The Landy - May 2023

EVERY MONTH: THE WORLD’S ONLY LAND ROVER NEWSPAPER

OUR DEFENDER ULKHEADS USE PROPERL PRESSED PANELS’

Overleaf: Two years of development yield a bulkhead boasting all the features of the original INSIDE

ISSUE 113

MAY

All the usual news, products, features and more in this month’s issue of The Landy – the only LR newspaper

FUTURE PROOF YOUR LAND ROVER

Our most popular chassis variants are normally available from stock for immediate collection

Jedi 4x4 talking about the Richards Chassis 200tdi bulkhead they recently fitted

Defender bulkheads now in production and available either galvanised or E-coated

“It’s that good we’re thinking of adding one to the workshop wall to show folk the quality and attention to detail”

Background

Richards Chassis has been at the forefront of replacement Land Rover chassis manufacturing since the company was formed in 1984. All of our chassis are manufactured in the UK at our own factory near the ‘steel city’ of Sheffield, using locally sourced parts and materials. Over the years we have gathered a huge amount of knowledge and experience, which has helped us to become the largest manufacturer of aftermarket Land Rover chassis.

We are constantly investing in improving our processes and products – in the last few years we have completely redesigned and rebuilt all of our main assembly jigs and manipulators, and have installed a new fibre laser with a 4m bed. This investment has enabled us to improve both product quality and productivity, allowing us to manufacture up to 50 chassis each week.

We manufacture a very wide range of chassis, from the very earliest Series Ones to the last of line Defenders, as well as Series 2a/2b Forward Controls and Discovery 2. With our newly revised jigs we also have the ability to fully jig certain ‘custom’ chassis, such as 6x6, and winch challenge chassis, and are happy to work with our customers to develop other bespoke chassis, for example for Land Rover based electric vehicle builds.

We are currently developing a jig to allow us to build Range Rover Classic and Discovery 1 chassis, and expect to be able to offer these later in the year.

Our most popular chassis are generally available from stock for immediate collection, and up to 12 months interest free credit is available, subject to conditions.

We ship our products worldwide, and within mainland Britain we have our own dedicated compact delivery trucks which are fitted with offloading cranes and allow us to deliver to even remote locations safely.

Our new range of Bulkheads

After over two years of press tool development working in conjunction with DDS Metal Services we are now producing bulkheads for Defenders, which we believe are the best on the market. Utilising properly pressed panels has allowed us to replicate the features of the original parts, making fitting much less time consuming. We are currently producing bulkheads for Defender 2.5NA/TD, 200tdi and 300tdi, with Td5 variants coming in Spring 2023.

These are offered in either galvanised or E-coat finish; E-coating is a electrostatically assisted dip paint process which provides a smooth surface and full coverage inside and out, without causing the slight rippling which happens during galvanising.

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

We’re on Facebook: www.facebook.com/thelandyuk

Lego launches a Land R ’ spring an oil leak

The model has working steering and suspension, which sounds like a bit of an authenticity fail in the case of some Defenders we could tell you about, as well as opening doors and bonnet. No seized release cable here, thank you. The doors in question are fairly certain not to rot from the inside, too. The interior, meanwhile, is ‘based on the full-size Classic Defender,’ so look out for someone’s trousers hanging from the door catch and a dashboard that’s been eaten by a dog.

Lego launched the set with a challenge worthy of Land Rover itself. The company parked a real Defender in the Scottish Highlands and used it to house what it calls the hardest-to-reach Lego Store in the world. Then it set adventurers Raha Moharrak and Aldo Kane (you know, them) the task of racing to be the first to find the vehicle and build the new set. There’s a film of the whole caper at www.lego.com/Defender.

BEFORE THE NEW DEFENDER WAS LAUNCHED, Lego did a sort of sneak peek of it which those in the know said was actually a pretty accurate replica of how the real thing was going to look. Whether they were on a deliberate wind-up, or just deranged, is unknown, but now there’s a new ego model of the original Defender – whose accuracy has to be seen to be believed.

The Lego Icons Classic Land Rover Defender 90, to give it its full name, was created to cash in on and Rover’s 5th anniversary. Available to buy from

1 April (why in od’s name didn’t they do a proper ob and make it the 30th ), this measures 32cm when built – and has a two-in-one format, allowing you to create an everyday road-ready model or one that’s been customised for off-road adventures.

For the latter, the kit comes with a roof rack, raised air intake, front bumper with working winch, side rails and toolbox, plus traction plates for crossing mud and sand. There’s a functioning winch to go on its front bumper, too.

‘Bringing the Classic Defender to life in bricks was no easy challenge,’ says ego Design Master (an actual ob title) urt ristiansen. ‘Defender can take you anywhere, so during the design process we wanted to infuse the set with that sense of adventure. e can’t wait to see fans’ reactions.’

The full kit contains 2336 pieces, which ironically is the same as our old 90’s CV oint ended up in one morning after we’d left it parked up for the night. It costs 209.99 finally, some authenticity we can actually recognise.

Laning community mourns the loss of a great Land Rover man

Matt Henchcliffe was born on Friday the 19th of ovember 1971 in Warwickshire. He was a keen Land Rover enthusiast and became chairman of the reen ane Association.

Matt was enthusiastic about trains from a very early age. At school, he was regularly told that he would never get a job by staring out of a window all day, yet In his late twenties he applied for a job as train driver and was accepted. For Matt, this was a dream ob Matt had many and Rovers over the years. These included a Range Rover, which he quickly came to realise wasn’t

suitable for the type of green laning he was doing. Following this he bought a modified Discovery which he considered a more capable and robust vehicle for use on the lanes.

He final fleet consisted of a TD5 Defender 110 (his green laner) a Puma 110 (his utility vehicle) a 99 eBay 90 (possibly the most rotten and Rover I have seen) and a new-shape Defender (his daily drive).

Matt hadn’t done a great deal of green laning in recent times, as in 2016 he started creating a life in Blaenau Ffestiniog, a place he loved. He sold his home in uneaton, bought property

in Blaenau and started businesses in the area, as well as taking on a hotel during lockdown.

He always said to me that he spun many plates. ith his family life, business ventures, property development, cleaning company, continued freight train driving and voluntary work for the Green Lane Association, as well as efforts to re-open part of a decommissioned railway track and running the ueens Hotel in Blaenau Ffestiniog, he really wasn’t exaggerating He will be missed by many. To a great man, Rest in Peace.

Sam Helliwell

EUROPE’S NO.1 RECONDITIONED LAND ROVER ENGINE

ab

Memories are made of this

An idle scroll through the family WhatsApp car chat reminds Tim Gibson of the role of history in appreciating your Landy

SO IT’S SATURDAY MORNING and I’m contemplating my phone after the weekly Lidl run while waiting for the kids to come out of swimming club. Nicely stocked up with prepacked pains au chocolat and Maasdam cheese, plus a few random tools from the middle aisle (oh, and a vacuum cleaner, obvs), I notice a new message in the ‘car chat’ hatsApp group to which my brother, my nephew and I contribute images of tidy motors we’ve spotted on our travels.

It’s from Henry, who’s currently studying agriculture at university. Fair to say his contribution to the group has ratcheted up a notch since arriving at college. It seems the car park is full of

pleasingly rural motors in various stages of modification. hich is kind of inevitable when you think of the demographic. It’s the equivalent of having a ‘posh meals’ chat group with someone who’s at catering college. They’re going to win the contest for best image, every time.

