The Landy - October 2021 by Assignment Media Ltd

Page 28: Rocks, sand, corrugations, ferocious heat and bandits. Welcome to the notorious Road to Hell…

LANDY

OCTOBER 2021

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

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ISSUE 92

ISSN 2056-6778 • Assignment Media Ltd

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There’s a lot more to this Heritage look 90 than meets the eye.

Like what meets the ear, for example: the thundering note of a 5.0-litre TVR engine at full chat. But even then, this is a Land Rover with hidden secrets. One of them being that when you go looking, it’s not a 90 at all. It’s something much older – and we bet you can’t guess what…

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3 Prototype hydrogen Defender set to commence testing as Land Rover sets sights on fuel cell power

been in the news recently following a number of test drive stories in the mainstream motoring media. The consensus of opinion appears to be that as always with PHEVs, the vehicle is only as economical as your charging regime allows – meaning that for journeys taking you beyond a real-world EV range of around 20-25 miles, you’ll be relying mainly on a high-revving fourpot petrol engine. This is fine for everyday general SUV use such as commuting and school-running, but this is a Defender – a vehicle whose entire purpose is to go, as Land Rover puts it, Above and Beyond. Stopping every half an hour to plug in is hardly an option when you’re driving round the world – and when you’re off-road and off-grid, it’s not an option at all. That’s why Project Zeus is so relevant to Land Rover. This is the name for a JLR initiative, funded in part by the government-backed Advanced Propulsion Centre, to build a hydrogen-powered Defender as a test bed for fuel cell vehicles of the future. Fuel cell vehicles are widely seen as the long-term answer to humankind’s increasingly pressing need to balance mobility with the environment

while stopping the runaway build-up of global warming. Their drivetrains use electricity, generated from hydrogen,

to power an electric motor – a process which creates zero carbon from tailpipe emissions and doesn’t require the

vehicles to carry heavy, mineral-dense battery arrays. Unlike battery-electric vehicles, they can be refuelled as quickly as anything with a petrol or diesel engine, and they suffer minimal range loss in low temperatures. While batteries are more practicable in vehicles used predominantly for short urban journeys between destinations with charging points, then, fuel cells are seen as being the ideal solution for larger vehicles, those used mainly over longer distances and those liable to experience extreme hot or cold environments. Which is more and more of them as time goes on. A major hurdle for the technology to overcome is the dearth of hydrogen infrastructure. At present, there are a dozen filling stations in the UK, of which one is on Orkney and half the rest are in London. Nonetheless, it’s predicted that there will be some 10,000 hydrogen filling stations worldwide by 2030, serving something like ten million vehicles. By testing a fuel cell system in a Defender, Land Rover says it will gain important insights into the particular needs of the company’s client. The programme will allow engineers to ‘un-

derstand how a hydrogen powertrain can be optimised to deliver the performance and capability expected by its customers: from range to refuelling, and towing to off-road ability.’ Developed in conjunction with R&D partners such as Delta Motorsport, AVL, Marelli and the UK Battery Industrialisation Centre, the Defender FCEV is scheduled to begin testing later this year. It will, Land Rover says, form part of JLR’s strategy to achieve zero tailpipe emissions by 2036 and net zero carbon emissions across the company’s supply chain, products and operations by 2039. ‘We know hydrogen has a role to play in the future powertrain mix across the whole transport industry,’ commented JLR’s FCEV chief Ralph Clague. ‘Alongside battery electric vehicles, it offers another zero tailpipe emission solution for the specific capabilities and requirements of Jaguar Land Rover’s world class line-up of vehicles. The work done alongside our partners in Project Zeus will help us on our journey to become a net zero carbon business, as we prepare for the next generation of zero tailpipe emissions vehicles.’

Red tape rules as Wayfarer continues to await repair

ur Freelande PAIR! ur Freelande way and here to help R

epair work on the Wayfarer, one of Britain’s most treasured rights of way, is being held up by the most bizarre of reasons. According to Allan Buckley, Wrexham Rep for the Green Lane Association, Wrexham Highways Department is ready to discuss a start date with Natural Resources Wales – however the latter organisation wants any machines used in the work to have had their hydraulic oil replaced with bio oil. ‘This is a big issue for all of the council’s preferred contractors, who are not prepared to do this,’ explains Allan. ‘Other similar works they have carried out have not required it. Also, their machines’ warranties would not cover possible damage. ‘We discussed this during a recent inspection and from our meeting, the Council will suggest to NRW that they wish to get on with the repairs. They will insist that inspections of the machines and spill kits will be their way to proceed.’ The team from GLASS also had a productive meeting with two of the area’s landowners who, Allan reports,

were ‘right behind us on getting the repairs completed as soon as possible.’ However both these farmers have also reported illegal use of the lane, which is currently closed to motor vehicles, by rogue 4x4 users on very aggressive tyres. This has caused substantial damage, particularly on a section of the track where wooden sleepers carry the right of way across a bog.

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The fact that this happened during lockdown further illustrates the rank criminality of some people whose behaviour aboard their 4x4s gives the rest of us a bad name. Thankfully, the efforts of GLASS and its reps like Allan go some way to redressing the balance in the eyes of right-minded people who understand the challenges we all face in the countryside.

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LAND ROVER WAS ON HAND to assist Virgin Galactic in the desert of New Mexico this summer as Sir Richard Branson fulfilled his dream of going into space aboard a craft designed for commercial service. Sir Richard was one of four ‘Mission Specialists’ aboard the SpaceShipTwo

Unity craft which the company believes will contribute to ‘the democratisation of space.’ The billionaire founder of Virgin Galactic arrived for the flight in a Range Rover Astronaut Edition, and following its return to Earth the craft was towed back to base by a Defender 110.

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Gibson’s Gab It could be you…

An out-of-character Lottery entry prompts Tim Gibson to spec his dream car. Because it pays to be prepared, right? Words: Tim Gibson It started with a chance conversation over dinner, the like of which I’m sure happens regularly around kitchen tables the country over. ‘Imagine if we won the EuroMillions this evening. Just think of all the freedom it would bring.’ ‘Yeah, no need to take finance on the new kitchen. We could be mortgage free. Maybe buy a little holiday cottage on the Dorset coast. I could go back to writing about Land Rovers full time.’ ‘I don’t think it would change us, though. I mean, we’d still have the same friends, do the same things. I wouldn’t want people to think we’d turned flashy.’

‘But it’d be nice to be able to buy anything you wanted. I could have the car of my dreams, and not think about insurance or fuel economy or reliability or purchase price. Imagine that.’ And so I did, because even though we never enter the Lottery, it’s always worth thinking about how you’d cope with a big win. Just in case. Turns out, this is actually quite a hard game to play. I’ve always known that my ideal Land Rover is a rustfree 300 Tdi Discovery, nicely fettled and with the interior freshened up to avoid curling dashboard syndrome and such like. Nothing fancy, but a decent all-rounder that’ll tow the caravan, provide some scope for green-laning fun at the weekends and give me ample

accommodation for kids, dogs, tip trips and all the rest of it. But this is my dream Land Rover for a budget that may one day, with a tail wind and a bit of clever saving, be just within reach. Remember I’m a multi-millionaire now. That changes things. First stop is a Defender. I mean, I eye them up pretty much every evening on the Trader, just in case I can find one that’s less than twenty grand and not a complete pig. Turns out I can’t, but I needn’t worry about that when I win the Lottery. Even if I can’t find the precise vehicle I want, I’ll just send it to a suitable aftermarket specialist and have it converted: trick suspension, tweedy interior, wooden steering wheel – the lot. Gosh, it’s fun being filthy rich, isn’t it?

Then again, I have always loved the Series Three. I flirted with so many when my student loan was burning a hole in my pocket, but never had the courage to buy one. So maybe that’s what I’d spec, in the knowledge that I can have a Velar or something comfy as my daily driver. And that’s not even to mention the Range Rover Classic, which is another constant source of car porn on Auto Trader. I did a quick search just now and found an old VM diesel model for £25,000. I know the engine’ll blow up

at some point, but what the heck. I can replace it. I’m loaded, remember? Maybe I’ll chuck in a restored Series One and a 101 Forward Control, just for the sake of it. Or maybe I won’t. Because, as it happens, I was relieved when Mrs Gibson shiftily admitted to having bought a winning ticket after our dinnertime chat. We landed the princely sum of £3.80. And all of a sudden, that 300 Tdi Disco is back to being the best car I could ever dream of. No point in being flashy, after all…

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Where did all the old comp trucks go?

