The Landy October 2020 by Assignment Media Ltd

Page 4: November’s Great British Land Rover Show at Stoneleigh is set to go ahead as planned

LANDY

OCTOBER 2020

THE

ISSUE 80

ISSN 2056-6778 • Assignment Media Ltd

‘AT LAST THERE’S A MAJOR LAND ROVER EVENT TO LOOK FORWARD TO’

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We’ve been waiting a long time to drive the new Defender. And we’ve feared that it might not turn out to have been worth it.

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Special editions join new engine as Range Rover gains updates

with your Fre T DESPAIR with your Fre ll or email away and h and Rover has announced a series of revisions to the Range Rover and Range Rover Sport. These include the addition of new mild-hybrid diesel engine to both ranges, as well as a slew of special edition models. The new engine, a 3.0-litre straight six, is available in each case in 300 and 350bhp form. Replacing the existing V6 and V8 diesel options in each range, it’s backed up by a 48-volt motor to combine high outputs with comparatively low emissions. In the Range Rover Sport, for instance, the D350 model delivers 516lbf.ft of toque from 1500rpm, propelling the vehicle from 0-62mph in 6.9 seconds while returning CO2 emissions of 237g/km. The D300, meanwhile, puts out a scarcely less

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impressive 479lbf.ft, again from a There’s also a new SVR Carbon uefully deep 1500rpm. Edition, adding a range of carbon fibre In the full-fat Range Rover, the trim items and 22” black alloys to the D350 returns 241g/km and 30.8mpg already epic spec of the 575bhp SVR. We are just a phone call or email away and here to help while the D300 manages 225g/km The Range Rover line-up, meanISSUES WITH YOUR DRIVETRAIN? while, gains new Westminster and and 33.0mpg. As Land Rover points We are specialists in reconditioned: Westminster Black special editions. out, this is an improvement on the We are just a phone call or email • Rear Differentials • Transfer Boxes away and here to Same help Day Service Based on the Vogue, these add performance of the old V8 engine To get you back on the road • Viscous Coupling Units (VCU) privacy glass, a sliding panoramic roof, YOUR DRIVETRAIN? achieved by one with the weight and ISSUES WITH • Haldex Units suede headlining, soft-close doors and efficiency of a six-pot. ISSUES WITH YOUR ENGINE? We are specialists in reconditioned: an uprated stereo, as well as their own In the Range Rover Sport, the We are specialists in reconditioning all • Rear Differentials • Transfer Boxes Same Day Service engines. designs of 21” and, on the Westmin-CouplingFreelander regular line-up is augmented by the To get you back on the road • Viscous Units (VCU) 12 month Unlimited NEED SERVICE, REPAIR Mileagehelp Warranty HSE Silver and HSE Dynamic Black, ster Black, 22” alloy wheels. are just a Aphone call OR orDIAGNOSTICS? email away and here to • HaldexWe Units We areThere’s just aalso phone call or email awayNO and here toWehelp PROBLEM! can help you keep your Freelander both of which are available with a new Range Rover in tip top condition, so you can focus on enjoying the ride! ISSUES WITH YOUR DRIVETRAIN? ENGINE? either the new D300 or theISSUES existingWITH YOUR SVAutobiography DRIVETRAIN?Dynamic Black WE SHIP PARTSall WORLDWIDE reconditioned: We are specialists in reconditioning P400e PHEV powertrains.We Both of specialists model,inwhich takes the existing are reconditioned: • Rear Differentials Freelander engines.• Transfer Boxes Same Day Service these models have a panoramic and adds SVAutobiography • Rearroof, Differentials • TransferDynamic Boxes Same Day Service 12 Tomonth Unlimited sue@freelanderspecialist.com get you back on the road •Elsewhere, Viscous Coupling Units (VCU) uprated stereo and various• exterior a range of black details. a NEED A SERVICE, REPAIR OR DIAGNOSTICS? To get you back on the road Viscous Coupling Units (VCU) www.freelanderspecialist.com Mileage Warranty • Haldex Units trim tweaks; the HSE Silver also gains new are paint just options a becomes phone call orWe email away and to help • Haldex Unitsrange of We can help you keep yourhere Freelander privacy glass, a refrigerated compartavailable across both ranges, while ISSUES WITH YOUR ENGINE? in tip top condition, so you can focus on enjoying the ride! ISSUES WITH YOUR ENGINE? ISSUES YOURisDRIVETRAIN? cabin airWITH ionisation added and specialists the ment and an uprated stereo. We are in reconditioning all WE PARTS WORLDWIDE We are specialists in Freelander reconditioned: We are specialists in reconditioning all SHIP We can help you keep your Freelander infotainment systems are brought engines. We are just a phone call or email and here to Freelander engines. •upRear Differentials • Transfer Boxes Same Day Service 12 month Unlimited in tip top condition, so you can focusaway on enjoying thehelp ride! to date with the addition of Apple 12 month Unlimited NEED(VCU) A SERVICE, REPAIR ORWITH DIAGNOSTICS? To get you back on the road • Viscous Coupling Units Mileage Warranty ISSUES YOUR DRIVETRAIN? CarPlay and Android Auto. NEED A SERVICE, REPAIR OR DIAGNOSTICS? sue@freelanderspecialist.com Mileage Warranty Wecan are help specialists in reconditioned: • Haldex Units We you keep your Freelander www.freelanderspecialist.com • Rear • Transfer Boxes Same Day Service We can help you keepinyour Freelander tip top condition, so you canDifferentials focus on enjoying the ride! ISSUES WITH YOUR ENGINE? To get you back on the road • Viscous Coupling Units (VCU) in tip top condition, so you can focus on enjoying the ride! • Haldex Units WE SHIP PARTS WORLDWIDE

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his year’s Land Rover show season has been decimated by the effects of coronavirus. But there’s some good news in the wake of all the cancellations – the 2020 Great British Land Rover Show is good to go! The show, which is based at the NAEC in Stoneleigh, Warwickshire and will this year be held on Sunday 22 November, has come to be recognised as the big event that brings the curtain down on the annual show season. This

year, of course, it will pretty much be the curtain-raiser too – making it your one chance to get a Land Rover fix during 2020! Of course, the show will be run in accordance with whatever guidelines are in place at the time to ensure the greatest possible level of safety for all those in attendance. So it will be a little different to what you might be used to. But in a year when even the biggest outdoor events have fallen by the

wayside, for the original indoor Land Rover show to be going ahead is a massive result. Traders and customers alike have been starved of show action this year. But now at last there’s a major Land Rover event to look forward to – so block out 22 November in your diary, then visit greatbritishlrshow.com for the latest news and to book your tickets, and get ready to banish the blues with a mega day out in Stoneleigh!

Disco 5 helping to keep Irish mountains safe IRELAND’S SOUTH EASTERN MOUNTAIN RESCUE ASSOCIATION (SEMRA) recently completed its 500th rescue. And a specially converted Discovery was at the heart of it. The Disco, which is fundamentally standard, carries a comprehensive list of emergency and first aid kit, powerful emergency lighting, a roof box, additional interior lighting and rear stowage nets. With its second and third-row seats folded, it has room in the back for a stretcher as well as a medic to tend to the casualty. Land Rover has been supplying vehicles to SEMRA for 20 years, and the Discovery is one of two Land Rovers currently serving with the Association. ‘There is no other service available to go up the mountains,’ says Team Leader Terry Brophy. ‘But we have the skills, the training and the vehicles to do it. Land Rovers are synonymous with mountain rescue in the UK and Ireland and there’s a reason for that – they are by far the best vehicles available.’

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Gibson’s Gab Hitch up to help out

Tim Gibson reckons the recent surge in caravan sales could provide an opportunity for the UK’s independent Land Rover dealers Words: Tim Gibson The Covid crisis has undoubtedly brought many challenges to the UK, not least in economic terms. I’ve now grown accustomed to the daily emails from former colleagues and fellow freelancers, telling me they’ve lost a job or a big contract and wondering what the future holds. And there are plenty of businesses that have either disappeared or will struggle on for a few months longer before finally giving up the fight. For all that, there are others that seem to have fared more than all right. The hospitality sector has undoubtedly had a boost from the Eat Out To Help Out initiative – our local pubs have been stuffed to the gunwales from Monday to Wednesday, though the latter

half of the week is a bit less frenetic. Another industry that seems to be doing okay is the caravan and camping sector. As I write, I’m ensconced on a Caravan and Motorhome Club site in Dorset and the wardens tell me they’ve never been busier. Membership appears to be up, and my local caravan dealer recently shifted 24 vans in the space of 22 days. That’s brisk business, even for this time of year. There’s another winner from this boom, too, as a walk around the site we’re staying on reveals: Land Rover. Pretty much every touring van on the site has some kind of 4x4 parked up alongside it. It stands to reason: as more people buy heavy caravans to tug around the countryside, they’ll need big motors to do the tugging.

