungle town of Lanquín. ‘The scenery was spectacular,’ recalls Jen. ‘The lush jungle greenery spread across the mountains, and the roads were narrow with steep drops either side. ‘Semuc is one of the hardest places to get to in Guatemala and the last 11 kilometres were certainly an adventure!’ ‘Ruby went into low range and again handled herself brilliantly,’ adds Gav. ‘Although we were glad to reach our camp spot!’ At Posada Las Marias camp was set at the bottom of a steep hill with stunning surroundings beside a turquoise river ﬂowing through the jungle. In

local Q’eqchi’ tongue Semuc Champey means ‘where the river hides under the earth’ – a name given due to the 300-metre limestone bridge over the Cahabón River. ‘At the top of the bridge there’s a series of naturally stepped inﬁnity pools where you can take a dip,’ says Jen. ‘We got up early the next morning and hiked the short steep path through the jungle to Mirador. We went down to the pools and got straight in. The water was crystal clear and refreshing!’ After half a day in Semuc it was back to the camp spot, seeking refuge from the heat. The following day Ruby was tasked with the climb back up to Cobán for a stopover before continuing on to Flores. The Guatemalan roads were not letting up, and eventually proved too much for dear old Ruby. Eight miles out of Cobán and she took on a pothole too many. Concerned, Gav took a look underneath her and saw the issue. The impact had cracked the radius arm axle bracket, and in turn meant heading back to Cobán. ‘We found a small place that did some soldering,’ states Gav. ‘The young mechanic soldered a piece of metal onto the axle and bracket for only a few dollars. Sparks were ﬂying everywhere, and we had to jump out of the way – no safety equipment in sight!’ After another night in Cobán, the route continued to San Miguel – just across the lake from Flores. Flores is an island on Lago Petén Itzá. In San Miguel, the crew had clear views of the Left: Tikal is full of history, as well as monkeys and other jungle dwellers

colonial town from their hostel on the shore of the lake. Two days later, having enjoyed all there was to offer this side of the lake, Ruby and co. caught the ferry across to the other side where they continued on to Tikal National Park. ‘We camped in the jungle,’ shares Jen. ‘And what a treat that was! We heard all the wonderful noises of the birds and animals – particularly the howler monkeys – as the jungle woke up in the morning!’ Tikal is a large archaeological site and during the Classic Period it was one of the largest and most integral cities of the Mayan culture. Today it is one of the most fascinating and enjoyable of the Mayan sites to visit – largely due to remote location. Some of the ancient temples are still being discovered, and it’s possible to watch archaeologists uncovering them. ‘Tikal is breathtaking because of the impressive buildings which have been restored, amongst many more ruins still enveloped by the jungle,’ Jen muses. ‘You can climb to the top of some of the temples and get panoramic views from above the treetops. It’s amazing!’ After another look around the ruins at dusk and a night camping in the jungle, Ruby lead the short distance to the border with Belize for the next leg of the adventures. ‘Despite the rough roads and the jungle heat, we have loved Guatemala,’ concludes Gav. ‘It’s a colourful and very friendly country with wonderful landscapes and people.’ Read more of Ruby, Jen and Gav’s world tour at www.rubythelandy.com

4x4 guided PERU self-drive Mystical archaeological sites, stunning scenery, and wildlife make for an unforgettable South American adventure.

The Overland Bazaar

Words: George Dove

Wing it

Multi tools are great. They’re one tool, whilst also being several. Sort of like a V8 Landy with a roof tent, adjustable suspension, mud tyres, nitrous and wings… Too far? Anyway, when it comes to multi tools you want as much as you can get. Perhaps, say, needle-nose and regular pliers (spring actioned of course), wire cutters, wire stripper, a locking combo knife with a 2.6-inch blade, sprung scissors, a package opening tool, an inch and a half of ruler, something to open cans – bottles too, maybe a ﬁle and of course a raft of screwdrivers. Funnily enough, the Leatherman Wingman combines all of those features in a stainless steel design with a pocket clip. It also comes with a nylon sheath, measures 9.7cm when closed and weighs less than 200g. Much like the ﬂying, all-terrain Land Rover rocket ship, it sounds too good to be true. But it does exist, honest. www.whitbyandco.co.uk.

Pac Man

No matter how much you love the Landy, one of the best parts of any adventure actually happens when you leave it behind. This means, among other things, that you can’t rely on the Landy’s storage capabilities. Just use a back-

pack, no dramas! Until you try and ﬁnd anything in there. That’s where the Aquapac PackDivider Drysacks come in. The ripstop nylon packaging comes in four sizes: 2, 4, 8 and 13 litres. They are also an ingenious waterproof storage solution.

The translucent silicon-coated bags enable you to see the contents of each Drysac at a glance, they’re also colour-coded and have useful grab handles at both ends. To ﬁne-tune your backpack storage visit www.aquapac.net.

Music to your ears When you go away in the Landy, whether it’s to a campsite or just whereever the mood takes you, it’s easy to over pack. But by combining an interesting duo of travel essentials, Sealey have lightened the load for the Landy. Their Rechargeable Lamp with Wireless Speaker utilises a 3.7V battery that is rechargeable, to power the LED lights and the Bluetooth speaker. The lamp comes with a USB charger. Dual functionality means that not only does the lamp save space, but it also comes in handy when you’re underneath the Landy as well as livening up basecamp. Find the product online at www.sealey.co.uk.

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The Final Encore – Part Three

Nicky Smith’s rebuild is making steady progress, but in this month’s instalment, there’s some serious structural work that needs attending to. Over to you, Nicky… Words and Pictures: Nicky Smith

Left: The grinder is a good friend of Nick’s. Here it was used to remove the remnants of the old pillar Below: The removing was quickly followed by the replacing. This is one time you don’t mind a clamp or two

H Left: As Nicky accurately describes, this was a car fit for the Flintstones Bottom Left: The new panelling for the driver’s footwell is installed. That should stop the draft for now Bottom Middle: It wasn’t just the footwell to receive new sections either, with the battery tray needing the expertise of Nicky and his welder Bottom Right: Panels in black are new, those in brown are rustier than a scrapyard

aving been out for the morning, I dug out the grinder as well as the welder on my return to attack the offside door pillar on the 110 once more. I removed the door and grinded out what was left of the old pillar. Then with all of the old metal cleaned off, I offered the new pillar into place and tack welded it after securing it with all manner of clamps. I finished up my welding after knocking the pillar into shape as I went along and made spot welds where needed too. Once it was finished, I popped the door hinges back on. They really did need replacing, as they moved about 5mm on their old pins. The wing went back on and to my horror there was a massive gap at the base of the pillar! I wondered how I could cure this, whether to just bolt the wing back on and pull the base over a bit more, or taking the pillar back off and starting again. I took two steps back to look at it from a different angle and it was then that I noticed that the front end of the wing was resting on the radiator bracket. With it on correctly, the gap had disappeared.

Now I was losing the light, it was time to put the tools away and leave the footwell until next time. On the next dry day, I dug out the grinder, welder, sheet metal and some tools to get stuck into the drivers’ side footwell. This was more of a pain because obviously you have all the pedals in the way and some or all have to be removed – depending on how bad the rot is in there. It looked like the Flintstones’ car at this point, so out came the grinder and I cut back and back and then back a bit more, until I found the good metal after removing the bolts from the accelerator pedal. Luckily there was plenty of good metal before I had to remove either the brake or clutch pedal. I marked up the new panel, trimmed it back into the shape I needed and set it in place. Out came the welder next and the two panels merged pretty painlessly without me blowing any holes where they were not supposed to be, and soon enough it was done. A quick slap about of underseal made it rustproof for a while and I could no longer see the suspension through the floor!

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Above: The cobwobs were an optional extra on Land Rovers in the mid-Eighties, with Nicky’s 110 showcasing the feature beautifully Right: You can see why replacing parts for new is often the best route forwards in rebuilding Land Rovers I remembered the battery box was pretty awful, so went and had a poke around there to see if a brand new box would be necessary, or whether it could be welded up for now. I was pleasantly surprised to find it was the latter. I ended up being able to make a few holes either end of the tray floor, so I measured up the sheet metal and replaced the lot! It didn’t take long to get the ends welded in and sealed up again. With the bulkhead done – at least on the welding front – I knew I was heading in the right direction. It was a big hurdle jumped, and meant I could start looking at the mechanical side of things a bit more. I wired up the battery again to give the old boy his weekly warm through and, true to style, the engine fired up in a cloud of smoke on the first turn. I was tempted to do a 300Tdi conversion at this point, as I had the Discovery to run about in. That would give me extra power, better fuel economy and hopefully better reliability. But I decided to wait and see what funds would be like later on in the build. The rear suspension was next on the to-do list. With the old boy up on axle stands and the rear wheels off, I was confronted by years of cobwebs and dirt. With them cleared, I attacked the shock absorber first. I’d been meaning to do this for weeks, and whenever I thought I’d have a chance to do it, I’d sprayed penetrating oil on the nuts the night before. When I finally got around to it they came off as if they were brand new! I then jacked the axle down and gave the spring a good few whacks with a hammer and it popped out no problem. I was feeling rather smug about how well things were going, when the first obstacle revealed itself. The bottom spring mount was well past serviceable repair. Even the welder

wouldn’t have been much use, so I ordered a new one. The bump stop was rotten too, so that needed sorting at the same time. Before putting the new bits in place, I treated the top spring mount area with a good dose of underseal and popped the old spring back in place for support. I moved onto the other side to see if that was in as bad a condition, and it was cobweb city once again! But thankfully there were no major rust issues on this side. It all came off and went back on again with minimal fuss. Then the heavens opened, so I took that as a sign to put the tools away and call it a day, leaving the copious amount of rust beneath the 110.

