The Landy - June 2021 by Assignment Media Ltd

Page 28: The hazards (or is that the charms?) of overlanding your way through Africa in a Range Rover

LANDY

JUNE 2021

Light is Adventure. Allow OSRAM to help you take the road less travelled.

THE

ISSUE 88

ISSN 2056-6778 • Assignment Media Ltd

‘WE SET OFF, ONLY TO FIND THAT ALL FIVE FUEL STATIONS IN TOWN HAD RUN DRY’

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Most Series Is have been neglected at some point in their lives – then restored back to original condition. But this 86” is a bit different. It has been in continuous use since it was built, with regular maintenance and the occasional big repair to keep it in rude health. That’s why it’s still going strong – and why, rather than looking showroom-perfect, it has the wonderful patina of a true living legend.

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Defender named as world’s best new vehicle in Women’s World Car of the Year awards

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he new Defender has won more than 50 international awards since its launch. These include the overall title in 4x4 magazine’s 2021 4x4 of the Year awards – as well, now, as that of Supreme Winner in Women’s World Car of the Year. Chosen by an all-female panel of 50 motoring journalists from 38 countries spanning every continent, Women’s World Car of the Year is a major international award recognising the best new models available globally. It was created in 2009 and its reputation has been growing ever since. Past winners include the Jaguar F-Pace and Range Rover Evoque, though this is the first time a vehicle badged as a Land Rover rather than a Range Rover has won the title. ‘The legend has been updated,’ comments Marta García, Executive President of Women’s World Car of the Year. ‘The Land Rover Defender

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4Range Rover Sport tops table of most frequently stolen vehicles

Recovery data from Tracker shows six Land Rover models in most stolen Top 10

he Range Rover Sport is Britain’s most popular vehicle with criminals. That’s not a reference to people who buy them, but to the fact that data from Tracker has the Sport at the top of its 2020 list of the most commonly stolen and recovered vehicles. Rather horrifically, Land Rover products took six of the top ten places in Tracker’s 2020 chart – with the top three made up entirely of Range Rovers. These six models alone accounted for 37% of all the stolen cars recovered by Tracker in 2020. The company’s analysis shows that keyless theft is now at an all-time high, accounting for 93% of all recoveries.

Thieves use advanced equipment to hijack the car key’s electronic signal, typically from within the owner’s home, and use it to fool the security system into unlocking the doors and starting the engine. ‘Range Rover and other Land Rover models have always featured in our top ten most stolen and recovered league table in the last ten years, as has the BMW X5,’ said Clive Wain, Tracker’s Head of Police Liaison. ’However, most premium 4x4s are hot targets with car thieves stealing to order, often shipping them abroad or stripping them for parts.’ The market for stolen cars and parts alike was boosted by the shutdown in production

caused by the pandemic last year, which drove up demand and made the crime more profitable than ever. ‘Keyless car theft has risen dramatically in recent years,’ adds Wain. ‘It is quick and easy for professional criminals who have the tools and

experience. Cars are commonly taken from outside of the owners’ house, often discreetly and within minutes, meaning the theft often goes unnoticed for some time. ‘We encourage drivers to use traditional visual deterrents such as

crook locks and wheel clamps to deter criminals and protect their car. However in the event of a theft, stolen vehicle tracking technology will significantly help police quickly close the net on thieves and return the vehicle to its rightful owner.’

Tracker’s Top 10 most stolen and recovered vehicles in 2020 1. Range Rover Sport 2. Range Rover Vogue 3. Range Rover Autobiography 4. BMW X5 5. Land Rover Discovery / BMW 3 Series 6. Mercedes-Benz C-Class 7. Range Rover Evoque 8. Mercedes-Benz C-Class AMG 9. BMW M3 / Mercedes S-Class 10. Land Rover Defender / Mercedes-Benz E-Class / BMW 6 Series

Prototype cabin air filtration system shows 97% success in inhibiting viruses during testing for use in future Land Rover models A CABIN AIR PURIFICATION SYSTEM which will be used on future Land Rovers has been shown to inhibit viruses and airborne bacteria by as much as 97%. This figure comes from independent testing by Perfectus Biomed, a leading microbiology and virology lab. The system features Panasonic’s nanoe X technology, a developed form of the nanoe filtration already used across the whole current Land Rover and Range Rover line-ups. Last year, nanoe X was tested against coronavirus by research giant Texcell – which found that more than 99.995% of the virus was inhibited. To provide active air purification, nanoe X promises to be ten times more effective than the nanoe technology it replaces. It works by using a high voltage to create trillions of Hydroxyl (OH) Radicals, made up of naturally occurring hydrogen and oxygen atoms,

enveloped in nano-sized water molecules. These OH Radicals denature the virus and bacteria proteins, preventing them from growing or reproducing. The OH Radicals also deodorise and inhibit mould and allergens in a similar way, creating a cleaner air environment inside the vehicle. ‘This technology is a great example of being able to harness the power of nature and puts Jaguar Land Rover right at the forefront of this cabin technology,’ says JLR Research Engineer Alexander Owen. ‘Hydroxyl Radicals are one of the most important natural oxidants in chemistry and have been helping to clean our atmosphere for millennia, removing pollutants and other harmful substances. The creation of this technology and our advanced research is the first step in deploying this scientific phenomenon within vehicle cabins of the future.’

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Gibson’s Gab A good age

Go in too hard with your classic Land Rover restoration and you may just take the shine off the original vehicle Words: Tim Gibson If you’re anything like me, the Series I on the cover of this issue of The Landy will have excited strong emotions. The thing about this particular vehicle, as you’ll discover on page 18, is that it’s never been restored. Just carefully looked after, with painstaking attention. Apparently, it runs better than many a Defender, and it certainly looks the part. Which is especially impressive when you consider that it’s still dressed in its birthday suit. No respray or touching in of the paintwork. No bashing out of dents or replacement of wings. This is the very vehicle that left Lode Lane all those years ago. And it’s a stunner.

Anyone with an interest in classic cars will tell you that there’s a vibrant and totally legitimate debate among restorers about the merits of resprays. Some argue that a resto involves making a vehicle as good as new, justifying replacement of wonky panels and a paint job that rivals or indeed improves upon the original factory finish. Others would argue that the whole point of classic motoring is to celebrate the aging process. Patina trumps polish in such circles, with dents and dings being seen as the mark of a life well lived. For my part, I’m undecided. A neighbour of mine tried to ﬂog me his recently restored Series I a few years ago and part of the appeal was the freshness of its exterior and interior. It

looked stunning and would have been a worthy addition to any concours d’elegance. Ultimately, though, what put me off (other than my lack of a spare twenty grand) was that it just didn’t feel original enough. And surely the point of owning a vehicle like this is that it feels used, loved, as if it’s been around the block a few times? Then again, I remember another neighbour (there’s a theme where I live) trying to ﬂog me a classic Ford F-Series pick-up truck that was in bad need of a respray. Patina had descended into patchwork: although perfectly solid, the ﬂaking red paint over brown panels just didn’t tickly my aesthetic fancy. At the end of the day, every restorer will choose what he or she wants to

achieve from their project, and they may indeed take a different approach with each vehicle. I have long dreamt of dragging out the Series III currently holed up in a barn down the road and giving it a nut-and-bolt refurb. I’d almost certainly give that a proper respray, in bronze green, with a smart Exmoor Trim tweed interior, 300 Tdi engine and power steering. And I know I’d love it,

cherish it and use it as my super-cool daily steed. But if I’d owned that Series III from new and been able to keep it original? I’d celebrate every dent and scratch, knowing that, like Willie Nelson’s greying hair and careworn face, they tell a story. And there’s a profound beauty in that. Because it honours time, rather than trying to put it in reverse.

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When the Discovery was a Defender

don’t know if there’s a name for the Tunisian equivalent of Montezuma’s Revenge. But I do know that in 1994, I spent three days out there, travelling in a Discovery Tdi as part of a press team following a thing called the Defender Trophy. And I was the only one who hadn’t come down with it. The Defender Trophy was a bit oddly named, because all the teams were using Discoverys. That’s how it seemed at the time, at any rate – but during all those hours in the desert, the guy from Land Rover said something I’ve always thought was very telling. ‘We needed to so something with the Defender. So we did. We called it the Discovery.’ The original Disco was basically a 100” Defender with a more comfortable cabin. It was similarly capable off-road and just as good at towing. Of course, as we now know it was also incredibly good at rusting, which is one reason why there are so few left now, but I’ve always thought that if you’re in the market for a Defender but are put off by the price of buying one and/or the risk you take every time you park it up, a good early Disco would make an excellent alternative. Of course, you have to find one. And assuming it’s sound underneath, budgeting for a professional rust treatment would be job number one. But you can mod a Disco into a killer offroad toy or a serious workhorse, and as well as being far less prone to theft it’ll be much nicer to drive than a Defender. The article in this month’s issue about a chap who owned one of each, dates from the days before Discoverys got stupidly scarce and Defenders got stupidly expensive. It’s interesting to compare the two, however: back then, a 90 would be your off-road toy and a Disco would be a nice adventure truck. These days, it would probably be the other way round. So maybe the organisers of the Defender Trophy knew something we didn’t. At any rate, what comes around certainly goes around. I should know: the day after we left the desert, the Tunisian equivalent of Montezuma’s Revenge finally caught up with me. Alan Kidd, Group Editor alan.kidd@assignment-media.co.uk

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82021 ALRC National postponed

as end of lockdown fails to come soon enough

fter holding out through the winter in the hope of being able to put on the 20201 ALRC National Rally as planned, the Association’s Council has confirmed that the event has had to be postponed for the second year running. Though the

easing of lockdown restrictions will be into its penultimate stage by the end of May, when the rally is traditionally held over the bank holiday weekend, Event Director Charles Darby confirmed that too much uncertainty remains for such a big undertaking to go ahead.

As recently as two issues ago, we were reporting that the organisers did still hope for the event to go ahead. However the venue at Bilsington Priory in Kent will now be used in 2022 instead, with dates to be confirmed. These are likely to include the now traditional follow-on rally, allowing visitors to make a holiday of it, and the ALRC is also looking at opening the site early to coincide with half-term week across Britain’s schools. Confirming the news in a statement, the ALRC Committee said: ‘We, like

Land Rover to sponsor Royal Geographical Society’s 2021 Earth Photo competition

LAND ROVER HAS ANNOUNCED that it is to sponsor this year’s Earth Photo competition. Run by the Royal Geographical Society with the Institute of British Geographers, this ‘aims to promote discussion of environmental and geographical issues through photos and videos.’ Open to amateur and professional photographers alike, Earth Photo is about more than just pretty pictures. Its environmental aim is to tell the stories

behind the winning shots. ‘We believe photography and film have a profound international influence and that images and videos speak most powerfully to viewers and convey meaning and emotion beyond the barriers of language, says Alasdair MacLeod, Head of Enterprise and Resources at the RGS/IBG. Land Rover’s support of the 2021 competition follows more than four decades of involvement with the RGS/ IBG as a vehicle partner and outreach

sponsor. As part of the deal, Solihull’s Director of Colour and Materials Amy Frascella will join the judging panel. This year’s Earth Photo competition has five categories: People, Place, Nature, Changing Forests and A Climate of Change. Last year’s competition drew some 2600 entries from all over the world. Entries are open now, with shortlisted images, and of course the winners, to appear in a programme of exhibitions later this year.

all of you, are very disappointed that this decision has had to be made but know you will all agree that it would be both foolhardy and irresponsible for the event to run, in light of the ongoing situation throughout the country. We were hoping that things would improve and that restrictions would be lifted early this year however, with the new variants of COVID-19 appearing all over the country, we do not feel that any events should run that involve bringing together people from the different area tiers.

‘Obviously we cannot predict where we will be by the end of May but feel it is prudent to make this decision now, especially as it is still not possible to start work on preparing the site for use, which will take weeks if not months. ‘The landowner is still very keen for us to hold our event there in 2022, when it can be a full blown celebration! On a positive note, it has been proposed to try to include a Time Trial competition at the 2022 event, as these are proving to be very popular with both competitors and spectators alike.’