any years ago, someone told be about an article they thought I should write. ‘Where are all the old compers?’ was the gist of it. They weren’t referring to the drivers (though that in itself can be a fascinating subject), but the vehicles. It stands to reason, too. Back in the day, when events like the Hillrally used to attract entry lists in the hundreds, almost everyone you talked to seemed to have a competition car either in build or lurking under a tarp on their driveway. They weren’t all Land Rovers, of course, but the vast majority either fell in with the ARC regs of the day or, at the very least, were built using a substantial amount of Rover components. Towards the end of the 1990s, though, safari racing started to get more and more competitive (read ‘expensive’) and the purpose-built buggies became harder and harder to catch. The one year I competed in the Hillrally, as navigator in a Bowler Tomcat, I think four of the top ten were ARC vehicles. But by the time the off-road world emerged to survey the damage done by foot and mouth just a few years later, no-one was getting close to the Milners and Mattseratis. And by and large, noone was even trying to any more. It wasn’t just speed events that saw their entry lists decimated, either. Back when I used to go trialling, there were loads of us. Less than a decade later, single-figure entries were the norm. So, what did happen to all those old competition cars? I ask because in this issue, we’re looking at an old Series I which was put back on the road after a long life as a trials motor. Rather than take it back to scratch, though, the owner kept features like the inevitable V8 engine and incorporated them into a sort of restified classic build. Land Rovers like that won’t ever fetch the sort of millionaire money that gets spent on back-to-original classics. But, and this may be important, they still get used. Every day, in some cases. Is that where all the old comp cars are going to go? If so, at least the thriving scene of old didn’t lay down its life for nothing. Alan Kidd, Group Editor alan.kidd@assignment-media.co.uk

RECWATCHES .COM RECOVER • RECYCLE • RECLAIM

REC Watches - CLASSIC LAND ROVER AD June 2021.indd 1

14.06.2021 13.19

8Land Rover hints at renewed interest

new Defender Challenge series – and

9 in Dakar Rally as Bowler announces

unveils spectacular race-ready 90 S

ince 1985, the name Bowler has been at the leading edge of Land Rover motorsport. Founded by the late Drew Bowler and now part of the Land Rover empire, the Derbyshire company was already highly respected in British comp safari circles before becoming globally famous when the Wildcat 200 started appearing in the Dakar Rally and other international cross-country events. More recently, Bowler built a series of competition cars based on the old-shape Defender which competed in their own championship on the UK stage rallying circuit. And now, the company has unveiled the successor to those vehicles – the 2022 Bowler Defender Challenge. Based on the Defender 90, the Bowler Challenge model is fitted with a version of Land Rover’s turbocharged 2.0-litre petrol engine developing 300bhp. It’s fitted with a full cage, underbody protection, raised suspension, 18” rally-spec wheels and column-mounted paddle shifters for its automatic box. The vehicle is certain to become a collector’s item. However it was created for a more direct purpose – to compete in a new version of the Bowler Defender Challenge rally series, which will take place over the course of seven events around the UK during 2022. Packages start from £99,500, which includes the vehicle itself and entry into the series, complete with event support. As before, the series is designed to act as a feeder into international cross-country rallying and an environment in which drivers and navigators can learn the ropes. It’s

open to competitors with any level of experience, with its own dedicated service and hospitality areas as well as the option of training and extended support. Bowler says past versions of the Challenge have been ‘an ideal platform on which to gain motorsport know-how before joining other Bowlers and competing in rally-raid events across the globe.’ All competitors will be driving identical Bowler Defender Challenge 90s. Bowler Motors, which since its acquisition in 2019 has been part of Jaguar Land Rover’s SVO operation, prepares the vehicles by stripping them down and rebuilding them into full-spec competition cars. In doing so, it makes detailed modifications to the Defender’s body shell, adding extra rigidity to cope with the specific demands of motorsport. This was designed in tandem with a full-width, full-length underbody protection system in 6mm aluminium, and of course there’s also a full FIAspec internal roll cage linked in to the suspension mounts. Underneath, the suspension subframes have been modified, with front and rear strut braces adding extra strength up top, and the engine, gearbox and radiator mounts have all been revised to cope with motorsport use. There’s a rally-spec rear crossmember, too, and the spare wheel is mounted on the rear stays of the cage. Talking of the suspension, a set of bespoke turrets hold stiffened springs and Fox dampers, and the upper front wishbone is revised to suit the geometry of the vehicle’s new ride height. All-terrain tyres are mounted on bespoke 18” wheels.

Left: Plastic windows, roll cage, race seats, six-point belts… paddle shifters, Pivi Pro screen… It all adds up to a particularly modern kind of motorsport prepped Defender Right: There was a time when you needed a big V8 and lots of tuning to get near 300bhp. But that’s the stated output on the 2.0-litre petrol engine under the bonnet of every Defender Challenge vehicle. You’ll also notice the top end of the Fox shocks that help the vehicle handle the way a rally car must – as well as a strut brace to fight back against the extreme forces trying to make the chassis implode

Underbody protection runs the whole way from front to back and side to side of the vehicle. Made from 6mm aluminium, it provides massive strength for the minimum weight penalty

Performance-wise, the suspension is very much the focus of the work that’s been done on the vehicle. The 2.0-litre Ingenium engine remains largely standard, though it does breathe out through Bowler’s own sport exhaust. Cooling for the engine is improved by modifications, including the removal of the auxiliary radiators, designed to allow greater airflow through the main radiator, and cooling capacity for the automatic gearbox is also increased. Sticking with the gearbox, this has a new column shift position that’s been optimised for the vehicle’s motorsport bucket seats. It also gains paddle shifts behind the steering wheel – something which is currently unique to Bowler. The company has developed its own rally-focused software, too. This is fully integrated into the 90’s ECU network and ABS/DCS system – as well as the standard safety systems which remain in place (unlike the airbags, all of which have been removed). The body control

unit has been adapted for motorsport use, too. In addition to all of this, the engine breathes in through a raised air intake. In Britain, these are traditionally fitted to protect against taking on water during deep wading; this tends not to be a big issue on stage rallies, however dust certainly can be – and, as is the case in most of the world, a snorkel is the best way of protecting your engine and preventing its air filter from getting clogged by the sort of intense clouds that can be kicked up by other vehicles’ wheels. From the outside, while the vehicle’s purpose is already very clear there’s further evidence for it in the shape of a roof spoiler, with integrated high-level marker lights, and additional front and rear lighting. All door windows have been replaced by polycarbonate, as have the Alpine lights in the roof. Inside, items like a kill switch, plumbed-in fire extinguisher and navigator’s-side controls for the lights, washers and horn further demonstrate

that this is very much a motorsport machine. There’s a rally-spec facia on the dash, too. Elsewhere, there’s not a detail left unattended to. The navigator gets a footrest, the wheelarches are extended and reinforced and there are additional bonnet-mounted windscreen washers to deal with the levels of crud and dirty water that get thrown around when off-roading at max chat. For the same reason, the standard mud flaps have made way for rally-spec units, and for extra safety and speed off access to the spare wheel there’s a manual release mechanism for the rear door. As you’d expect from a team with Bowler’s pedigree (it had the second-largest factory entry in the 2005 Dakar), no stone has been left unturned in the quest for rallying perfection with the new Defender. ‘The development of the new Bowler Defender Challenge rally car perfectly illustrates the mutual benefits of Bowler joining Jaguar Land Rover Special Ve-

hicle Operations,’ comments SVO boss Michael van der Sande. ‘Our technical support, married to Bowler’s legendary rally expertise, has turned the extraordinarily capable Defender into a purposeful competition machine. ‘The Bowler Defender Challenge will prove the Defender’s durability through some of the toughest conditions, while providing an exciting and accessible entry point into all-terrain motorsport for a new generation of Bowler and Land Rover customers.’ It may not have escaped your notice that the Defender Challenge’s £99,500 price tag is very close indeed to that of another new Defender – the 5.0-litre V8. In this case, however, you also get a supported entry into a seven-date rally championship as part of the deal. As for the vehicle itself, one suspects many Defender fans would sooner have a Bowler-prepped rally truck than a lowered speed machine – though if you can afford one, you can probably have both.

NEXT MONTH

Earby Autos Ltd, Lane Ends Garage, Skipton Road, Earby, Lancashire, BB18 6PX

enquiries@earbyautos.co.uk 01282 843 986

Independent Specialist Land Rover Technicians Specialising in all Series Land Rovers through to modern day Land Rovers

A PRESTIGIOUS PAST This Series IIA has had a long and varied history – including diplomatic service for not one but two different nations PLUS

Testing the Defender 110 in D250 form – is this all the Land Rover you’ll ever need?