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Below: The mount for the suspension had also succumb to the effects of corrosion Bottom: While fitting all the lovely new components on his 110, even now Nicky had one eye on the future, with a tin of Hammerite in tow and a brush to wash over any areas that could use a bit of added protection

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Above: Crossmembers are always an area that attracts the tin worm, and the rear is the most vulnerable of them all. This one is particularly holy, and not in the religious sense either The weather was the complete opposite by the time I next came to lie down on the drive again. The sun was shining and the ground was dry as I looked to the 110 and that offside rear suspension. This time I had the parts needed to finish the job, and the new securing bar, so off with the wheel and out came the old spring and what was left of the rusty plate. The plate and old securing bar, along with the nuts and bolts that held it on, had to be ground off as they wouldn’t budge using traditional methods. Once they were off I gave the whole area a good dose of Hammerite, seeing as it was not going to be accessible until the next time it was all taken apart. The new plate, spring and securing bar all came out of the shed and went into place. Once it was all secured, I

jacked up the axle, seating the top of the spring in the process before fitting the new shock absorber. I decided to make a start on getting the rear crossmember ready to cut off. I chucked WD40 over just about anything that would need to be undone and started taking all of the nuts and bolts off the rear tabs that clasp the rear bulkhead. It turned out that the six middle nuts were welded to the rear of the tub – which was a surprise. The rest of the bolts looked in good repair, so I popped them all in a tub with a liberal dose of WD40 and left them to be reused later. Now my attention turned to the chassis. First off, the fuel tank had to come out, so I had to remove the filler and overflow fuel pipes. Should be easy,

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Above: In order to start replacing the rear crossmember, the fuel tank is one thing that needs to be ousted. So that means removing the filler and overflow fuel pipes

right? After all, they are only jubilee clips… Wrong. The clips would not budge, so after five minutes of larking about I got the grinder out and put short play to them. I wasn’t worried about damaging the pipes themselves, because they had turned hard as stone and could do with being replaced anyway. I unscrewed the nuts holding the tank in place and then tried to remove it. I realised I had been a bit eager and had forgotten to remove the fuel pipes. Plus the electrics for the fuel gauge. I shifted the tank back into place and proceeded to snap off both of the fuel pipes, destroy the earth wire for the fuel gauge and break both the sender wires. I used the tow bar support arms to support the tank again as I lowered it out of place – they came in handy as Left: If you’re like Nicky and can occasionally get ahead of yourself, you may want to remember that disconnecting the fuel lines and the wiring through to the fuel gauge is crucial to successfully removing the fuel tank

Right: The wiring that needs disconnecting before you feed the loom back through the new chassis is located behind the panels in the rear tub

Left: Things are about to get serious...

Right: Nicky utilised all manner of props to aid with the transfer of old chassis to new chassis. Alternatively, seek additional human

an extra pair of hands. The tank itself was in surprisingly good condition, but the fuel that came out was full of rust. I rubbed down the crossmember ready for sealing up before I fitted the new chassis section and the tank. The rear exhaust silencer was in the way though, and seeing as it was very rusty with lots of holes, I made the job easier for myself by removing it with the grinder. At this point I stopped and had a look at the new chassis section. I wasn’t looking forward to cutting it up because it could go wrong. Very wrong! I would measure, re-measure and then measure again. Then I would have a brew, a bit of a think and then measure it all up again before making the first cut. I stood looking at the 110 and knew I could put it off no more. The weath-

er was good, it was not too cold and inside my mind this was turning into a massive hurdle, so I had to get it done. After retrieving all of the tools from the back of the 110, I dragged out the new part chassis. I opened it up, so I could measure where and how much I was going to cut off of the old one. I was getting ahead of myself, so I went back into the rear tub and started to try to take the back panel off on both sides, in order to access the wiring that needed to be disconnected so the wiring loom could be fed back through the old chassis. I looked at the 110 and firmly informed it that I was not going to be playing games and headed out to the shed to get the grinder. With that sorted, I had a laugh. Whoever wired up the old trailer socket on it

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01527 892377 used only yellow wiring. I had to take a picture, I could hardly believe it. I could not put it off anymore now, I had to start on the chassis, so I measured up from a few different places and marked up the old one where I thought it would need cutting. Once it was marked up I put lots of axle stands and a jack in place to catch the old chassis when I made the cuts then I went off for a cup of tea for ten minutes. When I came back, I triple-checked my measurements and marking, again, then I checked once more! Nope, I definitely couldn’t put it off anymore. Everything looked good, so I fitted a 1mm cutting disc to my grinder then made the first cut – in my old age I’ve become paranoid about using anything thinner! All went well and after a few disc changes the rusty old chassis was off! Whilst moving it out of the way, I dropped the rusty old lump on my shin, it really smarted for a bit and I had a few choice words for the 110. The chassis underneath looked good though, and the rear end looked all lost and lonely now its backside had been surgically removed! The wiring loom took some feeding back through into the new chassis and I re-taped it all up before I did it. I also set it so it sits in the middle of the chassis using tension to keep it out of the way when welding. Now we would see if I had made the right cuts or not as I tried to offer up the new chassis. If you are going to attempt to do this particular type of work on your Land Rover, may I suggest getting someone to help you, as it is very awkward trying to fit a new piece this size by yourself. It was possible using the axle stands, a jack and the hi-lift, just very tricky! It was tight. I mean really tight to get onto the old chassis, but with some gentle persuasion using a sledge hammer it went nearly all the way into place. I did use the nuts and bolts on the tabs at this point as well. I put them all into place which kept the chassis in line and helped with the extra tension, moving the replacement chassis exactly where it was supposed to go. My measurements had all been good, and much to my smug satisfaction the whole thing lined up a treat! Sounds easy. Well it was straightforward enough, but this process of lining up and banging and bashing took about 45 minutes until I was happy with the end result. A relief considering it will be on here for quite some time! I was happy it all came together. With no rusty holes, the back end was looking in good shape on the 110, and I had finally started on the dreaded chassis. You can read the full version of Nicky’s project by heading over to his blog – the website you need is here: www.nickysmith.me

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Above: A nice clean match up with the original chassis means Nicky can now sleep easy... until the next job Below: A new rear crossmember on the 110 is a big job completed. Note the other Land Rover that’s joined the party...

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Syncro Shift Up a Gear: Part Two

As things hot up at Team Syncro Racing HQ, not even the ‘Beast from the East’ can deter the progress, as the Ultra4 race car comes ever closer to its debut Words and Pictures: Team Syncro Racing

t has been a month since we last joined Team Syncro Racing (TSR) on their exciting adventure in building an Ultra4 off-road racer. The goal for the team is to build a fully bespoke race truck to compete in this year’s Ultra4 Europe race series. ‘We’ve got a very clear image in mind of what we want to achieve and how we want the truck to be when we’ve finished; that being said, we are open to change as ultimately we are all novices and have never done this

before. We’ve received lots of help and guidance from veteran racers throughout this process, which has helped us immensely,’ comments Shabs Piercy, owner of Syncro Gearboxes and Team Syncro Racing driver. Over the last four weeks, the team have been working tirelessly to get the Land Rover-inspired truck ready for their first competition, King of France on the 18-20 May 2018. The teams second race car build weekend took place in mid-March, with

lots of progress being made, despite all of the snow! The ‘Beast from the East’ didn’t deter the team’s spirits from wrapping up warm, grabbing the snow shovels and pushing forward to get some key jobs ticked off the list. The team were joined by Andy Brookes, their Mac Tools sponsor, who battled his way to Wales through the snow to attend the race build weekend and deliver some much needed tooling for the team. It was all hands on deck to clear the snowy path and help

Below: In order to visualise the interior in completed form, the team put together mock-up panels constructed from cardboard and MDF

push the tool-brimmed van up the drive to Team Syncro Racing HQ. Back in January this year, the team had started with a very blank canvas (the empty race frame), so the first jobs were mocking up the inner panel work such as ﬂoor, bulkhead, dashboard and transmission tunnel. All of which was done out of a combination of CAD (Cardboard Aided Design), MDF and a lot of gaffer tape! Although a bit rough around the edges, the mock-ups gave the team a much-needed visual

concept of how the interior was going to fit together. Whilst David and Colin were working hard on the mock-up panel work, Luke and Rhys took care of the hydro-steer mounting and high-steer modifications to the Discovery 2 axles. Meanwhile, Nick was mounting engine cooling components such as the AlliSport race specification radiator. By the end of the second weekend, the team had progressed well, preparing most of the interior and

Below: An AlliSport intercooler bigger than a breeze block shows racing intent, and a useful modiﬁcation to work alongsie that Td6 engine

Astwood 4x4 Ltd www.astwood4x4.co.uk

01527 892377

A business that cares about your Landy and your needs. A company who understands what the Landy is all about.

Suppliers of premium products for the Land Rover market for over 28 years. ● Extensive stocks ● UK Mainland next day delivery ● International despatch daily ● Serving the Trade & Aftermarket Above: Microkerf laser-cut the panels for TSR after initial drawings. Surely a match for the Range Rover here... getting some of the core components mounted. Even though progress was being made, the team still had a long way to go. Over the following weekends, with a lot of tea and biscuits helping to spur the team on, they managed to finalise interior panel work which was then measured and drawn on the computer and uploaded to Microkerf. co.uk for laser cutting. Their quick turnaround time in service meant the panels were soon back at TSR HQ to continue assembly. Matt and Shabs set about mounting the first batch of panel work, which included the rear bulkhead, roof and bespoke battery tray. As the weeks passed and the long Easter bank holiday weekend ensued, some significant hurdles had been overcome with the fitting of the dashboard, steering column, seats and safety harness mounts – all of which completed the bulk of the core interior components. A Momo steering wheel and quick-release boss were fitted courtesy of Optimill Race Products. Steering wheel and seats in situ quickly meant the truck was starting to take shape and the pedal positions could be tacked in place!

The front axle was finished off, welded up and given a generous coating in Buzzweld RCP before being re-mounted and ready for full assembly. Recent progress has also seen the engine removed for some tinkering with the aim of getting the motor running as King of France is looming closer by the day. The team’s next jobs will see them being very busy over the next few critical weeks. They’ll need to source and fit wheels and tyres, fit the K2 Fabrications fuel tank and get the Land Rover Td6 engine purring. The last few weeks have seen the team putting in a lot of hard work, time and dedication to getting the truck ready outside of their normal day jobs. ‘There really doesn’t seem to be enough hours in the day. As we tick

items off the list we seem to be adding more new ones to the end,’ gestured David Pennington, TSR member. ‘But the whole Team Syncro Racing family are pulling out all the stops, which is great, and although it’s a lot of hard work, it’s also heaps of fun.’ With the lighter evenings ahead, the team are busy burning the midnight oil, striving to achieve the deadlines to enable them to race this May. Will the race car be ready in time for the King of France event? Join us next time for the newest instalment and follow Team Syncro Racing on their adventure.

Order via the web at www.shop4autoparts.net email us sales@shop4autoparts.net Telephone 024 7663 7337

You can also follow Team Syncro Racing on Facebook –search TSR @ TeamSyncroRacing

Below: Team Syncro Racing are hoping to set sparks flying in this year’s Ultra4 Europe race series

BRITISH 4X4 SPECIALISTS Servicing and repairs to Land Rover® Vehicles

Equipped with Autologic Diagnostics This means we are able to diagnose and repair any Land Rover model up to the present year! We believe in a one to one service with a considerable saving to your pocket compared to that of a main dealer.