THE GREEN LANE ASSOCIATION has formally objected to plans by Staffordshire County Council to reclassify Swan Rake and Limer’s Rake in Hollinsclough as bridleways. Both lanes, which are steep and rocky in places, have been closed for several years for what the authority calls ‘the safety of all users,’ but GLASS has submitted evidence showing that they are public carriageways which have been used by motor vehicles since the 1920s. ‘Evidence shows that the condition of the routes today is little different to their condition a hundred years ago, and there are no particular “special qualities” or reasons that would justify a ban on MPVs,’ says Derbyshire Rep Chris Mitchell. There have, however, been many reports of anti-4x4 activity by local residents, and both lanes are on the list of ‘Priority Routes’ created by the Peak District National Park Authority as part of a campaign that has already seen a slew of closures blighting many of the area’s best-loved rights of way.

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Off-roading in near silence aboard the new Range Rover Velar PHEV

NEXT MONTH’S ISSUE OF THE LANDY IS PUBLISHED ON 24 MAY You can pick up your copy of our July 2021 issue from selected newsagents and 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 Group Editor Alan Kidd Contributors Tim Gibson, Gary Noskill, Dan Fenn, Paul Looe, Tom Alderney, Gary Martin Photographers Steve Taylor, Richard Hair, Harry Hamm, Michelle Thruxton, Vic Peel Advertising Sales Manager Colin Ashworth Tel: 01283 553244

Group Advertising Manager Ian Argent Tel: 01283 553242 Publisher Sarah Moss Email: sarah.moss@ assignment-media.co.uk

Every effort is made to ensure that the contents of The Landy are accurate, however Assignment Media Ltd accepts no responsibility for errors or omissions nor the consequences of actions made as a result of these When responding to any advert in The Landy, you should make appropriate enquiries before sending money or entering into a contract. The publishers take reasonable care to ensure advertisers’ probity, but will not be liable for any losses incurred as a

The Landy is distributed by Britpart. Details of your nearest Britpart dealer can be found at www. britpart.com Where a photo credit includes the note CC-BY-SA, the image is made available under that Creative Commons licence. Details are available at www. creativecommons.org

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Issue 88: June 2021

News

Products

Vehicles

Adventure

Workshop

Buyers

In Gear

The latest and best products you need for your Land Rover

ARB introduces light-up awnings for expedition Land Rovers AWNINGS ARE GREAT for protecting you from the sun. That’s why, though they might not be a common sight on lane wagons, classic Land Rovers or challenge trucks, if you’re planning an overland build it’s likely to be one of the first things you think about. At the top end of the market (which is a very good place to be looking,

www.osram.co.uk/ledriving-lights

Light is Adventure OSRAM LEDriving® Working and Driving Lights The new range of intense LED lights are built to step up to the challenge when the going gets tough. Leave the tarmac behind and see clearly what lies ahead of you off the beat track. The new range of robust and stylish spotlights, reversing lights and lightbars can improve near- and far-field vision whilst enhancing driving performance, even under the most extreme conditions. Don’t let the darkness spoil your next adventure. For more information visit: www.osram.co.uk/ledriving-lights or email: automotive@osram.co.uk

Light is OSRAM

especially if you want your expedition to end in a triumphant return home rather than something messy involving the Foreign Office), Australian off-road specialist ARB has long offered a range of awnings to go with the rest of its incredibly extensive range of touring kit. What it hasn’t offered, until now, is an awning that will illuminate the scene below. That’s because canvas, even the high-quality kind, is not noted for its luminescence. LED strip lights, on the other hand, are – and with the march of technology making it ever easier to get useful outputs from small sources, ARB has now rolled the two together to create the imaginatively named Awning and Light Kit. This incorporates an LED strip light into the roof of the awning, where it’s thin enough to stay even when the whole plot is rolled up ready for travel. Powered via a fused cigarette lighter plug and a four-metre insulated waterproof cable and connectors, the light is controlled by a waterproof digital dimmer switch. At its maximum setting, it provides up to 1200 lumens while drawing a current of 1Ah.

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 You can also choose the output colour, which can be either cool white or amber. The latter is ideal when you want softer lighting or, no small matter, to avoid attracting every ﬂying critter for miles around. ‘Just like in your home,’ says ARB, ‘good quality lighting is in the ceiling, not the walls. Therefore, placing the light right where it’s needed and not harshly in your eyes is important. Having good bright light in the right spot will further enhance your overnight experience in the great outdoors.’ Designed to be mounted on a roof rack, the awning is ideal for protecting your camp site from the sun – or indeed the rain. It comes in two sizes (2000 x 2500mm and 2500 x 2500mm) and offers the following features: • 300gsm heavy-duty roof material, mould-proofed and UV-resistant • 1000mm water head rating for excellent waterproofing • 25mm aluminium poles and arms with 1.2mm wall thickness • Abrasion-resistant PVC carry bag • Welded seams and ﬂexible arm joints • 1200 lumen heat-resistant LEDs with aluminium extrusion for heat dissipation • Digital dimmer control rated to IP56 for water resistance ‘Building a high-performance light into the roof came with some challenges,’ says ARB. ‘One was making sure we could get the LED strip small enough as well as making sure we could keep them cool so they would not de-rate and dim prematurely. ‘This has been achieved by using quality LED chips that can handle more heat than a standard strip light and also attaching the strip light to an aluminium track for heat dissipation, all sealed in a water tight resin.’ The above can be taken to mean ‘don’t expect this to be cheap,’ but there we go harking back to what we were saying above about the importance of tooling up with good gear when you go travelling. We’ve seen the 2000mm awning offered at about £330 including VAT, which sounds pretty decent for something you’ll be using every day on expedition; it’s available through Britpart’s range of ARB stockists, so a visit to www.britpart.com is the place to start.

Issue 88: June 2021

sealan ne Parts 12 Mud-UK introduces retro-style gear knobs xto light Parts up your Defender’s cabin bush Kits • Sprin Exhausts • Exha uspension Lift K STEVE PARKERS LTD STEVE PARKERS LTD ors & Starters • S Winching Equipm w w w. t h e l a n d y. c o . u k

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Issue 88: June 2021

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IT WOULD BE IMPOSSIBLE to exaggerate how much we love these Heritage Gear Knobs from Mud-UK. Moulded from 100% bakelite, just like the factory-fitted originals from way back in 1948, these funky UK-made accessories bring a bit of retro chic to the cabin of any Defender they’re used in – with the option of red and yellow for the diff lock lever offering a clear nod to those used throughout 35 years of Series trucks. For the primary gearbox, your choice is between the classic mushroom-style Series I/II/IIA knob or the later ballshape used on the Series III. In each case, they’re available with the reverse position next to first (to suit the LT77 and LT85 Santana boxes) and below fifth (to suit the later R380).

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On the transfer box, meanwhile, the red and yellow options are both suited to the LT230 – as used on all fivespeed Defenders (and autos, if you’re the proud owner of a 50th Anniversary or NAS model). For reference, these use an M10 thread, while the main gearbox uses 0.5” UNF. Got a Puma? Sorry. These threads mean the knobs aren’t currently available to fit the Getrag gear lever you’ll find on 2.4 and 2.2 TDCi Defenders. The knobs, which are supplied with a lock nut to help you line them up perfectly, cost £30 plus shipping directly from Mud-UK. Taste is personal, but as far as we’re concerned these are among the coolest accessories we’ve seen for a Defender’s cabin. You’ll find them by visiting www.mudstuff.co.uk.

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SPEEDLINER EUROPE has launched a new ‘pour-shake-spray’ liner product for Land Rovers’ load areas. Called Speedtex Easy Sprayliner, this can also be used to protect trailers, boat decks and ‘many other small to medium size applications.’ Speedtex uses Speedliner’s well established spray-on liner formula, which has been successfully protecting high-traffic vehicle surfaces for 21 years. It’s a 2K polyurethane/polyurea hybrid product which ‘dries quickly and provides tough, durable, anti-corrosion wear and tear protection combined with excellent UV properties.’ Having prepped the product, it’s ready to apply using a standard underseal spray gun – though you can also brush or roll it on to your truck. Speedtex is available in 1 or 4-litre kits and comes pre-coloured in either black or grey. There’s also a selection of 20 stock colours available, as well as a self-colour version allowing you to match it to your own vehicle.

nd 110. Engine con or more information Leaking Discovery 2Leaking sunroof?Discovery Replace brokenReplace plastic 2the sunroof? spouts with our kit, the broken plastic which consists of spouts with our kit, New spout, Genuine Non Genuine WE MANUFACTURE CONVERSION EXHAUSTS SEE& WEBSITE FOR DETAILSParts & whichmetal consists of rivets, sunroof seal, Accessories New metal spout, Genuine & Non Genuine Parts & & instructions Service Kits • Batteries • Engine Parts sealant rivets, sunroof seal, Accessories • Clutch Kits & Parts • Gearbox Parts sealant & instructions Service Kits •Bushes Batteries Engine Parts • Suspension Inc• Polybush Kits • Springs, Brakes

• KitsParts & Parts • Gearbox Parts &Clutch Electrical • Mild Steel Exhausts • Exhaust Fitting • Suspension Bushes Inc Polybush Kits • Lift Springs, Kits • Performance Brakes • Suspension Kits •Brakes Side & Electrical Parts • Mild Steel Exhausts • Exhaust Fitting Steps & Dog Guard • Alternators & Starters • Specialist Kits • Performance Brakes • Suspension Lift Kits • Side 4x4 Tyres •Workshop Manuals • Winching Equipment Steps & Dog Guard • Alternators & Starters • Specialist Full workshop facilities for Servicing and Repairing Defenders 90 and 110. Engine conversions and 4x4 Tyres •Workshop Manuals • Winching Equipment chassis replacements carried out as well as general repair work. For more information please ring Full workshop facilities for Servicing and Repairing Defenders 90 and 110. Engine conversions and Kevin Direct on 01706 854223 or Email service@steveparkers.com 01706please 854222 chassis replacements carried out as well as general repair work. For more information ring LLOYD STREET, ONLINE ORDERING Kevin Direct on 01706 854223 or Email service@steveparkers.com 01706 854222

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We’re on Facebook: www.facebook.com/thelandyuk CERAMIC PAINT PROTECTION is a recognised way of minimising the scratches your vehicle can suffer when you’re using it off-road or on unsurfaced rights of way. But to do it properly is a professional job costing several hundred pounds. Autoglym’s Rapid Ceramic Spray, on the other hand, costs £19.99 for a 500ml bottle. Admittedly, it produces what the company calls a ‘ceramic-like coating’, which you can interpret as you wish, but it does claim to provide ’maximum resistance against the natural environment’ for up to three months. It’s also tropicalscented, apparently. And you just need a couple of squirts per panel. It doesn’t claim to prevent brush rash, but then real ceramic coating doesn’t either. Your pays your money and takes your choice…

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In addition, there’s also an anti-bacterial, anti-microbial version available – ideal if your vehicle is used for carrying animals, be they pets or livestock. This is also suitable in vehicles used for carrying food or medical supplies, which might be relevant if you’re one of the many Land Rover owners who volunteer in a response network. Want to know more about Speedtex? Of course you do… which means the very first thing you need to know is that it’s at www.speedtexeuro.com.