This pic is of the tidiest 90 I’ve seen in a long while. B-reg with original County stripes up the side. Understated as ever, my nephew sends the image with a casual thumbs up and a comment acknowledging the andy’s niceness. My brother and I are quick to agree, assailing him with all sorts of questions about the state of the chassis, the bodywork, the paint job, the engine and the interior. He answers those he can, but it’s a Six ations

day, so he falls silent once the Student Union bar opens.

All this prompts me to look back on our exchanges over the years since Henry set up the group. As you’d expect, the feed is dominated by and Rovers, of every hue and vintage. There’s the insanely tricked-up Disco 1 I spotted outside a local haulage yard wearing Simex Extreme Trekkers, Safari snorkel, Devon 4x4 metal accoutrements and all that stuff. ot really my cup of tea nowadays, but there was a time when I’d have salivated at such a vehicle. I mainly shared the photo as a throwback to an era when hairy-arsed challenge trucks still looked like actual Land Rovers.

Then there’s the Evoque I snapped while I had it on test for, er, a rival

magazine (don’t tell the boss, will you ).

I loved that car but the boys teased me all week about its gaucheness. That’s why I shared a picture of it in deep mud, ust to show that it could mix it with the best of Solihull. I’m not sure they were convinced.

And then you have the farm trucks and working vehicles my brother spots while out and about for work. These are usually good honest Land Rovers earning a hard living in tough circumstances. Just the sort of car that got us all into the green oval in the first place.

Scroll back far enough, and one vehicle is a recurring presence. It’s the Defender truck cab Henry and Phil bought a few years ago from a family

friend and are slowly sprucing up while retaining its essential character. It’s featured in these pages from time to time and it’s a oy to monitor its steady progress with a flick of the thumb. Here come the BF -shod Freestyle alloys and the Exmoor Trim interior. n goes the new front bumper and off comes the Ifor illiams hard top.

Even against that tidiest of 90s spotted by Henry before the allure of the rugby did for his attention, the family 90 comes up trumps. It’s part of our history, see. And, when it comes down it, that’s the difference between a car you admire, maybe even wish you could own, and one you love. Memories. And a decent set of Mud Terrains.

Words: Tim Gibson

We’re on Facebook: www.facebook.com/thelandyuk

Get out there and explore this summer

One of the biggest mistakes I’ve ever made, waaaay back when I was a young and over-confident editor on the now-defunct Land Rover World, was to assume it was an off-road magazine. I had come to it from being deputy editor on sister title Off Road and 4 Wheel Drive, a trade which to be honest I was still learning, so when the bosses threw me in the deep end, the notion that a Land Rover publication could be anything other than just an offroad title never ever occurred to me.

onetheless, a and Rover magazine can hardly help but be about off-roading at least a bit. Even if you come at it as a classic car fan, or someone who likes bling trucks, if you’re into and Rovers without being at least a bit interested in off-roading you’re a rare breed indeed. This is the lengthy preamble to me saying that yes, I know, not all of you like green laning. ne early would-be stockist of the Landy sent all his copies back when he found a story about green laning in the first issue, describing us as ‘those idiots who wreck the countryside.’ rong. Moronic, and wrong. But I’m not here ust to defend something I love against the fascist rantings of an idiot. Rather, I’m here to encourage you all to spend some time this summer en oying the gentle pleasures of the lanes. It doesn’t matter what kind of and Rover you drive. Nine out of ten lanes are suitable for any of them. It’s always good practice to go laning with others, but there are many parts of the country with networks of lovely, easy unmade tracks you can pootle around on to your heart’s content – and doing so on a balmy summer’s evening is one of life’s greatest pleasures.

We have a wonderful organisation in the Green Lane Association which works hard to keep the lanes open, safe and usable. And in the lanes themselves, we have a resource which, while it must not be abused, is there for us all.

And most of all, in your and Rover you have the perfect vehicle in which to en oy this unique part of Britain. After all, one of the biggest mistakes you could ever make would be to assume that you don’t drive an off-roader

Alan Kidd, Group Editor

553244

Land Rover Chassis

Land Rover Bulkheads

Custom Build Chassis

Gaydon set to celebrate Land Rover’s 75th anniversary on 7-8 May

LAND ROVER’S HISTORIC TH ANNIVERSARY is being marked in all sorts of way. Some of them involve people spending astronomical sums of money on ‘celebration’ vehicles – while others, like the ninth Gaydon Land Rover Show, simply involve people getting together to enjoy Landies the way they do every other year. nly this time, the landmark anniversary makes it that much more special.

This year, the show takes place on -8 May at the British Motor Museum in aydon, arwickshire. It promises to showcase hundreds of Land Rovers from throughout the company’s history, including Defenders, Series I, II, IIA and IIIs, Discoverys and Range Rovers. Starring among these will be HUE 166, the first pre-production andy.

As it has in previous years, R’s own and Rover Experience will be at

the show, demonstrating the technology and capabilities of current Land Rover and Range Rover models over a series of man-made obstacles. Visitors will be able to experience this from on board the vehicles as they’re piloted round the course by RE’s professional instructors.

The hub of the show will be the Arena, where Dave Barker and his team of experts and enthusiasts will provide live commentary as well as inviting owners, restorers, club members and everyday and Rover fans to share their stories. Then on the Monday, there will be a special tribute to the 1948 Motor Shows at which the Land Rover (as well as the Morris Minor and aguar 120) were introduced to the world.

The show organisers promise that this will be a great event for all the

family – so much so that also on Monday, there’ll be a ‘Mini Me’ kids trial with small-scale vintage and modern Land Rovers touring around the show arena. Children are invited to display their own ‘Mini Me’ and Rovers, with all miniatures welcome. The Bank Holiday Monday will also feature live music from vintage singing trios My Favourite Things and The Barn-Ettes. n top of all this, the show will feature a trade area for those seeking merchandise and spare parts. Camping will be available on the Sunday evening, too, at a price of 25 when booked in advance.

Talking of advance prices, these are 14.50 per adult 9 per child (5-16 years) 12.50 per concession and 40 for a family. To find out more, visit www.britishmotormuseum.co.uk then track it down under the hat’s n tab.

Products

The latest and best equipment, parts, tools, accessories and more for Land Rover owners

Universal bulkheads for pre-Puma Defenders

Price: ca £3300 inc VAT • Available from: www.britpart.com

IF YOU’VE GOT A DEFENDER, OR PRE-DEFENDER, dating from 1983-2006, there’s a pretty strong chance that if it doesn’t need a new bulkhead yet, it soon will. Hence this British-made Universal Replacement Bulkhead from Britpart, which comes in a kit with loose brackets allowing for all the differences with which they came out of the factory from model year to model year. So whether you’ve got an early 110 with a 2.25, a doughty Tdi or a hardcore Td5, when (not if) the bulkhead lets go Britpart will be ready and waiting to save you.

Britpart warns that when you’re installing one of these, you may need to make some modifications to the transmission tunnel. This will, for example, be the case with a V8 model. Any alterations that are required will, however, only be minor.

Range of new and upgraded items to light up Nightsearcher’s 2023 catalogue

Price: Varies

From: Nightsearcher stockists

WE’VE REVIEWED NIGHTSEARCHER’S LED LIGHTING PRODUCTS before in these pages and found them to be good stuff. And now the company has launched its New and Upgraded product catalogue for 2023, so we’re expecting this to be full of good stuff too.