My brief and highly unscientific survey reveals two broad categories of car that caravanners choose. Some go for the newest, highest-spec vehicle they can afford, which usually equates to something from Japan or Korea. The other uses caravan ownership as an excuse to indulge another passion, and uses a Land Rover as their two barge. From my caravan window, I can see a beautiful Disco 2, a Disco 4 and a Range Rover Sport. And there are more Freelander 2s on site than I can count. What is glaringly absent, however, are any brand-new or latest-model Solihull products. My son thought he saw a Disco 5 arriving in the gloom the other evening, but it turned out to be a Transit Custom (to be fair, it was quite dark, and he wasn’t wearing his glasses).

So I don’t think it’s the suits at Gaydon who will be rubbing their hands together at the recent surge in caravan ownership. But instead, it may be that some enterprising independent second-hand dealers will be able to take advantage of the situation. How about throwing in a tow bar for anyone who produces a caravan club membership card? Or keeping a stock of towing mirrors and other accessories to use as sweeteners on any deal?

There are clearly going to be winners and losers as a result of the current challenges. But the rise in some industries can benefit others. If any good comes from this awful period, it could be that more people get to experience the profound enjoyment not just of caravanning, but also of owning a Land Rover. Even more importantly, it may provide sustenance to the network of independents who are the beating heart of our enthusiast community.

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The proof of the pudding

said last month in this column that I’m not one of those people who hate the new Defender on principle. Needless to say, I made that comment in the context of being concerned about how different it is to the old one. Now, at long last, I can say it again, in the context of actually having driven one. It was a D240 S model and with the options fitted to it, you’d be £62,830 lighter with it on your drive. But having got that out of the way, I can confirm that yes, it’s a bit good. The article you can read a few pages further on will expand on that. What we decided to do, to break free of the yeah-but issue that has haunted every single review yet written about the thing, was pretend that the old Defender never existed. We imagined that instead of being a successful premium SUV maker that also had an ancient legacy model on its hands, Land Rover was just a successful premium SUV maker full stop and that it had decided to take the radical step of creating an all-new model that was more rugged and hardcore than anything it currently offered. Thing is, that basically is the case. Us Landy fans all loved the old Defender, but the market didn’t. It was way too old and basic for all but the diehard lifestyle owner, and farmers, foresters and utility companies had long since abandoned it. You want the proof? On the launch route, I decided to experiment with the Defender wave, to see if people in old ones would acknowledge the new one. This quickly turned into me counting the number of old ones I actually saw, in comparison to the number of Japanese pick-ups on the road. It was 21 pick-ups for every one Defender. And every single one of those is a vehicle whose owner would, once, have gone to Solihull for their truck. That’s why the Defender had to change. As a matter of interest I also spotted 33 Land Rover SUVs for every one old Defender – suggesting that while farmers won’t go back to them, a new breed of lifestyle buyers might. If that’s you, you’ll find that the new Defender is very good indeed. Just do me a favour – and learn to wave. It is still a Defender, you know… Alan Kidd, Group Editor alan.kidd@assignment-media.co.uk

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8Green Lane Association launches recruitment drive for Volunteer Lengthsmen

he Green Lane Association has launched a recruitment campaign for its Volunteer Lengthsman Scheme, which allows members to ‘adopt’ rights of way and become responsible for their upkeep. Co-ordinated by Paul Woodward, the organisation’s dedicated Lengthsman Officer, a nationwide team of volunteers is tasked with monitoring their lanes by driving them three or four times a year and, if necessary, walking them a couple of times a year to pick up litter. Lengthsmen will also carry out any basic maintenance tasks like clearing fallen and overhanging branches, unblocking drains and so on. Bigger jobs will be reported back to GLASS and the local authority, along with any other observations. By spending time on the lanes, for examples, lengthsmen will be well placed to experience any specific

issues with unjustified anti-4x4 behaviour and, equally, learn of legitimate local concerns caused by irresponsible motor vehicle use. ‘Historically,’ says GLASS, ‘lengthsmen were employed on highways to do simple “stitch in time” maintenance work; cut back an overhanging branch here, clear a ditch there – simple one-person work. Some highway authorities and individual parishes are again employing lengthsmen, but their focus is the surfaced highway network. So GLASS are bringing the idea to unsurfaced vehicular rights of way. ‘Our volunteer lengthsman take on a single lane (or group of lanes should they wish) and drive those routes at least three or four times a year to check

on the general condition. Twice a year, they walk the lane and do a litter pick if that is a requirement in the area. ‘If, during their travels, the volunteer lengthsmen come across minor problems, such as a ditch that has become blocked or a branch that has fallen from a tree, they can be simply dealt with there and then.’ More serious problems will need to be reported to the relevant GLASS Area Rep and/or the Rights of Way Department or Highway Authority for the area. Volunteer Lengthsmen’s feedback will be ultimately be recorded against lanes on Trailwise2.’ Volunteers will also be encouraged to promote their work on social media and supplying positive stories with the

GLASS media officer. They’re required to follow the organisation’s code of conduct on the lanes, naturally, and are expected to act as ambassadors by engaging politely with other users while carrying out their duties. ‘It is hoped that the Volunteer Lengthsman Scheme can be another way that we can demonstrate our commitment to sensible and sustainable use of unsurfaced vehicular routes,’ comments GLASS. Interested in getting involved? You need to be a member of either GLASS itself or an affiliated club, and to have a lane or lanes in mind; with that, go to the relevant page at glass-uk.org or drop Paul a line at vls@glass-uk.org, and prepare to become an unsung hero for your local lanes.

Land Rover lifts the wraps on its first UK ‘Statement Site’

LAND ROVER HAS UNVEILED its first ‘Statement Site’ in the UK. Covering both JLR brands, the Guy Salmon dealership in South-West London, blends stunning design with top-class service and state-of-the-art sustainability. ‘The customer experience is unlike any other in the UK,’ says Land Rover, with more than 130 new and used vehicles on display alongside classic Jaguars and Land Rovers and a dedicated Special Vehicle Operations centre. There’s a variety of lounges, as well as wifi cafés and quiet zones ‘ensuring that Guy Salmon Jaguar Land Rover provides a real destination for new and returning customers.’ There’s also a 60 square metre ‘living wall’ to demonstrate JLR’s commitment to its ‘Destination Zero’ strategy for a green future. The Service department is similarly impressive, with 26 ramps and a valet-style reception area. ’We know there is continued demand for showroom experiences,’ says JLR boss Rawdon Glover. ‘We have created an environment that is a joy to be in and delivers excellent services and products for our customers.’

Repair work on Strata Florida set to go ahead at last STRATA FLORIDA IS POSSIBLY the best known and most loved green lane left in Britain. It has been closed for almost a year, however, in the wake of a Traffic Regulation Order which was imposed by Powys County Council to allow remedial drainage work to be carried out. With Covid-19 driving a coach and horses through everyday life, and Wales’ lockdown lasting much longer than England’s, the closure has dragged on far beyond the few weeks that were initially expected. But at last, the end appears to be in sight. At the time of writing, the work which had originally been planned for the spring were scheduled to commence in August. The work itself is major, with the entire lane surface needing to be lifted in order for a culvert to be installed and ancillary work to be carried out – however with the weather permitting, this is only estimated to take between three and five weeks. Procedural and safety factors mean that in order to carry out the work, even if it will only take less than a week, Powys CC had to apply for a six-month closure on the lane. The authority has stressed, however, as it did when making the original closure last year, that the lane will be reopened as soon as the work has been done. Powys County Council is one of the best local authorities anywhere in Britain for working with other rights of way stakeholders, and the Powys Byway Users Group was consulted over the plans before they were put in place. By the time you read this, if all goes to plan the work on Strata Florida should be well underway – and the return of this jewel in the crown of Britain’s rights of way network should be just around the corner.

NEXT MONTH

STYLE IT OUT This Puma 110 was looking less than loved – until a young Landy enthusiast decided to give it a stunning Heritage-inspired makeover PLUS

We promised you the story of this Corvette-engined Range Rover in this issue, but we ran out of space. So, as they say, watch THIS space…

Not many overland expeditions can be called truly pioneering these days. Plenty of people have driven from London to Cape Town, for example – but being the first to do it aboard an L322 Range Rover definitely counts as an adventure

NEXT MONTH’S ISSUE OF THE LANDY IS PUBLISHED ON 28 SEPT You can pick up your copy of our November 2020 issue from selected newsagents and Britpart dealers – or read it online at www.thelandy.co.uk 01283 553243 • enquiries@assignment-media.co.uk • www.thelandy.co.uk • www.facebook.com/thelandyuk Group Editor Alan Kidd Contributors Tim Gibson, Gary Noskill, Jannis Drew, Dan Fenn, Henry Gibson, Harry Hamm, Kazioyoshi Sasazaki, Olly Sack Photographers Steve Taylor, Michelle Thruxton Vic Peel, Richard Hair Advertising Sales Manager Colin Ashworth Tel: 01283 553244

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

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Issue 80: Oct 2020

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In Gear

The very latest gear you need for your Land Rover

Brightest Britpart introduces new for longest. Puma rear seat ﬁtting kit One of the most tiresome things about owning a pre-Puma Defender is that if you want to carry passengers in the back, the inward-facing seats mean you’re basically asking them to risk life-changing injuries every time they travel with you. Things get even more frightening if you want to carry children in your vehicle – but while many people would like a Defender with proper seats in it, the problem is that there are also many people who’d sooner chew their own arm off than drive a Puma. If you’ve researched the options, you may well have found that some of them are even more expensive than having the aforementioned arm sewn back on. The good news, then, is that

Britpart now offers a solution in the form of its 2nd Row Conversion Kit. This includes a mid-crossmember, two seat supports, two chassis bracket ﬁxing kits and two panels for

the front part of the rear wheelarch. You don’t get the actual seats, but what you do get is ‘an ideal kit to install 2007 Puma seats into your pre-2007 Defender.’ Typically priced at just under £500 including VAT, it’s available from the usual range of Britpart dealers – you’ll ﬁnd them by visiting www.britpart.com.