PREMIUM PERFORMANCE BRAKE LINE KITS NEW range update

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The new kits join an extensive range of existing Land Rover stainless steel braided brake line kit applications, dating back to 1970. • Greater braking efficiency and firmer pedal feel • Resistance to abrasion and corrosion • Direct replacement for your original brake lines • Available in a choice of thirteen colours

To order please find a distributor at www.goodridge.com/distributors or visit our online shop at www.goodridge.co.uk

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Issue 88: June 2021

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Stayin’ Alive

As it enters the second half of its life, the Discovery 5 is showing no signs of slowing down. In fact, Land Rover’s family hero is approaching middle age in rude health. With new technology and improved cabin comfort, plus a range of six-cylinder petrol and diesel engines has that turn it into a lavishly civilised ﬂying machine, the Disco is doing much more than just staying alive…

owards the end of last year, Land Rover gave the Discovery what will be the most significant relaunch of its model life. The word ‘facelift’ is often used in these situations, but that doesn’t seem quite right here – because while the vehicle’s styling details have indeed been revised, the big stories are to be found beneath the surface. The biggest of the lot lurks beneath the Discovery’s bonnet. Here, there’s a whole range of new engines, all of them six-cylinder 48-volt mild hybrids. These join the existing P300 four-pot to offer a choice of two petrol and two diesel engines. The P360 now tops the gas range, while both oil-burners are new; the D250 is the entry-level unit,

while the D300 is to all intents and purposes as fast as its petrol counterpart. We drove the P360 and D300 on the launch event, which included a good range of roads as well as a lengthy section of off-road work in the woods of the Eastnor estate. If you’re old enough to remember the days of the 200Tdi and 3.9 V8, you’ll know that back then, the two different versions of the Discovery were like chalk and cheese – by contrast, one of the big things we took away from a day behind the wheel of the range-topping petrol and diesel models today is how extraordinarily similar they are. The P360 and D300 units displace 2995 and 2996cc respectively. Aided by both a turbocharger and a 48-volt

supercharger, the former produces 360bhp and 369lbf.ft, the latter from an impressively low 1750rpm. The D300, meanwhile, delivers 300bhp, backed up by 479lbf.ft – this time from an even more flexible 1500rpm. The result is outstanding performance – done two different ways but, when it comes down to it, so good in each case that it’s more or less a dead heat. The figures say 0-62mph in 6.5 seconds for the P360 and 6.8 seconds for the D300, and top speed is 130mph in each case, but we’re struggling to think of any real-world driving scenario in which you’d notice a difference. Certainly, neither will feel slow. Ever. The Discovery is a heavy beast, but it pulls away effortlessly and gathers

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pace with a near-ethereal smoothness. Refinement is a big part of the story for its new engines, and both are remarkable in this way – noise, vibration and harshness are almost completely absent in each case. As you might expect, the petrol engine is the quieter of the two, but the difference is tiny – we’re talking about tenths of a percent. If there’s one really noticeable difference between the two engines, it’s in what happens when you’re on the motorway and you kick it down for a brisk lane change. The D300 gathers pace promptly, for sure – but the P360 responds with a snarl as it leaps into action. It’s not an everyday situation, but as a demonstration of what the engine’s got it’s really very impressive. With an equally refined eight-speed auto box behind them, neither engine ever feels as if it needs to be held back. They’re docile at low speeds, delivering power with a quiet smoothness that makes the Discovery tremendously pleasant around town and on country lanes – both feel like its natural habitat, as does the motorway, though the almost complete lack of engine noise here means you notice the road that much more. Thumps come through from seams and other imperfections in the surface, and you also hear an element of buffeting from around the door mirrors. Ride-wise, too, it’s not a magic carpet the way a Range Rover is. You could very happily cover hundreds of miles in one sitting, however, and you certainly wouldn’t feel jaded afterwards. In this respect, we found the D300 we drove slightly better than the P360 – we’d put that down to the vehicles’ differing spec levels, with the D300 being an SE model on 275/45R21 tyres and the P360 being an R-Dynamic S on 285/40R22s. Another difference between these two models is that the R-Dynamic S has a leather interior that doesn’t feel quite as nice as it looks. The SE, on the other hand, has Miko suede – an eco-friendly material made from recycled plastic bottles which looked wonderful in the Light Oyster finish of our test vehicle and feels superb to touch and sit in. The big story in the Discovery’s interior, though, is the arrival of Land Rover’s latest Pivi Pro infotainment system, accessed via an 11.4” touchscreen. It looks classy and makes sense, with quick responses and intuitive controls

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Above left: The Discovery is often accused of being too much like a Range Rover, but its cabin actually has a unique style and ambience all of its own. It’s certainly luxurious, with superb materials and equipment – including the latest Pivi Pro infotainment system, which is integrated beautifully into the facia and operates every bit as smoothly too Above right: Interior flexibility has long been one of the Discovery’s big selling points. With all three rows in place, it’s a genuine seven-seater; fold them down and they lie flat to create a cargo area that’s well into van territory making it easy to use. The way it’s integrated into the facia is very stylish, too, though you don’t have anywhere to rest your hand while you’re operating it, which can make it tricky to get your aim straight without taking your eyes off the road to concentrate. The revised Discovery also now has features like wireless charging, onetouch tablet integration and wi-fi connectivity for up to eight devices, as well as an enhanced range of driver aids and, no small thing, cabin air ionisation that filters out allergens, toxins and harmful particulates. Potentially more to the point, the second-row seats have been revised for greater comfort and the cabin environment is enhanced still further by features like ambient lighting, a soft-wrapped floor console and a new design of steering wheel. Land Rover’s aim with of all this is to keep the Discovery foremost in people’s minds as the definitive premium family SUV. Tech is a critical part of the offering here, and the vehicle aims to look after everyone on board – even though something like one in five sales go to the Commercial model, whose second and third rows of seats make way for a van conversion. As it is, you can stow the Discovery’s seats to free up an immense 2391 litres of cargo space. That’s the stuff of epic-level practicality, and those seats are also among the few to be able to accommodate seven adults when they’re in place. Few vehicles of any kind can match that level of flexibility – and when you consider that the Disco’s masterful performance on the road is only the beginning, with segment-leading off-road ability and mighty trailer towing skills on top, you have an all-rounder of serious note. You do also of course have a Land Rover that’s premium in price as well

as in personality. The models we drove (Discovery SE and R-Dynamic S) don’t actually exist as far as Land Rover’s current price list is concerned; this is presumably something to do with them being left-hand drive models, but either way the D300 starts at £56,440 and the P360 at £57,200. Equipment levels will always be high, of course, but if you want the levels of luxury we enjoyed on the launch you can expect to be well into the sixties. This points up an interesting footnote about the new Discovery, though. People often say that it as moved on from what those 200Tdis used to be like and is now basically the same as a Range Rover – however it’s only when you sit in one that you notice how distinct from that vehicle it is. Both are exceptionally nice, of course, but everything from the Discovery’s cabin styling and layout to the way it rides distinguish it both from the Range Rover and, equally importantly, from the Defender. They’re clearly all part of the same family, but the differences that make each of them unique become more apparent the closer you get. It’s a very, very clever bit of design whose subtleties go way over many heads – or, to be more charitable, that works on you without you even realising it’s there. In this way, we’d argue that the Discovery is actually less like the Range Rover than those old Tdis used to be. Back then, the two vehicles were almost identical beneath their bodywork, which is something Land Rover traditionalists tend to forget when they’re having a moan about the new models. That could be the jumping off point for an essay (or a diatribe), but we’re meant to be reviewing the new Discovery here. And our verdict would be that with its new engines, equipment and styling both inside and out, they’ve

taken a great vehicle and made it better. It continues to be a practicality monster, a superb premium SUV and a masterpiece of high-tech ability both off-road and in front of a trailer. It does everything, and it does it well – and with the P360 and D300 engines, it has a new-found brilliance on the road. Our choice would be the D300. Its performance and refinement at speed

are incredibly close to those of the P360, and with so much torque at little more than tickover it’s capable of hauling you around off-road in the sort of silence you associate with electric vehicles. That torque will have your back when towing heavy loads, too – and fuel consumption of up to 33.9mpg sounds more palatable than the petrol motor’s 26.7mpg.

There’s no denying that the P360 is a fabulous vehicle, though, and it’s well suited to the more purposeful styling of the R-Dynamic model range. For Land Rover’s oft quoted breadth of capability, though, the D300 as tested here is close to perfect. If you changed your mind about the Discovery when the current model came along, it’s the one that might just change it back.

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Issue 88: June 2021

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Keeping it real

Words: Tom Alderney Pictures: Alan Kidd

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Most of the Series Is you see nowadays have been through at leats one cycle of decay and restoration, and now they look as good as new. This 86” looks even better, however. That’s because it’s been on the road from day one and, having never needed restoration, carries 65 years’ worth of scars as a perfect example of automotive patina

n the world of Land Rovers, restoring Series Is has become something of a national obsession. For a small but dedicated band of professionals, there’s a good living in it; for an almost as small army of equally dedicated enthusiasts, it’s a labour of love; and for Land Rover itself, which isn’t in any way small, over the last few years it has become a way of selling old vehicles for even more than it costs to buy a new one. The result is that most Series Is still in existence now look startlingly similar to the way they did when they were brand new. They’ve been to hell and back in between times, and as often as not almost nothing on them is original, but they look a million dollars

and are capable of changing hands for approximately that much too. This story is about a Series I, but it’s not one of those back-to-showroom classics. It is, simply, an old truck. Actually, ‘old’ is too harsh a word. I mean, it is old, obviously – but better to describe it as being aged to perfection. People talk a lot about patina. In the lucrative world of classic motors, it’s a word that gets trotted out way too often by chancer-dealers to describe offensively dog-eared old sheds. Scuffed alloys, saggy head lining, sunburnt paint, torn seats and missing bits of interior trim have all been described as patina. You can probably think of another word to describe people who abuse the term in this way

while trying to pass a tatty old stinker off as a modern classic… Anyway, patina. You know how copper turns green over time when it’s exposed to the elements? That’s patina. The word can also be used for other forms of tarnishing that happen to exposed metal through oxidation, giving them a thin top surface which develops with age. The outer sheen gained by wooden furniture during its life is also referred to as patina. In this case, it’s often compounded by the marks left in its surface by the wear and tear of everyday use. It’s the same deal when you’re talking about the way leather changes with age, too – which may well be how the word underwent a mild

There are age-related marks everywhere you look on this vehicle, but these are perhaps our favourite two. Looking down at the bonnet and offside wing-top, you see a network of scratches and, on the bonnet, huge patches for bare metal where the paint has been worn off. You can only wonder at the stories all these blemishes have to tell. On the nearside wing, meanwhile, a chunk of missing paint and a riveted-on repair patch also have tales to tell. If only they could talk…

semantic change and started being used to describe the wear marks on classic vehicles. Which brings us back to this Series I. Something was bound to eventually. Park it in a line-up of restored Land Rovers and at a hundred yards you’d think yep, it’s another restored Land Rover. But get up close and you see that actually, it’s not. It has (deep breath) patina. That’s because this Land Rover has never been restored. It’s been maintained, of course, sometimes in quite a big way, but no-one has ever painted, sanded, ground, shot-blasted or otherwise destroyed the scars, marks and blemishes that tell the story of a life well lived.

Well, a life to date. Having only covered 85,210 miles to date (an average of about 1311 a year), it’s running along just fine, thank you. And of course, it has well and truly made it through the stage in life when Land Rovers tend either to get stripped for parts or (back in the day, obviously) cut up and used for trialling. In other words, it’s here forever. An 86” with the 2.0-litre spreadbore petrol engine (an early example of the later version of this engine, if that makes sense), Land Rover chassis number 170602480 was first registered on St George’s Day, 23 April 1956. It was supplied new to the Heidelberg Printing Machine Company in Kington St Michael, near

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Left: Being from 1956, the 86” was among the first Land Rovers fitted with the revised version of the spread-bore 2.0-litre petrol engine. And what you’re looking at here is… that very same engine. Original to the vehicle, it’s been looked after properly and still runs like a dream Below left. The whole body is wonderfully patinated, with some lovely dents and naturally worn painted areas. The front bulkhead looks noticeably newer, though – it’s been refurbished at some point and galvanised to keep it good for decades to come Chippenham. This was an era when Heidelberg’s ‘Windmill’ platen press was in its heyday, being imported to the UK in enormous quantities; quite why the company needed a Land Rover is unclear and probably shrouded in the mists of time, but there are some lovely green lanes down in its neck of the woods and who could ever want a better excuse than that? Not that there’s much sign of the Series I having been given the sort of

cack-handed trashing that can happen on the lanes. Quite the opposite, actually. It has been used, but it certainly hasn’t been abused. Nor has it been neglected. In fact, it has been looked after with remarkable care. This issue of The Landy will be published just a couple of days after its 65th birthday – and even after all that time, its original buff logbook is still intact. So too, therefore, is its history, dating all the way back to day one.