You don’t see many high-spec Hi-Caps. But this XS Puma has been built into a properly cool street truck

NEXT MONTH’S ISSUE OF THE LANDY IS PUBLISHED ON 21 SEPT You can pick up your copy of our September 2021 issue from selected newsagents and Britpart dealers – or read it online at www.thelandy.co.uk 01283 553243 • enquiries@assignment-media.co.uk • www.thelandy.co.uk • www.facebook.com/thelandyuk Group Editor Alan Kidd Contributors Tim Gibson, Gary Noskill, Dan Fenn, Paul Looe, Tom Alderney, Gary Martin, Raymond and Nereide Greaves Photographers Steve Taylor, Richard Hair, Harry Hamm, Michelle Thruxton, Vic Peel Advertising Sales Manager Colin Ashworth Tel: 01283 553244

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

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

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

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Issue 92: Oct 2021

News

Products

Vehicles

Adventure

Workshop

Buyers

In Gear

The latest and best products you need for your Land Rover

Latest LED products from Osram offer options for every kind of Land Rover

AH, AUTUMN. Season of mists and mellow fruitfulness, close bosom friend of the winnowing wind, oh God football is back and have you seen the size of that spider, and another thing, if I hear Last Christmas in the shops while it’s not even October yet

there’s going to be trouble. You know how it is. As the last knockings of summer give way and the blessed relief of waving your kids off back to school fades into a memory, suddenly you open your curtains one morning and the sun’s not up by 6am any more. So prepare yourself to say bye-bye to those long hours of daylight, and hello to… all the excuse you’ll ever

need to ﬁt your Land Rover with some (literally) shiny new LEDs. LEDs such as these little beauties from Osram, for example. Designed to help you see your way on pitch-black rural roads, dirt tracks and off-road terrain, they’re built to dish out maximum performance while also shrugging off the sort of knocks, scrapes and dirty dousings that come with the territory. First up, there’s the FX500-CB SM Lightbar. This 65cm unit provides an array of 20 high-performance LEDS whose 6000 Kelvin output and 5500 lumen ﬂux provides what Osram calls ’daylight conditions’ up to a distance of more than a quarter of a mile away.

www.osram.co.uk/ledriving-lights

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

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A useful feature is a reflector which diverts the LEDs’ beam away from oncoming traffic to prevent needlessly dazzling other road users. With a choice of 12 and 24-volt inputs, the FX500-CB SM is suitable for use with a wide range of Landies in the utility, agricultural and off-road sectors. It’s designed with all the right failsafes to protect it from overheating or excess voltage, and its tough polycarbonate lens and IP67 protection promise a robust approach to everyday abuse and environmental factors alike. The VX80-WD round LED light is sealed to IP67 too, and like the FX500 it has 12 and 24-volt input options allowing it to be used on everything from an everyday Freelander to a hardcore winch beast. It contains four LEDs, giving it a range of up to 240 metres. Once again, it delivers a 6000-Kelvin performance and promises conditions similar to daylight. Here, a 1150-lumen power package promises the highest possible optical efficiency as well as even distribution of light. Like the FX500-CB SM, the unit was built for a 5000-hour lifespan. The VX80-WD is a high-value driving lamp carrying a RRP of £59.99 – a figure which sounds better value than ever when you consider that it comes with a two-year guarantee. The FX500-CB SM Lightbar, meanwhile, is priced at a more premium £349.99. That’s a lot of light for your money, and this time it comes with a highly impressive five-year guarantee. There’s a wealth of information about these LED products, and a whole lot more besides, at www.osram.co.uk.

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Strong-Arm unit from Clarke takes the hard work out of changing tyres CHANGING TYRES HAS THE POTENTIAL TO BE VERY HARD WORK, or the sort of job that sees you scuttling off to your local ATS. With Clarke’s CMTC1 Manual Tyre Changer, you might be able to spare yourself the latter without too much of the former. Built from heavy-duty steel and ﬁnished in a tough powder-coat, the CMTC1 features a bead breaker and demount/mounting tools. It can be used on wheels up to 19” in size, and if your Land Rover wears anything bigger than that you’re obviously rich enough not to be troubled by the price of a visit to your local tyre shed. Talking of prices, the CMTC1 is available for £214.80 including the VAT. You’ll still have balancing to worry about, but if your vehicle is a dedicated off-roader that’s unlikely to concern you. As normal with Clarke gear, www. machinemart.co.uk is the place to go.

THE LUCAS CLASSIC RANGE of Land Rover parts now includes steering column locks for the 90 and 110 ﬁtted with the 2.5 N/A and pre-Tdi 2.5 TD engines. A separate unit is also available for the Discovery 1 and Range Rover Classic. You can ﬁnd them at lucasclassic.com/landrover, or via the Britpart dealer network.

Issue 92: Oct 2021

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Issue 92: Oct 2021

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Bilstein suspension units promise OEM quality at affordable prices for Discovery 4 owners THE DISCOVERY 4 has become a go-to vehicle for Land Rover enthusiasts and indeed motorists in general who’re looking for a vehicle capable of doing absolutely anything a person could ever ask of a 4x4. It’s classy, luxurious, capable, practical, all the good stuff. But it’s also very complex. Being an evolved version of the Discovery 3, one of the most complex areas, and therefore a prime candidate for going wrong very expensively, is the air suspension. When this is working, it allows you to vary the Disco’s ground clearance off-road – and delivers a beautifully smoot, quiet and well controlled blend of ride quality and ground clearance on the tarmac. The suspension units get old, however, and when they need replacing things become painfully expensive very fast. And that’s where Bilstein’s Airmatic units come in. Made to OEM quality standards, these are offered as a direct replacement for all Discovery 4 models – at a price that’s more appealing than those you’ll encounter at a dealership. The original development of this new Land Rover fitment came as Bilstein’s response to the increasing popularity of models utilising air springs. The high performance B4 air suspension module promises a quick reaction to road and vehicle conditions, with Bilstein’s gas pressure technology providing consistent damping under any axle load Air suspension systems adjust to different vehicle height positions by varying the air pressure in the bellows – ideal when towing or carrying heavy loads. They can lower the vehicle for better aerodynamics on the motorway, too, or lift it out of harm’s way off-road. To this end, the B4 unit integrates seamlessly with all factory electronics for ‘plug and play’ operation, with no dealer re-coding required. Fully TUV certified and complete with a 12-month warranty, the units retail at £254 plus VAT apiece. Check out the price of Genuine units before taking a view on that. You’ll find a dealer by visiting www.bilstein.de.

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We’re on Facebook: www.facebook.com/thelandyuk IF YOU’VE GOT A NEW DEFENDER, you’re probably quite keen not to damage it. You know, by taking it off-road or something mad like that. I know, right? But sooner or later, someone’s bound to give it a try. When they do, they may turn out to be glad that before they slipped the lever into low (lever, ha ha ha, our little joke with you), they invested in Britpart’s new Front Undershield. This is suitable for the 90 and 110 alike, so there really is no excuse. Made from 5mm anodised aluminium, the undershield protects the lower bumper area and radiator from the sort of impacts that can happen when you’re driving off-road. Its structure provides plenty of strength – and this is backed up by the mounting assembly, which adds further reinforcement when the whole unit goes into place. Equally important when you’re off-roading is what happens when you get stuck. Obviously in the case of the new Defender, what happens when you get stuck is that someone does a video on their phone and by the time you get home it’s been shared all over Facebook, but first you have to get home. Which isn’t happening while you’re still stuck. So the good news is that even with the shield in place, you still get easy access to the vehicle’s recovery loop. Prices vary, but you needn’t expect a lot of change out of £700. You can find out more at www.britpart.com. ROUGH. LUMPY. IDLE. It could be the title of the Editor’s autobiography, but actually it’s just what you risk ending up with if your fuel injectors overheat. This can crop up during heavy towing or off-road work, particularly in summer weather, as a result of them being fed hot fuel or baked from the outside by ambient heat. Either way, the first you’ll know about it is when you run into vapour lock – resulting in poor starting, incessant stalling or the aforementioned rough, lumpy idle. In any case, DEI’s Fuel Injector Reflective Heat Covers might be a very cheap way of preventing it. Made from glass fibre bonded to a heat-reflective aluminised material, these are simply wrapped around each individual injector before being secured with a sewn-in hook and loop fastening edge. The covers are available in packs of two, four, six and eight. They’re brought to the UK by Demon Tweeks – to find them, head for demon-tweeks.com.

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Blast From The Past

It’s fair to say that building hybrids is largely a thing of the past. But it’s also fair to say that this Heritage-look 90, which is actually a Series IIA, is not your average hybrid. Though when you see what’s under the bonnet, it’s deﬁnitely a blast

Words: Paul Looe Pictures: Harry Hamm

here’s no shortage of blinged up 90s in the world. Take an old Td5, paint it, scrub the cabin, chuck on a few bits you’ve bought at a show, put it on eBay for forty grand… we’ve all seen them. Of course, we’ve also all seen the other kind of blinger – the kind that’s had its chassis done and been properly renewed from the ground up before the builder even thought about what kind of alloys and leather seats to put on it. They’re poles apart. But what they have in common is that they’re both 90s. What you’re looking at here a blinger, if you want to fall it that, of the latter kind. It’s been done properly and, in the words of Clive Herbert, who built it along with his son, it’s been ‘years in the making.’ But it’s different from those other 90s – in that it’s not a 90 at all.