First aid for suffering tyres

The brightest, longest lasting +150% performance halogen bulb.

Check online for your nearest stockist, ringautomotive.com

Pack for illustration only.

If you drive a proper Land Rover with proper truck tyres, you’ll be less prone to punctures than the average motorist. No-one’s immune, however, especially if you give your tyres a regular battering off-road – and if you’ve got an Evoque or something like that on funky low-proﬁle rubber, you’re a million miles from the toughness of a good mud-terrain. Either way, Ring’s new RTK4 Flat Tyre Repair Kit could help you out of a hole. This combines the company’s existing RTS450 Flat Tyre Sealant with a 12-volt air compressor and, says Ring, ‘helps to get the driver back on the road within ten minutes.’ The particle gel sealant is non-toxic and can repair punctures of up to 6mm in size. It requires no tools can be used safely on vehicles with tyre pressure monitoring systems, and if you have a terrible run of luck and use it all up you can get it in separate 450ml replacement bottles without having to shell out for a new compressor at the same time. After using it to get you moving again, you can expect to drive up to 125 miles before the tyre needs to be professionally repaired. Ring also says that the sealant can be used as a direct replacement for the stuff supplied with an increasing number of new vehicles, as it’s made to original equipment standards. The compressor, meanwhile, does its thing up to 90psi – and if you need anything more than that, you’re not driving any kind of Land Rover we’ve ever heard of. To ﬁnd out more about the kit, head for www.ringautomotive.com.

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New dampers from Gaz aim to restore your leafer’s ride and handling

Shock absorber specialist GAZ has introduced a new range of shock absorbers for classic Land Rovers. These are fully adjustable, allowing bump and rebound rates to be tailored to suit the conditions and driving style using an easily accessible knob on the side of the units. ‘GAZ has adjustable shock absorbers to make classic Landies ride like new… or even better,’ says the company. ‘GAZ GT dampers will not only restore the ride and road holding of your classic Land Rover but also offer an upgrade to adjustable damping rates.’ If you’ve ever actually driven a leafsprung Landy, you might be wondering if they’re even referring to the same vehicle at all. Ride? Road-holding? Nope, we don’t remember them either. They sound like a good idea though. The dampers feature a zinc plated body and protective plastic sleeve to help them shrug off the mud, and they come with a two-year warranty. Something else you won’t be familiar with if you bought a Land Rover back in the day, then. There are various fitments available, to suit 86”/88” models from 1954-85; 107”/109” Series Is from 1953-58; and 109” Series II-IIIs from 1958-on. Prices start at £67.28 a corner – to find out more, go to www.gazshocks.com.

Issue 80: Oct 2020

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Issue 80: Oct 2020

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No Half Measures

Words: Alan Kidd Pictures: Land Rover

The new Defender has been a long time in coming, and during that time a lot of Land Rover’s most loyal fans have built up a tough layer of scepticism towards it. The old Defender was a tough act to follow, for sure. But what if there was no old Defender? How would this radical new Landy be perceived then?

ou’re either a cynic or a fanboy with the Defender. There’s no middle ground. In that way, at least, the new one is just like the old one. But let’s cut through all the beenthere-before preamble and climb aboard. For once, let’s forget about the old one.

Let’s pretend that there never was a Defender before. Let’s pretend that for the last couple of decades, Land Rover has been a robustly successful company making premium and luxury SUVs (which, old Defender apart, is exactly what it has been). This is its new model: a beefed up take on the Discovery’s underpinnings designed for

no-nonsense, hard-wearing practicality and even better off-road ability. First impressions. In the metal, as in pictures, it looks the part. It’s recognisable as a Land Rover, but somehow harder-edged and more technical than its stablemates. And it seems like good value, compared to the rest of the company’s output.

Oh yes it does. The 110 D240 S model we drove to, from and around Eastnor Castle on the UK launch event starts at £52,110, and as tested would set you back £62,830, so it’s a bit pricier than obvious rivals like the Jeep Wrangler and Toyota Landcruiser. But it does actually look like a lot of Land Rover for your money by today’s

standards, especially as the range will soon be expanded downwards to start in the low forties (or mid-thirties if you get your VAT back). But we were cutting through the preamble, remember? We’re on board, with no preconceived notions and no lifetime of old-shape Defenders to unlearn. And if you think it looks chunky

Opposite page: The cabin feels chunky and crafted, and at once luxurious and deeply practical. If you liked the Discovery 3, you’ll love the Defender. It has the same epic driving position, too – as well as plenty of head, leg and elbow room. The controls are overwhelmingly high-tech, with electronics governing the handbrake, gearbox, transfer case, suspension, traction management and heaven knows what else. You can still drive it the traditional way, though, by putting the gearbox into manual mode and switching everything else off

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The 110 manages to look like a Defender and a Discovery at the same time, which is the sort of clever thing that happens when you’ve got Gerry McGovern doing your styling for you. There’s a real feeling of purpose to it, outside and in – and this is backed up by a level of practicality and flexibility in the cabin that’s not been seen since the days of the Discovery 3 and 4

and purposeful from the outside, prepare to be impressed. There’s the familiar high-command driving position, from which you get a wonderfully dominant feeling towards all around you. We’ve said it before and we’ll say it again, this is the most precious safety feature any vehicle can possess (though of course the Defender has many more besides). There’s also a wonderfully purposeful dash design featuring a full-width horizontal storage tray whose size and grippy base make it genuinely practical. So too is a massive floor-level bin, part of a huge centre console featuring a cubby box that’s big enough to take all the odds and ends you could ever want. The door pockets are massive, too, and though the glovebox is on the small side the opportunities to stash stuff seem endless. In a vehicle that’s designed to be a tool of everyday life, that’s a great start. Then you move to the back, which is where the real practicality comes from. And it comes on strong, too.

The rear seats have enough legroom for a six-foot adult. That’s when they’re sitting behind another six-foot adult, too. Their knees will just touch the back of the seat ahead, but not with so much pressure as to be uncomfortable, and with a similarly elevated perch from which to watch the world go by it’s a pretty nice experience. For carrying big-time cargo, the seats drop 100% flat to create a loading bay with a full-length rigid floor. Land Rover has gone back to a system that used to be commonplace but which fell out of favour a model generation ago; the seat bases tilt forward, then you remove the headrests and drop the seat backs into the space that’s been freed up. Various manufacturers (Land Rover included) have come up with clever ways of doing the same thing, but ultimately this is still one of the simplest techniques for getting a fully flat floor. A nice touch, too, is that when the seat bases drop forward there’s a pair of slots in them to receive the head-

rests, so you don’t need to leave them floating around. It creates a big, van-like cargo area that’s accessed through a good, wide tailgate. Unlike the scintillating but complicated Discovery 3, it doesn’t try to reinvent the wheel – instead, it follows the traditional design for a wheel but does a better job of making the most of it. The Defender’s vibe is very much that of a vehicle whose practicality will never fail you – and from what we’ve seen so far, the reality is that yes, it nails the task of following through on that. In this, it does remind us of the Discovery 3. It goes the extra mile to achieve first-class practicality, not just in the cargo area but around the cabin, and everyone who sits in it is well looked after. It has a technical feel to its fixtures and fittings that speaks of fitness for purpose, but this doesn’t come at the expense of luxury. And it’s packed with equipment – some of it indulgent, perhaps, but all of it presented with a businesslike sense of purpose.

‘It’s a bit pricier than obvious rivals, but it actually does look like a lot of Landy for your money by today’s standards’

The seats on the S-spec model we drove, for example, were trimmed in a mixture of fabric and leather. We preferred the former; the hide is tough rather than sumptuous, and the fabric is dense and hard-wearing, so it’s the kind of seat you’d expect in a premium off-roader rather than a premium SUV. There’s a blend of manual and electric adjustment, which is unusual but works well – especially as the electric bits include an excellent multi-directional lumber support. We’d take that over any amount of fancy gimmicks any day. It helps make the Defender an easy vehicle to settle in to. You have ample head, leg and elbow room, the layout of the cabin is pleasing to look at and easy to use and there’s an overall feeling of quality that’s entirely in keeping with what we’ve come to expect of Land Rover. The seats are as comfortable as the view is panoramic, and it takes little work to get it set up the way you want and ready for the off. The 1999cc D240e engine is pleasingly muted and delivers its power with

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Issue 80: Oct 2020

impressive smoothness through the standard eight-speed auto box. It’s very, very refined, with loads of pull but almost no grabbing or shunting in the drivetrain, however you choose to drive it Similarly, the Defender rides nice and smoothly on the road, gliding along on the motorway and drawing the sting of typical A and B-road peaks and troughs. It handles well, too, with positive and predictable steering and body control that’s taut but not overly so. The feeling of being sat on top of a tall, top-heavy mass that’s fighting against the forces trying to keep it from rolling is thankfully absent.