‘The great appeal about this Land Rover is that it has never become derelict and abandoned, but has been kept on the road and used for over 64 years,’ says Callum Bodger, the man driving it in these pictures. ‘I love the wear on the paintwork and the minor dents and bruises it has picked up over the years.’ Callum knows his Series Is, because he runs All Terrain Engineering – a company which, among other things,

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 fettles old Land Rovers and sells them on. This was one such Land Rover; it came to them in October last year, what work it needed was completed earlier this spring and by the time you read this, it will be out and about in the hands of what you’d imagine will be an incredibly happy new owner. It didn’t need much. In the main, Callum removed the hard-top body it was wearing and converted it into a soft-top, using a new canvas hood and sticks. He also went through it mechanically – but while doing so found that in the main, it was just an incredibly well sorted vehicle. ‘The chassis has had repairs over the years,’ he reports. ‘But it’s very sound and these repairs have been done well. The bulkhead has been repaired at some point and then galvanised to make it future proof. Over the last few years, the carb, distributor, dynamo and starter motor have all been refurbished. It’s had new plugs and leads, a new fuel pump and tank, a new braking system, new suspension and new steering. ‘Along with regular servicing, this all means that the vehicle is in great mechanical condition.’ The results are there to be seen, too. We’ve driven several Series Is just recently, and as always each has its own quirks and its own character. But this one was far and away the nicest, with a perky engine, smooth clutch action and light, natural steering. The box goes into gear and stays there.

Issue 88: June 2021

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Issue 88: June 2021

It’s just all-round right. There’s even an overdrive fitted, so you could do a distance in its without being driven out of your mind. They all shake, and none are quiet except when they’re switched off, but in addition to the above this 86” is as refined as they come. It’s not like driving the sort of modern car you could get for the same money, of course – but then on the plus side it’s also not like driving the sort of modern car you could get for the same money. It’s enchanting, in a word – as every bit as delightful to drive as it is

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There’s plenty of patina on the inside of the vehicle, too, with a nicely worn cabin that’s all in good order but clearly hasn’t been messed about with down the years. It’s been renewed where you’d want it to be – the windscreen wipers both work, for example, and the upholstery on the seats clearly doesn’t date from when the Prime Minister was Anthony Eden. Covering it all up is a set of brand new hood sticks, which support an also new canvas top from Undercover Covers

to regard. And it’s really delightful to regard. Back to that patina. The word is sometimes used as a euphemism for ‘beaten to death,’ but this is a truck whose panels are straight. Worn down to the metal in places, scuffed and pin-pricked in others and wonderfully rivet-up repaired in one place on the nearside front wing, but they’ve never been ripped to bits. Dented, yes, scratched and even scarred, but it’s just amazing how straight the vehicle actually is. And the patina looks pleasingly uniform across the whole of its body,

too – which suggests that none of its panels have been replaced, at least certainly not any time recently. Applied patina is definitely a thing (the great French sculptor Auguste Rodin, he of The Thinker, used to pour urine on his work to encourage it to age), but it would take a pretty unbelievable amount of time, effort and skill to mimic the beautifully natural wear that’s apparent everywhere around this vehicle – even that bulkhead had the odd mark on it, though it’s visibly more modern than the bodywork surrounding it.

It’s so original,’ comments Callum. ‘Astonishingly it still has the original engine in place. It has not been messed with at all – for example it has the correct pork pie lights on the back and original Lucas wipers.’ That’s wipers plural, take note – you’re looking at what in the mid-50s counted as a high-spec Landy here… Most of all, though, you’re looking at a Land Rover whose charm levels are off the scale. It doesn’t have the freshly restored appearance of a recreated original, because there’s nothing recreated about it. This is the

real thing, a Series I that is where it is in life because of life. It’s more than just a historic vehicle – it’s a vehicle that’s a piece of real history. Every scratch, dent and pin-prick, all that worn-off paintwork, it all tells a story – the story of a vehicle that’s been serving its owners faithfully for six and a half decades and has a century firmly in its sights. There’s nothing preserved about it, nothing hidden, nothing covered up. We’ve written about a lot of Land Rovers down the years, and this might be the most achingly real one we’ve ever seen.

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Issue 88: June 2021

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As tough as it looks

Words: Dan Fenn Pictures: Arkonik rkonik comes up with some interesting names for the one-off Land Rovers it builds. We’ve seen them named in Spanish, or after characters from the TV show Game of Thrones… whoever does the creativity down there, they do it well. This Arkonik 110 is called the Bison. So you just know it’s going to be a bit of a beast. The company itself says the vehicle ‘hones in on the ﬁnest details’ and that it is ‘nothing short of show-stopping.’ In typical Arkonik form, it’s a Defender that’s been completely remanufactured and reimagined – still as a Defender,

but also as a far better vehicle than it ever was before. That’s about two things. One is that Arkonik strips its donor trucks down to bare components and rebuilds them from the chassis up to the highest standards. They’re not just thoroughly restored, they’re remade using much better and more modern parts and assemblies than were available when they were ﬁrst created. Door skins and panels are copied from the original patterns using thicker metal that won’t curtain, wiring looms are replaced wholesale with top-quality items made by Arkonik’s own electrical specialists… you get the idea.

The second thing is that when Arkonik rebuilds Defenders, it does so to a level of luxury Solihull would barely recognise. Well, it might these days, of course, but but back when these vehicles were first manufactured Land Rover’s idea of creature comforts was a rear wash-wipe. Now, the Bison 110 illustrates how far old Land Rovers can come at the hands of the Somerset restification specialist. One look at it and you’ll see the unmistakeable texture of Raptor paint, which has been used as the finish across the whole of its bodywork – giving it an image that’s both tough as Chuck Norris and sophisticated as

Bryan Ferry. It’s also shod with 18” Kahn Defend 1983 alloys. Inside, the cabin is wonderfully upholstered in black nappa leather with a diamond quilted cross-stitch trim effect. Typically of these builds, it was done to order, and another feature of the front seats is that they have the buyer’s own bespoke artwork incorporated into the headrests. There’s also a sports steering wheel in there, as well as aluminium door furniture, retro-ﬁt air-con and a modern stereo. It’s more restrained than some of the Defender interiors we’ve seen, but it’s still very obviously a premium alternative to the rank and ﬁle. On the outside, in addition to the Raptor paintwork and Kahn alloys you’ll see a Warn winch on the front bumper and LED lights more or less everywhere an LED light can be put. That’s before the bonnet gets popped, though – at which point all you’ll be able to do is drool over a beautifully

detailed example of a 3.5-litre V8. Turned for 200bhp and 210lbf.ft in its refurbished state, it’s mated to the correct LT85 Santana gearbox. Judging by the logo on the Defender’s seats, it’s destined for a new life in Canada where its owner has made his pile from a chain of theme bars. The sort of reward you like to see a guy give himself for a lifetime of hard work – and of course that you aspire to being able to see as more than just a dream yourself one day, too. So, what would you call yours? You’d be going some to match Arkonik’s own level of creativity with the names, for sure – and you’d certainly be doing incredibly well to get close to the standard of Land Rovers the company turns out. With its dark, menacing colour scheme and no-nonsense Raptor ﬁnish, this is a Defender that blends its style with real substance – and underneath, its every bit as indestructible as it looks.

Above: Black nappa leather with quilted diamond stitching has a beautifully old-school charm. Arkonik does everything to order – if you want your business logo embroidered into the headrests, just say the word… Left: The 3.5-litre V8 engine is tuned for more than 200bhp and 210lbf.ft, but what makes it special is the wonderful detailing under the bonnet

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Issue 88: June 2021

Words and Pictures: Raymond and Nereide Greaves

thiopia always seems to be a highlight of any overander traveller’s tales from Africa. So we were looking forward to the country with great anticipation as we approached it after a none-too-enjoyable spell in Khartoum and the south-eastern part of Sudan. Things started well at the border. Immigration was situated in a mud hut painted in nice cheerful colours, which felt unusually relaxed for a place of office – and the landscape changed, too, as the unrelenting flatness of Sudan gave way to the towering Ethiopian Highlands.

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To our amazement, there were lush green trees lining the roads, fields of grass and hilly arable land. In places, Ethiopia looked rather like Tuscany – the only difference being the African women walking by the roadside carrying loads on their heads. Something else we noticed about Ethiopia was its tidiness. There is virtually no litter along the roadside, neat stone walls mark property boundaries and larger towns have kerbs and road drainage. All of this is utterly extraordinary compared to everything else we saw in Africa. Driving standards are some of the best we saw

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throughout our expedition from London to Cape Town, too, and the food was a welcome improvement over what we’d found in Sudan. We did meet very variable road conditions, though. From the border to Gonder and down to Addis Ababa, via Bahir Dar, it’s virtually all good tarmac. Off this main route, however, standards quickly plummet to decent gravel or, more likely, lots of big, sharp stones looking to claim their next puncture. Not that that was going to stop us. Our L322 Range Rover had made it this far unperturbed, despite being what we believe to be the first of its kind

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Abyssinia soon…

If you believe what it says in the guidebooks, Ethiopia might not be anywhere near the top of your must-do list of places in the world to visit. But the land of the great Abyssinian Empire is one of the most historically rich and varied in the whole of Africa – and as well as a landscape of stunning beauty , it’s blessed with a population who, mainly, are among the friendliest and most welcoming in the entire continent

ever to attempt the journey, and our confidence in its ability was growing all the time. Gonder was our first destination in Ethiopia – and it’s an easy place to like, full of vibrantly coloured houses and outdoor cafes serving chilled beer. Contrary to the notes in our guide book about tiresome children constantly hassling you for money, we found everyone here to be really easy going and helpful. Our room in the Goha Hotel had a real boutique feel to it, too – and the dining room was also a welcome sight after some dreadful meals on the road!

There are many attractions here, including Fasil Ghebbi, also known as the Royal Enclosure – a cluster of six castles, in varying states of disrepair, right in the middle of town. Established atound 1640, it was heavily influenced by Portuguese Jesuits and feels bizarrely European. Also quite bizarre is Debre Birhan Selassie church, which was built in the 1960s. It’s nothing special to look at from the outside, but the paintings on the walls and ceilings are very vivid indeed. Traditional Ethiopian drawings are close to cartoon images in many respects – people with big heads,

huge bulging eyes and comical gestures, all in garish colours depicting the story of Christianity. Then there’s the Simien Mountains, sixty miles or so north of Gonder. This is one of Africa’s largest mountain ranges, with 4200-metre peaks, steep gorges and troupes of Gelada baboons, and its dramatic vistas make it a major tourist pull on the overland trail. A definite must-do. We set off early in order to collect fuel and food en route, only to find that all five fuel stations in town had run dry. Locals offered us some ‘black market’ diesel, which we weren’t about to risk in a modern engine, then an audacious manoeuvre to try and slide in behind a truck we could see filling up resulted in us having a bump with another car. It sounded bad, but incredibly only a rear light lens on the other car was damaged. Even more incredibly (we were still feeling pretty cynical about our fellow human beings after Egypt), the driver was really reasonable and, when we offered some cash as compensation, only wanted a fair price for a new part! We finally happened upon a fuel station with a queue outside, which could only mean one thing. We joined the back and after a while, a diesel tanker pulled in. After half an hour, we were second in the queue… when a power cut struck and the fuel pumps stopped! In Europe, this would be the point where we started shouting. But this is Africa, and there’s just no point in getting stressed… so we started laughing instead, and that was much better.

Finally fuelled up and ready to hit the road, we set off. The tarred highway disappeared immediately and was replaced with a gravel track, which in turn deteriorated into an off-road nightmare with awful corrugations and large, sharp rocks everywhere. Averaging less than 15mph, no way

were we going to make it to base camp in daylight. We had already found that driving at night in Africa is a definite death wish. Many drivers believe that putting their headlights on will drain their car’s battery, so they do without, while animals and people cross the roads randomly.