Nightsearcher says its products are ‘continuing to push the boundaries of lighting technology’ and that it’s ‘designing and manufacturing premium, rechargeable and portable LED lighting solutions.’ The catalogue features various new highlights in its line-up, all of which will be doing their best to back up these claims, which include:

• Kanga Star: A range of high-powered work lights designed to operate from leading power tool batteries. These also have their own stock battery as well as an AC mains power adaptor.

• iSpector Mini: A slimline, fold-flat inspection light that fits conveniently into your pocket. This has three separate LED lamps, allowing a choice of wide-beam work light, focussed work light or a spot-beam torch, and can be orientated in any direction to illuminate your workspace.

• Nova Star: A highly adaptable work light with five lighting modes, an adjustable kick stand, an integrated hanging hook and a magnetic base.

• Zoom 600R: A heavy-duty, pocketsized flashlight with an integrated zoom function designed for searching either at a distance or in close, confined spaces. Its lens can be rotated to adjust and focus the beam of light as desired, from a 250-metre spot beam to a diffused, wide beam.

New SUV tyre from Davanti promises all-seasons ability for snow and ice

Price: Varies

Available from: Davanti dealers

IF YOUR LAND ROVER IS MORE OF AN SUV THAN A TRUCK, and your choice of tyres is based more on longevity and all-year grip than the ability to self-clean in foot-deep clag, Davanti’s new Alltoura H/T 4-Seasons could be for you. The company’s first all-season passenger car tyre designed with SUVs in mind, this has a unique tread pattern promising ‘a perfect balance of performance, stability and durability.’

Davanti says the tyre balances the technical attributes of both winter and summer patterns – and that it will deliver leading performance in the process. Its tread block design was engineered for stability and durability under heavier loads, while deep longitudinal grooves and a large contact patch promise sure-footed grip in wet conditions. In addition, it’s made with solid outer blocks for a precise response to steering inputs.

The result of all this is a tyre that’s grippy on wet and dry surfaces, even under heavy loads – and that’s not fazed if those surfaces are covered in snow and ice. The Alltoura H/T 4-Seasons is also Three Peak Mountain Snowflake (3PMSF) certified, allowing it to comply with legal requirements in countries with winter tyre legislation. And it’s as good in the summer as it is the rest of the time, so there’s no need to put them in a hotel when there’s an R in the month.

‘Expanding the all-season tyre range at the start of 2023 is a great way to begin the year,’ says Davanti’s general manager Peter Cross. ‘The Alltoura H/T 4-Seasons sits alongside the Alltoura 4-Seasons and Vantoura 4-Seasons, meaning Davanti Tyres now offers high-performing and economical all-weather solutions for commercial, passenger and SUV vehicles.

Also, thanks to the team’s incredible work to engineer a tyre with a tread pattern specifically for SUVs and the ability to adapt to varying climate conditions, we have a tyre which is a leading benchmark for all-season SUV tyres.” The Alltoura H/T 4-Seasons is available to purchase now, in a variety of sizes to fit wheels ranging from 16” to 19” in diameter.

High-performance cooling kits for V8 Range Rover

Price: ca £330 plus VAT

• Available from: www.britpart.com

FEW THINGS GO TOGETHER LIKE A RANGE ROVER AND A V8 ENGINE. But also, few things go together like a V8 engine and overheating.

That’s why Britpart is now offering a range of Revotec cooling kits for versions of the Range Rover Classic running ye olde Buick lump. These include a fan controller, two 13” high-power suction fans and all the laser-cut brackets you’ll need to install them.

The kits use slimline Comex fans, which have balanced blades for quiet operation and are rated to run continuously. They’re also rated to IP68, so they won’t object to the odd dunking or life in a cloud of desert dust.

Running the fans is Revotec’s own electronic controller, which offers instant response, no interruption to water flow and an adjustable range of

temperatures from 70-120°C. Installing it promises to be an easy job, with just three wires to connect, and mounting the fans themselves requires no permanent modifications to the vehicle.

Three separate kits are available. These are for V8 Range Rovers up to 1985; those from 1985-1993; and softdash models from 1992-1994.

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

We’re on Facebook: www.facebook.com/thelandyuk

www.thelandy.co.uk

Issue 113: May 2023

Drive-in cinema? Here’s a drive-anywhere cinema

There are many things that you might expect to find in the back of a camper van. Beds, sofas, sinks, fridges, cookers, storage cabinets… this Defender 130 has all of those. But this particular camper conversion was done by RIG Automotive, which specialises in making them a bit different – which is why, in addition to all of that, it contains a motorbike. And as if that’s not enough, it’s also a self-propelled cinema…

Words: Olly Sack

Pics: Vic Peel

Acouple of issues back, we featured a very cool grey 130 that had been turned into a lifestyle-led expedition vehicle by Newark’s RI Automotive. Among the many

things about it that made it different to your average overland truck was a slide-out cradle for a mountain bike. ell, now we have another RI creation. And they’ve one-upped them-

selves with this one, because it doesn’t ust have a mountain bike in it. It has a full house motorbike. A Super Soco TC electric motorbike, no less, allowing the and Rover’s lucky owner to drive to the trailhead of his or her choice, pitch up in the coolest camper around then set off into the wilderness making hardly a sound and leaving nothing more in the atmosphere than a faint whiff of self-satisfaction.

So, this is a and Rover with a motorbike in it. Further investigation is clearly required.

hen you swing open the 130’s rear doors, the bike is indeed the first thing

you notice. But it’s not actually the first thing you see. Rather, your eyes are overwhelmed by the sheer amount of cool stuff on display. Stuff like a sidehinged folding double bed, a kitchen area with a sink and hob, a wall-mounted iPad and, if the roof has been popped up, an in-vehicle cinema. Drive-in movies Pah. RI has driven the movies into the car. And that’s ust the headline stuff. ou don’t actually clock it all straight away, because the standard of fit-out and the quality of materials everywhere you look is ust so eye-popping. The cabinets in the living space look like they belong in a fancy yacht, and the floor and roof are trimmed in what looks like teak.

Did we mention that the motorbike is colour-coded to the vehicle Its tank shell matches the 130’s rasmere

reen body colour, and its saddle is trimmed in the same tan leather as the andy’s seats. The overall appearance is good – and the details manage to be even better.

The truck is one of a batch of 130s which Richard ill, whose initials give RI its name, bought during lockdown with a view to creating a line of very high-end leisure vehicles. The company is not one of those hard-nosed efforts to make a buck by riding the wave of interest in blinged Defenders –it’s the sort you can getting away with starting up when you’ve already made your money in another line of business altogether and it’s time to indulge your passion for cars while at the same time making things that people want to buy.

ot that Richard’s in a busting rush to sell anything, judging by the collection we found when we paid him a visit – beautifully restified classic cars including a Porsche 911, Fiat Panda 4x4 and Mini Cooper S, not to mention a trio of these amazing and Rovers.

The 130 you’re looking at here was built in 2009, making it a 2.4 TDCi with the 6-speed etrag box. A Stage 1 tune helps get the best from the Transit-sourced diesel. The vehicle has covered a total of 22,000 miles in the

years since then, which comes out at around 1600 a year, so as you see it here it’s barely run in.

The engine turns a set of 285/60R18 Cooper eon T s, which ride on Rostyle alloys from Twisted. They’re a bit wider and definitely lower-profile than you’re used to seeing on 130s, but very much in keeping with the theme of the vehicle (not least because they, too, are colour coded to its body). Rear helper air bags are fitted to keep the truck sitting level even with all the extra weight in the back.