No, what you’re looking at here is a hybrid. And not a typical hybrid either, if such a thing exists these days. It’s not based on a cut-down Range Rover or early Disco, or even a reused 90 chassis. Instead, Clive decided to make it hard for himself. This is, would you believe, a Series IIA. Before you go looking for the tell-tale odd proportions in the body, read on. Clive wasn’t content with just converting a leaf-sprung chassis to coils. And cutting down a 109” frame to the right wheelbase? Far too easy. What he had lying around started life under an 88” – so that’s what he used, axing off all the brackets, cutting it down the middle and rebuilding it as a 92.9” unit all ready to welcome a full set of radius arms, trailing links and so on. If you look carefully, the most obvious

tell-tale sign is that it still has a Series IIA rear crossmember. We’ll assume that Clive really likes welding stuff. Something else he really likes is V8 engines. ‘I’ve always been a petrol head,’ he says. ‘Corvettes, Camaros, big American cars. I’ve had seven Corvettes and I still have two now. I’ve got about 20 cars in total – during my life I’ve had hundreds!’ And at present, this one is his daily driver. So you can take a punt on what kind of engine it has. No, not a Chevy, but probably the British equivalent – a 5.0-litre V8 from a 1996 TVR Griffith. This is as big as the old Rover V8 was ever pushed in a production vehicle. The Griffith was a wonderful old throwback to the days of hairychested muscle cars – it might not have

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The top cover from a Vogue LSE hides the fact that this is the 5.0-litre V8 engine from a 1996 TVR Griffith. The biggest version of the old Rover V8 ever used in a production car, it put out 340bhp and 350lbf.ft when new, and Clive has had it tuned back to as close as possible to that state. It’s not entirely as it was, however, as it runs an LPG system harvested from a P38. The radiator comes from a Range Rover too, with air drawn through it by a couple of proprietary electric fans

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been the last word in build quality but it looked fantastic, sounded outrageous and went like absolute stink. The engine is closely related to the 4.2-litre version of the same unit that was used in the Range Rover Vogue LSE, and a Range Rover top cover means this particular example even looks like one. Clive says the job was ‘more or less a drop-in’ and that the engine has been tuned up – though only to take it back to its original output, rather than anything silly. On the subject of tuning, though, something else the engine has been adapted for is to run on LPG. The system was fitted professionally, having previously been harvested from a P38 Range Rover that was on its way to the car park in the sky. There are people

who’ll tell you that gassing the TVR version of the Rover V8 is a bad idea because they tend to run hot as it is, but Clive says he’s had no problems with it. Cooling comes from a Range Rover radiator, with air drawn through it by proprietary electric fans, and that appears to be adequate for the big engine’s needs. It’s bolted to the five-speed LT85 Santana gearbox from an original-spec V8 Defender, which in turn drives all four wheels via an LT230 transfer case. The front axle is a Defender unit, with its wheels turned by a Defender PAS box, while to get disc brakes Clive used one from a Range Rover at the back. On the ends of the axles, Clive has two different sets of wheels and tyres. In our pictures, you can see it with

245/45R16s on Wolf rims which have been banded to make them 2” wider – and, you’ll have noticed, painted to match the 90’s Heritage-inspired Grasmere Green body colour. We think the wheels look spot-on as part of the package; you might consider that the tyres are a bit low-profile for a Defender, but Clive says he thinks it handles much better with them than the Supply of quality spare parts more correct 235/85R16s he also has. Supply of quality spare parts Supply of quality spare parts blasting service Supply of quality spare parts In house vapour These in turn are mounted on a In house vapour blasting service house vapour blasting service set of Boost alloys – again, painted In house vapour blastingInservice Full in house machining service Grasmere Green. You could argue that FullFull in house machining service in house service machining service Full in house machining service Friendly backed up with 12 month warran alloys are more in keeping with the Friendly service backed up with 12 month warranty vehicle’s street-machine image, but service backed up with 12 month warranty Friendly service backedFriendly up with 12 month warranty you pays your money and you takes your choice. Literally, in fact, because while Clive didn’t build the truck to sell (‘I’ve got a few Land Rovers in a barn

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There’s an impressive variety of shades of green going on inside the truck. The seats are trimmed in a bright, minty shade, the carpets are closer to matching the body colour and the door cards are a more traditional muted tone – with unique cord-wrapped handles thrown in for good measure

that I’m keeping as pension money’) he’d part with it for the right offer. More on that towards the end – but don’t go skipping ahead now, will you? First, we’ve got to consider the way the 90 looks. The Heritage influence is there for all to see, both in the Grasmere colour scheme and in the fact that the rear crossmember is painted silver. Only this one is a Series IIA job, and that’s a level of heritage Land Rover never managed to achieve with its retro Defenders. At the other end, the grille is a Heritage design too. It won’t have escaped your notice that the vehicle also carries a lot of badges, and these too add an of-itsera appeal to the way it looks. One of those dreary window stickers you see wouldn’t do; this is a look that needs proper badges made of metal, and that’s what Clive has given it. Where there are stickers, they’re classy and relevant – the HUE graphic on the wings being a perfect example. There’s also a very elegant Union Jack wrap covering the bonnet. Such a thing could be obscenely garish, but this one is all in shades of grey – giving it a beautifully understated appeal. Clive designed it himself (he’s a landscape gardner by trade, but he doesn’t half have a creative eye to him) and hasn’t done one for anyone else, so if you see one it’s either a knock-off or you’re looking at this actual Landy. Further back, there’s a set of panoramic windows which Clive handed over to a professional glass fitter to instal. Then you move inside and it’s a case of 50 Shades of Green. Well, about three actually, but each of them has its own story to tell. Starting with the seats, these were done by a specialist in a minty green leather that gets your attention – as does the diamond quilting of its main panels. This contrasts with a much

more muted green on the carpets and a more classically automotive shade on the door cards. And talking of the door cards, these are home to the interior handles – whose hard-wrapped finish, using green cord, is totally unique. Both in terms of the fact that no-one else has got one, but in the extra shade of it brings to what’s already going on inside the vehicle.

What it all has in common is that Clive went to local specialists to get the various elements of this work done. It’s a brave combination – but overall, he says the 90 is pretty much exactly what he had in mind when he planned the project all those years ago. ‘I’ve done a couple of Land Rovers previously,’ he admits. ‘But nothing like this one!’ So, if you ignored our advice and did skip ahead, here’s the bit you skipped

to. As we all know, Defenders’ values continue to go up and up, and that’s why Clive is keeping the ones he’s got laid down. But this is a bit different – it’s not a genuine Defender, obviously, despite what first appearances would suggest, so it’s not an investment in the same sense. But it is a stonkingly wantable Land Rover. This here is an article, not an advert, so we’ll just refer you to the classified

section at the back of this issue of The Landy. You’ll find the vehicle listed there, along with Clive’s number and how much he wants for a Land Rover which, despite sharing a barn with two Corvettes, is currently his daily driver. What will he do when it goes? ‘I don’t know,’ he shrugs. ‘There’s plenty here!’ You can’t help but like his style – and you certainly can’t help but like his Land Rover.

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Rockin’ all over the world

This gloriously cool 101 has been converted into a camper van you could drive around the world. And every mile of the way, it will absolutely rock… Words: Dan Fenn

ld 101s never die. That’s more or less a given. What they do instead, now that nobody dreams of off-roading one any more, is roughly divided down the middle. Most of them become classics and retire to a life of shows. Restored 101s are valuable things, especially if they’re still faithful to their speciﬁc military heritage; the days when people ran them as off-road toys are long gone, and the vast majority have been carefully taken back to the way they once were. The other side of the 101 coin involves those which, at some point in the past, were converted into overland

camper vans. Ambulance-bodied examples were the most popular for this, as they already came with a house-sized box behind their cab, but basic General Service models were ripe for it too. The 101 you see here, which is a late one dating from 1977, is a particularly cool example of the breed. It’s been converted into a camper – and modiﬁed to make it better to drive. Peak 101, you might say. Let’s start with the oily stuff. Having spent time in Bosnia and worked as an Army training vehicle, 72 GJ 82 was demobbed into the hands of an owner who converted its 3.5-litre V8 engine to run on LPG. The original

LT95 four-speed gearbox is behind it, and after that comes a transfer case containing Range Rover gears for better cruising. The axles are shod with 325/85/R16 Michelin XMLs on John Craddock rims and the front axle has been converted to disc brakes using a Zeus kit. Talking of brakes, the 101’s owner told us that he has recently given it a new servo – along with clutch master and slave cylinders, steering damper and swivel seals and a whole fuel system including a stainless steel tank. That’s among other things; the door tops and bottoms have been renewed too, and the chassis has been worked over with Dinitrol to

keep it in the solid, rust-free state it currently enjoys. If all this sounds a bit like a sales pitch, that’s because it is one. The 101 is currently in our Classified ads and we’re relaying what its owner told us about it – including no small amount of work that’s been done with an eye to making it right for whoever its new owner might turn out to be. What they’ll get is a camper whose rear body is insulated with double foil and 50mm thermofleece. Its panels haver been soundproofed, too (insert passion wagon joke of choice here) and it’s fitted out with a cooker and water pump. Up top, there’s a large skylight to let in the sun – and really, really up top, a 225w Vectron solar panel helps maintain a pair of leisure batteries in good fettle. That’s the simple, emotionless description. But just take a look at the pictures. If you thought this truck looked cool from the outside, be prepared for some wow factor. Not the sort of look-how-rich-I-am wow factor anyone can achieve with a reckless attitude to credit, but some really clever, homespun interior design featuring full wood panelling in tongueand-groove boarding. It’s wonderfully off-beat and so much more homely than your typical commercial motorhome interior. There’s a set of kitchen cabinets on top of one wheel box, with a double hob mounted into the worktop above them. Next to it, and we just love this, is a traditional butler sink with a copper tap and, behind it, a colourfully tiled splashback. It’s taken 92 issues of The Landy, but there it is. The word ‘splashback.’ We feel better now. The opposite wheel box holds a very New Age looking sofa, ahead

of which is a full-width double bed. Above here, you’ll find a bank of speakers – part of a sound system that looks like it could power a small rock festival – and a storage space designed specifically to hold a surfboard. You just knew there was going to be a surfboard, didn’t you? We don’t mind admitting that we’ve got a little bit of a crush on this 101. Some of the details are just delightful – the panelled inner walls, for example, have privacy windows mounted in them behind fancy shapes cut out with a router. Whether or not they’re to your taste is one thing, but these are the kind of personal touches you simply can’t buy in a commercially produced vehicle. Not unless you pay a not-very-small fortune on a bespoke build, at least. So we don’t mind saying that we think they guy selling this 101 is among the most creative Land Rover owners we’ve met. He, and the truck, are based in Cornwall and he says he’s ready to field offers based on an asking price of twenty grand. You’ll get a real piece of history for that money – as well as a supreme overland camper with a future full of adventures stretching out before it.