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Situated right in the middle of Gonder, Fasil Ghebbi is an enclosure containing six castles. Established around 1640, its architecture was heavily influenced by Portuguese Jesuits – meaning it feels bizarrely European The interior of Debre Birhan Selassie church is a sight to behold, with the story of Christianity depicted using a traditional Ethopian style of painting. The bright colours may look cartoon-like to western eyes, but in many ways this is Africa’s equivalent to the roof of the Sistine Chapel

So we decided it would be best to give up and return to Gonder. Happily, we had at least gone far enough to get some first glimpses of the Simiens – and the views were incredible. The stunning rolling landscape on one side blending into the jagged outline of the mountains further away, was just fabulous. We stopped to walk along to a viewpoint and from nowhere, a handful of curious children dashed up over the rocks to join us. We realised that contrary to what you might assume, they were not looking for handouts or money and that they were genuinely fascinated by the two of us, following everywhere we went with reverential hushed discussions going on as though we were being observed carefully.

We took a few photos with digital cameras and played back the images to the children. It seemed as though none of them had ever seen a camera, or indeed an image of themselves – judging from their hysterical reactions, they could not believe their eyes. They gathered round us in a tight circle laughing and pointing each other out on the camera screen. And we laughed along with them, too – such a wonderfully innocent encounter was all the consolation we could have needed for not making it to the Simiens as we had hoped. We stayed another night in Gonder and then set off to travel south towards Bahir Dar, marvelling at the scenery en route: lofty volcanic rock formations, wide open plains, steep hills, gorges and stepped fields. We crossed the source of the Blue Nile at Lake Tana just before entering Bahir Dar itself – which is a very relaxed, civilised and pretty town with tree-lined streets and cafes selling coffee, cake and fresh fruit juice. Not so civilised is the practice of inflating prices for faranji (‘white man’). We had been hoping to take a papyrus boat ride, for which the local price is 10 Birr (about 50p), but the boatman wanted ten times as much for a two-minute voyage across to the opposite shore. The boats looked like hysterical fun; essentially floating reed mats with space for three people and a few bags being punted over the top of the lake’s crocodiles. It would have made a good video but, even though it was still not a big sum of cash, we were not happy about being fleeced. Bartering doesn’t happen in Ethiopia, either, the result being that everyone loses. Nonetheless, we liked Bahir Dar and stayed one or two days longer than planned to chill out and enjoy the relaxed atmosphere. We even managed to find somewhere nice for a Valentines Day dinner – we certainly never expected to find facilities such as this in Ethiopia! Moving from Bahir Dar towards Addis Ababa, we stopped at Lake Zengena. Formed in a volcanic crater and shaded by the vast cypress forests which surround it, this turned out to

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offer a beautifully quiet and scenic picnic spot. Normally you could not even contemplate doing something like this in Ethiopia, as you would immediately be surrounded by onlookers and insistent children, so we really appreciated the tranquillity of the area. We were also lucky enough to see a few Colobus Monkeys dashing around in the treetops. To reach Addis, we had to pass through the Blue Nile gorge. This is comparable in scale to the Grand Canyon, and the road trip through it is awesome. The scenery is spectacular,

and so is the road engineering. The whole 20-mile route in and out was gravel-surfaced until shortly before our visit, but it has now been upgraded to tarmac and furnished with a new bridge over the Nile itself. From the north, you start the descent from 2600 metres and twist and turn your way down into the gorge, trying not to overheat your brakes, until reaching the bridge at 1200 metres. After this, there is a severe climb back on to the plateau at the far side, which peaks at more than 3000 metres. A stern test for any vehicle; it generally

takes a bus two hours to complete, a laden truck three hours. As we crossed the Nile, the view was so good that we could not resist stopping to grab a couple of photos off the bridge. The pictures turned out well, but we also earned ourselves a reprimand from the army – who, it turned out, were staked out all over the place ensuring that no-one took photos of this ‘strategic’ infrastructure. What utter nonsense. We blagged our way out of that one easily enough, and our luck was in again at the top of the gorge where

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Left: It might not look like much, but this was the climax of an increasingly desperate search for diesel which involved ﬁve different fuel stations with no fuel, a fender-bender while trying an audacious manoeuvre to get into one which seemed like it might and, ﬁnally, an aborted attempt to reach Base Camp at the end of the dirt road from Gonder to the Simien Mountains Right: There are many abandoned tanks littering the Ethiopian countryside, a grim reminder of the civil war that racked the country for many years. Crashed lorries are a grim reminder of something, too – like the fact that you need to watch our when there are lorries around, for starters

we found an amazing place to stop for lunch with a vast, panoramic view of the entire gorge. We had a few cows and herdsmen for company, but no screaming kids. Approching Addis Ababa, we clocked up our 6000th mile since leaving London. We were definitely a long way from home now! In keeping with so much about Ethiopia, we discovered that the capital city was nothing like the hell-hole our guide book suggested – there are cinemas there, spa centres, more tree-lined streets and even supermarkets (the first we had seen since Turkey!) There’s an excellent National Museum here, too. Many of the world’s most important fossil finds have been in Ethiopia, and the museum is a world centre for research into hominid evolution. One of its star attractions is Lucy, who’s 3.5 million years old; when discovered, she proved that hominids evolved

much earlier than had previously been assumed. Her skeleton shows evidence of a small skull capacity akin to that of apes and of a bipedal upright walk akin to that of humans, showing that bipedalism preceded an increase in brain size in human evolution and filling in one of the big gaps in the ‘missing link’ between apes and humans. As we left the museum, the heavens opened. Our first rain since Turkey – we dashed over to the closest taxi rank and jumped in. Now, every traveller has a story about taxis… It can sounds patronising coming from a westerner, but taxis in developing countries can often be amusingly dilapidated. It’s just one of those areas where our cultures are miles apart. At any rate, this particular one took things to a new level. First of all, the driver had to hot wire the car to get the ignition on. Even then, though, the starter motor

wasn’t working. So he had strategically positioned the car or a gentle incline to provide the necessary bump start. But once rolling, he couldn’t see a thing as the wipers were broken. All part of the comedy, we thought. But then the driver spun the steering wheel round and round and nothing happened to our direction of travel, and ‘comedy’ had turned into ‘danger of death.’ We demanded the driver stop, and jumped out in the nick of time. The nest taxi was a lot better, though at the end of the journey the driver turned out not to have change for a 100 Birr note. He jumped with our cash to get change – then disappeared, leaving us by the car. So we were being hustled, then. We were about to give up, but then we hit on the idea of removing an ignition lead from the taxi which we would ‘fix’ in exchange for our money. Surprise, surprise, the driver was

watching all along – as soon as we lifted the bonnet, he suddenly appeared with the change. Hustler hustled: how sweet it must be… Despite this, and the bitter aftertaste left by the greedy boatman on Lake Tana, we found that we were falling in love with Ethiopia. It was hugely different from our preconceptions and much more enjoyable than we had been expecting, especially after Egypt and Sudan.

For sure, Ethiopia had been the surprise of our expedition so far. Such amazing scenery and landscapes, such incredibly friendly people – it’s a wonderful country, and don’t let anyone tell you otherwise. Raymond and Nereide drove their Range Rover from London to Cape Town in the ﬁrst half of 2010. You can read the full story of their expedition at www.lilongwedown.com

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take the knocks and making do with the almost-always-present 50mm towball as a recovery point. Fair enough if that’s all you want to make of it. But we’re big fans of doing a proper job – which, for all the right reasons, means ﬁtting a rear bumper too. Which, if your already doing the front, shouldn’t be any problem, because it’s a much easier job. We looked at a Discovery 2 front bumper installation in our August 2020 issue. It’s a job requiring patience rather than any great level of advanced skill, but there’s an awful lot of trim to mess around with as part of the job, as well as bits of wiring to replace and a washer

bottle that wants to make your life as awkward as possible. The back ought to be much more straightforward. It’s close to being a bolton replacement – though of course what this in turn means is that it will need to start with lashings of penetrating oil. If the bolts holding the original plastic bumper in place are anything other than hell to remove, you should probably have a bash at the lottery while you’re on a lucky streak. If at all possible, spray on the oil a day or more in advance to let it work its magic. When it comes to detaching things, start with the wiring harness for the lower rear lights and, if ﬁtted, the loom

for the tow pack. With that done, you can unbolt the bumper shell and drop it to the floor – gently, though, because now you’re going to take the tail lights out of it and transfer them to your new heavy-duty unit. The one in the pictures is from Extreme 4x4, and a proper bit of kit it is too. The new bumper fits on to the vehicle using exactly the same mounts and fixings as the one you’re taking off. So, in true Haynes manual style, refitting really is a reverse of removal. Having bolted it up, connect and secure the wiring looms, and you’re ready to test the lights and trailer socket before pronouncing the job done.

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LAND ROVER trip in France ?

A huge stock over 2 800 m 2 Established 1985

TRUST Above left: The Extreme 4x4 back bumper is designed to use the tail lights harvested from the old Land Rover unit. These slot into a pair of recesses, one of which is seen here from what will soon become the rear crossmember’s point of view Above right: This is the same recess you saw in the previous picture, seen from above on the ‘outside’ of the vehicle. Note the eye for a high-lift jack to the left of where the tail light will go Below: With the old shell removed, it can be seen that despite there only being one bolt per side holding the shell on to the chassis brackets, Land Rover provided holes for two per side. It only ﬁtted captive nuts to one on each side, though. The legacy of a design change? Now exiting anorak mode…

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Right: Here’s the clearest evidence yet that the Disco had been tail-ended. The later stores label on the plastic bumper was enough of a giveaway, , but as you can see here one of the mounts had been slightly distorted

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Below left: Replacing the old drop plate is this demountable hitch supplied by Extreme 4x4 to go with its bumper. With the towball removed, as seen here, any effect on the vehicle’s departure angle is minimal Below right: This is the inside of the original tail light units prior to being reﬁtted. If you’re going to be using your Disco 2 off-road, it’s a good idea to bolster their seals with tape. Tail lights are pretty vulnerable things when you’re spanking it through mud and water, so helping out the factory protection can’t be a bad idea

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Issue 88: June 2021

Products

Vehicles

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Buyers

The Landy Buyer

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

The definitive Defender?

o a lot of people, the Td5 era was when the Defender was at its best. The engine wasn’t as simple and DIY-friendly as the Tdi it replaced, but it was probably the most reliable thing Land Rover had ever made – so if you don’t do your

own spannering anyway, its appeal was there for all to see. The Td5 engine is very tunable, which is both a good and a bad thing if you just want a Land Rover to be a Land Rover. At least unmolested ones do exist, and there’s no shortage of choice

Series I (1948-1958)

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

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

Series III (1971-1985)

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

terms, keeping the same 2.25-litre engines throughout the length of its production run. In 1980, the engines switched to a more durable five-bearing crank rather than the old threebearing setup. The transmission also received syncromesh on all forward gears to make it easier to live with.

Lightweight (1968-1984)

These military vehicles can easily be distinguished from regular

Land Rovers. To mimic the civvy Series machines, the Series III model built from 1972 onwards, also had its headlights switched out to the wings. Lightweights add an extra dimension to owning a Land Rover. Their military history and details mean you get a truck with more stories to tell – and that stands

90/110 (1983-1990)

This is Land Rover at its best: a no nonsense workhorse that can

also take you just about anywhere in the world. Early 90s and 110s are starting to be a real collector’s item. But you’ll likely be searching far and wide for a pristine example. These Land Rovers had coilsprung suspension, new engines and a world-beating level of rugged off-road capability.

around – including a promising amount of low-milers, though you don’t need to go expecting the seller to be blind to what this makes them worth. As always, though, a good Defender is a good investment. Buy the best Td5 you can find (even if this means wearing

£5000-£75,000 for millionaire money, preservation is the aim of the game. The earlier the vehicle, the more it will be worth. The sky’s the limit – but can you really put a price on such an icon? Pros: Heritage, charm, a true classic, the original Land Rover Cons: Availability of parts, price tag on early 80s

£2500-£30,000 They still carry the simplicity of earlier Land Rovers, but can be obtained for a fraction of the price... for now. Pros: Most affordable way into Series ownership. Still has the Series pedigree. Parts still widely available Cons: Not yetas desirable as the earlier Series models

£3500-£22,000 out from the crowd. They’re a rare breed, though – so if you find one, it could be worth keeping hold of. Pros: Not like all the other Land Rovers out there. Military background. Lovely 2.25 petrol Cons: Appearance isn’t to everyone’s taste. Exclusivity over regular models means they command a price premium

£2500-£19,000 A very early 2.25 petrol 90 is a rare thing, and a beautiful one too. But perhaps try for a 2.5 natasp diesel: they’re robust and as simple as they come. Pros: Excellent parts availability. Easy to work on. Unlimited potential for mods and restos Cons: Puny engines (V8 apart) Not many left in good condition

Insure your Defender 90 Td5 with Adrian Flux from £350

the odiously high road tax you get on late ones), and it will remain an asset for as long as you keep it.

