The Landy - March 2019 by Assignment Media Ltd

Our Freelander 2 is starting to show the frailties we all fear. Is it already time for a change?

LANDY

MARCH 2019

THE

ISSUE 61

ISSN 2056-6778 • Assignment Media Ltd

‘NOW I REMEMBER WHY IT TOOK ME 38 YEARS TO BUY ONE’

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Many Land Rovers have since stopped carrying out their work duties. But Kevin Meade’s 109” still lends a hand during the winter…

Full story: Page 14

Down at Marrion 4x4 this month, there’s a problem with a D2 ACE pump that needs ﬁxing...

Full story: Page 28

For some of us, living with a Defender everyday is unthinkable. Those agricultural characteristics don’t usually spell comfort!

Kirton Off Road Centre relies on one marque for its site ambulance. Can you guess what it is?

But for Scotland-based Paul O’Connor, there’s only one vehicle he needs in his daily life.

Full story: Page 20

Full story: Page 16

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ptional e c x e e h t to meet d e t a al Land e c r o c l r n e u e o b y ide, ask ries has o w s d s l ucts. e r d c o o c r a W p f s t o t s s e e a t g i d enthus see the la firma ran n a o a t r r s e r e t i e T s s e b u h e T d Rover it the w s n i a v L r f o o e s u d g deman a catalo r o f t s i l tion a i c c e A p s e r r e v o o R ce - M

rman o f r e P More e c i interior o , n h i a C r t e e v i Mor , ing & dr & recovery ering, brak n & ste inching w , g n li y t Suspensio s ction & & lighting n e u c f n r a o i m r r e o t rf and ex tection, pe o r p & s r e bump

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Contents 20

Features

14 Kevin Meade – Series IIA 109” Morf 16 Kirton Off Road Centre – 110 Ambulance 18 Goodyear Eagle F1 Asymmetric 3 SUV tyre 20 Paul O’Connor – Defender 90 22 Pro Driver Training 28 Workshop – Marrion 4x4 Disco 2 ACE Pump 32 Our Cars –Freelander 2

Every Month

04 News 09 Next Month 10 In Gear – New Products 34 Buyer’s Guide 40 Stockist Directory 42 Vehicles For Sale 46 Calendar

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JLR to slash 4,500 jobs Words: George Dove

Above: Could the new Defender, due to arrive in 2020, provide a useful tow back to proﬁt for JLR?

n January, Jaguar Land Rover confirmed that the group will be cutting 4,500 jobs – triple the amount axed last year. Many of the roles made redundant are to be office based, as well as coming from the brand’s UK workforce. A £385 million profit was turned in the quarter up to the end of September 2017, whereas a year later that figure was a £90 million loss – before any taxes were taken into consideration. The downturn in the popularity of diesel cars is a large factor in the struggles, as it chides their importance to the brand and Land Rover in particular. This is highlighted by the fact that, thanks to the introduction of the I-Pace and the E-Pace, last year was Jaguar’s best ever annual sales haul. In contrast, Land Rover sold 6.9% less vehicles last year, whilst year-on-year December dropped by 11.4%.

The growth of domestic brands in the Chinese market has curtailed Land Rover sales in what was their biggest global market, which is also a key factor in why the cuts are going ahead – cited alongside concerns and uncertainty amidst the current situation with Brexit. In cutting the jobs, JLR will simplify its management structure, before investing further funds into electric powertrain technology. These will be produced in Wolverhampton, whilst a battery assembly unit will be situated in Hams Hall in Birmingham. Over the last year, JLR has stated uncertainty over Brexit as a major concern, and last July detailed that it is difﬁcult to strategise UK investments in the current climate. They also predicted that a no-deal verdict could cost them £1.2 billion annually. A voluntary redundancy scheme is in the pipeline as JLR try to handle these latest job losses.

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Over the Hill at Thirty Words: George Dove

oesn’t time ﬂy, eh? It’s thirty whole years since Land Rover launched the now-iconic Discovery nameplate – and the similarly iconic SUV that wears it. Over that time, the Disco has amassed some 1.7 million global sales, capturing the hearts and minds of Green Oval fans everywhere. It did its part in drawing in new admirers, too.

To celebrate the big three-oh, Land Rover has launched a special edition model that offers better value, with high kit levels as standard. Based on the Sd6 SE-spec Disco, the Anniversary Edition features 22” alloy wheels in a Sparkle Silver ﬁnish, a full-length panoramic glass roof, privacy glass for the rear quarters and a Meridian 380W sound system. Bodywork can come in one of four hues – Santorini Black, Corris Grey, Loire Blue or Indus Silver.

The Discovery has become synonymous with versatility, combining practicality and ability in a suave and desirable SUV package. This Anniversary Edition kicks off what will be a year of celebrations of the landmark, and is available for £59,995 – gaining just shy of seven-grand of extras on top of the Sd6 SE, that retails at £57,005. Who says Land Rover doesn’t understand value, eh?

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Can I have a word...

erhaps unsurprisingly, Jaguar Land Rover has announced yet more cuts to its workforce and this time the news will travel further and wider than last year’s plant closures and job losses. For starters, last year 1,500 people were axed from JLR’s setup, but in 2019 that ﬁgure will triple in terms of personnel being laid off. Any news of this nature is upsetting to hear and naturally there are a number of factors at play to have caused such a drastic course of action. But while Brexit uncertainty and the unpopularity over diesel is understandably going to have an impact on proceedings, could there be another reason as to why Jaguar Land Rover has faced a downturn in sales? The UK’s largest automotive manufacturer has for some time now been charging people rather hefty amounts for their products. Don’t get me wrong, I know these are designed as premium products and as such they are not going to be on the same price point as a Dacia Duster. However, when you compare Land Rovers to other vehicles of the same nature, you do feel like you’re being bent over at times. There’s a lot to be said for car manufacturers who offer their products alongside a wealth of equipment. Many of these are up and coming brands and to some degree stealing a slice of JLR’s market share. Just for once, maybe it would be a good idea if JLR found their sense of value again and offered customers something that could actually be described as a bargain. Oh wait... what’s that over on the adjacent page... Mike Trott, Editor michael.trott@ assignment-media.co.uk

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Range Rover wins class in 4x4 Magazine

Words: George Dove

he big daddy Range Rover has won its class in the yearly awards held by 4x4 Magazine. In the Luxury SUVs category, the Range Rover was commended for its ability to surround its occupants in a feel-good luxury. It was also commented that the air of sophistication and grace is something that other manufacturers have tried fruitlessly to replicate. ‘Land Rover has a great deal of skill at making you feel good about yourself without really knowing why. Many others have tried, and several have created very nice 4x4s in the process. But the Range Rover remains as elevated as ever.’ This is in spite of 4X4’s testing team finding that rear headroom is compromised by the sloping roofline, plus when you flatten the back row the loading space isn’t completely flat. The only other thing that came under question was the complexity of the controls located in the cabin, and the fact that they’re so numerous they take some learning. There’s a breadth of variants, from comfortable cruisers with powerful engines, although the range now includes coupe and plug-in hybrid derivatives, too. In summary, the Range Rover won the class because not only is it the best luxury SUV, but it still has that intangible magic that just can’t be matched in the current market.

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NEXT MONTH

Jumping for Joy: Shane Penfold was saved by his old Tomcat in a comp safari crash. The truck didn’t make it, but Shane has since built another one... PLUS

Only four of these L4P ﬁre appliances were ever made and one of them lives as a retired honourary member of the Peterborough Voluteer Fire Brigade

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NEXT MONTH’S LANDY IS PUBLISHED ON 25 FEBRUARY You can pick up your copy of our April 2019 issue from newsagents or Britpart dealers – or read it online at www.thelandy.co.uk 01283 553243 • enquiries@assignment-media.co.uk • www.thelandy.co.uk • www.facebook.com/thelandyuk Editor Mike Trott Assistant Editor George Dove Contributors Tim Gibson Photographers Smokestack Images, Steve Taylor Group Editor Alan Kidd Advertising Executive Abigail Cooper Tel: 01283 553246

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Words: George Dove

The very latest gear you need for your Land Rover

Stay Pumped Ring Automotive make great gear for just about every situation you can get into as a motorist, so it’s a good idea to keep up to date with what they’re doing. Their latest gadget, the RTC1000 Rapid Digital Tyre Inflator does what it says on the tin. From 0 PSI, AKA pancake levels of flat, to 35 PSI takes the RTC1000 just two minutes. It isn’t just the act of inflation that it’s speedy at, either, as the digital screen makes it easy to command and the quick-set dial means you can begin the process with speed and not stress. An LED light makes night inflations easy, too, and the 3.5-metre cable means that regardless of the vehicle’s size it can remain plugged into the car’s 12v socket whilst you sort out all four of the tyres. When you’ve finished you simply pick the dust caps up from the

inbuilt holder on the inﬂator, pack the cables and airline into the integrated storage and carry on with your day. The kit includes a storage case with a three-piece adaptor kit, spare valve caps and latex gloves. The RTC1000

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If you’re into the history of Land Rovers and adore the earliest versions of the Green Oval machines, then you may well have your interest peaked by this DVD. After Overland covers the famous First Overland expedition, which took place during the 1950s, but focuses more so on the two Land Rovers involved, Oxford and Cambridge, who have gone down in Land Rover folklore. The ﬁlm follows the fate of the two Land Rovers after the expedition, but also includes interviews with some of the many people that have come into contact or even driven the vehicles throughout their lifespan. On the DVD you’ll also ﬁnd a short documentary on another trip that followed First Overland. Grab your copy for £22 from www.afteroverland.co.uk.