All-round independent suspension helps here. But every other serious off-roader on the market has at least one beam axle, and the Jeep Wrangler has two – so how is the Defender going to perform off-road? This is, after all, what Land Rover describes as the most capable vehicle it has ever made. The answer, at least as far as we’ve been able to figure one out from the limited off-road experience we’ve had so far aboard the Defender, is that yes, it’s a worthy successor to the Discovery 3. It’s the same sort of deal but with more and updated electronics. The auto-locking diffs come in faster, the Terrain Response system is cleverer,

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the gearbox does what you tell it, that sort of thing. For example, the Defender has Hill Descent Control. The instructors coaching us through our off-road test drive were forever telling us when to use it, but we wanted to know if being able to drive the old way is still relevant in this day and age so we left it well alone and, with the auto box in manual mode, relied on that instead. And it worked, very successfully, allowing us to follow the traditional off-road rules (slow as possible, fast as necessary) without having to dig deep into the spread of gears for enough torque to haul us over the top of the terrain. We did use Terrain Response at times, though the ground at Eastnor only really warranted using the Mud and Ruts programme and even then, with the bone-dry ground providing enough traction to drive up the side of a lamp post, there was little to tell us if it was making any difference. Raising the air suspension seemed like a good idea, however, even if only to overcome the psychological hurdle of trying to put your trust in a vehicle on 255/60R20 tyres with a mild all-terrain pattern. There’s no denying that the Defender does have a great looking stance on such distressingly low profile rubber.

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It’s available on 18” steel rims at the bottom of the range, and the S model comes on 19s as standard, while the example tested was running its 20s as a £2625 option. Back to the air suspension. This is standard on all 110 models and will also be available on all but the most basic 90s. It does what air suspension does an typically of Land Rover, it does it well – even in off-road mode, with the springs stretched towards their maximum height, the vehicle still manages to ride comfortably and articulate over uneven ground. That said, there was nothing on the launch route to push the suspension beyond its limits, and we’ve seen nothing to suggest the Defender can flex anything like as effectively as Land Rover’s old beam-axled products (or, more relevantly, its current beam-axled competitors). That’s where electronic traction management comes in; the locking rear differential, without which we’d have some concerns for the vehicle’s ability in a number of common off-road scenarios, is part of a £1435 option pack. Certainly, we’d be very interested to see what the Defender is like in coilsprung form and with all its toys turned off. We’ll also be interested to see how

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long it is before the aftermarket starts offering lift kits for this vehicle, allowing it to be fitted with taller tyres. The driveshafts are able to cope with major short-term lifts on air-sprung models, at least up to a certain speed, so presumably they won’t put a block in the way of fetching it into the air full-time on longer coils. That’s another story, of course. For now, what we can say is that it was more than a match for the admittedly rather basic set of tests we were given the chance to set it at Eastnor – and that when things did get a little more technical, it remained unruffled. Low first works just as it should for seatof-the-pants descents, HDC comes in seamlessly if you somehow contrive to put the auto box in too high a gear halfway down, and the traction control systems intervene much more quickly and subtly than they did on older Land Rover products, to the extent that most of the time you won’t even notice them. Again, this was on parched ground with a few ruts but no unevenness to speak of, but there was never any sense of the vehicle being pushed even close to the edge of its comfort zone. Land Rover says it sees the Defender selling to people who used to own a Discovery 3 or 4. Certainly, that’s the

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We’re on Facebook: www.facebook.com/thelandyuk Independent suspension doesn’t articulate the way a beam axle can, though it has the advantage of putting tyres more squarely on to the ground, giving you a bigger contact patch. Wheel travel still exists with the air springs pumped up to their maximum height, too

model it’s closest to in terms of image, intent and the overall driving impressions we’ve taken away from our first experience behind the wheel. It’s a very classy, very purposeful family wagon with adventure writ large in its DNA. A million mouths have already had their say on the Defender, and every single one of them has started off by talking about the old one. Here at The Landy, we decided to take a different route and pretend there never was an old one. And when you see it like that, this newest Land Rover is actually a bit of a revelation. They’ve been making stylish, luxurious SUVs for decades. If there was no old Defender, this would be Land Rover going back to its off-road roots – and the off-road traditionalists would be raving about it. Yes, it’s laden with electronics and we still don’t know how good it will be without them. But the Defender is a bold, purposeful and incredibly usable 4x4 with class and practicality in equal measure. We like to say that the Discovery 1 was the true successor to the old Defender. It was, after all, just a 100” version of the same vehicle with a proper cabin and modern equipment. And what happened after that kind of bears us out – Land Rover became a premium SUV maker while the Defender, and its sales, were left to wither. This new one sets that straight. We’re not sure if Land Rover has used the phrase ‘premium practicality’ to describe what it has created with this vehicle, but if not we’ll happily take the credit for it. It’s every inch a modern Land Rover – and one you can refer to as a truck rather than a car without your mates smirking at you. It’s very expensive, of course. But it’s very, very good. At long last, the old Discovery has a true successor.

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Words: Henry Gibson

The Dolly Diaries Part 5: DIY Days

How to pass the time in lockdown? Get out the wire brush and Hammerite, of course… and then add ‘galvanised chassis’ to your wish list…

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hanks to the COVID pandemic, Dolly’s trips out have been rather restricted of late. Essential journeys for food have been the only escape she’s had from our driveway, which is more than can be said for me. With my weekend job stopped due to the virus and GCSEs cancelled, I’ve been stuck at home with little to do.

There really is a limit to the amount of YouTube you can tolerate before getting bored. After watching all the automotive videos I could ﬁnd, I decided to do some budget DIY on Dolly. The rear crossmember had been replaced by the previous owner a few years before we bought her – but with extensive farm use, the paint had quickly been replaced with exterior rust.

So, what could we do to freshen her up? The most we could manage at home was to hand-paint it with some Hammerite. First, though, we rubbed it down with a drill and wire brush. This got rid of the flaking paint, giving us a good surface to start with. We then taped up the edges to reduce the risk of getting Hammerite on the bodywork. Dad and I applied two coats and soon Dolly’s rear crossmember was back to black, protected from rust and looking good. Well, it looks good from a distance. Upon closer inspection the brush strokes are obvious, but now she’s got a bit of dust on her it’s mostly covered up. While not being driven much at all, she’s still a Defender and managed to sneak in a minor breakdown. We started hearing a knocking noise from inside the cab and, at first, we thought it might be the diff. We soon narrowed it down to the front propshaft UJ and got it booked in to be fixed. While she was there, an engine oil leak was fixed as well. Although 300Tdi engines are known for being reliable, Dolly is 23 years old. She was leaking where the

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diesel fuel pump mounts on the side of the engine – thankfully a relatively cheap fix. With Dolly running well, and Dad and I doing as much DIY as we dare, lockdown’s given me time to think about the things I would love to do to her before my 17th birthday next year: • Head lining: Dolly’s head lining is not what you’d call clean. Some 23 years of farm is encrusted on the material and, with screws holding the lining board together, it’s all a bit saggy and dirty. Replacing this would complete the interior, along with the Exmoor Trim seats and matting we’ve already fitted. • Bumper: The bumper has definitely opened a few five-bar gates. The ends are bent and twisted and there’s not a lot of paint left. A new one would freshen up the front end a huge amount. • LED headlights: The candle-like headlights of standard Defenders aren’t the best for good visibility around dark, narrow country lanes. A set of LED headlights would make it a lot safer when travelling at night. • Radio and speakers: The radio is completely unusable, to an almost comical extent. At some stage it’s been installed upside down and it’s too old for a teen like me to operate. A Bluetooth radio and new set of speakers would be the perfect replacement. • Radiator and intercooler: With the state of the current ones, I’d be surprised if there was any cool air getting to the engine at all. A new set would help the engine breathe, especially in the summer sunshine. • Galvanised chassis: Okay, this one is more of a pipe dream. They’re way out of my budget, but fitting one would massively improve Dolly’s longevity and help me keep her running for years to come. So, with lockdown beginning to ease, I hope I can get back to my summer job soon and earn some money! I’m going to need it if I ever want to complete this list. That’s assuming nothing else breaks in the meantime, of course… Henry’s YouTube channel can be found by searching ‘Teen Car Reviews’ on YouTube, where you’ll see the ‘Project Dolly’ videos.

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A Sharp Exit… Nobody wants to complete the adventure of a lifetime by being evacuated in the midst of a global health crisis. But needs must… and with Land Rover and crew alike on their way home, at least there’s next time to look forward to…

Words and Pictures: Jannis and Valentina Drew

ue to the pandemic and the restrictions on international travel, we have long since had to accept the fact that we won’t be able to complete our trip in the way we wanted.