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Unit 4, Fernhill Street, Bury, Lancashire, BL9 5BG Land Rover is a registered trademark of JLR Ltd

The Landy Buyer

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

1948-1951 £10000-£50000+

Genesis In focus: Series I 80” 1.6 Petrol

The Stats 1949 Series I 80” 1.6 Petrol • • • • • • • •

Power: 50 bhp Torque: 80 lb/ft 0-60: N/A Top speed: 55-60 mph MPG: 25 (est.) Tax: Exempt Insurance group: N/A Towing capacity: 3500kg

Pros: Heritage, old school engineering, charm, collectable classic, raw driving experience Cons: Parts are getting seriously difficult to source, can be very expensive to buy now

Insure your Defender with Adrian Flux from as little as £70 * Based on 50-year-old driver, average area, 5+ years NCB, second vehicle, 1000 miles a year, with green lane and off-road cover, agreed value, no claims or convictions and £100 excess

t seems appropriate to look back at where the fuss all began with Land Rovers, given the celebrations we have going on around us this year, with the brand’s 70th anniversary in full swing. We’ve had special edition vehicles released, restored relics being used to hammer home the company’s heritage and more than a fair few reminders of how great these versatile vehicles have been over the years. But it started with something more basic than anything we see on our roads, farm tracks or byways today. The 80” Series I was genesis and the beginning of everything we value about these robust vehicles here in 2018. In the current market, there’s no hiding that owning an early 80” in decent condition is likely to set you back a bob or two. But if you are lucky enough to own an 80”, then what should you look out for mechanically, and should you be weary of any chinks in the 1600cc’s armour?

Andy Walker of Alex Engineering can help here. ‘My first encounter with the 1600cc engine was back in the late ‘80s when I purchased an 80” for using in cross country vehicle trials,’ says Andy. ‘The Land Rover was a 1951 model registered in September 1950 with the 2000cc version of the earlier 1600cc motor – very similar to the 1600cc, but with slightly more power and torque. ‘Anyway, back to the 1600cc engine, or 1595cc to be exact! The engine that Land Rover fitted in 1948 into the 80” was a slightly modified version of the Rover 60 car engine. The main idea behind the variations in the engine that Rover used in the 80 was that it produced more low-speed torque.’ The 1600cc engine was only used up till the 1951 model, with its 50bhp always going to be scrutinised as the Land Rover’s popularity grew. So few models will have been

produced with this motor, and even fewer original examples will remain in circulation now. Andy continues, ‘Both the 1600 and early 2000cc engines used an external oil filter that is connected to the engine by small copper pipes. These are now very expensive to obtain. I do remember a slight off-road incident with the trials 80” where I managed to get very stuck in a water crossing. The result was a sump filled with water that turned the oil to butterscotch, rendering the lovely new oil filer completely useless. Even back in the ‘80s those filters were expensive, especially when I was trying to finance my trials career on £35 per week!’ Most major parts for the 1.6-litre unit are difficult to source, with some of the rarest being oil sumps, thermostat housings and good quality water pumps, although some good news is gaskets are readily available.

‘As far as the engine in my trials 80” goes,’ adds Andy, ‘Luckily the 80” did survive its life as a trialler and I fully restored it in 2002. Unfortunately I didn’t refit the old engine.’ There’s probably a

number of people out there who used to have an 80” Landy and now wish they’d kept hold of it or kept it original. If you’ve still got hold of yours, keep it that way.

Alex Engineering is based near Tring in Hertfordshire, and equipped to cater for any of your Land Rover requirements. Give them a call on 01296 668848 or visit their website: www.alexengineering.co.uk

To advertise in The Landy, call our team on 01283 553244

Series I (1948-1958) If you want to be the owner of a vehicle that oozes heritage like no other, then surely a Series I Land Rover is the way to go. The Series I Land Rover – particularly in its 80” guise – is arguably the most sought after Land Rover for purists and collectors alike. Its 1940’s engineering gives it a real charisma, but consequently, parts aren’t as readily available as they once

were. Restoration projects require deep pockets, but then a finished example will fetch mega bucks. Gone are the days where you could use a Series I as an actual Land Rover, because with restored and cherished examples now retailing where they’re at, preservation is the aim of the game. The rarer and earlier the vehicle, the higher the price tag gets. But can you really put a price on such an icon?

Series II/IIA (1958-1971) In 1958, the second-generation Land Rover was born and along came the barrel sides which we came to recognise on even the very last Defenders. Today the Series II or IIA is a more affordable prospect than a Series I, yet it still carries much of that early charm that makes it a hit with enthusiasts. The prices are on the increase, however, as these 50-year-old vehicles start to come into their own as a collec-

tor’s item. A 2.25 petrol 88” would be our pick, as the diesel engines, certainly the 2.0-litre diesel, were underpowered and noisy. The Series II/IIA carries a wider stance than its predecessor and adds an extra (thin) layer of refinement over the Series I. While the engines have excellent longevity, they need to have been maintained properly. Be thorough in your checks.

Series III (1971-1985) Following on from the Series IIA, the Series III emerged in 1971 with a few cosmetic tweaks and safety features to freshen up the model. Headlights were shifted out to the wings in-line with new legislation and the dash received a bit of padding to hide the new safety bar across the top of the bulkhead – not sure it’s a five stars on the Euro NCAP scale, though. The Series III wasn’t too dissimilar

to the Series II in mechanical terms, keeping the same 2.25-litre engines throughout its production, although in 1980 the 2.25 motors switched to a more durable five bearing setup. The transmission also received syncromesh on all forward gears to make it easier to live with. They still carry the simplicity of earlier Land Rovers, but can be obtained for a fraction of the price... for now.

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

the SIII LWT – built from 1972 onwards – also had its headlights switched out to the wings. These Series Lightweights throw up an extra dimension to Land Rover ownership, with military history and touches often machine-gunning the vehicle. It means you get a Land Rover that could have a few more stories to tell – and you have something that stands out from the crowd.

Forward Controls (1962-1978) Only serious enthusiasts need continue reading here. Ownership of any Forward Control is not for the faint-hearted. These leviathans are expensive to run and trying to get hold of some of the parts can be, quite frankly, a bit of a nightmare! Clubs can help here, though, as is often the case with any Land Rover. These vehicles offer substantial

payloads if that’s the sort of thing you’re after, but will also tick the boxes for huge, unnecessary and hilariously addictive fun. If you’re going to go the whole hog then why not buy a 101FC. You’ll have a V8 engine harping away underneath you (literally) and people are likely to clear out of your way when they see you coming in their mirrors. Surely that’s reason enough to buy one?

£5000-£50000+ Versions: 80” (‘48-’53), 86” (‘54-’56), 107” Pick Up (‘54-’56), 107” SW (‘54’58). 88”, 109” Pick Up (‘56-’58). 1.6 4cyl petrol (‘48-‘52), 2.0 4cyl petrol (‘52- ‘58). Pros: Heritage, charm, a true classic, the original Land Rover Cons: Availability of parts, price tag on early 80”s

£1400-£30000 Versions: 88”, 109”. 2.25 4cyl petrol (‘58-’71), 2.0 4cyl diesel (‘58-’61), 2.25 4cyl diesel (‘61-’71), 2.6 6cyl petrol (‘67-’71 (109” only)). Pros: As a resto it’s a sound investment, some examples now MOT exempt, more desireable than SIII Cons: Bulkheads can rot with ease, check suspension leaves for seizing

£1500-£25000 Versions: 88”, 109”. 2.25 4cyl petrol, 2.25 4cyl diesel. 2.6 6cyl petrol produced until 1980. Stage One V8 used detuned version of the 3.5 V8 (‘79-‘85). Pros: Most affordable way into Series ownership, still has the Series pedigree, parts still widely available Cons: Not as desireable as earlier Series models

£2500-£25000 Versions: 88”. IIA (‘68-’72), III (‘72-’84). 2.25 4cyl petrol engine.

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

£5000-£35000 Versions: Series IIA (‘62-’66), Series IIB (‘66-’72), 101 (‘72-’78). 2.6 6cyl petrol engines for IIA/IIB, 3.5 V8 petrol for 101.

Pros: Soundtrack, presence, exclusivity Cons: Fuel bill, fuel bill, parking conundrums... fuel bill

Ninety/One Ten (1983-1990) The icon of the 4x4 world. This is Land Rover at its best: a no nonsense workhorse that can also take you just about anywhere in the world. Early examples of the Ninety and One Ten are worth keeping hold of, providing they’re in good condition – but you’ll be searching far and wide for examples that are. This was the birth of the Defender, despite not being christened officially

until 1990, and as such these Land Rovers had coil-sprung suspension, new engines – although they were still terribly underwhelming – and offroad capability that has still yet to be matched today. A very early 2.25 petrol 90 is a rare thing, and a beautiful one too. But perhaps try for a 2.5TD version with low miles and good history. They’re robust and as simple as they come.

Defender 200Tdi (1990-1994) In 1990, the Defender name emerged and with it a cementing of a legacy that already stretched back over 40 years. This was... is the best 4x4 by far. It carried the Tdi badge for the first time and meant that no longer was a Defender being powered by a feeble hamster in a wheel. If you’re in the market for a 200 Defender, though, you might get a 200 unit but it might not necessarily be from

a Defender. Replacing blown units with a Disco 200Tdi is popular, so check the arrangement of the turbo and manifold to see which one you’ve got. The 200Tdi is probably the best for off-roaders, so many of these vehicles will have been worked hard. Some owners have now started restoring these vehicles, meaning a premium price – but can you really put a price on perfection...?

Defender 300Tdi (1994-1998) After the 200 followed the 300Tdi. Essentially, this was a revised version of the predecessor – perhaps a little more refined – but still just as durable. These engines, providing they are properly maintained, can last for decades. Look around for one with full service history and you could find yourself a keeper. Some Tdi Defenders have received galvanised chassis and even

bulkheads, and these are the type of Defender you should be after. A futureproof Landy. By the time the 300Tdi came out, Land Rover was now giving the Defender power steering as standard and disc brakes all-round. It’s the little things after all. Arguably the company’s greatest engine, balancing performance and practicality. The Defender in its prime.

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

ples of what many have been subject to. Lots of power doesn’t always mean happy faces. The rear of the chassis has frequently been called into question, so protect the rear crossmember if it’s in good shape, or else face the consequences. With minimal electrics, the Td5 Defender is still a DIY machine and you’ll be working on one of Land Rover’s most notable masterpieces.

Defender TDCi (2007-2016) The last of the Defenders were fitted with Ford Transit engines – first the 2.4 TDCi, followed by the 2.2 TDCi, brought in to meet Euro V emission standards and keep the Defender alive for another few years. Sadly, these engines denoted the Defender’s swansong, the twilight of its days. They were fitted with six-speed gearboxes, still had phenomenal off-road capability and even made the

Defender a nice place to be. But they were still very much Defenders. The era of blinging also began and you can find special editions out there costing obscene amounts of money. You will pay a premium for these Defenders, especially since the end of production. But if you can grab a 2.2 TDCi and start preserving it now, you may well never see depreciation. We’re no financial advisors, though...