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Masai’s sporting box and rear storage drawers are useful if you need secure storage in your Defender and want to keep it looking tidy. The sporting box itself ﬁts inside the rear internal ﬂoor space between the wheelarches and enables you to neatly store, protect and lock away items which you regularly or permanently keep stored in your vehicle. Available in matte black, the unit comes with soft carpeting on the top and soft-close, smooth-running Accuride drawer runners capable of holding up to 120kg. www.masai4x4.com

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Defenders are many, many things. But civilised isn’t necessarily one of those and in winter months neither is warm. That’s why many opt to fit a diesel heater to their pride and joy in a bid to avoid driving in a sub-zero cabin. If you’re just coming around to this idea, then the team at MUD UK have something that could be very useful indeed. It isn’t a diesel heater, however, it is a locker in which to house said heater, without simply lobbing a unit on the floor of the Defender. The MUD Heater Locker creates an easy method of mounting an auxiliary heater into your pride and joy. It fits between the front seats, sitting beneath the central cubby box and utilising its factory fixing points. The lid of the locker then has corresponding holes in the top to house the cubby. The locker is designed to house the common 2kW heaters from brands such as Eberspächer, Webasto, MV Airo and Planar and has according cut-outs to accommodate this footprint. The backplate is available with three different sized outlet nozzles, with the standard 60mm diameter alongside larger 75mm and 90mm apertures. The box itself is 140mm tall, so your cubby box still won’t be in the way, and the slotted front face enable the heater to work its magic. mudstuff.co.uk

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needs, plus there’s a locking on/off 01206 512 338 switch and a USB cable included for quick and easy charging when this star runs out of sparkle. It’s exactly the sort of thing you’ll find useful if you need to flash a light onto your tyre or into the engine bay and you find yourself without tools, miles from anywhere. Grab yours at nightsearcher.co.uk

space for laptops, cameras, boots, The great thing about owning a Land When it’s darker outside, visibilwww.emPiretuning.co.uk info@empiretuning.co.uk more layers or whatever it is you pack Rover is the knowledge that your truck ity just isn’t as it was back in the for an excursion into the great outdoors. is always ready for an adventure. summer. And that doesn’t just go And to make sure you’re as for how far down the road you can As with all Trakke stuff, it looks ruddy prepared as your Green Oval clad see whilst at the wheel of your Land cool, as the simplistic and sharp design companion you may want to employ Rover, but also when you get out is enhanced by the waxed cotton the Droma 22, a sturdy and stylish your Green Oval and are struggling finish, which is available in a quartet of duffel bag from Trakke. to find the hole... in your door for the hues – navy, black, plum and olive. key to open it up and let you into the Whichever colour you choose, with The numeric aspect of its name warmth. This just won’t do. the Droma 22 you’ll be prepared to go refers to its luggage capacity in litres, For the princely sum of around above and beyond. and the design means that there’s £21, depending on the retailer, you could have yourself a NightSearcher KeyStar. It’s a quite fantastic and compact piece of kit, which will help shed light on your troubles, both literally and figuratively. Essentially, this keyring torch is a pocket companion, capable of bursting up to 300 lumens from its water resistant construction, all whilst shining for up to 17 hours and at a distance reaching a maximum of 110 metres. Nifty. There’s two modes to flick between, so you can lower or raise the brightness depending on your

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Unscrew That We love them, but there are many problems with Land Rovers. Some say this builds character, others will oppose them and say they’re character flaws. But whichever side of the fence you’re on, if you own a Land Rover of a certain age that has required work – show me one that hasn’t – you’re probably familiar with the jaw-clencher that is an uncooperative screw. Be it rusted, be it worn, few things are more annoying. However, the Matador Screw IT! promises to end said woes. The contraption is simple, effective and, best of all, satisfying. Helping you beat those pesky corroded, dodgily threaded screws, you simply hammer it gently into the head of the troublesome fitting, twist the tool with requisite force and then wait as the device does its magic and pops out the culprit. It’s as easy as that. Plus, it only costs £10.95 plus VAT, fits all M2.5 to M6 screws and is the size of a regular screwdriver. We all have toolbox pride, but without one of these, you’ll know there’s always room for improvement.

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.emPiretuning.co.uk They’re notably rarer, but some people prefer the petrol engine Land Rovers of old – namely the 2.25-litre number designed speciﬁcally for the Series II – for a multitude of reasons. But regardless of the reason behind this choice, the petrol units still running today would’ve received plenty of loving maintenance over the years. Or not as is sometimes the case! One of the easiest, yet most effective, ways of looking after these units – and any other petrol lump born pre-1992 – is with the Valvemaster Plus Lead Replacement & Octane Boost additive. The 250ml bottle treats 250-litres of fuel, protecting soft valve seats against valve recession and providing the boost in octane required to run on modern unleaded petrol without issue, increasing octane from 95 to 97 RON. It also keeps the fuel system in a healthy state and protects it against corrosion. If you’re running an appropriately aged petrol Landy, I’m sure it will appreciate the wonders of the Valvemaster solution just as much, if not more, than you will. You can pick up your bottle from your nearest or dearest Britpart supplier. www.britpart.com

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

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Issue 61: March 2019

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The Good Samaritan

In winter, when the roads are icy and too treacherous for most mortals, a Land Rover needs to step up and help keep the world turning – just like this Series Landy called Morph

Above: Morf gets to carry around the parish gritter and save unsuspecting individuals who run out of talent in icy conditions Below Right: Yep, that’s a camping stove providing heat to the cabin

ou might not think it, but as Land Rover owners, there’s an obligation to assist the victims of winter. As you head down your local country lane in the depths of February, just remember that it only takes one substantial frost to start claiming the likes of Mr Clueless in his BMW 1 Series, who has forgotten that he doesn’t have the talent to match his ego. Now while it’s amusing to see him struggle getting out of his ditch, we should do the right thing and help the brother out. He’ll probably even be thankful to you if it’s your old battered Series Landy that saves his pristine poncemobile from too much distress. But rather than towing the needy out of peril, we could go a step further and help these inferior machines to stay on the road altogether. Our Samaritan of focus this month is a chap called Kevin Meade, along with his long wheelbase Series IIA pick-up, Morph. Together they laugh in the face of winter and form an unstoppable alliance, helping other road users get around in these bleaker months. Forget Beast from the East, you’ve not met the Don of Dorset! ‘I use Morph to carry around beaters on shoot days, but he’s mainly used in the winter to carry the parish gritter around,’ explains Kevin. ‘The county council pays for the salt and then I’ll drive around and cover all the local roads.’ In the sleepy hamlets of Dorset, this type of contribution to the community is vital, but it also emphasises that even a Land Rover from the Sixties can still be invaluable today.

Words and Pictures: Mike Trott ‘According to the previous owner, it’s believed to be an old British Gas vehicle – there’s blue under all that green,’ smiles Kevin. ‘There’s also capstan winch, which may have been used to pull the pipes into place during the ‘60s and ‘70s. It’s covered relatively low mileage – something like 40,000 miles – and I’m only the eighth or ninth owner.’ Morph came to Kevin eight years ago, pretty much in the same state as it is now, wielding its weathered look and generally living up to its workhorse routes. There’s been a bit of welding done since and the loom has been rewired, but generally Kevin has just

to the husband’s Land Rover! It’s an admirable situation here, though, especially as Kevin’s wife won’t drive Morph. ‘The barn ﬁnd Series IIA you covered a few months back is more precious and nicer to drive,’ shares Kevin. ‘Morph is heavier and a different animal really. One is a car and the other is a truck. My wife can drive the short wheelbase, but the steering is too heavy on the pick-up.’ Speaking of pick-ups, Kevin’s other truck is a Ford Thunder and while it may be much newer, it’s Morph who claims the off-road title. ‘It’s a brilliant off-roader and will go places other vehicles won’t. It still shows

tried to keep this 2.25 diesel Landy roadworthy, ready for when it needs to be called upon. ‘It’s very much a tool,’ states Kevin. ‘We have a community orchard and we’ll use it to haul bags of compost and things like that. My wife won’t let me sell it, to be honest, and she was the one who made the model Morph found on the front of it.’ Normally it’s the other way around, with the wife wanting to wave goodbye

newer vehicles a thing or two. You just get in and drive the thing – it’s just a basic, reliable vehicle,’ admires Kevin. Morph may be a basic Land Rover, but there’s more charm in a fragment of this Landy’s bodywork than there will ever be with Mr Clueless’ fancy Beemer. The Green Oval from yesteryear may not be looking spick and span, but when it comes to calling upon a tool to aid another tool, you really can’t beat Solihull’s ﬁnest.

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Issue 61: March 2019

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Emergency, call 110!

Words and Pictures: George Dove

Land Rovers have long served in the emergency services. It makes sense – emergencies often occur in tough conditions – and that’s where Landies thrive. Naturally, at one of the country’s most extreme off-road courses, there’s only one vehicle ﬁt to lead any rescue…

t’s a bitter and wintery day as I head north into Lincolnshire and a light dusting of snow is quickly becoming a knees-up sludgy affair. The roads are requiring an err on the side of caution as the uninspiring drive into the grey dreariness continues. However,

as I approach my destination, the sun starts to shine and upon entering the car park I see what I’ve been searching for beneath a fresh rainbow. Having been born as agricultural, working vehicles, specialised Landies have been produced for various

Above: Not all ambulances can get stretchers where this 110 can

applications over the years, where go-anywhere ability is a necessity. And this 1993 110 is one of them, having been converted into an ambulance by a Lincolnshire response service after it rolled out of Solihull, but before it came to Kirton Off-Road Centre (KORC). The staff at the centre are off-road experts and do all they can to keep customers safe, but things can still go wrong, meaning they need to be able to get help to every part of the site. And this Defender has helped them to do exactly that. ‘We ran a LWB Frontera previously, which was a decent vehicle,’ explains John Stones, top dog at Kirton OffRoad. ‘It was a bit long in the tooth, so we decided it was time for a new ambulance. We wanted a Defender and when we saw this one come up for sale we travelled to Chester to look at it and bought it straight away.