The real story, though, is what’s been done to turn this into a lifestyle camper van. e mentioned the fluted tan leather seats, and these feature in a cabin whose dash and cubby box have been trimmed in the same material. There are various other touches, like aluminium door handles and a Pioneer system running Apple CarPlay and Android Auto via a 6.2” touch screen, but this is also a fine example of not overdoing it. e’ve all seen Defenders whose cabins look like the inside of a Texan brothel, but this one is mercifully restrained. Do the headline stuff, and do it well, then keep your hands off the bits that don’t matter – the temptation is always there to lob more and more in

the basket but every good design starts with a plan and this one has clearly stuck to it.

In the back, we mentioned the kitchen and this features a gas hob, electric

fridge and Can Foldy sink, the latter fed by an onboard hot water system. There’s a diesel-burning space heater for when it’s cold and an air conditioner for when it’s hot – in addition to the normal in-car air-con up front. The folddown bed is also used as a sofa, and there’s another double bed in the roof.

ou’d have the pop-top open for sleeping this many people and when it folds upwards it reveals the movie screen, part of a Nebula projector set-up. ess eyeball-grabbing, but still every bit as important when you need them, are features like USB chargers, an electric hook-up point and pop-up 240v plug sockets.

A and Rover like this will never be to everybody’s taste, and it certainly won’t suit everybody’s budget. But the more you look at it, the more there is to admire – and, in the time honoured fashion, the more there is to nick. ot in the literal sense, we hasten to add – RI Automotive was a fixture at last year’s reat British and Rover Shows,

and alongside the many people who visited its stand simply to marvel at the vehicles, there was bound to be more than just a few taking notes for the purpose of copycattery.

Does this mean there’s soon going to be a glut of expedition-prepped 130s sporting a motorbike in their back ends e very much doubt it, however cool this one is. But it’s likely to encourage Defender owners to think outside the box for their own builds – not to mention driving up the standard to which the best vehicles are finished.

In an ever-more competitive marketplace, ‘the best’ is the level everyone needs to be achieving. Some succeed, some never get off the ground then try to hide the evidence, while others are so creative they defy being pigeonholed. hich is what Richard ill did with this and Rover – and when you look at the amount of features packed into it, you can see why people continues to flock around it at every show he visits.

+44 (0) 1948 545132

INFO@HERITAGE1948.CO.UK

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

Our handmade Hoods are inherently more accurate than machine produced counterparts allowing for an enhanced t and exceptional quality control.

Heritage 1948 has taken great care to ensure all our Land Rover Hoods have an enhanced life span and are all nished with period correct Solid Brass ttings.

88"/109" BIKINI HOOD STICK KIT, LAND ROVER SERIES 2/3 £326

88“

88“

CENTRE SUPPORT HOOP, SWB £48.50

3-4 HORIZONTAL TIE 'SHORT' £24

HORIZONTAL TIE BAR ‘LONG’ £24

88” HORIZONTAL TIE BAR, FULL HOOD £37.50

88”

/ 109” DRAIN CHANNEL BRACKET £8.50

/

109”

/ 109” OVER DOOR DRAIN CHANNEL £62.50

All of our Seating uses quality High Density Foams with a selection of Durable Vinyl or Cloth Covers to produce a quality Seat that will provide years of service.

+P&P

Heritage Leather Rim Steering Wheel

Anodised Body

Black

Leather Rim

Beech

Wood

Superior Quality Hood Sticks Made in Somerset

A V-sign of things to come

Words and pics: Mike Trott

It’s quite rare these days to find an old and Rover that’s still on its original engine. Solihull fitted many different units as original equipment down the decades, and for each of them you’ll find half a dozen others that have been mangled into place by the vehicle’s owners. If you don’t like the engine that’s in your andy when you buy it, chances are someone else has already done the conversion you’re having a dispute over in your head.

Take the popular option of replacing early diesel engines with a Tdi. r the more recent one of replacing more or less anything with a BM M5 . There have been crazes for Perkins, Mazda and issan engines, the Ford V6 used to be everywhere and of course we all love the sound of a Chevy V8. et’s not ruin it by bringing things up to date with the issan eaf, though Anyway, engine transplants have traditionally been a thing people do to and Rovers of a certain age. But, some 50 years ago the boffins at Solihull carried out one of their own that still echoes today.

The clue lies under some covers in the midst of the fascinating Dunsfold Collection and it’s a vehicle that is unique. From the outset it looks like an unsuspecting short-wheelbase Series IIA, but for a somewhat unusual exterior complexion.

At one stage this Series IIA 88” did have another two brothers, but they were broken up into parts, leaving this vehicle on its own. It represents the dawning of the factory’s love affair with the V8 engine.

In the late 1960s, the birth of the Range Rover was fast approaching. eedless to say, and Rover’s engineers were doing plenty of head scratching when it came to deciding what should power their luxurious new member of the reen val stable.

A 2.25-litre petrol or diesel engine may have sufficed in the agricultural workhorses that were the new Series IIAs of the day. However a Range Rover indicated a step away from ‘tractorness’ and a move towards aristocratic tendencies. Something smoother, bigger and more easy-going

would be needed to match the Range Rover’s philosophy.

f course, the Range Rover would still need to be able to be used as a 4x4 and be able to tow rand ational horses and the like, but this was a car for the upper class.

In 196 , and Rover turned to Buick. America was head over heels in love with the petrol V8, and one of Solihull’s own importers had already put one into a short-wheelbase IIA then driven it from coast to coast, put it on a freighter and shipped it to England to prove to head office that it could be done.

ne of the main appeals of the Buick 215, as it was called, was its lightweight all-aluminium construction for the block and cylinder heads. Buick had started pencilling in the ideas for this V8 in the late ‘50s, meaning it was over a decade old in terms of technology before even reaching the Range Rover, but it still had many merits.

In 196 one of Buick’s 215 V8s was slotted into the sky blue Series IIA you see here. It was a prototype motor and the sole purpose of the exercise was

These days, a diesel engine is the kind that makes sense for most Land Rover owners. But back when the original Range Rover was on the drawing board, Solihull needed a proper lump to make it go. And the Series IIs it used as test beds for its newly acquired Buick V8 were to become the unwitting sign of a glorious future…

for car and engine to work as a testbed for the approaching Rangey.

This and Rover, along with its two siblings, was tasked with carrying out test mileage on the engine to make sure it was suitable for the car that eventually appeared in 19 0. They were fitted with high-ratio differentials

and this one still possesses the Series IIA crash gearbox. It also carries larger brakes at each of its corners, and in addition it’s fitted with radial tyres instead of the usual crossplies – providing increased safety at speed.

Perhaps this sounds a bit unnecessary for a vehicle that had late ‘50s

tech. But when you consider the fact that this Buick-derived V8 still produced 130hp even in its detuned and Rover format (almost double the horsepower from a 2.25 petrol) then and Rover were right to take precautions

I’ve been lucky enough to get behind the wheel of this and Rover and

experience some of the nostalgic throwback it offers to a time when big engines weren’t quivered at. Hell, they were applauded, and size really did matter. Starting up the 3.5-litre V8 and knowing its origins immediately struck a chord with me. ou don’t ust hear the basic technology and sheer rawness of the engine, you also feel it wanting to bear hug you through the steering wheel.

The sound is euphoric, even at low speeds on a summer’s day on a field of grass. It’s a vehicle that gives you a moment, a moment to treasure for years to come. I’d like to think that it gave one of the test drivers a similar moment when they confirmed in their minds that this was to be the engine for the Range Rover – the vehicle that made and Rover more than ust a one-model company.

aturally, as the years went by, the Range Rover received engine updates, with the most notable being the introduction of ucas fuel in ection in 1984 that pushed the motor’s output to 155hp. Then, in 1990, the engine was bored out for the 3.9-litre EFI and again for the twilight days of the 4.2-litre fitted to the long-wheelbase SE.