£2000-£15000 Versions: Ninety (‘84-’90), One Ten, 127 (‘83-’90). 2.25 4cyl petrol (‘83-’85), 3.5 V8 (‘83-’90), 2.5NA 4cyl diesel (‘84-’90), 2.5 4cyl petrol (‘85-’90), 2.5TD (‘86-’90). Pros: Good ones are now worth saving, same ability as Tdi Defenders Cons: Not many left in good condition, engines underpowered

£3200-£25000 Versions: Defender 90, 110, 130 (1990- 1994). 200Tdi 2.5 4cyl turbo-diesel.

Pros: Legendary off-road, one of the very best engines, old-school electrics Cons: Genuine Defender 200Tdi units are getting rare, many have been used hard, corrosion

£4000-£20000 Versions: Defender 90, 110, 130 (1994-1998). 300Tdi 2.5 4cyl turbo-diesel.

Pros: A slightly more refined Tdi powerplant, the best? Cons: Erm... erm... hmm, this is hard

£5000-£20000 Versions: Defender 90, 110, 130 (1998-2007). Td5 2.5 5cyl turbo-diesel.

Pros: Off-road capability, power, reliability (generally) Cons: Rear chassis, premium prices at the moment

£10000-£35000 Versions: Defender 90, 110, 130 (2007-2016). 2.4 TDCi (‘07-’12), 2.2 TDCi (‘12-’16).

Pros: Better emissions (marginally), more creature comforts, same off-road prowess Cons: Price, more electrics, last of the breed

Freelander 1 (1997-2006) We haven’t always held the Freelander 1 in the highest regard here at The Landy, but as market prices constantly change, so too can our opinion on certain vehicles. With examples attainable from as little as £500, the Freelander 1 represents a cheap gateway into Landy ownership. There are a few issues to be aware of, though, such as the viscous coupling, which is expensive to replace

and can be upset by simply having mismatched tyres on your axles. The 1.8 petrol used to be notorious for head gasket failures, but today’s replacements are much more robust. The V6 is thirsty and the 2.0Di is gutless, so opt for a TD4 – but check the condition of the injectors first. Buy an FL1 and you even get a Landy that’s decent off-road and doesn’t carry the usual trait of rusting after five minutes.

Freelander 2 (2006-2015) Most people will turn their noses up at Freelanders because they’re not properly recognised as true Land Rovers. But while you should turn your nose up at the FL1, the Freelander 2 actually makes for a much smarter proposition than you may think. Because of it being replaced by the Discovery Sport, the FL2 is now an affordable option that still offers good levels of refinement, a strong 2.2-litre

four-cylinder turbo-diesel engine and a level of practicality that means it can make for a great family vehicle. Plus it’s become one of the most reliable Land Rovers out there. Prices are now falling thanks to the Freelander name disappearing from the production line, but for £10,000 you can now get a capable all-rounder that is actually pretty adept off-road and yet still economical to run.

£500-£3000 Versions: 1.8 4cyl petrol (‘97-’05), 2.0Di 4cyl diesel (‘97-’00), TD4 2.0 4cyl turbo-diesel (‘00-’06), 2.5i V6 petrol (‘00-’05). Pros: Cheap to buy, no major rust issues, surprisingly good off-road Cons: There are better Land Rovers out there, FL2 showed the FL1 how it should have been done

£3700-£20000 Versions: 2.2 4cyl turbo-diesel, available in two- or four-wheel drive, 3.2 V6 petrol (‘07-’09).

Pros: Better off-road than you may anticipate, reliability, refinement, economy of diesel engine Cons: Transmissions can wear quickly if used for towing

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

good condition – look after it, as it will only appreciate. These vehicles are popular with collectors. Unfortunately, in terms of spare parts, many have succumb to corrosion or have been abused off-road to the point of no return. While an early ‘70s Classic may not be attainable for everyone, tidy examples of the late four-door versions can make for an equally tidy investment.

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

diagnostic equipment is going to be a better companion than a spanner. Avoid the diesel variant as the engine was adopted from a BMW saloon and isn’t up to the task of the extra weight a Range Rover carries. Go for a 4.6 HSE, it’s actually more economical than the 4.0 V8 and you’ll get all the toys (working or not). Or you could try and find an anniversary model or even a Holland & Holland...

Range Rover L322 (2002-2012) Compared to the P38, the L322 Range Rover was a saint. Generally. Its electronic aids were far less temperamental and it delivered a new level of luxury to four-wheeled motoring. The Td6 receives mixed reviews: some say it’s underpowered while others say it’s the best of the bunch. Common sense would steer you towards a TDV8, either the 3.6 or 4.4, but these are the L322s holding out for

strong money. Notably, the petrol V8s are lingering with very appealing price tags, but don’t think running one would be cheap. As with many 21st Century Land Rovers, they have lost their accessability for the home mechanic. Drivetrain faults are becoming more frequent, so you need to look for that FSH. As a car, however, it’s probably all the car you’ll ever need.

Range Rover L405 (2012-present) If you want the very best in automotive luxury, then look no further. The latest incarnation of Land Rover’s flagship Range Rover weighs a whopping 400kg less than its predecessor thanks to the use of an aluminium body, which helps on mpg – although owning one of these suggests that your cash flow isn’t particularly an issue. This is the last word in elegance and majestic motoring. All the engines sup-

ply copious amounts of power to your right foot, while the L405 hasn’t lost any of its off-road pedigree... even if taking one off-road is like asking your alcoholic friend to a wine-testing session. They could comfortably partake, but probably shouldn’t. Prices are still only right for Premier League footballers and people with a link to the royal family. If you fit into that category, then we envy you.

RR Sport 1 (2005-2013) Much of the Range Rover Sport was borrowed from the Disco 3, in fact it shared virtually identical underpinnings, whereas today’s RR Sport uses actual Range Rover foundations. Nevertheless, Land Rover put a Range Rover in a tracksuit and attempted to make a handler out of it. To some extent they succeeded, although it’s no sports car despite what it says on the back of the vehicle.

It can play the leisure vehicle very well, though, and will go off-road like the best of them. If you’re going to buy one, then you need to love it for itself, becausse a Discovery of the same era is more practical, while a full-fat Range Rover is always going to carry an extra layer of prestige. They’re still a good all-rounder, though, and now relatively affordable.

£1500-£50000+ Versions: Two-door (‘70-’85), four-door (‘81-’96), LSE (‘92-’96). 3.5 V8 petrol (‘70-’86), 3.5 EFI V8 petrol (‘86-’89), 3.9 EFi V8 (‘89-’96), 2.4 VM turbo-diesel (‘86-’92), 200Tdi (‘92-’94), 300Tdi (‘94-’96). Pros: Most usable classic Land Rover, V8 power, ride quality Cons: Rust (again), availability of parts for early models, V8 thirst

£800-£11000 Versions: 4.0 V8 petrol, 4.6 V8 petrol, 2.5 6cyl turbo-diesel.

Pros: Luxury, price, a Land Rover that doesn’t rust. Could even P38 prices rise soon? Cons: Electrics. Nuff said

£4000-£40000 Versions: 3.0 Td6 (‘02-’06), 4.4 V8 petrol (‘02-’07), 3.6 TDV8 (‘06-’10), 4.4 TDV8 (‘10-’12), 4.2 supercharged V8 petrol (‘05-’09), 5.0 supercharged V8 petrol (‘09-’12).

Pros: Great off-road, luxury, image, TDV8 powerplants Cons: Your maintenance bill

£45000-£150000 Versions: 3.0 TDV6, 4.4 SDV8, 5.0 supercharged V8 petrol, 3.0 SDV6 hybrid (‘14-present).

Pros: Styling, engines, capability at pretty much everything Cons: Price

£7000-£40000 Versions: 2.7 TDV6 (‘05-’09), 3.0 TDV6 (‘09-’11), 3.0 SDV6 (‘11-’12), 4.4 V8 petrol (‘05-’07), 3.6 TDV8 (‘07-’10), 4.2 supercharged V8 (‘05-’09), 5.0 supercharged V8 (‘09-’12). Pros: Decent performance from both engines and chassis, a lot of car for your money Cons: Not as practical as a Disco, not as prestigious as a proper RR

RR Sport 2 (2013-present) The second-generation Range Rover Sport has also been on a diet to save over 400kg, just like the current daddy Range Rover, the L405. That means that even this big bruiser is relatively economical when spec’d with the SDV6 motor. Some won’t like the vulgar and flamboyant posture, while others will adhere to the smart, yet mean styling. But no one can knock the Sport for its

performance. It feels incredibly light for such a big car, and if you’ve robbed a bank and can afford the SVR version, it’s as good round a race track as it is on a green lane. The only stumbling block with such a fine motor is going to be how to pay for it. Removing limbs is possibly the most feasible option, or wait ten years and see if the prices have come tumbling down off those high pedestals.

RR Evoque (2011-present) When the Range Rover Evoque was launched, it signalled Jaguar Land Rover’s intent on hitting the mass market. And given that the Evoque is their fastest-selling vehicle to-date, they’ve clearly done the job. That doesn’t mean it’s a hit with purists. They don’t much like the fact Victoria Beckham was involved in the designing of it, nor that it is the polar opposite to a Defender.

It’s actually still a capable thing off-tarmac, but it would rather not go down that route. Nevertheless, it is economical by Land Rover standards and because there are so many out there, they have decent residuals. Go for a five-door with the new Ingenium engine, and make it the 4WD version. The 2WD model may be eco-friendly but what is a Range Rover without four-wheel drive?

£43000-£130000 Versions: 3.0 SDV6, 4.4 SDV8, 5.0 supercharged V8, 3.0 SDV6 Hybrid. Range Rover Sport SVR 5.0 supercharged V8 (‘15-present).

Pros: Feels light considering weight, engines, almost as luxurious as its bigger brother Cons: You’ll need deep pockets

£14000-£48000 Versions: 2.2 SD4 (‘11-’15), 2.0 Si4 4cyl petrol, 2.0 TD4 (‘15-present).

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

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Evoque Convertible (2016-present) Talk about niche markets: here’s a fourwheel-drive SUV that also doubles up as a convertible – go figure. It’s not going to appeal to a great number of people, and those who do like the cut of its jib will have to contend with a driving experience that is inferior to the regular Evoque, and the likelihood of a few more head scratches regarding practicality. The only real upside is that of the

electrically-foldable roof, which does at least improve the vehicle’s exterior when slid back out of sight. You’ll also be in relatively exclusive company when owning this car, and it’s only available in the higher trim levels of the Evoque stable. All that aside, you’ll have probably the most capable and versatile convertible the world has ever seen. This is not just a soft-top for the summer.