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 always had to be wary of where you were going with the Vauxhall, but in the right hands, the Defender will go anywhere on the site.’ Kirton is a 600-acre off-piste challenge that caters for everyone, from amateurs to drivers in hard-core off-road only machines. This means that if a regular ambulance were to venture onto the site to recover a patient, it could have to conquer uneven climbs and descents, rock faces and deep water. To put it mildly, it would struggle – but not this Landy, even in its modest spec. ‘It’s a standard Defender 110, fitted out to take the Pegasus scoop. It’s still got the 200Tdi engine, and it’s had no problems,’ confirms John. ‘It has a locking system in the back. It’s safer transporting a patient in it because, obviously, our site is not flat. And the last thing you want is a patient on a spinal board bouncing around in the back. With the patient firmly fastened down, it’s simply a case of driving gingerly up to the top of the site to meet the paramedics from EMA.’ Having run numerous Land Rovers on site before, the guys at Kirton were more than aware of the possible, ahem, reliability issues they could face. But

thanks to regular servicing, the only problem the 110 has faced in its four years of service was a sticking clutch pedal – which was promptly replaced. ‘Luckily, it hasn’t been used much. But it’s started straight away every time we’ve needed it,’ John states. ‘It’s never let us down, which is important for an ambulance – and unique for a Land Rover,’ he chuckles. The KORC grounds are busy yearround. Open six days a week, to a whole swatch of drivers, it’s fair to say that there’s plenty of opportunity for accidents. However, in the last six years,

John can count the times help has had to be called in on one hand. ‘We’ve only had the air ambulance out four times in the last six years. Our relationship with EMA is excellent. Our role on a medical side is to reduce the amount of times we ask them to deploy

Issue 61: March 2019

their service. It’s expensive to put an air ambulance in the air, so if we can deal with the issue here then that is the preferred route. But only as long as it is safe to do so.’ This 110 serves as a prime example of what Land Rovers are all about. It’s

rugged and robust. It steps in when needed, and it carries emergency aid to places mere four-wheeled mortals battle to touch. It also carries on the tradition of earning its stripes in the emergency services, whilst wearing the Green Oval with pride.

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

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Building Rubber

Words: George Dove Pictures: Goodyear

Goodyear has been busy honing a new tyre purpose-developed for SUVs – so we sent our man to their test facility in France to ﬁnd out if they have succeeded

vermore habituated to the road, it’s important that SUVs have tyres suitable for the job. Goodyear has recently adapted their Eagle F1 Asymmetric 3 tyre to cope with the demands of ﬁtment to bigger vehicles – enter the Eagle F1 Asymmetric 3 SUV (EFA3S). The Eagle F1 Asymmetric range focuses on superior grip and braking

in both the wet and dry. Goodyear accounts this to three main factors: active braking technology, grip booster technology and SUV optimised construction. All of those words you undoubtedly know, but what do they mean in such close proximity? By active braking technology, Goodyear is referring to their tread design that maximises surface area under

braking. Sounds fancy, like science out of a ﬁlm, but it’s comfortingly real world – and clever, too. Essentially, it means the three central blocks in the tread compress and become wider under the added pressure that comes with braking, therefore increasing the tyre’s hold on the road and ultimately shortening braking distance on wet and dry conditions. Grip booster technology lives within the compound from which the EFA3S tread is made. The mix includes natural rubber polymers, silica, acid agents, resins and oils to create a durable yet stickier tyre. Again, this aids the tyre in giving a shorter braking distance, and also makes the tyres grippy and easy to handle – even on a wet track. The plainest of the three methods is the SUV optimised construction. Obviously, SUVs are considerably bigger

than cars, therefore naturally more weight on the tyre’s shoulders. To cope, nylon-aramid hybrid cords have been integrated and there are several layers to the tyre, adding strength and durability. But how well does it work? To answer that, we spent a day at their testing facility in France. At the Goodyear site in Mireval, we put their latest tyres to work with the help of a variety of Range Rover Velars. This included a selection of engines from the Velar’s arsenal – the D240 and D300 diesel units alongside the frivolous P380 petrol. Only on the track did the most powerful engine make an appearance, and it pushed the tyres hard. The rubber gripped furiously, controlling the Velar’s mass well. But, given that physics can’t be cheated, the combination of 375bhp and a vehicle that weighs two-and-

a-half tonnes did occasionally mean traction waned near the limits – only if ever ﬂeeting. More akin to use in real-world Britain, we also tested the handling on a wet course using the more everyday D240 Velar. The tyres were most impressive here. Goodyear’s testing team have mixed speciﬁc resins into the tread that thrive in the wet, and it shows. Again, the Velar didn’t feel its size and remained planted through corners plastered with surface water, all thanks to the tyres. On longer, faster corners the rear end stepped out when pushed, but it was no cinematic drift, just an entirely unfrightening inch or so. Braking was also impressive in the wet. From 55mph to a standstill, the Velar consistently stopped around two metres sooner on the Goodyear rubber compared to the competition. It was a

Below: The Goodyear Eagle F1 Asymmetric SUV tyre not only has a long name, but it also makes the Range Rover Velar more agile, more responsive and a better all-round drive

Above: Goodyear’s proving ground at Mireval is situated southwest of Montpellier and caters for every conceivable test you can put a tyre through whilst on tarmac

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smoother affair when the ABS kicked in, too. The Range Rover Velar is very good. Refined, comfortable and beautiful – all alongside off-road ability that betters whatever its rivals can muster. Plus, with the P380 engine it is rather nippy. Nonetheless, it shouldn’t be good at slaloms. But it was. All aspects of the EFA3S came into play in this challenge. Starting off was a row of cones through which the Velar would slalom, before the end arc where it looped around into a sprint back to the start line in the quickest time possible. Then stop from high speed as close as possible to a wall 40m or so away. The Goodyears worked wonders. In and out of the cones the Velar felt agile and alert, the power was easily put down upon exit from the U-turn and braking was confident. Converting a performance road tyre into one suitable for an SUV isn’t guaranteed to work – nor is it an easy task. But they’ve added features that help the rubber perform, and therefore flatter the vehicles they’re fitted to. Hybrid cords have been mixed into the tread for strength; a cool cushion layer reduces rolling resistance for more cornering stability and also aids fuel efficiency and the metallic thread along the rim has been strengthened for contact against the alloy. The result? Very impressive, if you can’t tell. They offer control through grip in turning and braking; are as comfortable in the wet as they are in the dry, and are refined and quiet, too. The Velar is a very good SUV, but with the Goodyear Eagle F1 Asymmetric 3 SUV, it’s even better.

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Land Rover owners are tribal to the badge. Often, they either love off-roading, getting their spanners out or both. But Paul O’Connor is tribal to the badge for different reasons

he year of 1986 was an important one for Paul O’Connor, with him joining Land Rover as a staff photographer. After ten years doing the same role for the Royal Navy, Paul needed a change and secured the gig in Solihull. At this time, less than a handful of models made up the entire Land Rover stable and Paul had a front-row seat as the company grew, working there for the launch of the Discovery in 1989, whilst also following vehicle testing in Canada and capturing the Green Oval’s work with the military in Borneo and Oman. However, a shake-up saw Paul leave the ﬁrm – although it wasn’t necessarily a bad thing. ‘I was made redundant in the early Nineties,’ shares Paul, ‘but I still did a large amount of freelance work with them. This formed the bulk of work that allowed me to start my own business – Smokestack Images.’ It was a similar story with regards to what Paul drove at the time, too. In the Navy he had driven Land Rovers. Whilst working with the brand, he drove

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Words: George Dove Pictures: Smokestack Images a 110 Hard Top County Station Wagon until the Discovery came out and stuck with the model for fourteen years. And then we get onto the red beauty you see here. Murmurs of the Defender’s run coming to an end stirred something in Paul and he had to get back in on the magic. ‘I’d driven them day in, day out for years and I was determined to get back into one. So, I took my Discovery into the dealership and said I wanted to trade it in for a Defender. They laughed at me,’ chuckled Paul. ‘There were rumours they were going to stop making the Defender and so I bought the best one I could afford with checker plate, air con, heated seats and electric windows. I thought I’d keep it for a year and sell it, but I couldn’t get rid of it.’

Fifteen years later and Paul still drives his 90 every day. And it’s still difficult to explain why. Paul readily admits he isn’t the biggest car nut, nor is he into any motorsport or even off-roading. ‘I think loyalty is a big thing, I did a lot of work for the firm, but it wasn’t the main reason. In my mind the Discovery and the Defender were the best things on the road. The idea of driving in a saloon or anything other than a Land Rover didn’t enter my mind.‘ On one occasion, Paul’s hands were tied in that regard, as another motorist hit his Defender and put it in the workshop for a spell. As a result, Paul was lumbered with a high-powered German wagon for a while. ‘Someone reversed into it once and whilst it was being sorted, the insurance company gave me a BMW M-something-or-other estate – I couldn’t wait to get back in my 90. The BMW was very nice for the first week, but then it had too many buttons and was too easy – I quickly got bored of it.’ So, Paul is, despite not being a car person, definitely a Defender man. And it was through simply using his Defender for anything and everything that he has become so enamoured by it. ‘It is a working vehicle. It’s had wheelbarrows and all manner of equipment and stuff thrown in the back of it. It’s a six-seater that has towed bike racks and trailers over the years. I live in Scotland, but often make the five-

and-a-half-hour trip down to Birmingham. I recently drove six-and-a-half up to Skye for work and I’ve even done the trip down to Portsmouth in it.’ You might expect Paul to have tweaked his Defender’s setup if he’s taking it on journeys of this length – but you’d be wrong. Over the last 15 years and 130,000 miles, Paul has had no major problems with his Defender and has done very little to it. ‘Of course, it leaks water, it’s windy and noisy – but it is a Defender! I recently galvanised the chassis; I galvanised everything I could on it, and it’s used two sets of tyres since I bought it. Aside from that it’s just as I bought it.’ Although Paul isn’t into off-roading himself, there are a few occasions

where the Land Rover DNA has helped him out. ‘It came into its own a couple of times when I was doing work at Eastnor Castle, but unusually for someone who loves Defenders, I try not to take it off-road. I don’t want to damage it.’ The care Paul takes of his pride and joy doesn’t go unnoticed either, as he often gets knocks at the door asking if the Land Rover is for sale – a very different story to ten years ago. ‘I wouldn’t part with it,’ conﬁrms Paul. ‘I’d still like to tidy it up a bit, get rid of a few little rusty bits to improve it. But if I won the lottery, what would I buy? Maybe a more glamorous, hundred grand 110 that’s been spruced up – but I’d always keep my little 90.’