Our plan was to cross into South Africa via the Noordewer border post, then travel through the north to Mozambique and up to Tofo Beach to swim with whale sharks, before heading back into South Africa and

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taking the east coast route down to Cape Town. That all went out the window when the pandemic struck. Since then, a few options had come up for a return home to Europe – but logistically none of them had proved to be viable for us. Thus we were stuck in Namibia for a prolonged spell – during which time, at least, we had plenty of opportunity to explore the country, as well as planning for a quick getaway when the chance came our way. Just as well, too. Because when the email arrived, on a Wednesday morning, giving us the option to travel down to Cape Town and take a flight back to Europe, it only gave us two days’ notice to leave Walvis Bay and make our way to the capital Windhoek. This trip was being organised by the British High Commission of Namibia for repatriation of UK citizens. As travel was only allowed across borders in authorised government vehicles, it meant

we would have to get our Land Rover out some other way. This is where our planning had come into play. Packing what we needed for a few days on the road and in the air was the easy part. Organising a container to ship a Land Rover thousands of miles across the world is somewhat more complicated. We had already been in contact with several agents at the Walvis Bay port. We had explained that we would need to move at very short notice once we had a leaving date and Transworld Cargo seemed in the best position to help us out. After a quick call, a container was booked for collection from the port. It would be delivered to the Transworld yard for us to load up the Defender and trailer on Thursday morning. Thus, after an evening spent packing everything in the house where we’d been staying, we arrived at the loading yard around 10am. With a team of lashers, we had the Defender and the trailer loaded in the container and strapped down by 10.30 and, after a check of the chassis numbers by customs, were given the go-ahead to close up the doors and add the tamper-proof seals. Job done. But then, just after leaving the port, we received the news that Walvis Bay was being locked down with immediate effect due to a Covid-19 infected lorry driver who had escaped from quarantine.

This threw a massive spanner in our plan, as travel between regions was no longer allowed. Cue a frantic few phone calls to the embassy and a trip to the local police station, following which we had a precious permit to travel and the plan was back in motion. After a quick trip back to the house to say goodbye to our landlord, we jumped on to a shuttle bus for the fivehour journey to Windhoek. A hotel had been organised for us close to the embassy, from where we would be leaving early the following morning. With just a few hours of sleep, we were up early to meet the government officials and other travellers in the party. There were 18 of us in total, split between five vehicles as dictated by the social distancing restrictions. We were fed a huge breakfast before getting on the road south to Noordewer, where we would be staying the night. The 800km journey took about 10 hours, including plenty of breaks and a stop for lunch on the way, then after a night at a guest house near the border we were up early again to cross into South Africa. All our details had been sent ahead, so it all went relatively smoothly. Then, with 700km still to go to Cape Town, we had another long day ahead of us. The route we took was absolutely beautiful, with a constantly changing landscape giving us plenty to look at and keep ourselves occupied. It made

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Below left: Manoeuvred into a contained and ready for the journey home, the 110 is lashed down prior to its paperwork being checked – a thankfully painless process in this case

Below right: Farewell Cape Town. Jannis and Val didn’t arrive there the way they had planned, but at least they did make the whole way down through African by road. And they have every intention of completing the journey once the world is back to normal Right: It’s been quite a trip. From Alexandria in the north to Cape Town in the south, the couple and their Land Rover have taken a route to dream of down the eastern side of Africa before crossing the continent towards Namibia. The trace of their route shows how they spent the time while stuck within the country… not too much of an impostition, that, though there’s still no place like home…

the journey pass quickly, and with that we were in Cape Town. We made it! From Alexandria in the north to Cape Town in the south, completely by road. Not totally the way we had wanted at the end, and the last few hundred kilometres without our vehicle,

but nonetheless we did it. We have achieved one of our life dreams and we have enjoyed every second. Our journey back home to Italy still consisted of three flights, two taxi rides, two nights in a shepherd’s hut, a barbecue and a hire car. From setting

off in Walvis Bay, it took us six days of travelling to get home. The world has changed a great deal since we set off on our adventure. And I do think we left Africa at the right time. But we made it home safely, so we have much to be grateful for.

We do hope to get back to Africa and complete the last part of our journey properly, as soon as is practically possible. In the meantime, it has been a

pleasure sharing our story with you. We hope you have enjoyed following our journey as much as we enjoyed making it.

Astwood 4x4 Ltd www.astwood4x4.co.uk

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Getting Silly

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The Discovery 2 has become possibly the most popular Land Rover of our time among off-roaders. Most will modify it, but it’s hugely capable even in standard form – though you might want to do something about its vulnerable sills before venturing too far… Words and Pictures: Dan Fenn

Fresh out of the box, this is the nearside unit showing the tree bar and the plate work that will surround the existing sill. The extension at the front is to protect the rear of the front wing, where there is nothing substantial to bolt to. Further back, the break in that plate work marks the position of the B-pillar

f you’re after a Land Rover with a proper chassis, but the only kind of Defender you can afford is one on which the chassis in question is apt to be made of cheese, your choices are somewhat limited. One is to go with a Discovery 1 or Range Rover Classic… but either of these is likely to be in even worse condition than the aforementioned Defender. The other is to throw in your lot with a Discovery 2 or Range Rover P38. For most people, the above boils down to one very simple solution: buy a Discovery 2, because there’s nothing else. Harsh on the P38, possibly, but the number of these you see being turned into fun trucks is tiny.

And fun trucks are what we’re concerned with here. The Discovery 2 isn’t quite as simple to modify as the Disco 1 used to be, but it’s still immensely capable off-road even in standard form. It’s similarly capable of winding you up, thanks to the Three Amigos and their terrible electronic chums, but keep the suspension standard and try to remember that this is a car, not a submarine, and actually you’ll have a green lane weapon that goes and goes. Take this approach, and the main precaution you’ll need to take involves protecting your investment against the knocks and scrapes that will inevitably come its way. A couple of months ago, we looked at the process of fitting a

heavy-duty front winch bumper to the 4.0 V8i GS our sister magazine 4x4 built a while ago; now, we’re going to move further back and take a look at protecting the sills. Once again, we used off-the-shelf kit from Extreme 4x4 to beef up the Disco. It was built to go places that had previously battered other project vehicles half to death, and we were determined that this time we were going to keep it looking nice – and a beaten-up set of sills and crushed door bottoms is no way of doing that. Time to break out the spanners, then. Heavy-duty rock sliders are necessary in an off-road build because the Disco 2 left Solihull with hopeless plastic

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Up close on the extension at the front of the guard. The part you’re looking at here is designed to receive the lower rear edge of the front wing

The new unit is designed to sleeve the original sill, protecting it from damage by spreading loads which would otherwise be concentrated wherever impacts occur

Astwood 4x4 Ltd LAND ROVER SPECIALISTS

Below: As befits what was a rather expensive vehicle in its time, Land Rover provided some cosmetic adornments in the shape of two plastic cover pieces for the sills. As befits the Discovery 2’s true nature, these fetched 99p on eBay sill covers. Like the original Discovery before it, the vehicle has a proper ladder chassis with a bodyshell attached – however the sills are part of the latter, not the former. The thinking, presumably, was that when you misjudge a breakover and spank it into the ground, it’s the main chassis rails that take the hit. And most of the time that is indeed what happens. To be fair on Land Rover, the Discovery 2’s construction, suspension and body shape meant that its sills were far less vulnerable, not to say flimsy, than those on some of the modern monocoque soft-roaders that were already starting to appear by the time it was introduced. It was built with less off-road intent than the Disco 1, with a lardy great rear overhang and, infamously, electronic nonsense where its predecessor had a nice lever-operated diff lock, but it was an incredibly capable motor nonetheless. Still, when you’re negotiating sunken lanes or climbing over really uneven rocks, there are times when it’s the sill itself – and by extension the door aperture and doors themselves – that takes the wallop. Those are the times when things get ugly. Ultimately, if you’re using a vehicle off-road or on green lanes you want the sills to be able to take its entire weight. That could be required by a heavy grounding or by the need to slide the

toe of a high-lift jack underneath one of them – either way, going heavy-duty here is about protecting your vehicle and also giving yourself another avenue for recovery. Add on a length of sturdy tube to act as a tree deflector and rubbing bar, and you also have an additional driving technique at your disposal. Tree turns aren’t really what you want to be doing on a green lane, for the sake of both the ground and the tree itself, but we’ve all been in situations where we really, really didn’t want to have to take a shunt. You know, like when your mate makes it round in one go, that kind of thing. So, one bit of kit with three benefits. Nice. They look cool, too, certainly in the

case of the Extreme 4x4 units going on here. These fit on the existing metalwork as a sleeve and are bolted in position via the original sills, with multi-point mountings to absorb and spread any loads rather than just punting the trouble on to the next weakest part of the vehicle’s structure. The Disco 2 we fitted these sills to did also have a suspension lift, and sure enough it did also have some Three Amigos fun to contend with as time went by. If you can resist the call of taller springs and more macho tyres, however, a standard one will be scarcely any less capable – all you’ll need to do is armour it against what it’s got coming, and you’ll be well away.

We are a business that cares about your Landy and about the customers’ needs, a company who understands what the Landy is all about. We specialise in restoring, rebuilding Land Rover Defenders, galvanized chassis changes, engine upgrade and all types of mechanical & body work.