Range Rover Velar (2017-present) And so the Range Rover family welcomes its fourth model, confidently making it the most prominent of Land Rover’s sub brands. It’s a vehicle we will be giving our driven verdict on in the very near future, but for the meantime, we do know this much: the Velar is a fine-looking craft and is based upon the same architecture as the Jaguar F-Pace. It has greater off-road ability than the

aforementioned (good for Green Oval enthusiasts) and it is available with a wide choice of engines, most of which combine good economy with usable everyday performance. The interior is Land Rover’s most advanced cabin to date, with other models expected to follow the Velar in due course. Other than that, you do pay a premium for the suave looks...

Discovery 1 (1989-1998) The earliest version of the Discovery was aimed purely at providing a middle ground between the agricultural Defender and the luxury, upper-class Range Rover. It carried much of the Defender’s capabilities, but added more refinement and a driving experience more suitable to families – but without a Range Rover price tag. Blessed with the same wonderful

Tdi engines, the Discovery saved Land Rover and hit back at offerings from other nations by being an affordable all-rounder. And that still holds true even today. Early Discovery 1s in fine condition are now classics and will continue to appreciate. We would recommend trying to find a tidy and later 300Tdi example, but watch out for body rust – the boot floor, arches and wings etc.

Discovery 2 (1998-2004) Following on from the first-generation Discovery, in 1998 Land Rover gave its family SUV some minor cosmetic tweaks and a whole new power unit in the shape of the Td5. The engine is arguably Land Rover’s most reliable unit and it’s a strong performer out of the box, although it does lend itself to being tuned – just make sure any mods have been done properly. You can also buy a V8, but

the fuel bill isn’t going to be welcome, plus they’re more temporamental. Unlike on the D1, its the chassis that’s the problem, not the body. We all know that Discos make for a great tow car, and consequently many of the rear chassis on D2s have dipped their rears into the sea. Not all of them live to tell the tale... Get a later example for more creature comforts and difflocks too.

Discovery 3/4 (2004-present) The Discovery went through a dramatic revamp for its launch in 2004, but it came out the other side as one hell of a vehicle. Greatly improved in terms of power and refinement, the Disco 3 received the relatively economical 2.7 TDV6 engine (although the thirsty 4.4 V8 petrol was an option) and became the first Land Rover to be given Terrain Response. If you need one vehicle in

your life, this could be the one that ticks the most boxes at once. Be weary of maintenance costs, especially as you approach the 105,000mile/seven-year mark that means the timing belt is due – it’s a body-off job! The 3.0 TDV6 and SDV6 engines are even better, with monumental amounts of torque. Luxury has also increased significantly in later examples. A later SDV6 model is best.

£35000-£55000 Versions: TD4 2.0-litre 4cyl turbo-diesel (180hp), SD4 2.0-litre 4cyl turbo-diesel (240hp), Si4 2.0-litre 4cyl petrol (240hp). Pros: One of the very few ways you can get open-top thrills in a Land Rover Cons: Heavier, less practical, less economical and worse to drive than hard-top Evoque

£44000-£90000 Versions: D180 2.0-litre 4cyl turbo-diesel, D240 2.0-litre 4cyl turbo-diesel, D300 3.0-litre 6cyl turbo-diesel, P250 2.0-litre 4cyl petrol, P300 2.0-litre 4cyl petrol, P380 3.0-litre 6cyl petrol. Pros: Very stylish, interior, choice of engines, driven verdict soon... Cons: Could hurt the bigger Sport and L405. Prices stretch to near £100K

£700-£10000 Versions: 200Tdi 2.5 4cyl turbo-diesel (‘89-’94), 300Tdi 2.5 4cyl turbo-diesel (‘94-’98), 3.5 V8 (‘89-’93), 3.9 V8 (‘94-’98).

Pros: Almost as every bit as good as the Defender off-road, price, practicality Cons: The body rusts like it’s been doused in sea water

£1000-£6000 Versions: Td5 2.5 5cyl turbo-diesel, 4.0 V8.

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

£5800-£40000 Versions: 2.7 TDV6, 4.4 V8 (‘04’09), 3.0 TDV6 (‘09-’12), 3.0 SDV6 (‘12-present).

Pros: Off-road capability, usability for every occasion, luxury on later models, torque of 3.0-litre engines Cons: Maintenance costs, air compressor on D3s, D4s not so cheap

Discovery 5 (2017-present) Launched just a couple of months ago, this latest Discovery is still yet to hit the UK roads on mass. Land Rover needed to improve economy in particular with this edition of the Disco, and having chopped 480kg from the kerbweight, it would seem their proficiency in the use of lightweight technologies is only getting better and better. We’ve yet to drive the latest Discov-

ery, but expectations are high – especially as this will be Land Rover’s most capable SUV in production. New engines look promising on paper, and Land Rover has listened to customers regarding the infotainment system. It will remain to be seen whether the changes have quenched the thirst of the critics, though. We reckon the base Sd4 model could turn out to provide all you really need.

£43500-£76000 Versions: 2.0 Sd4, 3.0 Td6, 3.0 Si6 (‘16-present).

Pros: Most technologically-advanced Land Rover to-date, keeps Discovery practicality Cons: Not many can afford one currently, easy to mistake for D Sport

Discovery Sport (2015-present) Brought in to replace the ageing Freelander 2, the Discovery Sport was the vehicle that turned the Discovery brand into a family. It has come to be so much more than a re-badged Freelander, though. For starters, the Discovery Sport has seven seats (just), drives better than a Freelander 2 and is now more refined thanks to the Ingenium Td4 engine. Land Rover is now churning out

LAND ROVER T H E E V E RY D AY C L A S S I C

substantial units of the baby Disco, now even matching the Evoque for pace as one of the fastest-selling vehicles to carry a green oval. It’s a more usable vehicle than the Evoque, though, and carries less of the feministic stigma that often surrounds the Evoque. Grab a cleverly-spec’d SE Tech for a car that can be as practical as a daddy Disco, but for a more attractive price.

£28000-£50000 Versions: SD4 2.2 4cyl turbo-diesel (Jan ‘15 - Aug‘15), TD4 Ingenium 2.0 4cyl turbo-diesel (Aug ‘15 onwards).

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

From the publishers of

Land Rover: The Everyday Classic is a celebration of Solihull’s ﬁnest in day-to-day life. Concentrating on vehicles from before the modern era, it looks at Series trucks, pre-Puma Defenders, ex-military Landies and live-axled Discoverys and Range Rovers still in regular use.

£8.99

Plenty has been written about hardcore modiﬁed off-roaders and polished classic show vehicles. The Land Rovers you’ll ﬁnd in The Everyday Classic are real-world trucks that still work for their living. Many have been restored, modernised, converted, even customised – but all are perfect examples of why, even away from the extremes of the hobby, the Land Rover spirit endures. Features in Land Rover: The Everyday Classic include:

Better than new

Classic Land Rovers converted, restored, rebuilt… and ready to go again Defender, Discovery, Range Rover and beyond Historic Land Rovers of every kind – day-in, day-out, still doing what they were made for

PLUS 10 Pages of products for everyday Land Rovers

• ‘Better than new’ refurbished early 90s • 110s and 130s converted for work and travel • Rare Range Rovers still cutting a dash today • Historied Series Is in daily use • Ingenious conversions to Landies of every kind • TD5 servicing, air-to-coil conversions, choosing the best Tdi and much more • Extensive showcase of products for everyday classic Land Rovers

From the publishers of

High-quality glossy publication | 144 pages | £8.99

On the shelf in WHSmith and independent newsagents and direct from Assignment Media via www.toronline.co.uk from 31st March whilst stocks last!

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STOCKIST DIRECTORY South East cont.

West Midlands

John Richards Surplus

Alex Engineering

Betlow Farm, Station Road, Long Marston, HP23 4QZ www.alexengineering.co.uk alex.eng@btconnect.com • 01296 668848

AJD Off-Road

2013 AWDC Comp Safari Champions using Fox Shock Absorbers

Phone: 01992 445634 / 01992 445630 E-mail: ajd@ajdoffroad.co.uk Unit N5, R.D. Park, Essex Road, Hoddesdon, Hertfordshire, EN11 0FB

www.ajdoffroad.co.uk

Land Rover Specialists: Sales, Repairs & Servicing West Winner, Eversley Centre, Eversley, Hants, RG27 0LY info@safari-engineering.co.uk www.safari-engineering.co.uk

Cast Iron Quality & Service

The Smithy, Wood Lane, Hinstock, Shropshire, TF9 2TA

The Old Bakery, Rear of Vale Terrace, Tredegar, Gwent, NP22 4HT

www.johnrichardssurplus.co.uk LR16_Billing_22_City_Gearboxes.qxp_A4_Half_Page_Landscape 18/07/2016 12:48 Page 1

One of the UK’s leading independent Land Rover parts specialists

E: citygbcov@yahoo.co.uk

www.bRitcaR.cOM sales@britcar.com | 01473 907444

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

E: citygbcov@yahoo.co.uk

T: 07973 751123

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

MM 4x4

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

5 Wheeler Street, Headcorn, Kent, TN27 9SH

Gumtree 4x4 “Independent Specialists in Land Rover, Range Rover, Discovery and Freelander.” Unit C17, Ditchling Common, West Sussex, BN6 8SG

www.gumtree4x4.co.uk admin@gumtree4x4.co.uk • 01444 241457

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

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

sales@island-4x4.co.uk

citygbcov@yahoo.co.uk Independent Land Rover Specialists Parts, Accessories and Off-Road Equipment

Full workshop facilities, including MOTs and spare parts

ALL 4X4S CATERED FOR!