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David Heaton has been teaching people how to drive off-road for decades. Much has changed in that time, including his rise from being a bloke with some tracks in his back garden to now being the owner of Pro Driver Training

here comes a point in a man’s life when he realises he will probably never ‘turn pro’ in any of his desired fields. You can forget being a Premier League footballer, a professional sprinter or even getting a drive in Formula 1. The things you are most likely to ‘turn pro’ at are messing up Christmas dinner, not being able to work the TV remote and making your children cringe every time you open your mouth. Well, I can give you some peace of mind: there IS one place that will enable you to become a pro in a field you can shout about. It’s called Pro Driver Training. Delicately placed in the village of Tangley, not too far from Andover in Hampshire, a small and relatively normal looking driveway opens up to a modest gravel car park outside what could be mistaken for a small barn conversion. To be fair, it has every right to look like a home – because it is. It’s the home of David Heaton. Back when it all started, his company was called Off-Road Motivations, but over time David reinvented his business name to better describe what it’s all about. His life’s work has been to get the word on off-roading out to as many people as possible. But he’s adamant that it should be done the right way – just the same as when people are on the road.

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Above: The choice of the professional. David has trained customers in all sorts of vehicles over the years, but his passion for one brand in particular is clear for all to see. And rightly so! ‘On a green lane you’re still classed as being on the road because it’s a byway. That said you do lots of things while driving off-road that you wouldn’t apply to on-road situations – not touching the brakes when going downhill, for example. It can be a bit of a grey area, which is why we want to try and standardise off-roading,’ David explains. David has been running his company since 1984 from the same site he still uses today – his back garden, virtually. As back gardens go, it’s pretty impres-

sive: 12 or so acres of different terrain, gradients and challenges, all rather compactly fitted into the space, so you always have to think ahead – something any 4x4 driver knows about. ‘It started as just organising fun days all those years ago and slowly developed into more training-orientated activities. Today around 80% of our work is through formal training, the rest being recreational experiences and so on. We get a lot of commercial operators and emergency services with us.

‘We also offer safari training, so people will know what it’s like if they run into ruts at 40mph when they are crossing Africa!’ Talking of the environment, David is always keen to preserve it. People who don’t know what off-roading is really about sometimes assume that it’s noisy and disruptive: well, having been at the site for over thirty years, David has never once had a complaint from anyone in the village.

Continued on page 26

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The land first appears as a sole track down to a field, but eventually turns into the base for the other activities such as clay pigeon shooting and archery – as has become customary at a lot of off-road centres, the corporate pound being what it is. From here, a number of entrance and exit points are visible with various tracks off into the woods. That’s where the main fun is to be had – and David has his own history of off-road fun, although his story begins on two wheels rather than four. ‘I was a works rider for AJS Motorcycles, and on the development team. I used to race them at motocross events. That was when I was young, though – when I became old and unfit I went from two to four wheels!’ From that point, David started to compete in AWDC trials – and a glance at his trophy cabinet in the classroom will tell you that he was rather good at it. Another clue towards his passion for motoring is the Land Rover Series IIA that was sitting pretty on the drive when I pulled up. People like David who teach regular motor vehicle users how different a 4x4 can be should surely be praised. It is, after all, quite an appealing thought

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that if enough people started doing it to make us less of an easily-bullied minority, the government might stop shutting down the countryside to please other groups with more voting power. It’s inevitable that employers are becoming ever-more aware of the need to train their employees properly. The phrase ‘health and safety’ has become a byword for nanny-state stupidity, but it’s quite right that people using a 4x4 for work should be taught to treat it as a piece of industrial equipment. ‘The employers look to us to give them the answer on whether their employee is competent behind the wheel of their 4x4, and they are waking up to the fact their fleet of 4x4s are tools that need to be operated correctly,’ says David. ‘We just want safe drivers on and off the tarmac at the end of the day. But we understand the fun that can be had with off-roading, which is why all our trainers and instructors share a passion for the actual driving of the vehicles.’ The enthusiasm that saw David win those AWDC trophies is mirrored by his passion, not just for training newcomers to the 4x4 game, but in his desire to see off-roading recognised and appreciated by all.

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Davanti has spent years developing this All-Terrain tyre, applying the latest design and manufacturing innovation to develop a tyre as comfortable on the road, on the construction site, in the fields or up in the mountains.

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ACE-ing It

Down at Marrion 4x4 this month we look at how to ﬁt the solution to a D2’s faulty ACE pipe Words and Pictures: Mike Trott

e’re back at Marrion 4x4 and this month we’re looking at the Discovery 2. It’s a Land Rover that can be a very useful tow vehicle or cheap daily driver for those out there who can’t stomach the cabin reﬁnement and cramped size of the Defender.

But as with any Green Oval, it’s not without issue. The D2 here is suffering from a failed ACE (Active Cornering Enhancement) pipe located behind the front wheel, which has since caused the dash to light up like a Christmas tree. The remedy: remove and replace with an idler and shorter belt.

1. Behind the front wheel you’ll find these four pipes for the ACE function. One of them has failed and leaked here, though 2. Start by removing the battery cover located towards the bottom left of the engine bay as you face the vehicle 3. Next up, unscrew and remove the fan cowel 4. Unclip the mass airflow sensor, disconnect the air intake and the two pipes on the left leading to the reservoir at the top

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5. Take off the viscous fan by turning anti-clockwise 6. Onto the next task, simply take off the fan belt, loosening the pulleys to get enough slack 7. Now undo the two 10mm bolts holding the ACE pump in place – you can see the first has already been removed 8. There is a third bolt to undo underneath, but you’ll also see the banjo bolt that must be taken out

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9. The banjo bolt is located within the ? 10. It is now rendered obsolete thanks to the introduction of the idler, so the pipe gets tidied to one side with cable ties 11. This is the bracket the pump was latching onto and where the new idler will sit 12. The two pipes from the reservoir need to be relocated, but as one is now a false pipe, close up the end with a bolt

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13. It’s the pipe on the end that is disused, but keeping the engine bay tidy is good practice... 14. ...So cable tie the two pipes on this side together so that it doesn’t flail about on the move 15. Now tighten the idler down onto the bracket – a vice can be useful here. This idler ACE removal kit is from Britpart 16. Position the idler bracket against the mounting point, matching where the holes are for the bolts

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TRUST 17. Another angle of where the new idler pulley will sit 18. Bolt the new bracket and idler into place using three shorter M8 bolts 19. Then start to feed the fan belt back into position... 20. ...Weaving it through the various pulleys

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21. The air intake then needs reconnecting and the mass airflow sensor clipped back in pace 22. Spin the viscous fan back into position 23. Clockwise will put the fan back in place, before you can start putting the final pieces back 24. Screw the fan cowel back into its rightful place

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

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25. There’s a screw either side to tighten 26. Next, put the battery cover back 27. Finally, you’ll need to clear the lights off that dashboard, so hook up your diagnostic equipment, if you have any 28. Reprogram the instrument pack and inform the system that the ACE pump has been removed

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Our Vehicles 2008 Freelander 2 TD4 SE

Taking Stock

The financial cost of running a Freelander 2 is starting to weigh on our man in Somerset. Is this the end of the road for his Land Rover dream?

hen I bought the Freelander 2 a year and a half ago, I celebrated a sense that I’d finally got the car of my dreams. Well, not quite, in as much the car of my dreams is actually a 300Tdi Defender 90 truck cab, preferably hand-delivered by Emily Blunt in full Mary Poppins mode, but that’s a different matter. As I recounted at the time, I felt thrilled finally to have realised a lifetime’s ambition. Of course there had been other 4x4s – jacked-up Vitaras, an ill-fated Frontera, Subarus, a Mk1 Ford Maverick – but I’d never quite got around to owning a Solihull machine. Now I’m well into the ownership experience, I remember why it took me 38 years to pluck up the courage. Because, as much as I adore all things Green Oval, owning a Landy – even a small one – is a significant financial commitment. And every so often, when confronted with the price of diesel, the cost of repairs, or Brexit uncertainty, that commitment needs reviewing. Ironically, I was undertaking such a review just as Land Rover announced its decision to lay off 5,000 workers.

Words and Pictures: Tim Gibson Its reason was a lack of sales: clearly new-car buyers undertake the same deliberations as us owners of older vehicles, and many have decided that the cost of a Land Rover simply can’t be justified in the current climate. For my part, the weighing involved a comparison with a brand-new Volvo V40 on a business lease contract. The appeal of the Swedish hatchback is self-evident: fuel economy, low car tax, comfort and mod cons on long journeys, reliability, a full manufacturer’s warranty, and so on and so on. After crunching the numbers, I realised that I was £1,500 a year better off by keeping the Landy, even after allowing for depreciation. Of course, I reasoned, that £1,500 is easily swallowed by unanticipated repair bills. But at least it will be honours even at the end of 12 months. This conclusion was tested within 24 hours. A faulty EGR valve that necessitated a £400 repair took a hearty chunk from my slush fund. Added to the £500 I spent keeping the car on the road last autumn, I’m already feeling as if the Volvo may have been a smart move.