We export Land Rovers worldwide supplying not only refurbished but also used Land Rovers. Refurbishment/Restoration Specialist, Land Rover Servicing, MOTs, Mechanical, Diagnostics, SKYTAG Agent, Galvanized Chassis, Body Repair/Paint Shop Works Astwood Bank, Astwood Business Park, Astwood Lane, Redditch. B96 6HH Tel : +44(0)1527 892 377 Mobile : +44(0)7974075932 Email: info@astwood4x4.co.uk www.facebook.com/Astwood4x4 www.twitter.com/Astwood4x4

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The plastic sill covers, whose shape also provided some assistance for the lower door seals, were fixed on using ‘exploding’ plastic screws. Let’s off-road…

The old covers mimic the shape of the new rock sliders in the way that they’re shaped to go around the B-pillars

LAND ROVER trip in France ?

A huge stock over 2 800 m 2

Screwed to the inside face of the offside main rail is the ACE sensor. Assuming you want to keep the ACE system, you need to move this. Drill out the pop rivets and hang out of the way until the sill is fitted, then refit to the new sill

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Naked bodyshell! The stripped sill is seen with holes drilled and prepped for fitting the jackable rock sliders

Astwood 4x4 Ltd www.astwood4x4.co.uk

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

Being a tight fit, the new sill is helped into place with a trolley jack. This conveniently fulfils the role of a health and safety accessory, too â&#x20AC;&#x201C; the rock sliders are heavy, and your head will know about it if they meet

It might be a tight fit, but the rock sliders are still to be held on by something more than gravity. There are plenty of available bolt holes in the original sill, so once again you can follow the principle of spreading the load

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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News

Issue 80: Oct 2020

Products

Vehicles

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Buyers

The Landy Buyer

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

As classic as a Classic?

t would be pushing it to compare the P38 Range Rover with the earlier model for full-on classic status. But the second-gen Rangey has been gone for almost two decades now – and despite its reputation for trouble, it definitely has its admirers.

Many enthusiasts will start by binning the air suspension for coil springs, which is indeed a pragmatic mod to make. But if you find a P38 in really good condition, think twice before messing with it – because as it did with the Classic, what once seemed like a never-ending supply

Series I (1948-1958)

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

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

Series III (1971-1985)

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

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

Lightweight (1968-1984)

These military vehicles can easily be distinguished from regular

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

90/110 (1983-1990)

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

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

of old dogs is now starting to wear thin. Yes, the Mk2 has become collectable. You do see them at dreamland prices, but by and large these Rangeys are still pretty cheap. The 4.6 HSE is an obvious choice to go for – and even a really nice one can be yours for under ten grand.

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

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

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

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

Insure your Range Rover P38 with Adrian Flux from £300

Of course, it’ll cost a bomb to run. But that’s classic motoring for you. And a classic is what this once much-derided Rangey has now become.

• Based on a 1999 4.6 Vogue HSE with an agreed value of £10,000. 5000 miles a year, 50 year old driver, fully comp, excess of £300

Series II/IIA (1958-1971)

£2500-£40,000

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

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

Series IIA/IIB FC (1962-1971)

£2500-£15,000

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

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

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

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

101 (1972-1978)

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

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

Defender Tdi (1990-1998)

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

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

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

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

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Defender Td5 (1998-2007) The Td5 engine is arguably Land Rover’s most reliable unit and it’s a strong performer. It does lend itself to being tuned though, so watch out for abused ones. As with all Defenders, you’ll need a rear crossmember sooner or later – or even a new chassis.

Freelander 1 (1997-2006) The Freelander 1 is a cheap gateway into Land Rover ownership. It has issues, though, such as the viscous coupling, which is expensive to replace and can be upset simply by mismatched tyres. The 1.8 petrol used to be notorious for head gasket failures,

£6000-£30,000 Despite having more electronics than the Tdi, a Td5 Defender can still be a DIY machine – and it’s one of the best Land Rovers ever. Pros: Off-road capability, power, overall reliability Cons: Rear chassis, premium prices, monstrous road tax

£400-£5500 but today’s replacements are much more robust. The TD4 diesel is your best bet – but check the condition of the injectors first. Pros: Cheap to buy, no big rust issues, surprisingly able off-road Cons: All sorts of things can go wrong, some very expensively

Issue 80: Oct 2020

Defender TDCi (2007-2016) The last Defenders gained modern 2.4 and 2.2 TDCi engines and sixspeed gearboxes, They still had phenomenal off-road ability and were even okay to sit in. Many people dislike the TDCi, but they still change hands for huge money – especially when the

Freelander 2 (2006-2015) The Freelander 2 is a refined and affordable SUV with a strong 2.2-litre turbo-diesel engine and a strong level of practicality. Plus it’s become one of the most reliable Land Rovers out there… but do be aware of the rear diff and Haldex unit for costly outlays.

£9500-£195,000 likes of Twisted have been involed. You will always pay a premium for a Puma – but look after it and you may well never see depreciation. Pros: Efficiency, creature comforts, off-road prowess Cons: Price, electronics, TDCi engine is unloved

£2000-£19,500 Prices have fallen since the production ended. It’s a fine all-rounder – and £10,000 now gets you one worth having. Pros: Reliability, refinement, economy of diesel engine Cons: Transmissions can wear quickly if used for towing

Range Rover Classic (1970-96) £5000-£85,000 Range Rover P38A (1994-2002) £1500-£25,000 The original Rangey is a classic you can use everyday – and there are people who do just that, preferring to invest money in a resto than spending it on a new model. A very early two-door can cost mega money, but any Classic will appreciate in value if kept in good

condition. An awful lot have been neglected and/or abused – but if you’ve got the skills, a resto would be the ultimate hobby that pays. Pros: Most usable classic Land Rover, V8 power, ride quality Cons: Rust, availability of parts for early models

A Mk2 Rangey in good working order is still a sensational car to own, even today. The problem is that they’ere very complex and very, very good at going wrong. Air suspension failure is the norm. Head gaskets can let go. Electronics are laughably flaky.

And parts can cost the earth – as will the labour bills. Still, you’ll get a classy motor with proper off-road and towing skills. It’s becoming a classic, too. Pros: Luxury, price, a Land Rover that doesn’t rust Cons: Electrics. Be very afraid

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News

Issue 80: Oct 2020

Range Rover L322 (2002-12)

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

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

RR Sport Mk1 (2005-2013)

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

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

RR Evoque Mk1 (2011-19)

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

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

£2250-£28,000

Products

Vehicles

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

£32500-£25,000

RR Sport Mk2 (2013-on)

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

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

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

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

RR Evoque Mk2 (2019-on)

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

The Velar a competent cruiser and has received numerous accolades

Discovery 2 (1998-2004)

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

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

Discovery 5 (2017-on)

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

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

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

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

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

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

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

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

Discovery 3/4 (2004-2017)

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

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

Discovery Sport (2015-19)

The Discovery Sport packs seven seats into a Freelander-sized

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

£22,500-£190,000

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

Buyers

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

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

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

Workshop

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

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

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

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

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

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

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

www.johnrichardssurplus.co.uk

info@johnrichardssurplus.co.uk • 01952 550391

LR16_Billing_22_City_Gearboxes.qxp_A4_Half_Page_Landscape 18/07/2016 12:48 Page 1

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Online Land Rover Part Specialists Offering Worldwide Mail Order

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01278 741372 www.cwfelthamltd.com service@cwfelthamltd.com

Full main-dealer diagnostics – all Land Rovers catered for 77a Sandon Road Southport Lancashire PR8 4QD www.worldwidelr.co.uk enquiries@worldwidelr.co.uk 01704 567114

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

E: citygbcov@yahoo.co.uk

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

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

North East England

T: 07973 751123

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

Marrion 4x4

The Independent Land Rover citygbcov@yahoo.co.uk Specialist

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John Richards Surplus

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

Unit C17, Ditchling Common, West Sussex, BN6 8SG

GREEN BROS LAND ROVER

West Midlands

Independent specialists catering for all models of Land Rover

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News

Issue 80: Oct 2020

Products

Vehicles

Adventure

Workshop

Buyers

USED LAND ROVERS FOR SALE Series I SWB (1956). Converted to unleaded. Overdrive. Rebuilt with galv bulkhead. Chassis restored. New seats, lights, wiper motors, heater etc. Tow hitch never used. £25,000. Dunstable. 07881 891175 09/20/010

Series I 80” (1951). 1600cc. UK car. New hood and seats. Brand new period carb. Original log book and Heritage cert. Fresh paint but keeps its patina. Drives really nicely. £26,500. Farnham. 07977 147773 08/20/031

Series 1 109” Deluxe (1957). 2.0 petrol. Three owners, in same family from new until 2015. Many new parts, where possible Genuine LR. Five standard spare wheels. £19,999. Wickford, Essex. 01268 733353 08/20/015

Series IIA 88” barn find. 15,786 miles. 2.25 petrol. This is a genuine barn find in need of full restoration. V5 present. Invoice provided on payment. To buy please call. £1800. Darlington. 07496 104598 09/20/002

Series III 88” 2.25 diesel (1984). 110,176 miles. Rebuild head, recon gearbox. New coolant system, brakes and slave cylinder. A few rust patches. MOT Dec. £5500. St Neots, Cambs. 07894 498316 10/20/007