Unit A3, Portland Close, Townsend Industrial Estate, Houghton Regis, Dunstable, LU5 5AW www.4x4service.co.uk | 01582 472116

Droitwich Road, Martin Hussingtree, Worcester, WR3 8TE

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

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

www.foundry4x4.co.uk

info@foundry4x4.co.uk • 01495 725544

Fancy advertising your business here from just £120 per year? Call 01283 553245 Swansea Vale 4x4

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

www.lrsengineering.co.uk 01787 469553

Foundry 4x4 Ltd

Land Rover Parts, Ex-Military and General Surplus

info@johnrichardssurplus.co.uk • 01952 550391

Tel. 0118 9732732

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Independent specialists catering for all models of Land Rover

Wales

E: citygbcov@yahoo.co.uk

South East England

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Land Rover Defender 110 2.5 TDi County - 5 Dr - Exportable - 1 Owner £16,995

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

A family-run business with 40 years experience working with Land Rovers Unit 1C, Samlet Road, Llansamlet, Swansea, SA7 9AG www.swanseavale4x4.co.uk swanseavale4x4@aol.com • 01792 702022

BENINGTON 4X4 CENTRE Independent mechanics specialising in both Land Rovers and Range Rovers

36 years of 4x4 servicing

Benington Park Farm, Benington, Stevenage Hertfordshire, SG2 7BU T: 01438 869 432 blccentre@hotmail.co.uk www.benington4x4centre.co.uk

TRAINING | EVENTS | EXPERIENCE DAYS | VEHICLE FAMILIARISATION

www.bala4x4.co.uk 01678 521453 | 07896 545945 info@bala4x4.co.uk

Pick up your FREE copy of The Landy at any one of these stockists each month

Land Rover Defender 110 2.5 TD5 County - 5 Dr - Low Miles £9,995

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STOCKIST DIRECTORY South West England

West England Wenlock Motors offer a wide range of services including vehicle repairs and servicing, air conditioning repair and re-gas, clutch replacements, diagnostic work, power steering issues and much more...

0114 283 1785 | www.facebook.com/elitelandroverspecialists Unit 7 Glenn Works, Carr Road, Deepcar, Sheffield S36 2NR

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

Quality used 4x4 diesels from a family run business. Always a large selection of Land Rover Defenders and Discoverys direct from main dealers.

“Suppliers of High Performance Off-Road Accessories, we won’t leave you stuck in the mud!”

Unit A Southern Avenue, Leominster, Herefordshire, HR6 0QF

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www.raptor4x4.co.uk

Low Moor House, The Bungalow, Moor Knoll Lane, East Ardsley, WF3 2DT

sales@raptor4x4.co.uk • 01568 799004

Unit 38, Hartlebury Trading Estate (North), Kidderminster, Worcestershire, DY10 4JB

01299 250174 • www.apbtrading.co.uk

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

www.ca4x4.co.uk

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

Land Rover Defender 90

Raptor 4x4

APB Trading

North West cont.

All aspects of Land Rover repairs and maintenance, diagnostic work, MOT work and preparation, parts stocked and supplied.

SALES & REPAIRS IN ALL VEHICLES & 4x4s

Leading Independent Land Rover Specialists

Yorkshire

MPB 4x4

East England Hobson Industries Ltd Asset Managed Parts. Saving Energy & Natural Resources

Station Road, Donington on Bain, Louth, Lincolnshire, LN11 9TR 01507 343401 www.hobsonindustries.co.uk

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

North East England

Steve Parkers Ltd 2.5TDi Hard Top 3dr £4895

Servicing, Repairs, Spares and Conversions Lloyd Street, Whitworth, Rochdale, Lancashire, OL12 8AA

www.steveparkers.com info@steveparkers.com • 01706 854222

Worldwide LR

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

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

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

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

North West England GREEN BROS LAND ROVER

Fancy a small ad here for just £15 a month? Call 01283 553245

• • • •

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

Unit 1 Riverside Works, Todmorden Road, Littlebrough, OL15 9EG 01706 378784 | www.greenbros4x4.co.uk

4x4 Specialists Spares, Accessories & Parts Servicing and Repairs MOT Preparation Crane wagon hire and haulage

Tel: 01539 732637 Mintsfeet Rd South, Mintsfeet Ind Est, Kendal, LA9 6ND Parts – Garage Services: Parts@gibsonsofkendal.co.uk Website: www.gibsonsofkendal.com

Pick up your FREE copy of The Landy at any one of these stockists each month

Land Rover Defender 110 2.5 TDi County - 5 Dr - Original 300TDi £6,495

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USED LAND ROVERS FOR SALE Series I

Series I 86” (1954). Chassis 644. 2.0 petrol. Four owners. Resprayed. Detachable metal work blasted, galvanised and lacquered. New hood, interior. £24995. Norwich, East Anglia. 07866 763635 04/18

Series II/IIA

Series IIA 88” 2.25 Diesel (1967). MOT Jan ‘18. Galvanised chassis. Fairey overdrive. Dixon Bate adjustable tow bar. New door tops, bottoms, side skirts. Matching VINs. £3300. Rochester, Kent. 07478 116660 11/17

Series IIA 88” 2.5 Tdi (1969). 69,000 miles. MOT Aug ‘17. Tax exempt. Recent improvements: reconditioned engine, clutch, new starter motor, springs. Overdrive. £5900. Northampton. 07711 381216 03/17

Series II 88” Soft Top (1960). Galvanised chassis, 200Tdi engine, resprayed body, Syncro slickshift, Wright Off-Road Acoustic Mat System, tax exempt. £8000. Mid Wales. 07580 394885 11/17

Series III 88” 2.25 Petrol (1976). Very famous previous owner. Hard Top. Two sets of keys. £10000. Manchester. 07860 683794 06/18

Series IIA 88” Truck Cab. 2.25-litre diesel with overdrive. New factory chassis and running gear some time ago. Sound mechanics, dry stored some years. £5250 ono. York. 07968 056464 06/18

Series IIA 88”. Bought as project, no time to start it. Needs new gearbox. Ideal resto. Body in good condition. Tax exempt. Great potential. £3000. Keighley near Bradford, West Y’shire. 07455 050240 08/17

Series IIA 88” (1962). 2.25 petrol. Tax exempt. New clutch, master and slave. New exhaust, props, rear diff, distributor, wiper motors. Free-wheeling hubs. £4000 ono. Huddersﬁeld, West Yorks. 07545 889108 10/17

Series IIA 88” (1961). 86,000 miles. MOT Nov ‘18. Original 2.25 petrol engine and chassis, unmolested example. Two owners. Faultless drive. Rare ‘catﬂap’ hard-top. £8250. Keston, Kent. 07745 034137 03/18

Series III 109” Unﬁnished Project (1971). 30,000 miles. 2.25 diesel. Tax exempt, MOT exempt from 20 May. Chassis good, new rear x-member. Fairey overdrive. £7500. St Helens, Merseyside. 07399 750570 04/18

Series IIA SW (1972). 2.25 diesel. Starts, runs and drives. MOT’d. Solid old Landy. £4250. Conwy, North Wales. 07957 191484 06/18

Series IIA 88” (1964). Very original. 2.25 petrol, original exterior, elephant hide seats. Chassis needs replacing, bulkhead TLC. No MOT or tax. £2500 ono. Hagley, Worcestershire. 07860 259442 06/17

Series II 88” Fully Restored (1960). MOT May ‘18. New three-quarter chassis, bulkhead repaired, engine rebuilt. G’box recon’d, new door tops, seals, fuel tank, shocks etc. £7995. Ely, Cambs. 07912 436395 04/18

Series III 109” Pick-Up (1979). 2.6 6cyl petrol. 87,000 miles. MOT Oct ‘18. Free-wheeling hubs. New clutch, seals for g’box, engine crank. Chassis, bulkhead good. £5995 ono. Crediton, Devon. 07784 227307 03/18

Series III 109” Station Wagon (1972). 22,758 miles. MOT July ‘18. 2.5 NA diesel, Kenlowe fan. Chassis, bulkhead excellent. New radiator. Free-wheeling hubs. £5800 ono. Nottingham. 07833 684472 10/17

Series III

Series III 88” (1973). 101,328 miles. Solid chassis, bulkhead. 2.25 petrol. Tax exempt (MOT exempt from May). New carb, alternator, HT leads and electronic ignition. £8900. Tadley, Hants. 07881 913711 01/18

Defender 90 Td5 Hi Cap Pick Up (2003) £5500 Southampton 02380 860843 – Evenings 06/18

Defender 90 Td5 SW (1999). 110,000 miles. Full nut and bolt restoration in 2016, including new paint and engine. Momo steering wheel. Immobiliser, green tint glass. £12000 ono. Kent. 07799 602410 06/18

06/18

Defender 90 Td5 (2006). MOT July ‘18. Under 5000 genuine miles. Original condition as one would expect of a low mileage vehicle. £16000 plus VAT. Harrogate, North Yorkshire. 07817 006297 06/18

Defender 90 300Tdi CSW (1996). 134,400 miles. Full MOT. Immaculate condition inside and out. Resprayed. Fully serviced, mechanically perfect. Sunroof has small leak. £10500. Bristol. 07890 948758 05/18

Series III 88” (1984). 50,000 miles. MOT May ‘18. Chassis good, bulkhead excellent. Rear x-member perfect. Parabolics. Fairey overdrive. Free-wheeling hubs. £4200. Boston, Lincs. 07769 658101 05/18

Defender Wolf 90 XD Tdi FFR (1991). MOT July ‘18. 24v. LEDs. Ammo tray and gun rack still installed in rear. Lowered. Polybushed. Cambelt done. £8750. Truro, Cornwall. 07772 223312 01/18

Defender 90 200Tdi (1993). 141,927 miles. MOT May ‘18. New doors, bonnet, bumper and steering wheel. Wide arches, treated chassis, BFGs. KBX grille. Resprayed. £6500. Spalding, Lincs. 07497 080533 12/17

Series III 109” Hard Top (1981). 46,898 miles. MOT May ‘18. Rebuilt bulkhead, lots of new parts. Iveco 2.5 diesel. Resprayed. Good chassis, no welding. £5000 ono. Plymouth, Devon. 07790 910283 09/17

Defender 90 300Tdi (1996). 151,000 miles. MOT April ‘18. Rebuilt on galv chassis. Terraﬁrma suspension, steering damper. New cambelt, brakes, RX8 seats, Muds. £8750. King’s Lynn, Norfolk. 07917 757329 05/18

Defender 90 300Tdi County (1996). 136,325 miles. MOT Sept ‘18. Tow bar. Spare wheels, centre console, centre seat. Radio. Parrot Bluetooth. Trailer included. £7500 ono. Canterbury, Kent. 07855 267290 02/18

LR 101 Forward Control GS model MOT £12500 Southampton 02380 860843 – Evenings

Land Rover 90 (1986). 245,420 miles. MOT Sept ‘18. Galv chassis, rebuilt 2.5 diesel engine. Snorkel, light bar, chequer plate and winch. Good history. £7500 ono. Whitley Bay, Tyne & Wear. 07864 312691 12/17

Land Rover 90 4.2 V8 SoftTop (1990). 138,000 miles. Professional conversion: LSE V8, Weber carb, respray in Bahama Gold. Salisbury rear axle, uprated suspension. £10500. Leicester. 07904 070777 02/18

Series III 88” Truck Cab (1980) Petrol Chassis gone Superb original body in green Ready for new chassis £1500 ono York 01904 700277 07968 056464

FOR SALE

Land Rover Private Collection Series I, II and III Range Rover twoand four-door Discovery 200 + 300 Tdi Devon Area 01364 661557