And yet, when I’m behind the Freelander’s wheel, I can’t bear the thought of parting with it. Just this afternoon, I detoured up a local BOAT on my way home and enjoyed a happy 10 minutes pottering around as dusk fell. I couldn’t do that in a Volvo. For now, at least, I reckon that’s worth a few extra quid a year. Right: The Cooper all-terrain tyres have been with Tim for a number of months now, giving him plenty of time to evaluate their abilities, both on tarmac or the rougher stuff. His report suggests he’s more than happy with these Discoverers

Product update: Cooper Tires XL Discoverer A/T3 Sport Owl

I’ve had the Cooper all-terrains on my Freelander for around six months, and I’m chuffed to bits with them. The on-road performance is faultless: sure-footed, quiet, with plenty of grip. When I venture away from the asphalt, the tyres come into their own. They may not look as aggressive as alternatives like the General Grabber AT2 or BFG All Terrain, but there’s no shortage of traction, even in thick mud. For example, while traversing a very moist field, where road tyres would simply have spun, the Coopers dug down into the grittier soil below and kept me firmly on the straight and narrow. On the stony green lanes that tend to dominate in my local area, the tyres have a reassuringly robust quality to them. As a set of fairly cost-effective all-rounders, I reckon they’re hard to beat.

HE ANDYTHE LANDY CENTRE

Over 20 years of experience with the Land Rover bran Over 20 years of experience with the Land Rover brand

CENTRE

WHY CHOOSE US

WHY CHOOSE US? Here at the Landy centre, we always have a quality selection of used Land Rover Defenders for sale at any one tim

Here at the Landy centre, we always have a quality selection of used Land Rover Defenders for sale at any one time. vehicles are carefully selected from established trade AllAll vehicles are carefully selected from established trade contacts andcontacts sources. and sourc

The perfect buytoorbuy sellorasell Defender… • We refurbish, export, import, respray and re-trim defenders. Theplace perfecttoplace a Defender… • Webuy, buy,sell, sell, refurbish, export, import, respray and re-trim defenders. Why would you go anywhere • If you require anymodiﬁ modiﬁcations fullfull workshop and bodyshop facilities facilities on site. on site. Why would you go anywhere else?else? • If you require any cationswewehave have workshop and bodyshop

1996 300TDI TDI 1996 300 Sold with 12

19921992 200 TDI 200 TDI

USA exportable very USA runs exportable very solid chassis and solid chassis drives perfect sold withruns and 12 months MoTperfect and drives sold with 12 months warranty. 12 months MoT and Can assist with USA 12 months warranty. shipping.

Soldmonths with 12 MoT and months MoT and 2 months warranty very solid many 2 months warranty veryextras. solid many Can assist with USA extras. We have 20 Defenders in stock at any one time. All Defenders sold with 12 months MoT and 12 monthsshipping. WARRANTY.

A full service - we can upgrade and customise any Defender we have to any spec. Please call for your Land Rover needs.

We have 20 Defenders in stock at any one time. All Defenders sold with 12 months MoT and 12 months WARRANTY. A full service - we can upgrade and customise any Defender we have to any spec. Please call for your Land Rover needs.

THE FINANCE AVAILABLE LANDY OPEN 7 DAYS A WEEK 9:00AM – 5:30PM Over 20 years of experience with Land Rover brand To ﬁnd outthe more about our current range of Defenders CENTRE for sale, or selling your Land Rover, call: 01932 808573 our website: www.landy-centre.co.uk Email us: landycentre1@outlook.com We have 20 Defenders in stock at any Visit one time. All Defenders sold US? WHY CHOOSE Or come and say hello in person: Forest Gate Farm, Stonehill Road, Ottershaw, Surrey. KT160EW Here at the Landy centre, we always have a quality selection of used Land Rover Defenders for sale at any one time. with 12 months MoT and 12 months WARRANTY, a full service - we can All vehicles are carefully selected from established trade contacts and sources. INANCE AVAILABLE EN 7 DAYS A WEEK 9:00AM – 5:30PM ﬁnd outspec. more about our current range of Defend customise any Defender weimport, have toToand any The upgrade perfect place toand buy or sell a Defender… • We buy, sell, refurbish, export, respray re-trim defenders.

sale, or selling youron Land Rover, call: 01932 8085 Why would you go anywhere else? • If you require any modiﬁcations we have full workshop andfor bodyshop facilities site.

Just call us for your Land Rover needs 1996 300 TDI 1992 200 TDI

Visit our website: www.landy-centre.co.uk Email us: landycentre1@outlook.co Or come and say hello in person: Forest Gate Farm, Stonehill Road, Ottershaw, Surrey. KT160E

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THE THE LANDY LANDY THE We have CENTRE 20 Defenders in stock at any one time. All Defenders sold with 12 months MoT and 12 months WARRANTY. CENTRE WHY CHOOSE US? WHY CHOOSE US? ALANDY full service - we can upgrade and customise any Defender we have to any spec. Please call for your Land Rover needs. WHY CHOOSE US? OverHere 20 years of experience with the Land Rover brand Here at the Landy centre, we always have a quality selection of used Land Rover Hereatatthe theLandy Landycentre, centre,we wealways alwayshave havea aquality qualityselection selectionofofused usedLand LandRover RoverDefenders Defendersfor forsale saleatatany anyone onetime. time. Defenders for sale at any one time. CENTRE All established vehicles aretrade carefully selected from established trade contacts and sources. Allvehicles vehiclesare arecarefully carefullyselected selectedfrom from established tradecontacts contacts andsources. sources. All and WHY CHOOSE US? The perfect place to buy or sell a Defender… • We buy, sell, refurbish, export, import, respray and re-trim defenders. Theperfect perfectplace placetotobuy buy sell aDefender… Defender… Webuy, buy, sell, refurbish, export, import, respray and re-trim defenders. The oror sell, refurbish, export, respray and re-trim defenders. Here atsell theaLandy centre, we• •We always have a quality selection of usedimport, Land Rover Defenders for sale at any one time. Why would you go anywhere else? • If are you require any modifi cations we have full workshop and bodyshop facilities on site. Whywould wouldyou yougo goanywhere anywhere else? yourequire require anymodifi modifi cations we have fullworkshop workshop andbodyshop bodyshop facilities onsite. site. Why else? • •IfIfyou any cations we have full and facilities on All vehicles carefully selected from established trade contacts and sources.

The perfect place to buy or sell a Defender… • We buy, sell, refurbish, export, import, respray and re-trim defenders. Why would you go anywhere else? • If you require any modiﬁcations we have full workshop and bodyshop facilities on site. USA exportable very USAexportable exportablevery very USA Sold with 12 Soldwith with12 12 Sold solid chassis runs and solidchassis chassisruns runsand and solid months MoT and monthsMoT MoTand and months drives perfect sold with drivesperfect perfectsold soldwith with drives very MoT 12months months MoTand and monthswarranty warranty 2 months warranty USA exportable 12 months MoT and Sold with 12 12 22months solid chassis12 runs and warranty. 12months months warranty. 12 months warranty. very solidmany many months MoT andsolid very very solid many drives perfect sold withwith Can assist withUSA USA Can assist Can assist with USA extras. £7750 12 months MoT and 2 months warranty extras. extras. shipping. shipping. shipping. £7450 12 months warranty. very solid many Can assist with USA Wehave have20 20Defenders DefendersininWe stock any onetime. time.All Allstock Defenders sold with 12All months MoTand and12 12 months WARRANTY. We stock atatany one Defenders sold with 12 months MoT months WARRANTY. have 20 Defenders in at any one time. Defenders sold with 12 months MoT and 12 months WARRANTY. extras. shipping. fullservice service- -we wecan canupgrade upgrade andcustomise customise any Defender we havetotoany anyspec. spec. Please call foryour your Land Rover needs. AAfull and any Defender we have Please call for Land Rover needs. A full service we can upgrade and customise any Defender we have to any spec. Please call for your Land Rover needs. OPEN 7 DAYS A WEEK 9:00AM – 5:30PM To ﬁnd out more about our current range of Defenders We have 20 Defenders in stock at any one time. All Defenders sold with 12 months MoT and 12 monthsfor WARRANTY. sale, or selling your Land Rover, call: 01932 808573 A full service - we can upgrade and customise any Defender we have to any spec. call for your Land Rover needs.Email us: landycentre1@outlook.com VisitPlease our website: www.landy-centre.co.uk Or come and say hello in person: Forest Gate Farm, Stonehill Road, Ottershaw, Surrey. KT160EW

1996300 300TDI TDI 1996 300 TDI 1996

1996 300 TDI

FINANCE AVAILABLE

1992200 200TDI TDI 1992

1992 200 TDI

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Affordable Fashion

he Range Rover Evoque, at least in this circle, has always divided opinion. Some ‘wouldn’t touch it with a barge pole’, while others can see beyond the fancy frock and appreciate it’s a more attractive Freelander 2, which could be used as a decent daily driver. Normally at this point I’d expect to here a load of scoffs coming back at me, and maybe even someone’s shoe smacking me on the back of the head, but seeing as the new Evoque is hitting UK roads shortly, that usually provides a good opportunity to look at an outgoing model as a smart, affordable alternative. And so it is the case with the old

Range Rover Evoque. The looks aren’t for everyone and some people out there really dislike the school mum vibe this vehicle gives off, but ultimately this is a car that – when choosing the diesel version – can do 40mpg; is a good car to drive on- and (yes) off-road, whilst also delivering a few more modern comforts that you probably won’t find on your 1975 Series III. Being based on a FL2 also means the Evoque is one of the more reliable Green Ovals out there, although you need to watch out for the rear diff and Haldex units. Other than that, you could pick up an Evoque for as little as £12,000. Go on, you know you want to...