• Based on a 2006 Station Wagon XS. No modifications. Valued at £20,000, on 8000 miles a year. 50 year old driver, fully comp, excess of £300

Series II/IIA (1958-1971)

£2500-£40,000

much of that early charm. Prices are on the increase, however, as these vehicles start to come into their own as collector’s items. A 2.25 petrol 88” would be our pick, as the diesel engines were underpowered and rather noisy. The Series II/IIA has a wider stance than its predecessor and adds an extra (thin) layer of

refinement. While the engines have excellent longevity, they need to have been maintained properly. Be thorough in your checks, both under the bonnet and underneath the body. Pros: A sound investment to restore. Some now MOT exempt Cons: Bulkheads and chassis rot, springs prone to seizing

Series IIA/IIB FC (1962-1971)

£2500-£15,000

rarity – with all the cachet, pride and immense awkwardness that comes with this status. By ‘rare’, we’re talking about less than 2500 Series IIA FCs in total. And they tended to have a very hard life, so not many have survived to tell the tale. Forward-Control models differed from everyday Series IIs by

having heavy-duty ENV axles, but engine-wise they had the familiar 2.25 petrol and diesel lumps. So, don’t expect performance – but do expect to be given an ‘interesting’ time in the workshop… Pros: A Land Rover like no other, if that’s what you want Cons: Especially brutal to drive, and to find parts

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

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

101 (1972-1978)

Only ever sold to the Army, the 101 became a cult vehicle when

£7500-£26,000 the time came for demob. They were flogged off at very low prices and turned into off-road toys – not something you’d do with one today, given the rarity and classic value they’ve taken on. Compared to the IIA/IIB FC, the 101 is more fun thanks to its V8 engine. It’s still a military tool, though – some still have fixtures

Defender Tdi (1990-1998)

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

decades if it’s looked after. Find one that’s had all its oil changes (a tall order) and it’ll go round (and round) the clock. The earlier 200Tdi is simpler and less refined than the 300, which arrived in 1994. But both are superb engines. Do be aware of whether you’re getting a genuine one, though.

and fittings from their Army life, which adds interest. This is a vehicle for enthusiasts, though, with costs that are sky-high even by Land Rover standards. Pros: Master of the road. Lovely V8 soundtrack. Everybody who sees one loves it Cons: Monumental running costs. Expensive to buy, too

£4000-£24,000 Loads of owners have swapped in Tdis from Discoverys; these aren’t worth as much, as they’re less of a known quantity, but a good one can still be a lifelong companion. Pros: Excellent off-road. Arguably the very best engines. Old-school electrics Cons: Many have been used hard. Not rustproof

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Defender Td5 (1998-2007)

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

a strong performer. It does lend itself to being tuned though, so watch out for abused ones and knackered examples that have been pushed beyond the limit. As with all Defenders, you’ll need a rear crossmember sooner or later – or even a new chassis. Despite having more electronics than the Tdi, a Td5 Defender can

Freelander 1 (1997-2006)

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

It’s also a notable classic in its own way, as it heralded the start of the company’s modern era. It has its issues, though. The viscous coupling is expensive to replace and can be upset simply by running mismatched tyres. The 1.8 petrol used to be notorious for head gasket failures. Today’s replacements are much

£6000-£30,000 still be a DIY machine. Parts are in plentiful supply, as is specialist knowledge – and it’s one of the best Land Rovers ever. Pros: Off-road capability, power, overall reliability. Very well suited to being modified Cons: Rear chassis, premium prices, monstrous road tax on later vehicles

£400-£5500 more robust, but a late diesel is your best bet. Even these can go calamitously wrong, though. This was a more complex car than it needed to be, and buying one for sweeties now doesn’t change that. Pros: Cheap to buy, no big rust issues, surprisingly able off-road Cons: All sorts of things can go wrong, some very expensively

Defender TDCi (2007-2016)

The last Defenders gained modern 2.4 and 2.2 TDCi engines and

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

Freelander 2 (2006-2015)

The Freelander 2 was a massive improvement on the model

it replaced. It’s a refined and affordable SUV with a strong engine, good equipment and a decent level of practicality. It’s become one of the most reliable Land Rovers out there, too. But do be aware of the rear diff and Haldex unit for costly outlays. The 2.2-litre diesel engine is a strong performer, though for a

£9500-£195,000 involed. You will always pay a premium for a Puma, and a Tdi or Td5 may turn out to be a better purchase. Even then, though, look after it and you may well never see depreciation. Pros: Efficiency, creature comforts, off-road prowess Cons: Price, electronics, TDCi engine is unloved

£2000-£19,500 bargain search out one with the unpopular 3.2 petrol unit. Either way, it’s a fine SUV to drive. Prices have fallen since the production ended, too – £10,000 now gets you one worth having. Pros: Reliability, refinement, economy of diesel engine Cons: Transmissions can wear quickly if used for towing

Range Rover Classic (1970-96) £5000-£85,000 Range Rover P38A (1994-2002) £1500-£25,000

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

are people who do just that, preferring to invest new-car money in a restoration than spending it on a current model. It’s a smart policy, too. An early two-door can cost mega money, but any Classic will appreciate in value if kept in good condition – and sought-after rarities like the CSK and LSE can be a gold mine.

An awful lot of Rangeys have been neglected and/or abused, and you can still buy they cheap. But if you’ve got the skills, and access to parts, restoring one would be the ultimate hobby that pays. Pros: Most usable classic Land Rover, V8 power, ride quality Cons: Rust, availability of parts for early models

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

own, even today. The problem is that they’re very complex and very, very good at going wrong. Air suspension failure is the norm. Head gaskets can let go. Electronics are laughably flaky. And parts can cost the earth – as will the labour bills. Perhaps worst of all, nowadays it’s very hard to find one you can be sure hasn’t

spent at least part of its life being worked on by idiots Still, you’ll get a classy motor with proper off-road and towing skills. It’s becoming a classic, too, and prices are still tiny considering everything you get. Pros: Luxury, price, a Land Rover that doesn’t rust Cons: Electrics. Be very afraid

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News

Issue 88: June 2021

Range Rover L322 (2002-12)

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

liable than the P38. It’ll still cost a lot to run, however, and drivetrain faults and underbody corrosion are not unknown. The TDV8 engine is sublime, but you’ll pay more to get one – especially the 4.4, though the 3.6 has all the power you need. The V8 petrol, on the other hand, is temptingly cheap. Guess why…

RR Sport Mk1 (2005-2013)

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

a supreme off-roader as well as being a funky road ride. It doesn’t handle like a sports car, but is agile enough for an SUV. A Discovery of the same era is far more practical, however, while a full-fat Rangey has more class. The Sport is still a massively able tow barge, though, in addition to all its other virtues.

RR Evoque Mk1 (2011-19)

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

the masses. Given that it was the company’s fastest-selling vehicle, they clearly hit the brief, even if it wasn’t for the traditional Land Rover owner. It’s actually still a capable thing off-tarmac – but it’s definitely more at home on the road. Nevertheless, it is economical by Land Rover standards and

£2250-£28,000

Products

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

£32500-£25,000

RR Sport Mk2 (2013-on)

£9500-£47,000 because there are so many out there, used prices are tempting. There’s a Convertible model, too, as well as three and five-door tin-tops. We say stick to the latter, and be sure to get one with 4WD. Pros: Economy, handling, iconic concept-car image Cons: Cramped rear seats, not as practical as a Disco Sport

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

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

the original, meaning it’s almost economical to run. It feels really nimble and agile on the road, too, and it comes with a range of engines giving it a brisk turn of pace. Some won’t like the flamboyant posture, while others will love it. Either way, inside the cabin it’s very nearly as luxurious as the full-fat Range Rover.

RR Evoque Mk2 (2019-on)

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

The Velar a competent cruiser and has received numerous accolades

Discovery 2 (1998-2004)

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

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

Discovery 5 (2017-on)

The Discovery 5 is a versatility monster. As an all-rounder, at

launch it was the most capable Land Rover on sale – the new Defender will be going some to wrest that crown from it. All the engines in the range are refined and flexible, and its chassis is remarkably supple for such a big vehicle. There’s no end of electronics working away in the background, but the effect is very

other models expected to follow the Velar in due course. But is there a whiff of style over substance? Well, it’s a very good SUV. But you don’t half pay a premium for those suave looks... Pros: Stylish design, chic cabin, excellent tech features Cons: Feels like an indulgence, especially at such a high price

£1100-£9000 models had air-suspension, with all the horrors that brings. Mainly, D2 owners will tell you about rogue electronics. And leaky sunroofs. They still love their trucks, though, which says a lot. Pros: Td5 power and reliability, great all-rounder, lots of choice Cons: Chassis rust, electronics, leaky sunroofs, air suspension

£25,600-£80,000 convincing – as is an interior that might make you wonder why you’d bother paying more for a Range Rover. Just be careful not to go wild with the options and end up paying more for a Discovery… Pros: Immense blend of comfort and practicality Cons: Feels more like a softroader than a proper Discovery

The original Discovery was based on the Defender of the time, but

Evoque has adopted a similiar back end to the larger Velar. It’s not just the exterior that mimics the looks of the larger vehicle, however, as the Evoque has gained the latest Touch Pro Duo tech and a hike in quality. The main highlight of the new Evoque is the fact the majority of the range is made up of mild

with a 100” wheelbase and a slick body containing a spacious, flexible cabin. It was well equipped and refined to drive, and it came with the wonderful Tdi engine. Over time, the Discovery’s epic off-road ability meant almost all of them were hammered at playdays. Lower body rust is a big killer, too. So it’s rare to find a good one now,

Discovery 3/4 (2004-2017)

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

and capable off-road, genuinely luxurious and a giant of a tow truck, and as well as being able to seat seven adults it can be turned into a van with a totally flat rear load area. The Disco 4 was basically the same vehicle evolved; in the used market, it all comes down to your budget. The problem will always

Discovery Sport (2015-19)

The Discovery Sport packs seven seats into a Freelander-sized

Inside, the Range Rover’s cabin is superb, with sumptuous trim and cutting-edge equipment. Prices are, of course, as immense as the vehicle itself. But if you can afford it, so too is the presence a Rangey will give you. Pros: Class, luxury, engines, vast all-round capability Cons: Price

£22,500-£190,000

Range Rover Velar (2017-on) £31,500-£95,000 Discovery 1 (1989-1998) because of its particularly handsome exterior. It’s based upon the same architecture as the Jaguar F-Pace but has greater off-road ability and is available with a wide choice of engines, most of which combine good economy with usable everyday performance. The interior is Land Rover’s most advanced cabin to date, with

Buyers

Range Rover L405 (2012-on) £27,000-£220,000

This isn’t a DIY motor, but it certainly is a Range Rover, with brilliant off-road and towing skills. It relies a lot on electronics, but they work wonders – and the deepdown engineering is very robust. Pros: Great off-road, luxury, image, TDV8 powerplants Cons: Very complex. Huge running costs

You’re looking at a car which many people associate with rich chavs and criminals, however. And being based on the Discovery 3, it can’t help but share that vehicle’s reputation as a money pit. Pros: Decent performance and all-round dynamics Cons: A Disco 3 is more usable. Expect horrific running costs

Workshop

body and dishes up an appealing all-round blend of comfort, kit and general driving manners.The third row of seats is only suitable for little ‘uns, though, and off-road it’s a Discovery in name only. It’s a more practical proposition than the closely related Evoque, and you won’t need to live with the fear of Posh Spice jokes. You

The only stumbling block with such a fine motor is going to be how to pay for it. Depreciation has started to bring down the purchase price – though you’ll never run one on a shoestring. Pros: Performance, refinement, glorious interior Cons: Marmite image. Pricey to buy and run