101

06/18

Land Rover Defender 90 2.5 TDi County - 3 Dr - Stunning £7,895

www.tandtmotors.co.uk

T: 07711 065953

Hot Picks Defender 90 300Tdi CSW (1995). 166,000 miles. MOT March ‘19. New front brakes, servo, batt, vacuum pump, fan and timing belt. Just serviced. Solid all-round. £5500. Gillingham, Kent. 07887 564381 10/17

Defender 90 300Tdi (1995). Increasingly rare. Professionally renovated. Galvanised chassis, grey vinyl interior, waxoyled, LEDs. Recent MOT. £15500. Bewdley, Worcestershire. 01299 841144 04/18

Defender 90 Ex-MoD (1992). 85,000 miles. 2.5 N/A diesel. Exportable to USA. Power steering. Exceptional condition. Repair plates in footwell. New seats in rear. £9995. Rochester, Kent. 07513 249895 07/17

Defender 90 2.4 TDCi (2010). 14,000 miles. 12 months’ MOT. Grabber ATs. Original except from the HD front bumper, complete with DRLs. Stainless bolt set. £18000. Umberleigh, Devon. 07972 068957 03/18

Land Rover 90. Built on a 1988 chassis. Discovery Tdi engine. Six seater. Immaculate. Long MOT. Special interior, pink and black, pink gearknob and sporty steering wheel. £10995 ono. Cornwall. 07855 185059 01/18

Land Rover 90 CSW (1986). 147,600 miles. MOT April ‘18. Chassis, bulkhead in VGC. Engine and gearbox good. Clean and tidy vehicle. Tow bar. £6950. Shrewsbury, Shropshire. 07800 819052 09/17

Defender 90 Td5 XS SW (2005). 42,000 miles. FSH. Half-leather trim. Heated seats. A/C. Boost alloys. Heated front screen. Side steps. £21990. Available from Rossendale Valley 4x4. 01706 872182 Trade

Defender 110 300Tdi (1997). 96,000 miles. MOT Aug ‘18. Manual. Upgraded stereo. Rear bench seats, internal rear linings, tow bar, resprayed. Sliders. £9995. Maidstone, Kent. 07928 961578 06/18

Land Rover 110 Rebuild (1989). Galv chassis, 300Tdi, AlliSport intercooler, polybushed, lifted, breather kit. Grabbers, X-Eng h’brake. Discs all-round, guards. £9800 ono. Gatwick, London. 07887 878866 03/18

Defender 90 Tdi (1995). MOT March ‘18. Fully rebuilt with new chassis coated in Buzzweld. Lifted, sliders, dislo’ cones, guards, winch, cage, LEDs, bucket seats. £10000. Rhyl, North Wales. 07803 359482 10/17

Defender 90 300Tdi (1993). 128,000 miles. MOT May ‘18. Forward-facing rear seats. LEDs, snorkel, chequer plate, roof rack and ladder. Few marks. £8500. Billingshurst, West Sussex. 07788 463500 05/18

Defender 90 300Tdi (1997). 77,000 miles. Full MOT – no advs. Bodywork clean. Mechanically A1. CD player. Tow bar. Snorkel. Rust-free. £7995. Wolverhampton, West Mids. 07796 666690 05/18

Defender 110 Utility (2007). 92,000 miles. MOT June ‘18. 2.4 Puma. Roof rack, Twisted alloys, BFG ATs, Masai side steps, LEDs, remapped, swing away carrier. £18500 ono. Kettering, Northants. 07879 605399 04/18

Land Rover 110 Ex-MOD (1988). 70,000 miles. No MOT. Non-turbo 2.5 diesel. Manual. Tidy for its age, with a good, solid chassis. Starts and drives. Cage. £2750 ono. Bath, Somerset. 07836 310225 01/18

Defender 90 Td5 Pick-Up (2003). 96,000 miles. MOT Nov ‘18. Body refurbished. New side steps, chequer plate, front bumper, clutch, wheel arches. Just serviced. £9000. Epping, Essex. 07957 188011 01/18

Defender 90 300Tdi (1997). 127,000 miles. MOT’d. New clutch kit, rear x-member, EGR deleted, boost pin. Chassis and bulkhead mint. Standard farm vehicle. £4000. Saltburn, North Yorks. 07866 116735 10/17

Defender 90 Td5 (2001). 140,000 miles. MOT Dec ‘18. NAS rear step, LEDs, roof rack. Interior VGC. Exmoor seats inc. Privacy glass. Stage 2 turbo. £12000. Alfreton, Derbyshire. 07854 408239 05/18

Defender 90 Td5 Hard-Top (2002). 95,500 miles. MOT Nov ‘18. Nut and bolt restoration. Chassis stripped, treat with Buzzweld. Brembo brakes. Remapped. £20000. Penzance, Cornwall. 07810 544058 02/18

Defender 90 Td5 (2003). 37,095 miles. Totally original. Superb condition, perfect canvas for customising. Full MOT. £13000. Saltburn-by-the-Sea, North Yorks. 07814 036745 05/18

110

List your Landy for FREE! Email one picture and details to: michael.trott@ assignment-media.co.uk

LAND ROVER SPECIALIST www.tandtmotors.co.uk T: 07711 065953 FOR ESSEX AND SUFFOLK Hot Picks

Land Rover Defender 90 2.5 TD5 County - 3 Dr - MOT 2019 £7,495

Discovery

LAND ROVER SPECIALIST FOR ESSEX AND 2009 110 DEFENDERSUFFOLK ONE OWNER

Range Rover Sport 2.7 TDV6 (2006). 105,600 miles. MOT till 2019. FSH. HSE model with very high spec. Black leather. £7995. T&T Motors, Wakeﬁeld. 07711 065953 Trade

£15,995

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

Sawtooth Alloy Wheels 16”

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

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TerraﬁSawtootrma h Alloy wheelWheelSet of 4s£49516” carrier for Ter aﬁrma wheelDefenders LAND ROVER SPECIALIST FOR ESSEX AND SUFFOLK

Defender 110 Td5 SW (2005). 82,750 miles. MOT April ‘18. Half leather, LEDs, DRLs, spotlights, Grabbers, chequer plating, perfect chassis, waxoyled. Service book, two keys. £12500. Seaton, Devon. 01297 680191 03/18

Discovery 2 Td5 (2003). 65,169 miles. Full service history. Manual. Minor front damage. Vehicle in Italy past 10 years. Best offers. 07432 674243. tomhardingdesign@gmail. com 12/17

Discovery 1 V8 Off-Roader (1992). 154,000 miles. MOT expired. 3” lift. Engine, ‘box good, chassis and body sound. New fuel pump, braided hoses, guards. £1275. Norwich, Norfolk. 07768 496450 05/18

Discovery 3 TDV6 SE (2005). 170,000 miles. FSH. Full heated, electric and leather seats. Cruise control. Sat-nav. Two keys. New clutch. Tow ball. Three nearly new tyres. £5500. Ripon, North Yorks. 07852 906114 04/18

Defender 110 Td5 Hi-Cap Pick Up (2004). 144,130 miles. MOT Sept ‘18. Two sets of keys and immobiliser pads. Used daily until recently. Few small dents and marks. £9995. Norwich, East Anglia. 07983 921430 04/18

Defender 110 Td5 G4 SW (2003). 140,000 miles. FSH. Luna Pack roof tent. Roof rack. Full electrics. Roll bars. Nudge bar. £19990. Available from Rossendale Valley 4x4. 01706 872182 Trade

Discovery 2 4.0 V8 ES (2003). 99,290 miles. Full 12 months’ MOT. Seven seats. Auto. LPG conversion. 18” alloys, twin sunroofs. £2995. T&T Motors. 07711 065953 Trade

Discovery 2 Td5 (1998). 142,000 miles. MOT April ‘18. Seven seats. Great runner. New Grabbers. Standard susp. Slight sag in roof. Small dent on bonnet. £1850. Brierley Hill, West Mids. 07429 051045 02/18

Discovery 2 Td5 (2000). 114,000 miles. MOT Oct ‘18. Auto. Just serviced. Seven seats. Full respray. New front diff. Alloys. Tow bar. New PAS pipes. £1600. Peterlee, County Durham. 07888 011265 02/18

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Defender 110 Td5 (2004). 147,730 miles. Boost wheels, original steels included. New turbo, intercooler, Disco transfer box. Chassis never welded. £7900. Filey, North Yorkshire. 07712 679318 07/17

Defender 110 Td5 Hard Top (2003). 174,500 miles. MOT March ‘18. Solid chassis, body. New thermostat, prop UJ, headlight relay, indicator stalk. Few marks. £5000 ono. Bedford. 07917 827755 04/18

Discovery 2 Td5 S Auto (2004). 110,582 miles. MOT Sept ‘18. Cruise control, parking sensors, tow bar, ﬁve seats, alarm. Last serviced 29/08/17. Tinted glass. £3250 ono. Ludgershall, Wilts. 07751 792592 03/18

Discovery 2 Td5 (2002). 148,000 miles. 11 months’ MOT. FSH. No sunroofs. Manual. Electric windows, mirrors. New tyre. Five seats. Solid underneath. Tidy vehicle. . £1750. Leyland, Lancs. 07396 147335 04/18

Discovery 2 4.6 V8 Trail Edition (2004). LHD. Rattle in the engine, but still drives. Rare vehicle. US version of G4 truck. Roof lining sagging. £3000 spares or repairs. Basingstoke, Hants. 07479 210200 12/17

Defender 110 300Tdi (1995). MOT Jan ‘19. Rebuilt, galv chassis, stainless fuel tank, exhaust. Breather kit, lifted, cranked arms, wide-angle prop, polybushed, electric fan. £9800. Gatwick, London. 07887 878866 04/18

Defender 110 Hard-Top ‘Day Van’ (2008). 130,000 miles. MOT Sept ‘18. Part service history. Bench seats and cupboards switchable to sleeping area. £10995 ono. Portland, Dorset. 07543 008508 02/18

Discovery 2 4.0 V8 ES Auto (1999). 92,464 miles. MoT Aug ‘17. Work done: new springs, brakes, shocks, fuel pump, HT leads, spark plugs, heater and lots more. £2700 ono. Birmingham. 07548 676160 09/17

Discovery 2 Td5 (2000). 177,000 miles. MOT Nov ‘18. Manual. Seven seats. Rear suspension overhauled. Tuning box, EGR removed. Welded, undersealed. £3250. Scunthorpe, Lincs. 07910 008176 02/18

Discovery 1 300Tdi (1998). 169,000 miles. Overhauled rear: new rear x-member, boot ﬂoor, boot sides, fuel tank cradle and rear arches. New tyres, brakes. £1600 ono. Hexham, Northumberland. 07500 042358 07/17