Insure your Evoque with Adrian Flux from as little as £385 * Based on SD4 Pure model, 40-year-old driver, average area, 10,000 miles per annum inc. commuting, green lane, off-road cover, no claims or convictions and £300 excess. Agreed value, mod cover available

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

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

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

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

£7000-£50000+ Versions: 80” (‘48-’53), 86” (‘54-’56), 107” Pick Up (‘54-’56), 107” SW (‘54’58). 88”, 109” Pick Up (‘56-’58). 1.6 4cyl petrol (‘48-‘52), 2.0 4cyl petrol (‘52- ‘58). Pros: Heritage, charm, a true classic, the original Land Rover Cons: Availability of parts, price tag on early 80”s

£2500-£30000 Versions: 88”, 109”. 2.25 4cyl petrol (‘58-’71), 2.0 4cyl diesel (‘58-’61), 2.25 4cyl diesel (‘61-’71), 2.6 6cyl petrol (‘67-’71 (109” only)). Pros: As a resto it’s a sound investment, some examples now MOT exempt, more desireable than SIII Cons: Bulkheads can rot with ease, check suspension leaves for seizing

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

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

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

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

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

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

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

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

Defender Tdi (1990-1998) In 1990, the Defender name emerged and for the first time it meant that no longer was a Defender being powered by a feeble hamster in a wheel. If you’re after a 200 Defender, though, you might get a 200 unit but check whether it’s a Defender engine. Replacing blown units with a Disco 200Tdi is popular, so check the arrangement of the turbo and manifold to see which one you’ve got.

After the 200 followed the 300Tdi, a revised version with a little more refinement, but just the same durability. Properly maintained, they can last for decades. Look around for one with full service history and you could find yourself a keeper. Some Tdi Defenders have received galvanised chassis and even bulkheads, and these are the type of Defender you should be after.

£1700-£25000 Versions: 88”, 109”. 2.25 4cyl petrol, 2.25 4cyl diesel. 2.6 6cyl petrol produced until 1980. Stage One V8 used detuned version of the 3.5 V8 (‘79-‘85). Pros: Most affordable way into Series ownership, still has the Series pedigree, parts still widely available Cons: Not as desireable as earlier Series models

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

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

£7000-£35000 Versions: Series IIA (‘62-’66), Series IIB (‘66-’72), 101 (‘72-’78). 2.6 6cyl petrol engines for IIA/IIB, 3.5 V8 petrol for 101.

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

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

£3200-£25000 Versions: Defender 90, 110, 130 (1990- 1998). 200Tdi 2.5 4cyl turbo-diesel (‘90-’94). 300Tdi 2.5 4cyl turbo-diesel (‘94-’98). Pros: Excellent off-road, arguably the very best engines, old-school electrics Cons: Units are getting rare, many have been used hard; Tdi it might be, but that doesn’t mean rustproof

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

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

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

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

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

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

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

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

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

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

£4000-£25000 Versions: Defender 90, 110, 130 (1998-2007). Td5 2.5 5cyl turbo-diesel.

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

£7000-£60000 Versions: Defender 90, 110, 130 (2007-2016). 2.4 TDCi (‘07-’12), 2.2 TDCi (‘12-’16).

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

£500-£4000 Versions: 1.8 4cyl petrol (‘97-’05), 2.0Di 4cyl diesel (‘97-’00), TD4 2.0 4cyl turbo-diesel (‘00-’06), 2.5i V6 petrol (‘00-’05).

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

£2900-£21000 Versions: 2.2 4cyl turbo-diesel, available in two- or four-wheel drive, 3.2 V6 petrol (‘07-’09).

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

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

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

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

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

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

£1600-£9000 Versions: 4.0 V8 petrol, 4.6 V8 petrol, 2.5 6cyl turbo-diesel.

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

£3800-£31000 Versions: 3.0 Td6 (‘02-’06), 4.4 V8 petrol (‘02-’07), 3.6 TDV8 (‘06-’10), 4.4 TDV8 (‘10-’12), 4.2 supercharged V8 petrol (‘05-’09), 5.0 supercharged V8 petrol (‘09-’12).

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

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

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

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

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

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

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

RR Evoque (2011-present) When the Range Rover Evoque was launched, it signalled JLR’s intent on hitting the masses. And given that the Evoque was their fastest-selling vehicle for a number of years, they clearly hit the brief, even if it wasn’t for the purist. They don’t much like the fact Victoria Beckham was involved in the designing of it, nor that it is the polar opposite to a Defender. It’s actually still a capable thing

off-tarmac, but it would rather not go down that route. Nevertheless, it is economical by Land Rover standards and because there are so many out there, they have decent residuals. The floppier Convertible was launched in 2016, and there’s also a three- and five-door version. We say stick to the latter, and avoid the 2WD model. What’s a Range Rover without four-wheel-drive?

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

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

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

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

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

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

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

£12500-£50000 Versions: 2.2 SD4 (‘11-’15), 2.0 Si4 4cyl petrol, 2.0 TD4 (‘15-present).

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

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

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

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

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

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

Discovery 3/4 (2004-2017) The Discovery went through a dramatic revamp for its launch in 2004, but it came out the other side as one hell of a vehicle. Greatly improved in terms of power and refinement, the Disco 3 received the relatively economical 2.7 TDV6 engine (although the thirsty 4.4 V8 petrol was an option) and became the first Land Rover to be given Terrain Response. If you need one vehicle in

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

Discovery 5 (2017-present) Launched last year, this latest Discovery has received high praise in taking the SUV into new territory. Land Rover needed to improve economy in particular with this edition of the Disco, and having chopped 480kg from the kerbweight, they’ve taken one huge step towards doing so. Having driven the latest Discovery, we can confirm that it has lost none of its versatility and is comfortably the

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

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

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

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

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

£1500-£7000 Versions: Td5 2.5 5cyl turbo-diesel, 4.0 V8.

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

£3500-£40000 Versions: 2.7 TDV6, 4.4 V8 (‘04’09), 3.0 TDV6 (‘09-’12), 3.0 SDV6 (‘12-present).

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

£38500-£70000 Versions: 2.0 Sd4, 3.0 Td6, 3.0 Si6 (‘16-present).

Pros: Most technologically-advanced Land Rover to-date, keeps Discovery practicality, comfort Cons: Has lost its sense of value, steps on the toes of the Rangey

£18000-£45000 Versions: SD4 2.2 4cyl turbo-diesel (Jan ‘15 - Aug‘15), TD4 / SD4 / eD4 Ingenium 2.0 4cyl turbo-diesel, Si4 2.0 4cyl petrol.

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

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

News

Issue 61: March 2019

Products

Vehicles

Adventure

Workshop

Buyers

STOCKIST DIRECTORY

Steering Wheel Restoration

South East England

South East cont.

West Midlands

South West England

Steering Wheel Restoration

John Richards Surplus

Steering Wheel Restoration

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AJD Off-Road

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Here at the Landy centre, we always have a quality selection of used Land Rover Defenders for sale at any one time. All vehicles are carefully selected from established trade contacts and sources.

Quality selection of used Land 300 TDI 1992 200 TDI Rover1996 Defenders for sale

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Wales

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News

Issue 61: March 2019

Products

Vehicles

Adventure

Workshop

Buyers

USED LAND ROVERS FOR SALE Series II/IIA

Series I

Series I 86” 3.5 V8 (1953). Auto. V5 in my name. Disc brakes, coil springs. Rear seats, seatbelts, roll bar, and new full canvas top. £6725. Newton Abbot, Devon. 01626 438876/07932 645544 03/19

Series I 80” 1.6 Petrol (1953). Requiring resto. Chassis number 36161156. Import from NZ, engine from earlier 1951 80”. Built in Oct 1952. V5 and Heritage Cert present. £6450. Reading, Berks. 07584 306026 12/18

Series I 86” Utility (1955). Tax, MOT exempt. 2.0 petrol. Seven seats. Sound body, chassis and bulkhead. Good patina – used for shows. Genuine reason for sale. £10000. Pembrokeshire, Wales. 07836 774461 02/19

Series IIA 109” (1966). 2.25 petrol, overdrive. Has had a complete rebuild, many new parts including rear x-member, wiring loom and elephant hide seats. £17500. Meopham, Kent. 01732 823671 03/19

Series IIA 200Tdi. Steve Parker exhaust conversion, parabolics, correct shocks. O/D. Excellent chassis, galvanised rear x-member, bulkhead repaired. £6600. Lampeter, South Wales. 07989 966740 02/19

Series IIA 88” Time Warp (1967). 20,200 miles. Never welded, A1 all-round condition. Drives superbly. Original logbook. Matching numbers. Used sparingly. £23500. Leicester. 07974 109111 Trade

Series III 88” Station Wagon (1981). 55,000 miles. MOT Aug ‘19. Petrol. Galvanised chassis. Parabolic springs. New wheels, tyres and brakes. Seating for six. £10500. Leicester. 07811 922164 09/18

Series III 88” Truck Cab (1984). 56,000 miles. MOT Sept ‘19 – no advs. Used, but very tidy. Lots of recent work. Excellent chassis and bulkhead. Resprayed. £4250 ono. Hedge End, Hants. 07810 698279 12/18

Series I 107” Pick-Up (1954). Project vehicle. Photo is how it arrived. Body, parts have been removed, various bits of work done. Selling as too many projects. £2950. Omagh, Northern Ireland. 07824 763098 02/19