£31,600-£55,000 hybrids, available with diesel and petrol engines combining to an electric motor. Only the base D150 Evoque escapes the electrification, and we’d avoid it as it doesn’t have four-wheel drive. Pros: Feels like a proper Range Rover inside Cons: Petrol engine is poor on fuel economy, even as a hybrid

£1000-£18,000 and when you do they tend to be priced with a lot of optimism. Very early ones in tip-top condition are full-on classics, too. For a sound one to own, we’d look for a tidy 300Tdi. Pros: Price, practicality, parts availability. Epic off-road ability Cons: The body rusts like it’s been doused in sea water

£2950-£38,000 be maintenance costs – infamously, the timing belt is a body-off job, and rust is becoming more and more of an issue with these vehicles, too. Pros: All-round ability, stunning practicality, luxury and kit on high-speccers Cons: Cam belts, handbrakes air suspension… the list goes on

£15,000-£38,000 might shudder at the price if you’re buying new, though – but on the used market, there are some tidy looking deals to be had, even on high-spec examples. Pros: More practical than an Evoque, and less vulgar. Seven seats. Capable enough off-road Cons: Back seats only for small mammals. Price of top models

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Issue 87: May 2021

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USED LAND ROVERS FOR SALE CLASSIC • • • • • • •

Series I Series II/IIA Series III Stage 1 V8 Series IIB Forward Control Lightweight 101 Forward Control

Series II 109 (1960). Full bodyoff resto 18 months ago. Factory recon diesel, bulkhead repaired, axles and steering refurbed, new rad, shocks, lights, respray etc. £12,995. Lutterworth. 07816 681617 04/21/006

Series III Lightweight (1974) 2.25 petrol. Documented 35,000 miles. Good chassis, original condition. New hood, new points. 24-volt. Full MOT even though exempt. Paint needs a rub down. £7400. Lancs. 07451 112223 06/21/001

Series I 80” (1948). Number 5168. Rebuilt chassis and bulkhead, new brakes, fully rewired on period loom, 1.6 engine rebuilt 10k miles ago. Stainless tank and exhaust. £35,995. Bude. 07549 527500 05/21/002

Series I 86” (1956). Superb patina. Original 2.0 petrol engine. In use all its life. Chassis and bulkhead repaired, new brakes, suspension, steering, canvas, hood sticks and much more. £22,500. Burton on Trent. 07527 729920 05/21/020

Series IIB Forward Control (1968). With 3.0 straight six, believed to be a Daimler engine. Chassis-up rebuild. Gas kit installed but not connected. Work truck, not concours. No PAS. £34,500 Boston. 07454 248393 05/21/005

Series III 109” 2.25 petrol (1982). 75,000 miles. Galv chassis. New rad, exhaust, master cylinders, brakes, brake servo, belts. Military bumper. Spare set of 5 wheels and tyres. MOT Dec. £8500. Axminster. 07413 578623 05/21/009

Series III 88 (1972). 2.5 n/a diesel. FWH, nearly new tyres. Runs sweetly, straight body with patina. Brownchurch rack. Comes with spare set of new springs and shocks (boxed). £6495. Oxon. 07885 578612 05/21/004

Series III 109” 2.25 diesel HCPU (1982). 74,097 miles. High-Cap Pick-up in bronze green with rear canvas. Front winch. Drives well, owned since 2009 and regularly serviced. MOT Sept. £7995. Dorking. 07470 309797 05/21/016

Series IIA 2.25 diesel (1967). 70,700 miles. Body-off resto, all welding done. Works well, no rust. New brakes, loom, prop UJs, lights, fuel tank, seats, starter motor. Full ﬂuid change. £8995. Norwich. 07914 683519 05/21/007

Series III 88” 2.25 diesel (1983). 34,000 miles. Fantastic condition. Original 5MB engine. Fairey Overdrive, FWH. Swing-away spare carrier, rear seats and windows. MOT Dec. £7650. Melbourne, Derbys. 07956 967864 05/21/006

Series IIA 88” diesel (1969). Ex-military, originally petrol. Solid chassis. Series III bulkhead. Lots of new parts inc tyres and wiring loom. Panels all correct. Drives well. £4975. Llandeilo. 07884 333680 04/21/012

Series III 88 County (1982). 82,400 miles. Petrol. Factory Press Car used in LR’s sales leaﬂet. Full chassis-up resto with new loom, bulkhead etc 500 miles ago. Full MOT. £29,995. Lincoln. 01522 304425 03/21/014

Series III Lightweight (1971). 300 Tdi. Good chassis. Winch, cage, snorkel, spotlights, bucket seats. Much work done. Fantastic off-roader and sound investment. £6850 ono. Gatwick. 07777 638707 03/21/004

Defender 90 Tdi (1990). 146,000 miles. New rear chassis, UJs, handbrake. Winch, LEDs, +2” Terrafirma suspension. Brand new wheels and tyres. Drives as a Land Rover should. MOT Dec. £8500. Coventry. 07547 898782 06/21/011

Defender 90 (1996). 99,700 miles. BMW 3.0 engine, auto, galv chassis. -1” suspension, Sawtooth alloys, night heater, 10” Android stereo, Momo wheel, Sparco seats. MOT Sept. £29,995. Knutsford. 07580 772188 06/21/012

Defender 110 200 Tdi Utility (1991). 188,000 miles. Boost alloys, snorkel, Mud Stuff dash, LED bar, Red Booster, heated screen. New turbo, clutch, fuel tank, alarm, brakes. MOT Nov. £16,895. Sheffield. 07583 012004 06/21/013

Defender 90 Td5 County (2002). 212,000 miles. Superb chassis and bulkhead. Just had full service and full chassis treatment. Freestyle alloys with good tyres. MOT Mar. £11,795. Cobham. 07563 069887 05/21/014

90 County Station Wagon (1985). 134,000 miles. 200Tdi conversion, recon Ashcroft gearbox, new clutch. Disc brakes. +2” lift, Qt3 radius arms, Tabor winch. Galv bulkhead. LEDs. £7650. Romney Marsh. 07706 056055 05/21/008

Defender 90 2.5 petrol (1986). 99,999 miles. 5-speed manual, PAS, LEDs, electric fan, copper brake pipes, Jaguar seats. Always Waxoyled, really solid, good condition. MOT Feb. £7500. Northampton. 07803 584006 05/21/017

DEFENDER • • • • • •

Pre-Defender 90, 110, 127 Defender 90 Defender 110 Defender 130 Modern Defender Defender-style hybrids

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90 HT (1987). Chassis-up refurb. BMW 3.0 M57 diesel (200bhp), custom R380 box, new clutch, Td5 rad. Disco transfer case, 23-spline axles. Relocated ECU. Dynamat, carpets. MOT Dec. £13,995. Salisbury. 07736 154837 05/21/010

Defender 90 300Tdi (1994). 139,000 miles. Unmolested. Chassis welded. Recent battery, brakes, shocks, bumper, headlights, filters, cam belt, air filter, all oils. Tyres like new. MOT Dec. £9999. Lincoln. 07889 251608 05/21/001

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Issue 87: May 2021

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A high-spec Puma that’s been taken higher still

THE RELATIONSHIP BETWEEN LAND ROVERS AND PAINT has long been a chequered one. Once a Defender reaches a certain age, you expect it to have had as many as three or four different colours applied one on top of the other with a brush, or even a roller. So when someone says ‘the paintwork is never washed by a car wash or the guys in the Tesco car park, just me, using the three-bucket method and lambswool mitts,’ you might check twice to see that it really is a Defender they’re talking about. It is. It’s a Defender 90 2.4 TDCi XS, to be precise, and it’s currently up for sale from an owner who says he’s ‘truly loved and pampered it’ – having bought it three years ago from the guy who turned it into what it is. Being an XS, it was already as high-spec as a Defender could be when it left the Land Rover

factory back in 2007. It’s covered 83,200 miles since then, more recently gaining a full Dinitrol treatment underneath which ought to keep it hale and hearty underneath for years to come. Having said that, the seller very sportingly admits that the rear crossmember has started to show the first signs of bubbling. Moving on to the accessories that were added during the previous owner’s reign, the most visible of these is a set of panoramic windows fitted to the sides, quarters and back door. These go very nicely with the black Sawtooth alloys that are dressed with a set of 265/75R16 BFG KO2 tyres to give the 90 its urbane appearance. It’s also dressed up with a Mantec snorkel, KBX front end, alloy steering guard and LED headlamps, along with 3mm black chequer plate on its wings, bonnet, sills and rear quarters.

Inside, highlights include Corbeau heated leather seats with a matching cubby box, a Startech steering wheel and an Alpine stereo with phone and audio streaming. This can be heard thanks to a soundproofing kit that’s tucked discreetly away beneath a full carpet set and alcantara headliner. That’s by no means all that this 90 has had done – you might spot a stainless bolt kit, flat-blade wipers and new badging from the outside, while another highlight claimed for the cabin is that it’s entirely leak-free. But it gives you a flavour of the truck it has become. It’s lavish but it’s restrained – someone has very clearly gone to town on it, and the accompanying history file has the invoices to match, however what really catches the eye is the attention to detail with which it’s been done. Having owned the 90 for three years and loved every minute of it, the guy selling it is only doing

Defender 90 (1987). 131,000 miles. Snorkel, air horn, CB, winch, 2” lift, Raptor dash, LEDs, swingaway spare carrier. New belts, fuel tank, shocks, alternator, exhaust. Solid chassis. MOT Nov. £6200. Sandown. 07402 695359 06/21/008

Defender 90 2.4 TDCi XS Station Wagon. 83,200 miles. Good chassis. Genuine rear seats. Pan windows, Corbeaus, LEDs, Startech wheel, Alpine stereo. New clutch at 51k. FSH. MOT Oct. £28,500. Praa Sands. 07791 697003 06/21/014

Custom 90 (1988). 3.5 V8 auto. 3000 miles since conversion. New chassis, uprated suspension and brakes, Puma dash, LEDs, panoramic glass, Kahn seats. No oil leaks. £44,995. Virginia Water. 07917 890790 04/21/011

Defender 110 Double-Cab (2013). 63,000 miles. Unmolested. Electric windows, central locking, USB Bluetooth radio. Outstanding example, drives great, everything works. Just had full service. £25,995 no VAT. Burnley. 07771 727696 06/21/017

Defender 110 300 Tdi SW. Orig chassis and engine in good condition. Aux fuel tank. Snorkel, Wolf wheels, diff and steering guards, ladder and roof rack, swing-away spare carrier. MOT Mar. £7250. Lichfield. 07454 771999 06/21/015

Defender 90 2.5 petrol (1991). 92,500 miles. Three owners fro mnew (including Alton Towers for 18 years). Many new parts and in good working order. MOT February 2022. £9995. 07411 458009

Defender 90 300Tdi County Station Wagon (1998). 236,000 miles. New rear shocks, starter motor and anti roll bar links. Good overall condition for age. FSH. £8900. Sturminster Newton. 07896 574195 05/21/012

Defender 90 300 Tdi (1989). Approx 50,000 miles. Galv chassis, +2” Terrafirma lift, 285/75 Insas, winch, rock sliders, snorkel, roof rack. Leather seats. Serviced and like new.£17,000. Liverpool. 07598 470882 04/21/009

Defender 90 300 Tdi 300 County (1997). 147,000 miles. Good working order, strong engine and gearbox, good body. Some non-urgent bulkhead rust. Garaged. MOT Dec. £9250. Devon. 07932 559443 04/21/008

Defender 90 TDCi Soft-Top (2011). 104,000 miles. 20” alloys, good tyres, sports intercooler, Momo wheel, nudge bar, side steps, tow hitch. Chassis, bulkhead and doors all perfect. MOT Sept. £24,999. Stockport. 07792 132288 06/21/009

Defender 110 Td5 CSW (2001). 70,400 miles. Solid chassis. New intercooler, brakes, clutch cylinders, drive belts and tensioner in last year. Impeccable service history. MOT Mar. £18,995. Southampton. 07766 690165 06/21/005

so because he’s been making babies and needs a 110 to put them in. He’s after £28,500, so he’s not giving it away, but we all know what good Defenders are worth – and this is definitely one of those. It’s located in Cornwall, near Penzance, so quite the trek to take a look… but it you’re in the market for a classy Defender, we suspect you’ll find it time well spent. You’ll find it advertised within these pages.