The V8 was a fantastic servant for Solihull, covering almost three decades of reen val production.

e mustn’t forget the other servant in this story either, our guinea pig of a Series IIA. Having completed its days as a test-bed, the and Rover found a ob as a tow vehicle for a surface friction trailer situated at aydon’s test track. Dunsfold say that it had been converted to a station wagon by this stage and had come in useful for testing again, only this time it was a paint mule for the Masai Red and Sahara Dust roof combo.

After several years of work for and Rover itself, this little andy with a big heart fell into the hands of the Dunsfold Collection. They have since gone on to give the IIA a full ground-up restoration and have returned it to the days of the late ‘60s, where it was emblazoned with this lovely light blue tone.

Something else about that blue paint. It was never actually a production colour – it’s a true one-of-a-kind, ust like the andy itself.

It may be the only surviving and Rover out of the three, but this very machine helped ensure the very early survival of the Range Rover itself. ou might not think about it too often, but when you do, it is worth remembering that the 322, P38 and even the Evoque, the fastest-selling and Rover of all time, all owe a lot to the hard work of this very special vehicle.

We’re on Facebook: www.facebook.com/thelandyuk

Wild beast mode

www.thelandy.co.uk

Issue 113: May 2023

Words and pictures:

There are many reasons for going on an expedition. There’s the landscapes and environments you’ll see, the people you’ll meet, the sheer joy of the road… all of them go together to make overland travel one of the best things you can ever do.

Most of all, though, when your travels take you into the world’s wild places, you’re sharing them with the wild animals who live there. And this is never more evident than it is in Africa.

ow, it would be very easy to make a joke here about Nairobi. While making our travel plans, we heard endless dire warnings about the city people refer to as ‘ airobbery.’ If you’re taking the classic route through Africa, you’ll almost certainly fetch up here at some stage, so you’ll hear the stories too, but we spent a week in the enyan capital without even having our wallets

lifted. It’s not too hot and humid, being at 1800 metres above sea level, and if you’ve travelled from Britain you might actually find it quite comforting, because its supermarkets may well be the first you’ve seen since leaving Europe.

This is all worth knowing, because Nairobi is the travel hub for overlanders heading into Tanzania. And this in turn is the nation with perhaps the best game reserves in the world.

Having stayed longer than planned in airobi, courtesy of one or two little road-related matters including the need to replace the first wrecked tyre of the trip, we were running about ten days behind schedule as we left the city and headed south. e weren’t going to let that concern us, though. As well as game reserves such as Serengeti and gorongoro, Tanzania is also home to anzibar, one of the world’s most exotic

tropical islands. So we had no intention of rushing through the country!

It seemed reasonable to assume that there would be a decent, signposted road between enya and Tanzania. But no. Heading out of airobi on the Mombasa Road, we looked in vain for signs pointing south to Tanzania. After much head scratching, we realised there weren’t any. o signs, and not even a unction either. Instead, we needed to improvise and do some impromptu off-roading to pick up the right road. And then there were the roadworks. Mile after mile of road was dug up and traffic was simply diverted into the bush on rough, dusty tracks. hat was supposed to be an easy ourney was becoming slow and tedious. ever mind, we thought, at least in Tanzania the situation would improve Ha ha.

The border crossing was fairly efficient, but we really needed to get our skates on if we were to reach Arusha (the first town of any note in Tanzania and the base for safaris) by nightfall. And we had long since learned that driving after dark in Africa was to be avoided at all costs.

But sometimes there’s nothing you can do about it. The sun already hanging low in the sky as we left the border, but almost immediately our hopes were dashed as the curse of roadworks struck again. Decent tarmac frequently gave way to rough side tracks slow, tedious and mind-numbingly dull.

ne bright spot was that we got our first sighting of Mount iliman aro, its snow-capped summit glowing orange in the setting sun. But then then it was dark. Really dark. The small towns we dragged through seemed not to

have electricity (a first on our route so far) and as our headlights lit up the unexpected comings and goings by the roadside, we wondered how the locals could see what they were doing in the pitch black.

Thankfully, the going improved the following day. e had decided to make for the gorongoro Crater, and this time the going was mercifully smooth as we cruised through undulating savannah until the abrupt wall of the Great Rift Valley reared up out of the landscape.

e wound our way up the escarpment, the temperature dropping and the flora becoming ever more lush until we reached the entrance to the gorongoro Conservation area. After being relieved of a fair number of dollars we continued the ascent, this time on a good unpaved road.

Tanzania is perhaps the world’s number one destination for viewing wild animals. And you don’t even need to visit a safari park to see them in all their splendour – this is a part of the world where you can be driving along on a main road and suddenly find yourself surrounded by elephants

Raymond and Nereide Greaves

Then, all of a sudden, we were at the top and on to the rim of the crater. And what an amazing view From our vantage point the entire crater was visible although the Ngorongoro is probably one of the most photographed sights in Africa, it still takes your breath away when you see it with your own eyes. Almost half a miles below us, on the crater floor, we could make out hundreds of small black dots that were in fact grazing animals. We excitedly took some photos then set off for our lodge, also on the rim, to organise a game drive for the following day. The lodge was refreshingly basic, decorated with Masaai-style fabrics and well stocked with fascinating books on African animals and pioneering expeditions within the continent. Just as a game lodge should be.

We had considered driving ourselves around the crater in the Range Rover. However, while there would have been a certain amusement value to doing this, we (correctly) surmised that our ineptitude at spotting game and not knowing where to go would severely limit the experience. So the following morning we piled into our guide’s and Rover – and literally only ten minutes after dropping down into the crater, we had already seen lions, zebras, a ackal and some warthogs

Our driver proved to be amazingly good. There were several others in the crater that day but rather than aimlessly follow them he would strike out in his own direction and we were well rewarded. ear the middle of the crater, he suddenly stopped and whispered ‘lion ’ e looked the way he was pointing and strained to see anything then all of a sudden we saw not one, not two, but three lionesses wandering through the long grass.

The next wonderful surprise was discovering that they had two cubs with them. As we watched they sauntered closer to our and Rover and we almost burst with excitement as they walked literally right up to the car and behind it to drink at a large puddle five yards away. This was the sort of close game viewing you always dream of – and thanks to our guide, we got to enjoy this spectacle all to ourselves.

e went on to see a herd of elephants, a black rhino (super-rare) with a baby which had apparently only been born in the last 24 hours and a pod of hippos in the lake. e also saw scores of the more common inhabitants of the crater zebras, pink flamingoes, wildebeest, buffalo. After a long, hot day, we returned to the lodge elated.

hen planning our expedition, we realised that we would meet the rains somewhere as they travelled north and we headed south and we reckoned it would be in Tanzania that our paths would cross. This did indeed prove to be the case, and heavy rain was never far away as we travelled through this large country. It was, in fact, the day after our safari that they arrived – it was

as we were driving around the crater rim on our way to exit the gorongoro that the heavens opened. We had been very fortunate!

uck was on our side again as we drove past Mount iliman aro en route to the capital Dar es Salaam. As we approached, the mountain was shrouded in mist – but then, ust at the right moment, the clouds parted to give us a superb view.

e were less lucky with the Tanzanian police, who pop up all over the place brandishing speed guns. They even found an excuse to stop ereide, who had never previously been pulled over in her life. ou’ll be assuming that they were after bribes, but in fact they were all very easily won over by some charm and smooth talking and we were soon on our way, wallets intact.