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Happy Retirement

What happens to old trials motors when their RTV days are over? It’s not what you’d call a trivial question – because back in the day, the most popular vehicle for trialling was none other than the Series I…

n last month’s issue of The Landy, we featured a 110 that posed a stern challenge to the 90’s status as The Cool One. It was a softtop, naturally, with a tidy collection of bits and pieces appended to its person – not high-bling accessories,

Words: Gary Noskill Pictures: Andy Agar but things like sand ladders and two spare wheels, one on the bonnet and one on the tailgate with a canvas kit bag strapped to it. Words don’t really do it justice, but safe to say it looked absolutely wicked – you could argue all day long as to whether or not it was

as groovy as, say, a NAS 90, but the point is that it proved how a 110 can be cool too. But then a Series I shows up and out-cools everything in sight. They do that, of course. Usually by being heart-achingly perfect in every detail. But this one is, in the words of its owner Andy Agar, ‘far from original.’ Original, indeed, it is not. But you could still call it perfect in every detail. It just depends on how you define perfection. If your idea of the perfect woman is a flawless supermodel like Bella Hadid, for example, this particular Land Rover might not rock your world.

Left: The engine is a 3.5-litre Rover V8 with minimal modiﬁcations. There’s a Maxspark coil and a pair of K&N air ﬁlters, as well as a Kenlowe fan with a manual cut-out, but largely it’s as it always was – only a lot cleaner Right: To comply with competition regs, the fuel tank and battery are boxed away safely in the back. These are things that could be moved again, if you somehow wanted to turn the vehicle into a work truck or, more likely, restore it back to original, though we think they look pretty jaunty just as they are

If, on the other hand, you prefer more of a girl-next-door type such as Karen Gillan (in which case, just for the record, we’re very firmly on your team), this is a Landy that’s likely to push all your buttons. Especially if you’re a bit of a fantasy geek and you get

your fetish on for Ms Gillan as Nebula in the Avengers movies – because, like the embittered daughter of big bad Thanos herself, various bits of it have been removed and replaced with components designed to make it more effective in battle.

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LIVE, DREAM, DRIVE ZEUS BRAKE CONVERSIONS for Classic Land Rovers

This, you see, is an 80” from the days when Series Is were plentiful – and turning them into triallers was yet to become an act of either treason, heresy or financial madness. Some of those Land Rovers are still out there competing; others were destroyed beyond salvation, while still others are laid up in garages and back gardens, waiting for their owners to finally retire and get down to the restoration project they’ve always dreamed about. And then there’s the few – and it really is a few – that have been recommissioned for their own form of semi-retirement as fun trucks. This is a perfect example of that breed. No, it’s nowhere near having all the classic car credentials of an original 80. But the mods that were made to it for trialling make it more of a fun truck, too. It is, says Andy, ‘huge fun, easy to drive and very cool.’ A major part of this is that under the bonnet is a 3.5-litre Rover V8 engine. The Series I was built to compete in events run by the Cornwall and Devon Land Rover Club, which means it had to comply with ALRC eligibility regs – limiting the choice of donor parts to Rover stuff, essentially, though this includes some deeply splendid engines and equally deeply splendid kit you can use with them so that’s fine. This particular 3.5, for example, runs a recently renewed pair of SU carbs. The manifold is similarly recent, and it breathes in through a pair of K&N air filters. It’s equipped with an auto choke, too, as well as electronic ignition and a Maxspark coil. There’s a Kenlowe electric fan to pull air through the radiator, too, with a manual cut-out to prevent it from firing water all over the high-tension system during those deep wading moments. As always with any kind of competition car (or indeed just any kind of car), getting access to the engine for maintenance is absolutely essential. I mean, nobody would ever design a car whose body needs to be removed just so you can change the timing belt, for example, would they? In the case of this Series I, anyway, access is particularly good. That’s because the bonnet lifts up as normal – and then having done that, Andy can unclip the wings (outer and inner) and front

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Above: With the bonnet raised up and sitting back against the windscreen frame, the front panel and wings can be unclipped and removed as one assembly to allow outstanding access to the engine Below: Behind a bulkhead that’s just had all the welding done, the 80’s cabin is nice and clean – with a new set of spade-back seats very much the highlight. The canvas and hood sticks are new, too. It’s not original, but for an old trials truck it’s almost unbelievably straight and clean

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panel and lift them all off together as a one-piece assembly. If there’s a Series I anywhere with better access to its engine bay, we’re yet to see it. There’s good access to the gearbox, too, thanks to a bolt-on crossmember. The gearbox itself is a Series IIA unit – chosen, as they so often were for trials motors, because of its strength. The pedal box is from a Series IIA, too, and the front axle is from a Series II. The front wheels are turned by a PAS set-up using a P5 steering box and stopped by a Santana disc brake conversion. ‘Stops on a pin and no brake fade when wet!’ says Andy, neither of which is something the vehicle would have been noted for in its original form. Goodridge brake hoses all round help here, too, and there’s a remote brake servo fitted underneath the passenger’s seat. Protected from impacts by a Qt guard, the front diff housing contains a Range Rover unit – providing ideal ratios to go with the V8 engine and meaning the 80 can be used as an everyday car without the need for an overdrive. This of course means that the rear axle contains a Rangey diff too; this is a Series I job, which were always popular for trials use as they’re narrower than later units and therefore less likely to score penalty points by catching on tightly positioned gates. The axle has been converted to fully floating halfshafts for the greatest possible strength. The axles hold the vehicle up on a set of parabolic leaf springs; Series II units at the front, where the V8 is heavier than a standard Series I engine, and Series I at the back. They’re finished off with a set of powder-coated steel rims shod with 235/70R16 BFGoodrich KO2 AllTerrains. Add in things like front towing hooks, a kill switch and a rear-mounted fuel tank and battery, as required by trialling regs, and you have a vehicle which was built, some decades ago, to the sort of standard it took to stand up to the opposition in what has traditionally been one of the most competitive of all the Rover clubs. Andy confirms: ’The changes to this vehicle are extensive and well engineered,’ confirms Andy, ‘and were all done back when Series Is were valued in the hundreds of pounds, not the tens of thousands they are today.’ On that subject, at the time of writing Andy

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had the 80” up for sale at £17,995. Your view on that price is likely to be determined by your view of what a classic should be – but for one that’s so very drivable, it certainly compares well with the sort of money top-quality original-speccers command. In addition to all the development work we’ve already described, that money gets you a Series I that clearly doesn’t need an MOT – but has one anyway. To get it, Andy took the truck to former Broad Lane Land Rovers main man Martin for what he describes as ‘extensive chassis and bulkhead repairs’. A clean ticket with no advisories says that they were done right – and that anything else needing sorting was polished off too before the vehicle went on the clock. As anyone who’s sat in a trials truck will confirm, you can treat one of these vehicles to any amount of welding and mechanical work to address the hardships life has thrown at it – and it’ll still look and feel like a trials truck. Which is to say its bodywork will be beaten to death and its cabin will be the grottiest thing ever. But this is where the real changes have been made. As you can see from the pictures, the 80’s panels have received more than just a lick of paint to bring it back to where it is today. It’s not concours-clean, and there’s little in the way of patina to be seen, but it’s very, very straight – and it’s finished off with a new canvas top and hood sticks from Exmoor Trim, which goes beautifully with its jaunty image. Andy also turned to Exmoor for a full set of three spade-back seats,

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which finish off an interior that’s simple, stout and, again, impressively clean. You can see signs of where it’s been freshly painted over the new welding, and the floor is skinned with tidily cut chequer plate. There’s more ally plate in the back, where the bed is home to the battery box and fuel tank – both of which could be moved back to their original positions if you wanted to use the 80 as more of a utility vehicle. We doubt whether anyone would want to do that, however. This is a Series I that was taken a long way away from its ‘classic’ condition for a very specific purpose – but even though its not original, you’d be no more likely to use it to do the job of a Transit van than you would a pin-sharp hundred-grand example. Like those millionaires’ Land Rovers, this Series I is to be enjoyed. The difference is that all too often, their owners enjoy them by pulling back a dust cover, running their hands over some gleaming panels and only once in a blue moon actually taking them out. The way to enjoy this one, on the other hand, is to drive it work on a sunny day or be the coolest dad ever on the school run. You might even decide to take it out on a Sunday morning for a spot of trialling. Not that that’s any way to treat a classic Land Rover, of course. But this is more than one of those. It’s a classic, and it’s a classic that you can use. And having served its time in the Cornwall and Devon LRC, you can bet your bottom dollar that if you were to take the plunge and enter it in an RTV, it would be very competitive indeed.