Series I 86” Ex-Ministry of Supply (1955). Mechanically good – Steve Parker conversion to 2.3 Ford V6. More driveable. Bodywork all original. Stainless exhaust. £12995. Dundee, Scotland. 07814 400565 08/18

Series I Fire Tender (1954). 1400 miles. Unmolested, no welding, patching or filling. Original with no corrosion. Heritage cert. £30000 ono. Corfe Castle, Dorset. 07732 979129 12/18

Series IIA 88” Hard Top (1965). Historic vehicle. MOT Aug ‘19 (even though exempt). Daihatsu 2.5 NA diesel. Series III bits added. Parabolics, solid cond. Project to cont. £3500. West Mids. 01384 375136 03/19

Series IIA 109” Pick-Up (1966). Hi-Cap back, dropside bed. Galv chassis, refurb’d bulkhead, 2.25 petrol, Salisbury axles, o/d, new rad, batt, fuel tank. Good body. £4490. Consett, County Durham. 01207 255318 01/19

Series II 88” Truck Cab (1959). 2.25 petrol. Tax, MOT exempt. Stripped back, rebuilt a few years ago. Full respray. Bulkhead repaired, galvanised. Wheels blasted, coated. £11995. Ascot, Berks. 07850 285460 12/18

Series III 88” (1983). 70,696 miles. MOT Sept ‘19. 2.25 petrol. Galv chassis, O/D, free-wheeling hubs. Stage 1 head. Professional respray, Exmoor rubber matting. Recent service. £5250. Redhill, Surrey. 07786 665577 02/19

Series III 88” (1977). 98,900 miles. MOT Sept ‘18. 2.25 diesel. Original chassis, welded, undersealed. Engine rebuilt. New exhaust, alt, belts, seats, canvas. £3500. Cockburnspath, Scotland. 07801 651847 08/18

Series IIA 2.25 Diesel (1962). Owned since 1986, excellent condition, Fairey overdrive, freewheel hubs, parabolic springs, Exmoor seats. £9000. South Birmingham. 0121 421 8296 01/19

Series IIA 88” Hard Top (1970). 49,504 miles. 2.25 petrol. Externally restored by Stuart Brown. Fairey Overdrive. Interior and engine retains patina. Part service history. £12300. Royston, Cambs. 07341 335502 02/19

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

Series III 109” (1975). Tax, MOT exempt. Hard Back with rear windows, bench seat with belts. Diesel. Overdrive, free-wheeling hubs. Good runner, very original. £7500. Possible p/x. Blackpool, Lancs. 07846 395256 12/18

Series III 88” Barn Find (1972). 47,835 miles. 2.25 petrol. Potential restoration project for an enthusiast. No documentation. Engine not seized, some lights work. £1400. Macclesfield, Cheshire. 07568 550007 12/18

Series III 88” SW (1976). Ground-up rebuild on new galvanised chassis, loads of new parts, 300Tdi engine, overdrive. Full MOT, although tax, MOT exempt. £10,500. Newton Abbot, Devon. 01803 872263 03/19

Series III 88” Truck Cab (1982). Original condition. 2.5 TD 19J engine with o/d. New g’box, diesel pump, leaf springs, tyres, exhaust, batt, pads. Six months’ MOT. £4500. Winchester, Hants. 07973 502349 01/19

Series III 88” (1975). 75,000 miles. No MOT as exempt. Completely rebuilt. 2.25 diesel. New galvanised chassis and bulkhead. Irish reg. Just needs painting. £7000. Northern Ireland. 07701 389639 09/18

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

Series III

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Issue 61: March 2019

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Hot Picks Series III 88” 2.25 Petrol (1976). Strong connection to Princess Diana. Hard Top. Two sets of keys. Price: best offer. Manchester. 07860 683794 06/18

Land Rover 90 Off-Roader (1985). 200Tdi fitted. Lifted, spacers, sliders, guards, new rear x-member, new PAS box, fuel tank. Needs new rear diff. £3000. Bolton, Greater Manchester. 07885 535200 09/18

Series III 88” (1973). 40,700 miles. Tax and MOT exempt. Very original. 2.25 petrol. Chassis and body excellent. New rear x-member in 2016. New clutch, master cyl. £5000. Stevenage, Herts. 07773 333991 08/18

Defender 90 Td5 (2003). 158,550 miles. MOT Sept ‘19. Great condition. Underside, bulkhead, engine all sound. Just serviced. New tyres. Cat C repair in July ‘17. £8450 ono. Ayr, Scotland. 07905 354702 01/19

Series III LWT FFR 24v (1985). 15,100 miles. MOT Oct ‘19. Orig cond. Registered ‘93, barn stored from ‘97 to today. Overhauled, inc. slave and master cyls. VGC. £11450. St. Leonards, East Sussex. 07427 533512 01/19

Defender 90 300Tdi (1996). 89,693 miles. MOT Dec ‘18. Rebuilt, resprayed. Light damage front wing. R380 g’box, KBX parts, AlliSport intercooler, new alt. £11000. Halifax, West Yorks. 07854 841154 01/19

Lightweight

Defender 110 Adventure Edition (2015). 2,000 miles. Limited edition end-of-the-line Defender. One of 600 made. £56000. Available from Black Country 4x4. 0121 679 9369 Trade

Defender 90 300Tdi Truck Cab (1996). 221,229 miles. MOT May ‘19. Ifor Williams canopy. New HD rear x-member, steering box, seat squabs. Bodywork sound. £4500. Buckfastleigh, Devon. 07989 048736 12/18

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

110

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

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

Lightweight 3.5 V8 EFi Hybrid. MOT June ‘19. RR chassis and running gear. Recently refurbished, satin green, stainless steel exhaust. Very smart. £6500 ono. Sandy, Bedfordshire. 07814 141033 12/18

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

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

Land Rover 110 (1983). Rare, early 110. New galv chassis and bulkhead, 200Tdi, recon ‘box. Rebuilt, resprayed, completed in ‘16. Featured in The Landy and CLR. New butt ribs. £11000. Cornwall. 07759 973098 03/19

Defender 110 300Tdi (1999). Last of the 300s. 188,500 miles. MOT August ‘19. Recently serviced. New clutch, ball joints. Lifted, sliders. Discoverer STTs. £6700. London. 07921 124606 12/18

Defender 90 2.4 TDCi XS SW (2009). 74,800 miles. MOT Oct ‘19. Excellent condition. Service history, last serviced at LR specialist in Oct ‘18. Three prev owners. £19995. Nr Watford, Herts. 07770 231261 03/19

Defender 90 Rebuilt (1991). 101,000 miles. Full MOT. New Td5 engine. New chassis. Bulkhead kit. Roof rack and tent. Chequer plate. Excellent cond. £12000 ono. Perthshire, Scotland. 07985 716792 01/19

Defender 90 300Tdi CSW (1998). 131,548 miles. MOT Sept ‘19. Late 300, excellent bodywork, tidy interior, PSH, solid chassis. £10950. Uckfield, East Sussex. 07950 659523 01/19

Defender 110 Td5 SW (2005). 151,000 miles. One owner from new. A/C, long-range fuel tank, inc original. New tyres. New clutch 3 years ago. Rooftop tent available. £12000. Colchester, Essex. 07767 338327 03/19

Defender 110 Td5 Pick Up (2000). 145,000 miles. MOT May ‘19. Galv chassis. Recent work: f/springs, rad, fuel pump, calipers, steering box. Perfect bulkhead. £6500. Bude, Cornwall. 07958 728125 11/18

Defender 90 Td5 County (2003). 204,000 miles. Full MOT. FSH. Solid truck, some marks. Recent work: new fuel pump, exhaust, clutch, flywheel. £9900. Hailsham, East Sussex. 07921 577925 01/19

Defender 90 Td5 Black Limited Edition (2006). 76,000 miles. MOT. FSH. E/W, AC, heated seats and windscreen, cubby box, black upholstery, alloys, alarm, Waxoyled. Never taken off-road. £17000. 07957 188011 07/18

Defender 90 300Tdi (1995). 166,000 miles. New front brakes, servo, batt, vacuum pump, fan, timing belt. Just serviced. Solid. £6000 (increase due to new mods). Gillingham, Kent. 07887 564381 10/17

Defender 110 Td5 CSW (1999). 145,000 miles. New MOT. 12 seats. Bulkhead, chassis, x-member all good. Snorkel, snow cowl. Starts on the button. Very sad to sell. £9900 ono. West Sussex. 07930 410175 02/19

Defender 110 Td5 Double Cab (2004). 136,000 miles. MOT Oct ‘19. Drives very well. No off-road use during ownership. Security devices fitted. £13995 (p/x considered). Exeter, Devon. 07788 876657 12/18

Defender 90 ‘98R’ 175K miles. Alli + BFG Tyres. Repainted. Good runner. £6495. Defender 110 TDI 91J 200TDI only 63,000 miles. Good order. £4995. Land Rover Defender 90 300TDI 96N 14.5K Miles. Very nice. £5495.