We had arranged to leave the Rangey at the and Rover dealership in Dar es Salaam while we caught a ferry to anzibar for a week’s break. It was stored safely and washed for our return, and then the chap who ran the dealership invited us to his home for dinner with his wife. ow, that’s what you call customer service!

eaving Dar after our ‘holiday’ on anzibar, our route took us some 600 miles across Tanzania towards Malawi. This was pleasant rather than spectacular, though we saw zebras, giraffes and elephants from the road so it certainly wasn’t unremarkable e didn’t intend to spend much time in Malawi, but since our expedition was named after its capital city we felt that we at least had to check in there. e crossed the border with some trepidation, though, having been warned that the Malawian police would try to extort money at every turn – even to the extent of making up traffic offences on the spot.

To avoid becoming an easy target, we needed to buy a set of reflective stickers. Utterly pointless if your car has lights, of course, but these are the rules. e couldn’t find them on sale anywhere, so we had no choice but to run the gauntlet.

Malawi is also the name of a lake –which takes up 15 of the area within the borders of the nation. At its northern end, it also has shores in Tanzania and Mozambique driving south, it becomes so wide that you feel as if you’re looking out to sea, with white sands, empty beaches and hot humid weather. The green and blue colours in Malawi have a unique vibrancy, the light an incredible clarity. It’s absolutely beautiful.

The scene at the first police roadblock, on the other hand, was ugly. A car in the queue ahead of us suddenly lurched forward towards the barrier then, after a lot of angry shouting, a policeman dragged the driver out and welted him across the face. e realised the guy was drunk and had tried to make a run for it. The officer hit him again, hard, on the back of his head and cuffed him before dragging him away into a brick office at the side of the barrier.

e reckoned the policeman would have been charged with BH if this had happened in Britain. But, somewhat grotesquely, luck was still on our side – because after all this excitement, no-one noticed that we didn’t have reflective stickers

There were virtually no vehicles on the road at all, but as we drove further along the shores of the lake we saw a lone minibus with two huge fish tied to its windscreen wipers. e also saw (and almost ran over) a long, thin black snake sunning itself in the middle of the road.

The LEADING LAND ROVER AND RANGE ROVER 4X4 ENGINE REBUILD SPECIALISTS

Although specialising in Range Rover and Land Rover our experience covers the full spectrum of vehicles which enables us to service and repair any make and model. We bring a wealth of experience from Land Rover main dealer, but with a friendly local garage approach. No job is too big or too small and all servicing and maintenance work will be fully explained and priced to meet your needs.

02035 420 100 • sales@4x4enginerebuilds.co.uk • www.4x4enginerebuilds.co.uk 27 Riverside Industrial Estate, Unit 16 Thames Road, Barking, IG11 OND

Reaching ilongwe was a big milestone for us. Not only because the city had given us a name for our expedition, but because when we arrived there we had covered almost exactly 10,000 miles since leaving ondon. Cause for celebration, we felt – and, in yet another example of fortunate favouring the

brave, it had the best Italian restaurant we’d found since Italy

So good was our lunch, in fact, that we were forced to stay in ilongwe for the night rather than continuing in Zambia as originally planned. With time on our hands, we checked out an auto spares shop across the road from the

restaurant – and finally found those reflective stickers It was all going well. The following morning, we crossed into ambia – where we had to pay a ‘carbon tax’ of 20 at the border. It’s very pleasing to see a government that puts the environment so high up its agenda and quite obviously isn’t

just using it as an excuse for raising a bit of revenue. At least that revenue is being well spent, though. e found ambia to be quite similar to rural enya and Tanzania – with the one being difference that its roads are really good, with little traffic, few potholes and no speed bumps. The latter were a particular menace in Tanzania, but here we were able to cover the 350 miles to the capital, usaka, in less than six hours

Some African towns can be very messy, but usaka was a credit to its residents –who, we noticed, also tended to be much better dressed than in some other cities. Even the ugly

ends of town and the railway station were clean and tidy. ith all the supermarkets, clothes shops and cafes we began to feel we were leaving the bush and approaching the home straight into Southern Africa.

First, though, no trip to ambia would be complete without a visit to the Victoria Falls. Right on the border with imbabwe, this is one of the wonders of the natural world and there are many different ways to en oy them. ou can bungee ump, swim towards the edge (if you’re mad), take a helicopter ride, walk to the imbabwean side and view it from there or walk into the Victoria Falls ational Park. e’re both

interested in flying, so we booked a helicopter trip.

If you’re a hardcore overlander and you think adventure should cost zero and involve as much suffering as possible, you might turn your nose up at this idea. But while it’s undeniably touristy, it proved to be a brilliant way of seeing the falls and the surrounding area. And anyway, we had driven 10,000 miles to get this far, so we felt we’d earned it.

The same can be said for the quaintly colonial experience of taking afternoon tea at the nearby Royal ivingstone Hotel. Salmon sandwiches, scones and Earl rey sipped from fine Royal Doulton cups. If a thing’s worth doing, it’s worth doing properly

All the while, the seasonally swollen ambezi was throwing itself over the Victoria Falls at the rate of 50,000,000 litres per minute, or 11,000 tons per second. ou can’t really describe it using words, or pictures – these are manmade things, and they can’t convey the sheer sense of awe it gives you at the overwhelming power of nature.

Talking of the power of nature, after our chopper trip we visited a crocodile farm nearby. e definitely weren’t expecting the Zambian guide to jump into the enclosure with the crocs and provoke them with a large stick. These animals have amazing reactions – almost as amazing as the local approach to health and safety, evidently

The following day, we drove back to Victoria Falls to see them from the road bridge crossing into imbabwe. The view really was breathtaking and we got covered in spray even this far back.

Having soaked up the falls from every angle, and indeed in every sense of the word, it was time for us to move on. This was to be our farewell to central Africa, as our next destination was to be Botswana –gateway to the south of the continent.

First, though, we had to cross the ambezi on the azangula Ferry – a rickety old, smoke-belching thing with enough space on its deck for a few cars at a time. With the river being in full flow following the rains, we wondered if the ferry would have enough power to grind its way across to the other side it did, but with precious little to spare.

So, having reached central Africa by means of one dodgy ferry, way back north on ake asser, here we were now leaving it via another. From the bandit-infested wilderness of the Marsabit Road to the perfect white sands of anzibar, we had seen sights and had experiences that will never leave us. But as it always does on an overland expedition, the lure of the road called us ever onward

Raymond and Nereide drove their Range Rover from London to Cape Town in the first half of 20 0. ou can read the full story of their expedition at www.lilongwedown.com

INSURANCE FOR THE INDIVIDUAL

Call 0800 587 5480 or visit adrianflux.co.uk

Authorised & regulated by the Financial Conduct Authority

The Landy Buyer

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

Trend setter

The Freelander 2 didn’t come before the Range Rover Sport. But in some ways, one version of the vehicle was in there at the beginning as its big brother set out on the path it has gone on to follow ever since.

Series I (1948-1958)

The HST badge has become a familiar one on modern and Rovers. It denotes the company’s look-at-me models, dressed up in lavish bodykits and very much there to make an impression.

It was in 2008 that the first HSTs came out, with the Freelander and Range

Rover Sport both gaining the privilege at the same time. n the Freelander, this added more aggressive front and rear aprons, a tailgate spoiler, 19” alloy wheels and leather seats.