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Issue 92: Oct 2021

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One Hell of a Time

Until about ten years ago, the journey from Moyale to Isiolo in northern Kenya was feared the length and breadth of Africa. Take 300 miles of sand, rocks, ruts and mud, through deserts so hot the ground can melt your tyres, then throw in the ever-present danger of heavily armed bandits, and you can see why this savage wilderness trail was affectionately known as the Road to Hell

Words and pictures: Raymond and Nereide Greaves

uring the last decade, one of Africa’s worst roads has been redeveloped into one of its best. Driving south from Moyale, on the border of Kenya and Ethiopia, you used to be faced with more than 300 miles of rough gravel, jagged rock and, in the wet season, axle-deep mud – which often led to the road being blocked for days at a time by stranded buses or lorries. The route passes through some of Africa’s remotest and most inhospitable desert, too. And for these titles, it has some competition. You’re unlikely to have heard of the Kaisuit and Dida Galgalu deserts, but they’re utterly bleak

and so ferociously hot that people used to travel at night to give their tyres a chance of surviving. Things changed around ten years ago when the Kenyan government, supported by funding from the African Development Bank and the Exim Bank of China, broke ground on a major project to turn the road into a smooth ribbon of tarmac. It’s part of the grandly titled Great North Trans African Highway, a trade corridor linking Cape Town with Cairo, and these days you can polish it off in a matter of hours. Not so long ago, though, things were very different. When we drove our L322 Range Rover from London to Cape

Town, the stretch from Moyale to Isiolo was still known as The Worst Road in Africa (again, there’s competition) – or simply The Road to Hell. We had already had some tough experiences in parts of Egypt and Sudan, but Ethiopia had proved to be the perfect antidote – a beautiful, gentle and surprisingly chilled country which we soon fell in love with. Also very surprising was the quality of Ethiopian gin, something we discovered during a blissful few days chilling out at the Lime Tree Cafe in Addis Ababa. After several weeks of sub-standard catering, the cuisine here was absolutely superb – no wonder it had become the go-to hangout for all the local expats! It was impossible to relax completely, however, when we knew what lay ahead. What faced Trans-Africa drivers as they entered Kenya back then was the stuff of legend among overlanders. The atrocious standard of the terrain as you passed through this phenomenally hostile desert region was once reason for this, and the virtual impassibility of the ground during rainy periods was another. But perhaps most of all was the extreme risk of bandit attack. This area is relatively close to Somalia and the border between the countries is very porous, allowing a constant flow of bandits to enter Kenya and rustle livestock from local herdsmen. Over time, this escalated to the point where farmers and bandits alike were armed to the teeth with rifles, and consequently the bloodshed increased by an order of magnitude. There was a massacre at the town of Turbi in 2003, with 22 schoolchildren among the 60 dead. Then in 2009, 11 people were killed in a gun battle in Isiolo. Our route would take us right through both towns. Could we take comfort in the generally held suggestion that amid all these tribal hostilities, tourists were unlikely to be targeted? Maybe, but our research showed that anyone could get caught up in the crossfire. Besides, a month or so before we left London, a British motorcyclist riding through Africa for charity was shot at near Marsabit.

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The people of the Samburu region continue to live and dress traditionally. They’re not alone in this, but something you can’t always say elsewhere in Africa is that it’s definitely not a show designed to pull in tourists – because no tourist in their right mind would come within about a hundred miles of the place

He wasn’t hit, thankfully. But when we read an article titled ‘Bandits now control the road to Marsabit,’ we very seriously thought about changing our trip completely. The problem is that if you want to drive North-South through Africa, there is no real choice of route. The best thing is to rely on strength in numbers and travel in convoy with some other vehicles going the same way. We resolved to try and do this, keeping our ears to the ground as we approached Kenya and staying as aware of the situation as we possibly could be. What this meant in practice was that we heard lots of rumours about how the road had suffered heavy and unseasonal rains in early January, meaning the trucks had churned the ground up into deep ruts and made life near-impossible for 4x4s. We couldn’t confirm this story, however – but after checking with our contacts in Nairobi and studying the weather forecast, we decided it was now or never. The wet season was on its way, and there were strong indications that the rain would come early this year. We needed to get moving – but to do so would mean travelling solo. A potentially lethal Catch-22 that threatened to

wreck our entire expedition. We were in a real fix. They say fortune favours the brave. We’re not sure if we were feeling very brave, but fortune certainly favoured us. Back in Egypt, we had made friends with a group of German travellers in Defender 110s. We crossed Lake Nasser together on the infamous ferry to Wadi Halfa and spent a few days driving in convoy through the empty wastes of northern Sudan. Our paths had diverged in Ethiopia, but then as we sat in Addis Ababa trying to pluck up the courage to set off, two familiar Defender-shaped vehicles trundled round the corner and bingo – we had our convoy, and we couldn’t imagine a better team with whom to go. There was still around 500 miles ahead of us before we got to the border, but it was a very pleasant drive. Southern Ethiopia is filled with lakes and hugely fertile land, and it’s here that you start to see the classic African scenery of open savannah and acacia trees. The road to Awassa, where we broke our journey, was one of the best we had driven on in weeks – though beyond here, it deteriorated markedly. It was almost as if the Ethiopians had given up on Kenya ever building its part

of the road, so why should they bother to maintain theirs? Crossing into Kenya was the easiest border we had yet experienced, taking just 45 minutes to complete all the exit and entry formalities. We also had to switch from driving on the right to the left – so at least there was going to be something familiar about negotiating the Road to Hell! It was too late to start the drive south, so we had no option but to stay in Moyale. It only exists because of the border; it’s nowhere near anywhere else, and it’s a dive. Our ‘hotel’ felt like a cross between a block of council flats and a mediaeval mental hospital, and the options for eating were as bad as it gets. The best place in town was the Prisoners Bar, so named as it adjoins the local jail and feeds the staff. You choose your chicken, see it slaughtered then eat the thing whole. Given all this, we were almost glad to get up and get started on the Road to Hell. Which happened early, because we were right next door to a mosque and the muezzin issued his call to morning prayers at 4.30am… So the Road to Hell was more like the Road from Hell.

There’s a police checkpoint as you leave town, where all road users need to register. We were offered the option of taking an armed guard with us, but we had already been told that this was of debatable value as we’d be more likely to be attacked because the bandits would want his gun. We didn’t have space for an extra body anyway, so that debate was quickly resolved – and anyway, the friendly policeman at the checkpoint told us that the current situation was ‘very safe.’ Nothing to worry about at all, then… So how bad was the road? Well, our expectations were already extremely low – but it still managed to be worse. The strong advice for road users is threefold: don’t stop; don’t drive at night; don’t drive in the wet. Over the space of three days, we managed to do all three… As you’ll have spotted, we didn’t take many pictures along the way. And those we did fail to illustrate how horrendous the surface was. The basic problem was a very rough and unforgiving rock base, frequently topped with large, loose rocks. These combined to shake and vibrate the car appallingly at anything above crawling pace so that we wondered how it would hold together after hours upon hours of this abuse. Then we’d spy a sandy section ahead and breath a sigh of relief – surely this would offer some respite? Actually, no. The sandy sections were brutally corrugated, causing shocking vibrations at any speed. Soon, we were wishing for the rocks again, or anything but corrugations. Then would come the best bit: corrugated rocks… Aaargh! We found ourselves settling into a speed that offered a compromise between actually reaching our destination while not destroying our Range Rover. This meant 10-15mph, over a distance of 150 miles. We left Moyale

at 8am and arrived at Henry’s Camp in Marsabit, part way along the road, at 8pm. So that was around twelve hours, continuously in first or second gear. The Dida Galgalu Desert is probably the worst bit. The rocky and almost featureless landscape seems to go on interminably, and as we crawled along on the savage corrugations we wondered in desperation when it would end. The answer? In about three or four hours. Outside, the temperatures exceeded 40° all afternoon – but our magnificent Range Rover, making progress without complaint, kept us cool inside. We didn’t envy our Germans friends in their hot and dusty Defenders… Nonetheless, they got us hopping around in frustration when they insisted on stopping for lunch. We were prepared for a quick break, munching bread, cheese and bananas, but they weren’t going to let the small matter of being in a remote, hostile, bandit-filled wasteland get in the way. So up went the camp chairs, on went the petrol stove… and bang went our chance of getting to Marsabit before dark. So, having broken the ‘don’t stop rule,’ we had little choice but to break the next one too: ‘don’t drive after dark’. Our spirits sank with the sun and by 7pm it was completely dark. As we crawled on, it became imperative to use our headlights – which could probably be seen from 30 miles away. Great. We imagined bandits being drawn like moths to a flame. Finally, out of the darkness loomed the outskirts of Marsabit, a town of around 5000 people and the halfway point on the Road to Hell. But what was this? Across the road was a set of stingers, part of what purported to be a police roadblock… with no-one manning it. Should we wait outside like sitting ducks? No way. We got out and started to drag the stingers out of the way so we could continue… whereupon, of