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

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

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

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

News

Issue 61: March 2019

Products

Adventure

Workshop

Buyers

Range Rover

Hot Picks

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

Vehicles

Defender 110 300Tdi Pick-Up (1997). 155,362 miles. 10 months’ MOT. New seats, alternator, shooting hatch. Five good tyres, Bluetooth radio. Chequer plating. £5995 ono. Beccles, Suffolk. 07946 947374 10/18

Discovery 3 2.7 TDV6 (2007). 157,000 miles. MOT March ‘19. Auto. Seven seats. VGC. PSH. Good bodywork. Full leather, reverse camera, parking sensors. £4900. Wolverhampton, West Mids. 07577 215201 11/18

RR P38 2.5 DHSE (1996). 188,000 miles. MOT Aug ‘19. Auto. Owned for the last 16 years. Nice, clean and tidy example. Original condition. £2800. Chorley, Lancs. 07811 131586 01/19

RR Classic Vogue (1988). 3.5 V8 petrol. Automatic. £6000 ono. Droitwich, Worcestershire. 01905 774441 or 07377 751946 (after 4pm) 09/18

Range Rover 3.9 EFI Buggy Automatic. Terrafirma suspension. Road legal, all-singing, all-dancing winch. Call for details: 07738 614185. £5995 ono. Basingstoke, Hampshire. 07/18

Land Rover 110 Ex-MOD (1989). 181,000 miles. Rover V8 (from new) with LPG. Needs recommissioning and a new rear chassis. Good winter project. £1495. Blackburn, Lancashire. 07834 800419 12/17

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

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

Range Rover P38 4.6 V8 Petrol. 105,000 miles. Long MOT. Coil springs. Cream leather interior. No tow bar ever fitted. £2495. Watford, Hertfordshire. 07900 230222 09/18

Challenge Truck. WKD buggy 100” chassis, Disco bulkhead and full dash. 300Tdi, Ally rad and fuel tank. R380. Twist kit, Rough Country shocks, the list is endless. £12000. Farnborough, Hants. 07792 338080. 12/18

Defender 110 Ex-MOD (1991). 116,888 km. MOT Aug ‘19. Built ‘91, decom’d and registered ‘98. CSW with Disco 200Tdi. Rebuilt early 2018. Lots of extras. £9000. Gainsborough, Lincs. 07557 770392 10/18

Discovery 1 300Tdi (1997). 140,000 miles. MOT March ‘19. Auto. ECD model. HD bumper, winch, lifted, recon’d 1.6 transfer box. Kam rear h/shafts. £2500 ono. Wolverhampton, West Mids. 07535 795631 11/18

RR Classic 3.5 V8 Petrol. MOT Oct ‘19. Tax and MOT exempt. Galvanised chassis. New roof liner. Body needs tidying up. £8495 ono. Sheffield, South Yorks. Please call Steve, 07850 343697 12/18

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

Kids Series III Replica Ride On. Wooden body based on electric quad, remote throttle cable to control speed externally whilst walking alongside. £1995. Bemersyde, Scotland. 07870 505716 11/18

110 Ex-MOD Winterised (1991). 55,400 miles. MOT Jan ‘19. 2.5 NA diesel. Bulkhead, rear x-member, chassis excellent. New exhaust, batt, props, water pump. £5650 ono. Aldershot, Hants. 07948 909380 11/18

Discovery 2 Td5 (2000). 177,000 miles. MOT Nov ‘19. Manual. Seven seats. Rear suspension overhauled. Tuning box, EGR removed. Welded, undersealed. £2995. Scunthorpe, Lincs. 07910 008176 02/18

RR L322 Vogue 3.0 TD6 (2005). 110,000 miles. MOT June ‘19. Runs, drives well, smooth auto. Sandstone interior. Heated seats, climate, sat-nav. £5500. Chipping Norton, Oxon. 07887 848428 01/19

RR Classic Pick-Up 3.9 V8 EFI (1993). 141,850 miles. Converted by Maddison 4x4. Auto. Dry stored for 3 years. Bespoke frame, converted 2012. £3499. Kirkbymoorside, North Yorks. accsubsea@hotmail.com 01/19

Series III restored bulkhead Sandblasted, zinc-primed, seam-sealed, 2K primed ready for colour. £1200 ono. Scottish Borders, Melrose. For more details call: 07870 505716

Defender 110 300Tdi SW (1998). 136,000 miles. MOT March ‘19. New cambelt, battery in last year. Never off-roaded. Good tyres. Swing away arm on rear. £8500 ono. Milton Keynes, Bucks. 07816 327559 11/18

Discovery 1 Early 200Tdi (1989). Recent boot floor, cambelt, water pump. Rolling resto. Rare three-door. Original radio, service and owner’s book. Heritage cert. £2500. Birmingham. 07694 450448 12/18

RR Classic 200Tdi (1993). 175,000 miles. MOT Oct ‘19. PSH. Interior VGC. New discs and pads. Sills, mount points recently welded. New clutch, bumper. £6000. Leeds, West Yorks. 07984 004843 01/19

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

For Sale

2 & 4 Door Classic Range Rovers, all parts, body shells and doors. Located in the Midlands, 5 minutes from junction 15 on the M6 Tel: 07842 818294

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

Servicing, Repairs, Diagnostics,

Discovery

Freelander

Series II, IIA, III Autobook workshop manual. 1959-1976. VGC. £6.50. 07989 951895 03/19

Series III Parts for Sale Would like all parts to go in one lot. The parts would help anybody doing a restoration or just having spares to hand. The list is too vast to mention everything, but here are some of the new and serviceable parts: rear parabolic springs, radiator, fuel tank, steering relay, camshaft kit, brake drums, two gearboxes, wings, bonnet, axle, seat box and more. £1000 for all. 07568 568577 01/19

QUADZILLA UTV & ATV Dealers Discovery 2 Td5 (2002). 111,000 miles. MOT July ‘19 – no advs. Manual. Cambelt, bearings done. New water pump. No leaks or lights on dash. Good tyres. £3000. Paignton, Devon. 07748 240028 09/18

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

L44 TDS Offers to 07967 475608

Miscellaneous

Registered To Land Rover Online Service System

Discovery 2 Td5 (2002). 118,400 miles. Serv’ hist’. MOT Nov ‘19. Clean car – well looked after. Chassis welded. Selling due to D3 purchase. £1200 ono. Stanford-le-Hope, Essex. 01375 404271 03/19

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21/09/2018 15:56

Range Of Britpart Brake Discs Exact OEM specification

> Low noise > Installation ready - no need for cleaning before use > Anti-corrosion coating which provides a long lasting clean appearance, ideal for today’s open rims > Disc run out - ≤0.08mm > Unbalance requirement - ≤150g.cm > Coating - 5~20µm NA paint > Salt spray test - 120 hours LR017951G/FRC7329G LR017952G/FTC902G FTC3846G LR017953G/FTC1381G LR018026G/SDB000330G LR017951G/FRC7329G LR017952G/FTC902G LR017953G/FTC1381G SDB000380G SDB000470G SDB000614G SDB000604G SDB000646G SDB000636G SDB000624G SDB000604G LR025946G SDB000646G SDB000636G LR059122G LR007055G LR061388G SDB100830G SDB101070G LR000470G/LR027107G LR001019G LR007055G LR001018G LR039935G

Defender - 1987 - 2006 & 2007 onwards Defender - 1987 - 2006 & 2007 onwards Defender - 1987 - 2006 Defender - 1987 - 2006 & 2007 onwards Defender - 1987 - 2006 & 2007 onwards Discovery 1 Discovery 1 Discovery 1 Discovery 2 Discovery 2 Discovery 3 Discovery 3 Discovery 3 Discovery 3 Discovery 4 Discovery 4 Discovery 4 Discovery 4 Discovery 4 Discovery Sport Discovery Sport Discovery Sport Freelander 1 - up to YA999999 Freelander 1 - 1A000001 onwards Freelander 2 - petrol Freelander 2 - petrol Freelander 2 - diesel Freelander 2 - diesel Freelander 2 - from DH000001

Front Front Rear Rear Rear Front Front Rear Front Rear Front Front Rear Rear Front Front Front Rear Rear Front Front Rear Front Front Front Rear Front Rear Rear

Solid Vented Solid Solid Solid Solid Vented Solid Vented Solid Vented Vented Vented Vented Vented Vented Vented Vented Vented Vented Vented Solid Solid Vented Vented Vented Vented Solid Solid

IMPORTANT BRAKE INFORMATION For exact change over points with vehicle applications please contact your local Britpart distributor with the full chassis number for the correct application. These reference are intended as a guide only.

LR017951G/FRC7329G LR017952G/FTC902G LR017953G/FTC1381G NTC8780G SDB000470G SDB000614G SDB000604G SDB000624G LR025946G SDB000646G SDB000636G LR016192G LR016176G LR038934G LR033303G LR033302G SDB000201G SDB500182G LR031843G/SDB500193G LR031845G SDB000211G LR031844G/SDB500202G LR016176G LR031846G LR016176G LR038934G LR033303G LR033302G LR007055G LR027123G LR059122G

Range Rover Classic - 1986 - 1991 Range Rover Classic - 1986 - 1994 Range Rover Classic - 1986 - 1994 Range Rover P38 - 1995 - 2002 Range Rover P38 - 1995 - 2002 Range Rover Sport - 2005 - 2009 Range Rover Sport - 2005 - 2009 Range Rover Sport - 2005 - 2013 Range Rover Sport - 2010 - 2013 Range Rover Sport - 2005 - 2013 Range Rover Sport - 2005 - 2009 Range Rover Sport - 2010 - 2013 Range Rover Sport - 2014 onwards Range Rover Sport - 2014 onwards Range Rover Sport - 2014 onwards Range Rover Sport - 2014 onwards Range Rover L322 Range Rover L322 Range Rover L322 Range Rover L322 Range Rover L322 Range Rover L322 Range Rover L322 - 2010 - 2012 Range Rover L322 - 2010 - 2012 Range Rover L405 Range Rover L405 Range Rover L405 Range Rover L405 Range Rover Evoque Range Rover Evoque Range Rover Evoque - 17”

Front Front Rear Front Rear Front Front Front Front Rear Rear Rear Front Front Rear Rear Front Front Front Front Rear Rear Front Rear Front Front Rear Rear Front Rear Front

Solid Vented Solid Vented Solid Vented Vented Vented Vented Vented Vented Vented Vented Vented Vented Vented Vented Vented Vented Vented Solid Vented Vented Vented Vented Vented Vented Vented Vented Solid Vented