The HST was based on the previously range-topping HSE, so it came with all the kit. It was available with the i6 petrol engine, but good luck finding one.

In the main, it’s a bit of a throwback. ou could argue that it looks more dated

£5000-£85,000

than other Freelander 2s, but it still retains its presence – and it will always have a place in and Rover’s history.

Insure a Freelander HST with Adrian Flux from £255

• Based on a 2009 2.2 TD4 HST. Valued at £5500, unlimited annual mileage. 50 year old driver, fully comp, £300 excess

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

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

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

Series III (1971-1985)

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

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

The earlier the vehicle, the more it will be worth. The sky’s the limit – but can you really put a price on such an icon Pros: Heritage, charm, a true classic, the original Land Rover Cons: Availability of parts, price tag on early 80s

£2500-£30,000

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

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

Lightweight (1968-1984)

and Rovers. To mimic the civvy Series machines, the Series III model built from 19 2 onwards, also had its headlights switched out to the wings.

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

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

Cons: Not yet as desirable as the earlier Series models

£3500-£22,000

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

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

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

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

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

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

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

Series IIA/IIB FC (1962-1971) £2500-£15,000

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

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

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

Pros: A Land Rover like no other, i that’s hat you ant

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

Forward-Control models differed from everyday Series IIs by

Cons: Es ecially rutal to drive, and to nd arts

101 (1972-1978) £7500-£26,000

These military vehicles can easily be distinguished from regular

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

90/110 (1983-1990)

also take you ust about anywhere in the world.

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

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

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

Cons: A earance isn’t to everyone’s taste. E clusivity over regular models means they command a price premium

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

127 (1985-1990)

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

Pros: E cellent arts availa ility. Easy to or on. Unlimited potential for mods and restos

Cons: Puny engines (V8 apart) Not many left in good condition

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

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

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

Pros: Master of the road. Lovely V8 soundtrac . Every ody ho sees one loves it

Cons: Monumental running costs. E ensive to uy, too

took 110 chassis and stretched them. It was designed for military and commercial users and came as a high-capacity double-cab.

These days, it’s very rare to find a 12 that hasn’t been hammered, restored and/or converted, or all three. People looking for a work truck tend to go for a later 130, so the 12 is more of an enthusiast’s

motor. It’s popular for homebrewed overland conversions, too. Almost all 12 s have had an engine conversion by now, too. ots to be wary of, then – but it’s a hell of a lot for your money.

Pros: Enormous si e means limitless potential and character Cons: Un ieldy. Sure to have had a colourful life

£3500-£35,000

The 12 was built on a special production line in Solihull which

£6500-£27,000

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

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

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

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

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

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

Pros: The perfect combination of tradition and modernity

Cons: Lots of horrible and/or deceptive ones around

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

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

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

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

hen and Rover introduced the Defender name, it was actually the

130 that changed the most. That’s because unlike the old 12 , it was built on a proper chassis of its own rather than a stretched 110 frame.

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

As a result, you’ll find many more original(ish) 130s than 12 s. Some are even still in service with the utility companies they were built for. If you want a Defender for overlanding, look no further.

Pros: A proper truck with huge capabilities in every area

Cons: It’s a i lum i you don’t actually need that much size

Defender Td5 (1998-2007) £5000-£40,000

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

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

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

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

Pros: Strength and simplicity.

Perha s the de nitive De ender

Cons: Sure to be very different to when it left the factory

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

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

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

Pros: Off-road capability, power, overall reliability. Very well suited to ein modi ed

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

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

The last Defenders gained modern 2.4 and 2.2 TDCi engines and

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

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

Pros: E ciency, creature comforts, off-road prowess

Cons: Price, electronics, TDCi engine is unloved

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

There aren’t many vehicles as versatile as the 4x4. From general day use to off-roading adventures, your 4WD needs an insurance policy that protects it in every situation. That’s why we offer 4x4 insurance that’s tailored to your needs. Plus, save money with us - our customers have saved an average of 27% when taking out a 4x4 policy with us*

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

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

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

making modifications – a market and Rover wants to take back and have for itself. It won’t hold its value long-term the way an original-shaper does, either. But this is still a superb vehicle.

Pros: Comfort, capability, ru ed tness or ur ose

Cons: Not cheap to buy. Lacks the old one’s asic charm

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

Defender (2020-on) £55,000-£165,000

INSURANCE FOR THE INDIVIDUAL

Range Rover Velar (2017-on) £27,500-£75,000

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

Discovery (1989-1998) £800-£18,000

other models expected to follow the Velar in due course.

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

The Velar a competent cruiser and has received numerous accolades

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

Pros: Stylish design, chic cabin, excellent tech features Cons: Feels like an indulgence, especially at such a high price

Discovery 2 (1998-2004) £1000-£11,000

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

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

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

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

and when you do they tend to be priced with a lot of optimism. Very early ones in tip-top condition are full-on classics, too. For a sound one to own, we’d look for a tidy 300Tdi.

Pros: Price, practicality, parts availa ility. E ic o -road a ility

Cons: The ody rusts li e it’s been doused in sea water

Discovery 3 (2004-2009) £1850-£16,000

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

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

Pros: Td5 power and reliability, great all-rounder, lots of choice

Cons: Chassis rust, electronics, leaky sunroofs, air suspension

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

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

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

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

Pros: Good at everything. Lots of accessories available now

Cons: As fragile as you expect, and then some

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

is basically an evolution of the 3. It looks similar and is still a practicality monster, as well as being hugely impressive on and off-road and a hero in front of a trailer, but despite being only subtly tweaked inside feels far more luxurious. That hasn’t prevented it from suffering all the same issues as time has gone on. ou need to

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

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

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

Pros: ost LR ans’ idea o hat a Range Rover should be like Cons: Still a potential money pit, and the best are expensive

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

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

monster. As an all-rounder, at

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

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

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

Pros: Immense blend of comfort and practicality

Cons: Feels more like a softroader than a proper Discovery

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

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

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

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

Pros: Classy and practical cabin, all-round good to drive

Cons: You can get a Defender for the price of some models

The second-generation Disco Sport came along only four years

Discovery 5 (2017-on) £24,500-£95,000

The Discovery Sport packs seven seats into a Freelander-sized

Discovery Sport (2015-19) £12,500-£33,000

Discovery 4 (2009-2017) £6000-£40,000

32

Series II 88” HT (1960). 200

Tdi, on the button. Overdrive. Chassis solid. New complete doors sills, tyres, rad, lights, seats and complete respray in last year. Last owner 30 years. £8750. Doncaster. 07368 366571 05/23/002

www.thelandy.co.uk

Issue 113: May 2023

Series III 88” ST (1974). 62,805 miles. 200 Tdi. Good chassis and bulkhead. PAS. Recent new springs and shocks, exhaust and Range Rover diffs. omes with full hardtop. MOT June. £9350. Ashbourne. 07825 915332 05/23/003

Series IIA 109” Station Wagon (1971). 2286cc petrol. Good chassis and bodywork. Roof rack from a 130. Split-charge, USB charger, overdrive. New shocks in 2017. £9595. Northampton. 07770 925165 04/23/004

Series I 80” (1950). 26,900 miles. 2.0 engine. New seats, hood, tyres, brakes. Freshly serviced. Lovely patina, interesting history. Heritage cert. Sry-stored for years. Huge investment potential. £20,500. Malvern. 07446 228704 04/23/001

Products Vehicles News

Adventure Workshop

Buyers

Defender 110 2.4 TDCi (2007). Dry stored for 5 years. Fortune spent with LR specialist, hydraulic winch, bespoke 400l aluminium water tank, new interior, professional respray. MOT Oct. £16,750. Bordon. 07775 597127 04/23/003

Defender 90 2.5 TD (1989). 82,000 miles. Solid chassis and bulkhead. Fresh Miami Blue and Alpina White paint. New tyres, recent engine service. Recent MOT (no advisories). £14,000. Oldbury. 07480 236664 05/23/004

Defender 110 Td5 Utility (1954).