You’d think 300 miles of this would be great fun. But when every rock is a potential puncture and every puncture makes you a sitting duck for mobs of gun-toting Bad Guys, finally reaching tarmac feels very much like putting into port after a long sea voyage

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Issue 92: Oct 2021

course, the cops materialised out of nowhere, shouting angrily. Fortunately, it only took a few moments to calm them down, and then we could get on with the business of finding Henry’s Camp in the pitch dark. Once there, we got the torches out and inspected the Range Rover to see how it had stood up to the day’s

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The authors’ Range Rover did an outstanding job of standing up to the brutal terrain on the Marsabit Road. Its tyres were looking a little the worse for wear afterwards, and the front mounts on its roof rack let go on day one, but the vehicle itself was unbowed

punishment. As far as the vehicle itself was concerned, it looked more or less unscathed, although the tyres were showing some scars from having doing battle with the rocks. Unfortunately, though, the roof rack was in worse shape. One of the front mounting brackets had broken under the strain, and the one on the other

side was badly cracked and clearly on the verge of going the same way. As a result, the rack had collapsed directly on to the roof of the vehicle. This would need to be repaired before we were able to continue. The road had taken its toll on one of the German guys’ Defenders, too, which had broken both its rear shock

absorbers. So he needed to make repairs too – it looked like we would have to stay a day in Marsabit to sort things out before continuing with the Road to Hell. Henry’s Camp had the huge benefit of being located next to a small workshop. So, after a night in the dorm sleeping the sort of sleep that only happens when you’re truly shattered, out came the tool kit. Prepping for overland travel is all about making sure your vehicle is 100% ready for what lies ahead. Back in Britain, we had had our doubts about the roof rack’s mounting brackets the moment we saw them – but we were in a hurry that day and did nothing about it. A perfect example of why failing to prepare is preparing to fail! Oh well, we now had a little metalworking challenge. The guys in the workshop took one look at the brackets and muttered something very negative, but we got hold of a hefty piece of angle iron and got to work sawing, drilling and bending.

What emerged were two replacement brackets which, unbelievably, fitted first time. Reassembling everything, we were convinced our rack was now much more stronger supported than it had been before. We just had to hope that the rear brackets would hold out to Nairobi, where we planned to spend more time on a proper fix. While all this advanced engineering was going on, Nereide and Frieda, one of our German mates, were scouring Marsabit market. The result did the town proud – around a blazing camp fire, we had a wonderfully fresh dinner of steak and salad washed down with large G&Ts. Things looked like they were coming together again! The weather, however, was not. That day, angry-looking clouds had been scudding around the sky producing occasional showers – and during the night we had a proper thunderstorm, complete with unrelenting heavy rain. ‘Don’t drive the Marsabit Road in the wet’ rang in our ears. Easier said than done when you’re halfway along it.

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We’re on Facebook: www.facebook.com/thelandyuk Seemed like we would have no choice but to break the third rule as well… Rising at first light, we registered at the police checkpoint and headed south. It was much cooler that morning and heavy clouds hung threateningly in the sky. And, initially at least, the road conditions were very different – what would have been a firm dirt surface the day before was now softish mud. Marsabit mud is famously sticky and red. Kind of like Devon, but the baddies have guns. It’s a rarity for four-wheel drive to be essential, even in Africa, but it was time for our vehicles to come into their own. We made decent progress – in fact, it was rather good fun as the cars showed their off-road credentials, getting plastered with the stuff in the process. It was clear, however, that with only a few more hours of rain we would be at risk of getting stuck and having to dig ourselves out. Did I say it was good fun? Accent on the ‘was’. All too soon, we were back to rocks, corrugations and an average speed of 12mph. At least this time we knew it was our last day of travelling at this painfully tedious pace. There was much more to look at, too, with some actual scenery instead of the never-ending emptiness we had endured further north. We passed through the Losai National Park and then into the Samburu region, and this was something very special. The people of the Samburu are a tribe who still live traditionally, and we watched in fascination as they herded their animals by the roadside while dressed in brightly coloured traditional costume. It was all the more rewarding to know that this is how they dress every day, not just for tourists – we know this because tourists are not brave (or stupid) enough to come to this virtually inaccessible region! We were aware that the real bandit hotspot was between Samburu and Isi-

olo. But honestly, we did not really care by this stage – all we wanted to do was get to the tarmac. Rumours were rife that a Chinese company had agreed to turn the route into a proper road and that they had already reached Archers Post, around 20 miles north of Isiolo. That meant 20 miles off the 160 we still had to cover to get to the Isiolo – and believe us, we were counting down those miles one by one. As we expected, there were some very bad ruts along the way – but nothing the Rangey couldn’t handle with its suspension raised to off-road mode. In other places, we simply left the road altogether and drove along the much smoother sandy land adjacent to it, saving us precious miles of rough road. Then, as we neared Archers Post, we started to see signs of road construction activity. We managed to shave off more miles of rough road by jumping on to sections that had already been graded – though at one point, we were shooed off by a man with a gun! And then it happened. Tarmac. You cannot imagine the feeling of joy after two solid days of crawling along on these awful roads. It was smooth. Quiet. The dizzying heights of 50mph. Progress. Happiness. Things continued to improve. The scenery got greener, we saw an elephant in the bush by the side of the road and we were nearing the Equator – a key milestone in our journey. And, yes, we had completed the Marsabit Road safely and without too much hassle. Time to celebrate! And celebrate we did, with a twonight stay at the Mount Kenya Safari Club – a very special place located right on the Equator. We bade farewell to the Germans shortly after Isiolo and got back on the road – where all of a sudden it felt oddly like being back in the UK. Not only were we driving on the ‘correct’ side of the road, but there were road signs and they were in English!

There were petrol stations, with the pumps also marked in English – and as we climbed towards Mount Kenya and the Equator, the barren countryside gave way to green, rolling hills. The Mount Kenya Safari Club is located in a 100-acre estate directly overlooking Mount Kenya. It’s definitely not your everyday overlanding haunt, but what a fabulous retreat in which to chill out after the stresses of the Marsabit Road. Excellent food and service, good coffee and even bacon for breakfast – our first since leaving Europe! Everyone we spoke to could not believe we had driven from London. This included the British Army, who had a large presence in nearby Nanyuki as a training base. The officers use the club from time to time and we bumped into two of them over breakfast. Turns out the region around Archers Post and up to Samburu was a key training area for soldiers heading out to Afghanistan. The guys were staggered that we had driven down that road and wondered if they could offer us any assistance. We said we would have loved an Army escort from Moyale so we could really have given the bandits a nasty surprise had they jumped on us! Joking apart, when we arrived at the Mount Kenya Safari Club we learned that there had been two serious attacks on vehicles in the Archers Post region by bandits only the previous week. So much for that policeman at the checkpoint in Moyale telling us the situation was ‘very safe’… We also learned later on that four days after we passed through the region, extremely heavy rains fell from Isiolo to Marsabit, making the road impassable and washing out the bridge at Archers Post. People needed to be evacuated from the Samburu region, and the British Army was involved with airlifting them to safety. Perhaps we were more lucky that we realised with our passage down The Road to Hell.

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GREEN LANE GUIDE

North-West Berks

Starting in the shadow of the Ridgeway, this beautifully bucolic route meanders its way west via the wide open expanses of the Lambourn Downs. Most of the time, you’ll be on well surfaced farm tracks with sweeping views all around – but there’s enough woodland driving too, some of it very tight, to keep you well and truly on your toes

ROUTE NOTES START FINISH DISTANCE TIME TERRAIN HAZARDS OS MAPS TYRES WEATHER LOW BOX DRIVING DAMAGE

East Ilsley (SU 492 811) Aldbourne (SU 264 756) 37.75 miles 3-4 hours Rolling downs and woodland Moderate ruts; Other users; Occasional side-slopes; Tight, scratchy sections Landranger 174 (Newbury & Wantage) All-terrains recommended Slippery in places when wet Helpful in tight spots Extra care needed in places Some tightly wooded lanes

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SAFE AND RESPONSIBLE GREEN LANE USE The trails on our green lane guides

are their victim. If it’s safe to do so,

are all public rights of way – either

ﬁlm them in the act and pass it to

Byways Open to All Trafﬁc or

the police.

Unclassiﬁed County Roads. The

Elsewhere, let common sense

latter are also sometimes known

and courtesy prevail. Keep your

as Other Routes With Public

speed down, be ready to pull over

Access. Many green lane users

for others and show the world we

avoid referring to their hobby as

are decent people just like them.