Defender 90 200 Tdi (1990). Galv chassis. Stainless quad exhaust. LED lights. 6 new seats. Heated screen. Over £10,000 spent. Recon engine. MOT July 21. £16,500. Accrington. 07918 187797 10/20/008

Defender 90 300Tdi (1996). 183,000 miles. Ex-Police. Galv chassis. £4000+ spent on new parts. Terrafirma shocks, recon front diff. Upgraded lights. Boost alloys. MOT Dec. £7500. Wigan. 07510 037078 10/20/002

Series IIA 88” (1962). Resto project. Petrol engine, runs. Needs new chassis. Comes with various second-hand spares and set of reconditioned springs. £1550. Melrose, Scottish Borders. 07870 505716 08/20/029

Series III 109” (1975). Petrol. Genuine 68,000 miles, matching numbers, heritage cert. Rot-free chassis and bulkhead. Many new parts. Recon gearbox. Tax/MOT exempt. £15,000 ono. Ayr, Scotland. 07587 282645 08/20/002

90 Hard-Top (1989). 2.8 Isuzu TD, 5-spd gearbox. PAS. Chassis refitted about 3 years ago. Front and rear locking diffs. Starts and stops, but has been stood a long time. £3900. Halifax. 07831 490805 10/20/005

Series IIA 109 Station Wagon (1964). 103,000 miles. 2.25 petrol. Safari roof. Very original. Good chassis and bulkhead. Some rust. Gearbox needs overhaul. £10,000. Tiverton, Devon. 07764 497808 10/20/011

Series III 109 Station Wagon (1972). 2286cc diesel. 63,000 miles. MOT and VAT exempt. New wheels and tyres. Capstan winch and tow bar. Collector’s item. £16,950. Honiton, Devon. 01404 850357 09/20/017

Defender 90 300Tdi HT (1995). 159,695 miles. Galv chassis. HD clutch, 2” lift, steering guard, HD steering arms, BFGs. Recent rear diff, battery, UJs, brake pipes and fuel tank. MOT Dec. £10,000. Worcs. 07736 281451 09/20/018

Defender 90 300Tdi (1996). 145,365 miles. MOT Feb. Uprated clutch, +2” suspension, 2 sets of tyres, snorkel. Wayoxled, recon diffs, recent cambelt. Little off-road use. £8500. Leicester. 07854 184753 09/20/016

Defender 110 2.4 TDCi (2011). 74,000 miles. Rebuilt into 6-seat soft-top with Heritage styling. Professionally repainted. Many new and bespoke parts. 12 months’ MOT. £29,995. Norwich. 07799 116730 10/20/003

Series IIA Forward Control (1963). 2.8 n/a diesel. Ongoing project. Chassis in reasonably good condition, bulkhead wants tidying. Advertised elsewhere. Tax/MOT exempt. £12,000. Kendal. 07919 905258 08/20/004

Series III 88’ (1982). 74,000 miles. Converted to 3.5 V8 with injection. LPG. Auto gearbox. Kenlowe fans. Coil springs. Alloy wheels. Excellent condition. MOT Nov. £6500. Herts. 07484 231811 08/20/019

Defender 90 300Tdi Wolf XD (1998). 66,000 miles. Rust-free. Excellent condition. Buyer will be first registered keeper (all MOD paperwork present). MOT May 2021. £9950. Whitchurch, Shrops. 07940 921492 08/20/012

Defender 90 Td5 CSW (2001). 101,500 miles. One owner. Very clean inside and out, no rust, all joints and bushes very good. No slap in transmission. As genuine as you will find. £12,000. Exeter. 07971 950849 08/20/027

Defender 110 300Tdi CSW (1994). 170k miles. MOT Jan 21. Expedition ready, visited 16 countries, four continents. Rebuilt 2012, galv chassis etc. £POA. Greasby, Merseyside. 07305 805634 09/20/019

Series III 88” Hard-Top (1973). Original 2.25 petrol. Rustproofed chassis, new props, recon rear diff. Exmoor Deluxe seats. MOT and tax exempt but has just passed MOT. £7999. Liverton, Devon. 07415 869277 09/20/012

101 (1976). RHD. Original 3.5 V8, overdrive, parabolics. Uprated seats. Recent £1800 service. Many original fittings, pioneer tools, full military history. MOT/ tax exempt. £19,500. Keswick. 07845 820212 08/20/028

Defender 90 50th Anniversary (2000). 107,000 miles. Leather, air-con, alloys. Faultless example of the most desirable Defender 90. Outstanding condition. FSH. MOT Mar 21. £22,999. Cheadle. 07792 132288 08/20/022

Defender 90 2.2 TDCi (2016). Brand new and unregistered with just one kilometre! LHD. Air-con. Must be the only new Defender 90 in the world! £45,000. Bordeaux, France. 07503 108545 09/20/011

Defender 110 Td5 XS Crew-Cab (2006). 111,000 miles. Rare Jaguar F1 green. Hannibal roof rack, Mantec off-road kit, Alive Tuning Stage 4 pack. MOT April 2021. £20,990. Nottingham. 07885 866009 08/20/009

Defender 90 Td5 XS (2006). 159,000 miles. FSH. Alloys, air-con, new heated full leather seats. DAB/Bluetooth stereo, towbar. Snorkel, LED lights. All new tyres. £18,250. Macclesfield. 07899 062909 09/20/015

Defender 90 2.4 TDCi (2009). 29,000 miles. Heritage grille, Series III light surrounds, Wolf wheels, galv bumper, tan leather seats, suede steering wheel. £19,950. Street, Somerset. 07818 246616 10/20/001

Defender 110 TD5 Special Vehicle (2003). 147,000 miles. Side lockers, racking, Webasto heater, Superwinch Husky, LEDs, inverter. Very clean. Ideal overlander. £10,000. Winchester. 07825 214640 10/20/009

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Issue 80: Oct 2020

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Defender 110 200Tdi Tipper (1990). 170,000 miles. Dropside tipper conversion by AutoLift in mid-2000s. Waxoyled. Just had full service. BFG ATs. 12 months’ MOT. No VAT. £9500. Thaxted, Essex. 07432 708791 10/20/006

Defender 130 300 Tdi (1999) Only 27,000 miles. Full camper conversion. Leisure battery, solar panel, sink, water tank, hob, compressor, fridge, toilet. £25,000 ono. West Yorkshire. 07813 705077 10/20/012

Discovery 2 Td5 GS (2000). 74,254 miles. FSH. One owner from new. Stunning condition. Cobar blue. Never used off-road, cared for regardless of cost. MOT July 2021. £4995. Barnstaple. 07547 926718 08/20/018

Range Rover 2.5 TD (2000). 92,000 miles. Coil conversion, Synergy chip, EGR deleted. Many new parts. Winch. 285/75R16 BFGs. FSH to 86,000 miles. MOT Dec. £4800. Romney Marsh. 07861 648484 08/20/016

Range Rover Classic (1985). 72,000 miles. 3.5 V8 manual. Very rare spec and colour. Electric windows front and back. VGC for year. Service book, old MOTs and tax discs. £6999. Redditch. 07850 115449 09/20/003

Include your postcode if you would like your listing to go on our online classiﬁeds (postcode for internal use only) *Free offer applies to private sellers only SERVICING, REPAIRS, MODIFICATIONS S PARTS & ACCESSORIES ES ES ROAD & OFFROAD D

Servicing, Repairs, Diagnostics, Programming, Genuine & Non Genuine Parts Supplied

110 Pick-Up (1983). 178,000 miles. Rare 2.25 diesel. Needs new chassis. Bodywork needs attention. Engine runs but needs service. Not driven for years. Ideal project. £2995. Bedford. 07715 354136 10/20/004

Defender Pulse Ambulance. Camper. Merc OM605 engine professionally installed. Rebuilt gearbox, H/D clutch, Wolf axles. Chassis and bulkhead spot-on. £24,995. Doncaster. 07984 935817 08/20/008

Discovery 3 2.7 TDV6 (2006). 86,400 miles. FSH. Professional upgrade to Disco 4 13-15 model. 22” RR alloys. Mint bodywork, very clean inside, drives superb. MOT Jan 21. £8995. Radstock. 07791 179096 08/20/020

Range Rover Vogue LSE (1993). 4.2 V8 Auto. Runs and drives perfectly, maintained regardless of cost. Starts instantly, changes gear smoothly. Electric leather seats, air-con. £6999. Redditch. 07850 115449 09/20/004

Camel Trophy Freelander 2.0di (1998). 118,000 miles. LHD. New viscous coupling, rebuilt engine and box. Original Camel accessories. Wax treated. £8995. France. enquiries@assignmentmedia.co.uk 08/20/023

D3 FWD Defender 110 Td5 CSW (1999). 106,000 miles. Very good original condition, no scratches or dents. Clean interior. Superb engine and box. Galv roof rack. MOT Oct. £13,995. Lynton, Devon. 07767 440310 08/20/017

Discovery 4 3.0D Commercial (2013). 93,000 miles. Cambelt just done. Climate, cruise, heated leather seats, heated screen, parking sensors, CD, Bluetooth, nav, tow bar. £16,500. Poole. 07497 676571 09/20/008