204,000 miles. Air-con, winch, roof tent, awning. Plus overland trailer with fridge, grille, inverter, electrichook-up. Vehicle £10,950, trailer £7500. £18,995. Tunbridge Wells. 07796 282058 05/23/006

Defender 110 2.4 TDCi (2011). 36,700 miles. One owner. Stage 1 remap. New grille, rack, snorkel, spotlights, sports seats, tow bar, full length rear and side tinted windows. MOT Sept. £29,000. Lincoln, 07793 370271 05/23/007

Defender 110 300Tdi Wolf ST (1998). 109,000 miles. Remus upgrade. Original engine (rebuilt). Mechanically great. New exhaust, BFGs, RadHaz kit, pioneer kit. MOT May. £18,000. Weston-superMare. 07896 535749 04/23/006

Defender 90 2.4 TDCi SVX (2009). 18,250 miles. Very rare 60th anniversary model. Sat, nav, air-con heated seats. Great condition, completely original, no mechanical issues. One owner. £44,995. Swindon 07515 353588 05/23/005

Defender 90 300Tdi Wolf SoftTop (1998). First reg 2019. 2000 miles in last 3 years. Regularly serviced, recent cam belt. Great condition. Pioneer tools, rope, jerry can etc. MOT Sept. £15,950. Coventry. 07957 137688 04/23/002

Defender 110 TD5 Hi-Cap (2002). 133,461 miles. Recent major restoration. Demountable camping pod with wood burning stove, sink, gas cooker, benches, table and bed. MOT June. £16,000. Brechin. 07802 331539 03/23/004

Range Rover Pick-up (1993). 150,000 miles. Pro conversion. Discovery Tdi, auto box. Air-con, sunroof, electric seats. Solid chassis (not shortened), mechanically sound. MOT July. £6000. Chester. 07849 522557 05/23/001

Discovery 300Tdi 3-door (1995). 100,000 miles. Sound engine, gearbox, axles. Chassis rust. 4 BFGs (cost £500+). Brink towbar, recent HD battery. Current owner 19 years. No MOT. £1600. Milnthorpe. 07984 173743 04/23/007

Discovery 2 Td5 Pursuit (2004). 148,000 miles. Manual. Off-roader with Insas on modular rims, Winchmax winch, snorkel, factory diff lock, diff guards, HD rear bumper, 2” lift. £3790. Bacup. 07565 137183 03/23/003

Discovery 300 Tdi ES Premium (1997). 157,000 miles. Manual. Spanish import. Solid. New clutch, cam belt, brakes, filters, head lining. Sunroofs resealed. MOT Jan 24. £2750. Richmond, N.Yorks. 07990 970129 03/23/001

Discovery 300 Tdi 50th Anniversary (1998). 180,025 miles. Manual. No sunroofs. Snorkel, uprated steering arms, new sills, 5 new BFGs. Solid. No warning lights. MOT Aug. £2750. Richmond, N.Yorks. 07990 970129 03/23/002

Freelander 2 HSE Auto (2007). 138,000 miles. Sat-nav, air-con, twin pan roof. Runs great, reliable, no faults. Smooth box, 4wd works. Regularly serviced by LR specialist. MOT Jan 24. £4000. Blackpool. 07508 378793 03/23/005

Land Rover Rummage

SUNDAY 14 MAY 2023

Includes admission to 2 FOR 1 OFFER

Spring

Autojumble

13 & 14 May 2023

Free rummage stand at Simply Land Rover on 9 July when you book your stand at Land Rover Rummage.

Terms and conditions apply, see website for details.

West

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

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

Covering the vehicles’ history, spotlighting case studies of restored and otherwise much-loved examples and searching out stories of adventure behind the wheel, Land Rover: The Great British Classicc is a publication for everyone who admires Land Rovers from the early days.

no

Escape in Comfort

ARB Esperance Rooftop Tent

802200

Compact. Hardshell. Lightweight. Contemporary Design.

Drawing heritage from the beautiful beaches and crystal-clear waters of one of Western Australia’s most renowned coastal environments, the Esperance now expands the ARB rooftop tent family into a super lightweight, slimline and contemporary looking hard shell. With the brief focused on quick and e ortless setup/pack up times, features like an internal telescopic ladder, gas strut assisted opening and only 3 push lock ratchet straps keep travelling a breeze. Not only does Esperance look great at camp but the unique shell design and colour tone also compliments vehicles while packed up.

ARB Flinders Rooftop Tent

803300

Compact Without Compromising On Camping Comfort

With a quick set-up and pack-up as well as the added practicality of storing all your bedding inside, with the ARB Flinders rooftop tent you’re one fold away from a good night’s sleep in a comfortable space that’ll go wherever you and your 4WD take it! Spacious inside with 3 surrounding zipper windows, a skylight-style roof and built-in internal light and USB charging port, the Flinders rooftop tent is conveniently compact on the outside with a lower packed height for reduced wind drag and less added height to your vehicle.

ARB Simpson Rooftop Tent & Annex

DA8981

The ultimate in ease and convenience

The ARB Simpson III rooftop tent will provide the ultimate in ease and convenience when travelling. Unfolding in minutes, a rooftop tent provides sleeping quarters o the ground, protected from the elements. Spacious and comfortable, all bedding can remain inside the tent during the journey, freeing up vital storage space in the vehicle, and allowing the tent to be quickly and easily packed away.

Getting o the beaten track and visiting parts less travelled is a key attraction when o -roading. And while ‘roughing it’ certainly has some appeal, there are times when a little comfort can make all the di erence. Whether you’re planning on getting lost for a couple of days, or heading into more remote regions of the world, you’ll need some warm and convenient shelter. ARB’s range of tents, swags and has an array of options to suit every journey, and is complemented by a variety of optional accessories to make every camping adventure an enjoyable one.

More information on these tents & our full range of camping equipment

britpart.com /camping

SDS102 - Single Tent / SDS200 - Double Tent ARB SkyDome swags have been designed from the ground up to meet the exact needs of 4WDers and tourers alike. The industry-leading height from head to hip allows occupants to move around freely and spread out without feelings of confinement.

ARB SkyDome Swag Tents

“I want to thank you For the Chassis you have built for me. I am delighted with it. It is a firm foundation on which to build my dream Series 3. I am impressed with the quality of your work. It clearly embodies a passion for Land Rovers that inspires me to continue the build with the same passion.”

John David Brown, private customer

“Innovation is the corner stone to racing and Richards Chassis have always been there to help us.

When we first approached them back in 2005 they were keen to listen and explore all options. This lead to three very individual Defender based race cars which dominated podiums across Europe in Trophy raid and winch challenge events from 2006 to 2015. These care also attended events in the USA and Africa where again they showed their pedigree taking podium positions.

We are proud to work with Richards and still use their superb chassis’ to this day on tow cars, show cars and on some of our race cars. They are simply the best Land Rover chassis money can buy.”

Jim Marsden, Founder of Gigglepin and winner of over 100 offroad titles.