06/21/020

110 2.5n/a (1986). Resto chassis, bulkhead, outriggers, crossmember, new footwells, bodywork, brakes, UJs, running gear. Wolf 90 cage, rock sliders, snorkel, rear side seats. MOT Oct. £8400. Ashford. 07376 252651 05/21/003

Defender 130 Quadtech (2003). 150,000 miles. Good chassis and bulkhead, new crossmember, decat, remap, EGR delete, Brownchurch rack, Puma seats, 13,500lb winch. MOT Jan. £15,000. Hornsea. 07886 117082 05/21/015

Defender 110 Td5 Pick-Up (1999). 240,000 miles (has a replacement engine). Stage 2 map, big intercooler, straight-through exhaust. Warn 8274, LEDs, bucket seats. New wheels and tyres. £12,000. Pidley. 07725 428279 06/21/006

Defender 110 TD5 SW (1999). 103,000 miles. 9-seater. SVX alloys, VGS windows. Terrafirma +2” lift, roof, rack, Mantec snorkel. LED DRLs. Solid chassis, pro respray. MOT Sept. £19,999. Oxford. 077385 66955 04/21/007

Defender 110 2.4 TDCI Double-Cab (2007). 157,000 miles. Spectre replica. Exo cage, 2” lift, 37” tyres, LEDs, 13,500lb winch, leather interior. Newly finished. MOT April. £39,950. Bedford. 07813 872034 04/21/001

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Issue 87: May 2021 SERVICING, REPAIRS, MODIFICATIONS S PARTS & ACCESSORIES ES ES ROAD & OFFROAD D

Servicing, Repairs, Diagnostics, Programming, Genuine & Non Genuine Parts Supplied Unit 6 Westmead, Hedingham Road, Gosfield, Nr Halstead, Essex CO9 1UP 01787 469553

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DISCOVERY • • • • • • • •

Discovery 1 (200/300 Tdi) Discovery 2 (Td5) Discovery 3 Discovery 4 Discovery 5 Discovery Commercial Discovery conversions Discovery-based off-roaders

QUADZILLA UTV & ATV Dealers

Discovery 3 2.7 TDV6 Commercial (2009). 79,000 miles. Rear seats installed. Climate, cruise. ECU remap. BFG ATs. Land Rover service history. Very good condition. MOT Oct. £12,750. Millom. 07971 562189 04/21/010

Discovery TD5 Auto (2003). 98,000 miles. 7-seater. New rear airbags, fuel pump, injection loom, front prop, ignition barrel and driver’s door locking pin. Air-con works. One owner. £4500. Kinver. 07951 226788 06/21/002

Discovery 3 2.7 TDV6 Commercial (2007). 149,000 miles. Manual. Leather trim, upgraded lights and grill. Clean inside, no dents or scrapes. Cambelt at 98K. FSH. MOT Jan 22. £5995. Brierly Hill. 07944 849267 04/21/005

Discovery 4 TDV6 XS (2010). 130,400 miles. Big 10-year service done. Recent brakes and suspension compressor, upgraded ZF sump and filter. Drives and rides superbly. FSH. MOT Jan. £10,850. Rochdale. 07515 285304 06/21/004

Discovery 5 2.0 SD4 SE (2017). 39,000 miles. Ex-demo. 20” alloys, heated electric seats, leather, LEDs, pan roofs, rear-view camera. New tyres. FSH, LR warranty to Mar 22. Immaculate. £30,850. Ashbourne. 07973 699646 06/21/003

Discovery 300 Tdi trayback (1994). 237,000 miles. Recent low-mileage replacement engine. +3” lift, winch, LED bar, full roll cage, snorkel, welded rear diff, like-new Insas. No rot or oil leaks. MOT June 21. £4800. Newark. 07967 685863 06/21/010

Discovery 300 Tdi bobtail. +5” suspension, rope winches, wading kit, Insas, LEDs and much more. New clutch, rad, intercooler, water pump and more, just been serviced. Full MOT. £4500. Wrexham. 07703 445823 06/21/007

Range Rover Sport 3.6 TDV8 HSE (2009). 111,436 miles. Remap, EGR delete. Air compressor refurb, new air tank. Alloys refurbed. Glohh rear LEDs. Pioneer CarPlay stereo. FSH. MOT Jan. £7750. Stockport. 07401 762962 06/21/018

Range Rover Vogue SE (1993). 87,000 miles. 3950cc V8, auto, 182bhp. Fully operational air suspension. Black leather, ice-cold air-con. HPI clear. MOT Feb. £10,995. Leek. 01538 385802 or 07985 661294 05/21/019

Range Rover 4.6 Holland and Holland (2000). 100,500 miles. 1 of 100 examples. VHS rear entertainment system, Overfinch rear seat conversion. Excellent condition. £14,950. Middlesbrough. 07962 376666 04/21/003

Range Rover (1988). 50,434 miles. 200Tdi. All body welding and crossmember done. New exhaust, clutch, cambelt, brakes, tyres. Good interior, chassis never welded. £5500. Stanley. 07515 392169 04/21/002

Range Rover 3.9 Vogue (1991). 120,000 miles. Repainted and new leather trim. Stainless exhaust. Mint condition. Used in the film Rise of the Footsoldier Marbella. £17,000. Benﬂeet. 07850 204892 04/21/013

Range Rover Overfinch 570CI (1987). 61,900 miles. Light project. Good chassis and body, outstanding interior. In use to 2018, needs outer sills and light resto. £14,950. Middlesbrough. 07962 376666 04/21/004

Range Rover Evoque Prestige Lux Auto (2011). 111,000 miles. Every available extra fitted, inc TV/DVD with dual-view screen and 825W stereo. Showroom condition, drives like new. FSH. MOT Aug. £10,995. Newbury. 07766 771320 06/21/019

Range Rover Evoque 2.0 Convertible HSE Dynamic Black Pack (2017). 37,500 miles. Cruise, climate, leather, nav etc. Excellent interior and roof/seals. MOT July. £25,950. Hartlepool. 07917 010000 03/21/021

Discovery 3 HSE (2006). 124,092 miles. Climate, cruise, leather, parking sensors. Cambelt changed, brake servo overhauled, full front end refurb. 5 good Pirelli tyres. FSH. MOT Sept. £6495. Ramsgate. 07900 901026 06/21/016

RANGE ROVER • • • • • • •

Range Rover Classic Range Rover Mk2 (P38) Range Rover Mk3 (L322) Range Rover Mk4 (L405) Range Rover Sport Range Rover conversions Range Rover based off-roaders

Wood and Pickett Range Rover (1988). Once owned by Elton John. £60k resto including all new wood and leather. New 10-speaker stereo. Rebuilt engine with upgraded EFI. FSH. £140,000. Southampton. 07717 176293 05/21/011

Range Rover Overfinch 500E (1989). 121,000 miles. 282bhp 5.0-litre Chevy V8 engine. Auto. Sunroof, full leather, private plate included. 12-month warranty. £25,995. Leek. 01538 385802 or 07985 661294 005/21/018

SOFT-ROADERS Range Rover 3.5 EFI (1986). Only 43,000 miles. Manual. Never suffered from rust. Major rebuild with subtle upgrades to engine, drivetrain, suspension and steering. MOT Feb. £45,000. Exeter. 07522 618509 05/21/013

• • • • •

Freelander 1 Freelander 2 Discovery Sport Range Rover Evoque Range Rover Velar

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21/05/2020 11:49

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Issue 87: May 2021

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

20 June

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

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

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Issue 87: May 2021

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DEFENDER Sponsored by

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Pyrenees

Performance Springs

The right choice when replacing the old sagging original springs! Britpart Performance - Lifted Springs Defender 90 Lift Height DA4201 Front 25mm 25kg DA4202 Front 40mm 50kg DA4203 Rear 40mm Light DA4204 Rear 50mm 100kg DA4205 Rear 50mm 200kg Defender 110 DA4201 Front 25mm 25kg DA4202 Front 40mm 50kg DA4206 Rear 40mm 100kg DA4208 Rear 50mm 500kg Defender 130 DA4202 Front 40mm 50kg DA4208 Rear 50mm 500kg Discovery 1 DA4201 Front 25mm 25kg DA4202 Front 40mm 50kg DA4203 Rear 40mm Light DA4204 Rear 50mm 100kg DA4205 Rear 50mm 200kg Discovery 2 DA4199 Front 40mm 20 - 50kg DA4198 Front 40mm 50 - 100kg DA4203 Rear 40mm Light DA4197 Rear 40mm Medium DA4205 Rear 50mm 200kg Range Rover Classic DA4201 Front 25mm 25kg DA4202 Front 40mm 50kg DA4203 Rear 40mm Light DA4204 Rear 50mm 100kg DA4205 Rear 50mm 200kg Note - Spring quantity 1 = 1 pair

Bar Load

Rate Diameter

Free lbs/in

16mm 16mm 17mm 18mm 19mm

200 230 220 300 - 340 360

420mm 390mm 435mm 425mm 430mm

16mm 16mm 17mm 21mm

200 230 270 - 295 420

420mm 390mm 445mm 445mm

16mm 21mm

230 420

390mm 445mm

16mm 16mm 17mm 18mm 19mm

200 230 220 300 - 340 360

420mm 390mm 435mm 425mm 430mm

15mm 16mm 17mm 18mm 19mm

180 220 220 290 360

390mm 390mm 435mm 430mm 430mm

16mm 16mm 17mm 18mm 19mm

200 230 220 300 - 340 360

420mm 390mm 435mm 425mm 430mm

Britpart performance springs are high quality, versatile and competitively priced - the right choice when replacing the old sagging original springs. Developed by one of the world’s top spring manufacturers these high quality, powder coated yellow springs have been designed with the needs of today’s Land Rover owners in mind. Britpart performance lifted springs have the added benefit of improving your vehicles approach and departure angles which in turn allows you to overcome more obstacles when offroading. As Land Rovers are often working vehicles as well as the family car, uprated springs must offer the ability to carry loads, handle off-road terrain and provide a good ride on road. The progressive springs offer a compliant ride when lightly loaded, but firm up as the load increases.

www.britpart.com/springs

After Lowering

“Britpart performance springs are high quality, versatile and competitively priced...” Britpart Performance - Standard Height Springs Bar Rate Free Defender 90 Diameter lbs/in Height DA4277 Front 16mm 225 390mm DA4278 Rear 18mm 285 385mm Defender 110 DA4277 Front 16mm 225 390mm DA4279 Rear 19mm 330 415mm Discovery 1 DA4277 Front 16mm 225 390mm DA4278 Rear 18mm 285 385mm Range Rover Classic DA4277 Front 16mm 225 390mm DA4278 Rear 18mm 285 385mm Note - Spring quantity 1 = 1 pair Britpart yellow springs are designed for the enthusiast who wants a performance spring without having to raise the vehicle. They offer a firmer ride with less body roll, ideal for a vehicle with uprated performance or one used for carrying heavy loads. The springs are designed to offer full articulation off-road with a compliant ride. Developed by one of the world’s top spring manufacturers these high quality, powder coated yellow springs have been designed with the needs of today’s Land Rover owners in mind.

Britpart Performance - 1” Lower Springs Reduce the ride height of your Land Rover by 1” (25mm) by fitting these lowered springs. By lowering your vehicle it will help reduce body roll as well as giving your vehicle a more sporty squat stance. The springs are designed in line with the standard spring rate specification. Finished in powered coated orange paint. DA4563 Defender 90 & 110/Discovery 1/Range Rover Classic DA4564 Defender 90/Discovery 1/Range Rover Classic DA6449 Defender 110 DA1234 XD Handling Kit for Defender 90/Discovery 1/Range Rover Classic Kit contains lower springs, shock absorbers, anti-roll bars, turret rings and more...

www.britpart.com Find your nearest stockist - www.britpart.com/stockist

Front pair Rear pair Rear pair