Land Rover 110 Ex-MOD (1989). 181,000 miles. Rover V8 (from new) with LPG. Needs recommissioning and a new rear chassis. Good winter project. £2250 ono. Blackburn, Lancashire. 07834 800419 12/17

Defender 110 V8 Full Rebuild (1992). LHD. Exportable with all matching numbers. Original platform and engine. Rebuilt drivetrain. Resprayed. Dropside rear. £39995. Pershore, Worcestershire. 01905 840085 02/18

Discovery 2 Td5 Auto (2003). 155,600 miles. MOT Aug ‘18. Seven seats. A/C needs recharge. Central locking, immobiliser. Cruise control. Body good. New tyres. Two keys. £2695. 07966 789649 02/18

Discovery 2 Td5 Auto (2000). 178,000 miles. MOT Sept ‘18. Roof rack needs replacing. Lifted, snorkel, ATs, cruise and climate control. Spots, sliders. £1900 ono. Bridgend, South Wales. 07850 323826 04/18

Discovery 2 Td5 ES Premium (2004). 126,000 miles. Auto. Waxoyled. Stage 1 remap. New front window regulators, air-con re-gassed. Never towed. Cream leather. £5295. Fleet, Hampshire. 07419 748026 10/17

Puma bonnet, Mach 5 rims, 33” tyres, lifted, wider arches, Superwinch. Good engine. Long MOT. £9000. Basingstoke, Hants. 07479 210200 12/17

Discovery 1 300Tdi (1998). 142,000 miles. MOT June ‘18. Auto. Recon’d head and gasket, EGR blanked. Headlining is sagging, but generally solid vehicle. £1400. Solihull, Warwickshire. 07891 430624 10/17

Discovery 2 Td5 Landmark (2004). 91,255 miles. MOT Oct ‘18. FSH. New clutch recently ﬁtted. Excellent inside and out. Seven seats. Manual. £6000 ovno. Newton Abbot, Devon. 07398 166231 04/18

Discovery 1 200Tdi (1990). 150,020 miles. MOT June ‘17. Two owners from new. SORN. VGC. Slight corrosion under bonnet. Heater, central locking broken. £1900. Swindon, Wiltshire. 07973 108282 07/17

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Defender 110 Td5 Hard Top (2008). 85,900 miles. MOT Jan ‘19. FSH. New brake pads, tyres good. Nice and clean cab. Starts and drives very well. £10500 plus VAT. Newquay, Cornwall. 07968 447795 04/18

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Sawtooth Alloy Wheels 16” FOR ESSEX

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soundprooﬁng, Exmoor Trim acoustic carpets, County seats. £12500 ono. As featured in The Landy. Washford, Somerset. 07712 594591 11/17

Land Rover Defender 90 2.5 TDi County - 3 Dr - Original 300 TDi £6,995

www.tandtmotors.co.uk

T: 07711 065953

Range Rover

RR P38 2.5 DSE (1996). 200,000 miles. MoT Sept ‘17. Manual. Tow bar. Lots of £££ spent, invoices to prove it. Clean car, starts, drives well. £1495. Henley-on-Thames, Oxfordshire. 07711 259529 09/17

RR P38 4.6 V8 Autobiography (1996). 192,000 miles. MOT March ‘19. LPG. Roof lining sagging. Electric leather seats. 20” alloys. Aluminium plating under bonnet. £2300. Bridgnorth, Shrops. 07455 893332 05/18

RR Classic (1982). 57,000 miles. Heritage certiﬁcate. Fairey overdrive. Original interior. Ziebart rustproof treatment from new. New shocks, exhaust. £15000. Godalming, Surrey. 07867 412893 04/18

Range Rover P38 4.0 HSE V8 (2001). 125,000 miles. MOT Aug ‘18. Auto. FSH. Black leather, heated seats, climate and cruise control. New exhaust, discs, pads, HT leads. £2300. Bradford, Yorks. 07974 600958 11/17

Range Rover Classic 3.9 V8 Vogue SE Auto (1995). 85,000 miles. Soft dash. Original – never welded. Every MOT, ﬁle of history. £19950 ono. Cirencester, Gloucestershire. 07796 264004 02/18

RR P38 4.0 V8 Westminster Edition (2002). 106,000 miles. MOT Sept ‘17. One of 200. Auto. Three owners. New camshaft, water pump. Cosmetic areas resprayed. £9885. Ware, Herts. 07780 000678 09/17

List your Landy for FREE! Email one picture and details to: michael.trott@ assignment-media.co.uk

Hot Picks

Freelander 1 TD4 (1999). 76,000 miles. MOT Feb ‘19. Full service history. Major service just done. Excellent condition inside and out. £1495. Brighton, East Sussex. 07583 915352 05/18

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

Range Rover Sport 3.0 TDV6 Autobiography (2010). 145,400 miles. MOT July ‘18. FSH. Facelift. Cambelts, new tyres. Leather heated seats. 20-inch alloys. £12495. T&T Motors, Wakeﬁeld. 07711 065953 05/18

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

RR Classic 3.9 Vogue Restored (1993). MOT Oct ‘18. Chassis restored. New inner wings, inner and outer sills, axles stripped, rebuilt. New cams, timing chains. £26995. Stowmarket, Suffolk. 07847 850085 04/18

RR P38 4.6 V8 (2002). 83,000 miles. 12 months’ MOT. FSH. Java Black with cream leather interior. Heated seats, rear entertainment, A/C. New brakes. £5750. Liverpool, Merseyside. 07703 617001 12/17

Range Rover P38 2.5 DHSE (2000). 108,000 miles. MOT Oct ‘18. Auto. Good history, with extensive paperwork and all MOT records. Current owner since 2005. Silver. £2750 ono. Essex. 07952 957208 01/18

RR Classic 3.9 V8 SE (1995). 146,000 miles. FSH. Brooklands body from factory. LR directors car originally. Vehicle in Italy past 13 years. Best offers. 07432 674243. tomhardingdesign@gmail.com 12/17

RR P38 4.6 V8 Vogue SE (2001). 120,000 miles. MoT Sept ‘17. Cream leather, high gloss black cappings. Integrated sat-nav. LPG. New tyres, battery and air susp’. £3450. Gloucester. 07467 244563 10/17

RR Classic Soft Dash (1994). MOT Nov ‘18. Auto. Working sunroof and air suspension. New cambelt at last service. New air springs, brake pads and oils changed. Good chassis. £6750. York. 01904 633332 03/18

RR P38 4.0 V8 Autobiography (2001). 137,000 miles. MOT Nov ‘18. Auto. Needs a little TLC. Sat-nav, radio not working, front wheel bearing needed, difﬁculty restarting. £1700. Inverurie, Scotland. 07714 580754 05/18

Freelander 1 (2002). 12 months’ MOT. Good runner. Pioneer CD/radio. £1250. Milnrow, Rochdale. 07946 465633 06/18

RR P38 Pre-Production 2.5 DSE (1994). 147,000 miles. Manual. Part service history. Original handbooks and pre-pro features. Repainted, new headlining. £9750 ono. Wednesbury, West Mids. 07831 582983 02/18

RR Classic 300Tdi Vogue S (1992). 163,000 miles. MOT Aug ‘18. Auto. Recon’d engine. New alternator. Brooklands bodykit. Floor replaced, rear arches welded. £6250. Keston, Kent. 07745 034137 03/18

RR Classic LSE (1993). 121,000 miles. MOT Aug ‘18. 3.9 V8 ﬁtted in ‘11. New batt, rear x-member, rear ﬂoor. Undersealed. Interior good. New airbags in suspension. £7750 ono. Oakham, Rutland. 07540 106700 03/18

RR Classic 6.2 V8 TD (1994). 133,338 miles. MOT May ‘18. Pick-up conversion. Manual. Air susp. New inner wing, sills, x-member, 3mm steel ﬂoor. £10000 ono. Ellistown, Leicestershire. 07983 991730 08/17

Freelander 2 TD4 HSE (2007). 64,000 miles. MOT Nov ‘18. FSH. Full black heated electric leather seats, sat-nav, electric sunroof, Bluetooth, parking sensors. £8495. Morecambe, Lancs. 07760 625038 04/18

Defender 90 ‘98R’ 175K miles. Alli + BFG Tyres. Repainted. Good runner. £6495.

Freelander

Defender 110 TDI 91J 200TDI only 63,000 miles. Good order. £4995. Land Rover Defender 90 300TDI 96N 14.5K Miles. Very nice. £5495.

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

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

ALL VEHICLES SERVICED + NEW MOT EXPORT SHIPPING ARRANGED - CALL FOR DETAILS OPEN 7 DAYS - Please call first 1/2 mile off the A6097 - East of Nottingham

Land Rover Defender 90 2.5 TDi County - 3 Dr - Low Miles £6,595

www.tandtmotors.co.uk

T: 07711 065953

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Bowler Motorsport Accessories Add that extra special touch to your Defender

Lightweight Steering Guards Used in the Defender Challenge, the lightweight steering guard will offer protection to steering arms and linkages, but also offers access for maintenance. It uses existing mounting points and comes with 2 x red towing eyes for recovery work.

Lightweight Sill Protectors Made from lightweight aluminium and available in black and graphite, these sill protectors are used in the Defender Challenge. Supplied with a fitting kit, they bolt onto existing mounting points and do not require welding. Compatible with XS side steps.

Lightweight Front Bumpers – Road & Race Both lightweight and high strength, the aluminium bumpers are handmade at Bowler. They use the existing bumper mounting points and are available in black and graphite. Note - Excludes spotlights shown.

A selection of great looking, high quality accessories from Bowler Motorsport. Bowler is a market leader in the production of racing and high performance all terrain vehicles, and has been since 1985. Based in Derbyshire in the UK, they use both technology and craftsmanship to deliver vehicles and accessories with style, strength, performance and an unrivalled spirit of adventure.

Spectre’ Wheel Arches Produced in the UK and inspired by the JLR Special Vehicles produced Defenders for the film Spectre, these arches are identical in terms of size and shape, are finished in gloss black and come complete with fitting templates.

16” & 18” Lightweight Wheels Made in the UK exclusively for Bowler, these lightweight, high strength wheels are TÜV tested and are used in the Defender Challenge. They have a manufacturers guarantee and are used extensively in motorsport. Maximum load rating 1,250kg. Black & anthracite available.

Rear Step Bumpers Designed to be practical, robust and stylish, this is the Bowler version of the popular NAS rear bumper. Available in black and graphite. The original tow bar and electrics are kept in the same place, and the step, with durable rear treads, conveniently attaches to the rear cross member.

Find more images and part numbers online at www.britpart.com/bowler