Discovery 4.6 V8 SE Trail Edition. 95,000 miles, full MOT. LHD. This is the US version of the G4 Challenge model. Coilsprung conversion from factory. Diff lock. £5995. Basingstoke. 07479 210200 09/20/009

Range Rover In Vogue (1982). 3.5 V8 auto. Pretty solid and sound underneath. Good paintwork and interior. £15,950. Devon. Email owner care of enquiries@assignment-media. co.uk 08/20/005

D3 FWD registration. Ideal for Discovery 3. On retention. £500 ovno. 07774 971010 10/20/010 Range Rover Classic Capstan Winch. Good condition. Includes bumper and grille. £450 ono. North Somerset. 07968 748268 09/20/001

A rare original… Defender 130 2.4 TDCi Chassis-Cab (2009). 56,000 miles. No rust. VGC. Bought two years ago for a project but never started. Taxation class on logbook is LGV. £14,500 no VAT. Hull. 01482 353942 08/20/026

Discovery 2 4.0 V8 auto ES (2002). 98,600 miles. FSH. MOT. VGC. Winch bumper. Solid chassis. Rear coil-spring conversion and sealed sunroofs. DVD player in roof. £2250. Hoddeston, Herts. 0787 9864890 09/20/014

THIS 1964 SERIES IIA is the sort of vehicle to which you could add serious value. Its seller describes it as having ‘some very rusty areas, most notably the rear door interiors’, and the gearbox is in need of an overhaul, but you’re looking at a remarkably original old Landy – and as we all know, that’s next to priceless. The chassis and bulkhead are both in sound, solid condition, though both have been welded in the past. Although the vehicle dates from well before the cut-off date for needing an MOT, it’s got one – the seller has kept its tickets in date for the ﬁve years he’s owned it, during which time it has only covered some 1500 miles. Further original features include the electric heater and anti-mist spray canister, as well of course as the much-loved safari roof. The vents in this are rusty and have been sealed, so there’s a job for the to-do list. Elsewhere, the 10-seat interior remains in a remarkably original state. The correct grey ‘elephant hide’ seats are present, though they’ve been loosely covered in green cloth which you’d be expecting to get rid of. With just under 104,000 miles on the clock, the 2.25 petrol engine ‘runs sweetly and starts easily.’ The seller would advise trailering it home, however, thanks to its gearbox issues. At £10,000, this is not a cheap project. But once complete, it could be worth several times that. You’ll ﬁnd it on the opposite page.

Unit 6 Westmead, Hedingham Road, Gosfield, Nr Halstead, Essex CO9 1UP 01787 469553

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News

Issue 80: Oct 2020

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Discovery 300TDI 3 door 95H 125K miles. 2 owners. New sills. Long MOT. £1600. Defender 110 TDI 91J 200TDI only 63,000 miles. Good order. £4995.

Defender 90 Station Wagon 96P 125K miles, 1 owner, New Galv Chassis, full external roll cage, Alli Wheels, MT Tyres. £8995.

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Products

Vehicles

Adventure

Workshop

Buyers

Calendar

Off-Road Playdays

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

6 September

Kirton Off Road Centre Kirton Lindsey, North Lincs

Hill’n’Ditch Mouldsworth, Cheshire

Muddy Bottom Minstead, Hampshire

Protrax Tixover, Northamptonshire

Slindon Safari Slindon, West Sussex

Parkwood 4x4 Tong, Bradford

27 September

18 October

Picadilly Wood Bolney, West Sussex

Burnham Off Roaders Tring, Hertfordshire

Explore Off Road Silverdale, Stoke-on-Trent

13 September

Cowm Leisure Whitworth, Lancashire

Muddy Bottom Minstead, Hampshire

4x4 Without a Club Aldermaston, Berkshire

Frickley 4x4 Frickley, South Yorkshire

Mud Monsters East Grinstead, West Sussex

Essex, Rochford and District 4x4 Rayleigh, Essex

Hill’n’Ditch Mouldsworth, Cheshire

24 October

Frickley 4x4 Frickley, South Yorkshire

Kirton Off Road Centre Kirton Lindsey, North Lincs

Burnham Off Roaders Tring, Hertfordshire

Hill’n’Ditch Mouldsworth, Cheshire

Protrax Tixover, Northamptonshire

Kirton Off Road Centre Kirton Lindsey, North Lincs

Slindon Safari Slindon, West Sussex

4 October

25 October

20 September

Devil’s Pit Barton-le-Clay, Bedfordshire

Burnham Off Roaders Tring, Hertfordshire

Devil’s Pit Barton-le-Clay, Bedfordshire

Muddy Bottom Minstead, Hampshire

Cowm Leisure Whitworth, Lancashire

Explore Off Road Silverdale, Stoke-on-Trent

Parkwood 4x4 Tong, Bradford

Frickley 4x4 Frickley, South Yorkshire

Muddy Bottom Minstead, Hampshire

Picadilly Wood Bolney, West Sussex

Hill’n’Ditch Mouldsworth, Cheshire

Mud Monsters East Grinstead, West Sussex

11 October

Kirton Off Road Centre Kirton Lindsey, North Lincs

Thames Valley 4x4 Brick Kiln Farm, Hampshire

4x4 Without a Club Aldermaston, Berkshire

Slindon Safari Slindon, West Sussex

26 September

Essex, Rochford and District 4x4 Rayleigh, Essex

Thames Valley 4x4 Broxhead, Hampshire

Burnham Off Roaders Tring, Hertfordshire

Frickley 4x4 Frickley, South Yorkshire

Green Lane Convoy Events 5-6 September

19-20 September

11 October

Ardventures Yorkshire Wolds and Moors

Protrax Wiltshire

UK Landrover Events North York Moors

Atlas Overland Wessex

Trailmasters Yorkshire

12 October

Off Road Adventure Travel Wales

26-27 September

UK Landrover Events Dales and Eden

Protrax Wales

4x4 Adventure Tours Pembrokeshire

17 October

12-13 September

2-3 October

Trails and Tracks Tyne Valley

Onelife Adventure Lake District

Protrax Wales

18 October

17-18 September

10 October

UK Landrover Events Lincoln and Belvoir

UK Landrover Events Eden and Tynedale

UK Landrover Events Peak District

24 October

19 September

10-11 October

Trails and Tracks Night run

UK Landrover Events Tyne and Wear

Off Road Adventure Travel Wales

UK Landrover Events Eden District

Trails and Tracks North of England

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Issue 80: Oct 2020

A hidden treasure from the off-road scene

Above: Isuzu’s 4jb1-t engine is an absolute model of reliability – and though it was used in the Trooper way back in the 1980s, it’s still in production today, so parts shouldn’t be an issue. It’s a proper workhorse of a lump, so perfectly suited to a 90 like this Below: You see much, much tattier interiors than this in far newer Land Rovers. It looks used but not abused, and there are clear signs there of it having actually been cared for too

Words: Gary Noskill

on’t buy someone else’s old off-roader. That’s one of The Rules. Buying used is always a bit of a leap in the dark, of course, but when you’re taking on a vehicle that’s been abused in the mud and then left to rot (or at least, that’s what you’ve got to assume in the absence of evidence to the contrary), the only thing about it that’s a known quantity is that there’s a lot of graft coming your way. One thing that’s not a known quantity is how much it’s going to cost you to make it right, too. However, sometimes an old off-roader comes up that looks a bit different to the rest.

This 90, for example, which you’ll find for sale in our Classifieds this month, is definitely not what you’d describe as pretty. And by the seller’s own admission, it ‘has been stood for a long time.’ But before you run a mile, take a look underneath. Three years ago, this Defender (and it is a Defender, just, as it dates from 1989) was treated to a new chassis. Someone meant it to live on way into the future. It has also been fitted with a new engine. A new 2.8-litre Isuzu turbo-diesel engine, so don’t think this is going to be your turn-key ticket to RTV glory at next year’s National, but unlike a

certain Isuzu diesel we could mention this was a gutsy and utterly dependable unit which, with regular oil changes, will go on and on forever. The engine turns a ﬁve-speed manual box and the vehicle is ﬁtted with power steering, so it’s going to be a lot like driving a Tdi of the same era. Only more powerful – the 2.8 TD from the

There’s stuff on view here that’s showing clear signs of wear, tear and sheer old age. But take a look at that chassis. The vehicle has been stood for ‘a long time,’ but not for anything like as long as some Landies end up languishing – and sometime before it was laid up, its chassis was renewed. Someone obviously intended this one to live on a long way into the future

Isuzu Trooper of that era was quoted at 114bhp and 148lbf.ft. One other nice surprise about this 90 is that it has locking diffs in both axles. Once again, listen out for the sound of ALRC eligibility scrutineers gnashing their teeth – but be prepared to ﬁnd glory at whatever playday you choose to visit, or get ready to tackle the entire

green lane network without ever once getting stuck. As reassurances, go, ‘starts and stops’ is not the most comprehensive. But with an asking price of £3900, this has the potential to be a lot of 90 for the money. Yes, it’s someone’s old off-roader. But it looks a lot like it could be someone’s future gem, too.

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