‘off-roading,’ because these rights of way are roads – and also to

ANTIS

distance themselves from the illegal

By and large, anti-4x4 bigotry is

activities of vandals who give 4x4

limited to individual troublemakers

drivers a bad name..

and organisations who want the

NAVIGATION

countryside to themselves. These organisations are beyond

The idea is for it to be as easy as

being reasoned with, but it’s rare

possible to follow the route. We

to encounter real hostility even

normally only include junctions

from their rank-and-ﬁle members.

at which you have to make a

If you’re friendly towards the

turning or don’t have right of

people with whom you share the

way, so stay on the main road or

countryside, the vast majority will

continue straight ahead unless the

respond in kind. There are always

instructions tell you otherwise.

bad apples, but no more so than

You’ll ﬁnd a guide to using grid references on the legend of any able to do the route without maps,

driving sensibly. What suspicion

but you should certainly have them

you do encounter is likely to

with you.

be from farmers worried that you’re there to steal from them, reassurance. Once satisﬁed that

judge how suitable the route is for

you’re not after their quad bikes,

your Land Rover. These are just

their mood will lighten.

of any hazards or difﬁcult sections,

DO…

but the nature of any green lane

• Keep your speed right down • Pull over to let walkers, bikers and

can make a huge difference to the conditions underfoot, and what’s wide open in winter can be tightly enclosed and scratchy in summer. The responsibility is yours! Our roadbooks are designed to

horse riders pass

• Leave gates as you found them • Scrupulously obey all closure and voluntary restraint notices

• Ensure you have a right to be there. We research the routes on

be safe to drive in a solo vehicle.

our roadbooks very carefully, but

We do recommend travelling

the status of any route can change

in tandem wherever possible,

without notice

however. The risk of getting stuck

• Be prepared to turn back if the route is blocked, even illegally

can be greater than it appears – and even the most capable of Land Rovers is capable of breaking down miles from anywhere.

RESPONSIBILITY Irresponsible driving is a big issue on green lanes. In particular, you

• If you ﬁnd an illegal obstruction, notify the local authority • Stick scrupulously to the right of way • Always remember that you are an ambassador for all 4x4 drivers

must always stay on the right of

DON’T…

way. Never drive off it to ‘play’ on

• Go in large convoys: instead, split into smaller groups

the verges or surrounding land, even if you can see that someone else has; doing so is illegal and can be tremendously damaging. This kind of illegal off-roading is a key reason why green lanes get closed. Drivers who do this

• Drop litter. Why not carry a bin bag pick up other people’s instead? • Go back to drive the fun bits, such as mud or fords, again • Cause a noise nuisance, especially not after dark

(actually, chances are their vehicles

• Get riled up if someone challenges you. Be ﬁrm but polite,

are stolen), but they are NOT your

stay calm and don’t let them turn it

friends. They’re criminals, and you

into a ﬁght

may be fellow Land Rover owners

0.2

Start outside the Swan in East Ilsley, on the junction of High Street and Fidler’s Lane. Zero your trip at the exit to the car park and turn left on to Fidler’s Lane, heading west out of the village to start the route

SU 489 812

Immediately after you’ve passed under the dual carriageway, there’s a road junction on the left. The track you’re looking for exits on the far side of it – be aware that if there are cars coming from the left and waiting to join your road, they’ll obscure your view

2.0

Follow the byway sign

2.1

0.8

Take care here – there’s a sharp side slope into the field on the right. After this, it starts getting quite tight between the trees

Follow the byway sign

2.4

so be ready to offer a word of

The notes on this page help you

can change quickly. Wet weather

0.0

SU 492 811

Likewise, most local residents will accept your presence if you’re

guidelines, however. We’ll warn you

anywhere else.

OS map. Our aim is for you to be

SAFETY

1.9

2.8

ZERO TRIP

34 9

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0.6

Products

1.0

Adventure

Workshop

6.3

3.3

Brightwalton

11 1.4

Join the main farm track for a short distance then, where a pair of signs inform you that there’s no right of way, follow the byway sign into the trees

Rejoin the main farm track

2.0

4.1

Stay on the main track

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Brightwalton

23 24

4.9

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6.7

18 4.4

1.7

Buyers

5.5

3.1

Vehicles

7.0

9.4

(M4) Hungerford A338 Great Shefford

14 2.3

20 5.2

26 11.5

East Garston East Bury Lambourne

134 234 4

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SU 372 757

Turn into Maiden Court opposite the public footpath sign on the left

33 2.6

12.4

Eastbury Grange

Follow on straight ahead through the farm buildings, keeping your speed and engine revs right down

Stay on the main track

13.6

34 4.5

12.6

4.7

134

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At the byway sign, follow the tyre tracks with the fence immediately to your right. You’ll come to a three-way byway sign – again, keep on ahead

Don’t turn too early – you’ll see another byway signposted on the left a little before this. What you’re looking for is a T-junction with a wooden pylon in front of you

ZERO TRIP

14.5

4.8

1.5

6.0

1.9

0.05

Eastbury Lambourne

3 4 1 2

1.1

Turn left in front of the dark red barn

ZERO TRIP

There’s a concrete road ahead, with a much less obvious track to the left meandering along next to it, at first across the grass verge then between the tree line and field edge. There’s no signposting to guide you, however the correct route of the right of way is to follow the unsurfaced track

40 1.15

41 1.3

Step 11 (right): A deliberately unhelpful set of signs inform you that the road ahead is private – which it is. However, there is a byway here – it’s just that it leaves the semi-surfaced farm track and dives off into the woods on the right Step 34 (below left): The byway sign isn’t very obvious as you cruise along the concrete road, but you need to keep an eye out for it. The right of way forks gently out to the right, more or less dead ahead on the grass Step 35 (below right): Don’t turn too early – you’ll see another byway signposted on the left a little before this. What you’re looking for is a T-junction with a wooden pylon in front of you

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42 1.35

Follow the main track round to the right in front of the white gallop fence

1.6

44 2.0

45 2.6

46 3.55

3.7

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Turn right over the bridge immediately after the footpath sign to the left

This is immediately after the bridge

3.6

3.8

5.0

5.6

6.8

It’s not clear which road has right of way

6.85

CORNEY STREET

Step 47: Having turned right on to Corney Street at Step 46, you immediately cross the bridge then, as the road swings left, continue ahead on to the narrow track between the farm buildings Step 57: The turning is on a corner immediately after the Farncombe Farm buildings on the right. There’s a byway sign, but you can’t see it until you’re right on the junction

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60 2.5

7.1

ZERO TRIP

It’s on a corner immediately after the Farncombe Farm buildings on the right. There’s a byway sign, but you can’t see it until you’re right on the junction

63 5.0

1.65

1.9

7.1

Swindon Cricklade

Baydon Village

1.1

6.75

3.75

0.1

66 6.7

3.3

7.2

Dead slow through the farm

9 15

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The track’s not signed at all. It’s in a wooded section once you’ve reached the top of the hill

6.5

6.65

Dead slow – look out for kids playing

69 7.25

Turn right on Oxford Street then park up outside the Crown at Aldbourne for the end of the route

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The Landy Buyer

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

The Last True Discovery?

any people thought the Discovery lost its way when it lost its beam axles, but the 3 and 4 have gained a strong following among Land Rover fans who realise that actually, they’re still pretty truck-like. They’re also

very well equipped, brilliant at towing, incredibly practical and excellent both on and off-road. The Disco 3 is infamous for being a money pit, however. And it stands to reason that being the same basic vehicle, the 4 will be too.

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.

It is, however, better still. The Disco 3 was a work of genius, but the Disco 4 improved upon it by becoming more luxurious and refined – without losing any of its appetite for hard work. You can punish a Disco 4 off-road all day then hammer it down the motorway

£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 WMIK with Adrian Flux from £300 on the way home, and it’ll take the lot. It sounds like such a cliche, but it’s true – there’s no better all-rounder anywhere.

• Based on a 2005 Defender 110 XD Wolf WMIK. Value £17,500, no modifications, limited to 3000 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

127 (1985-1990)

The 127 was built on a special production line in Solihull which

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

£7500-£25,000 took 110 chassis and stretched them. It was designed for military and commercial users and came as a high-capacity double-cab. These days, it’s very rare to find a 127 that hasn’t been hammered, restored and/or converted, or all three. People looking for a work truck tend to go for a later 130, so the 127 is more of an enthusiast’s

motor. It’s popular for homebrewed overland conversions, too. Almost all 127s have had an engine conversion by now, too. Lots to be wary of, then – but it’s a hell of a lot for your money. Pros: Enormous size means limitless potential and character Cons: Unwieldy. Sure to have had a colourful life

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Defender 200 Tdi (1990-1994) £4000-£29,000 Defender 130 (1990-2016)

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

Defender 300 Tdi (1994-1998)

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

the two are related. It’s much more refined and smoother to drive, though there are more electronics involved so later versions in particular are less of a DIY fix. The arrival of the 300 Tdi also brought with it the R380 gearbox. This used to have a terrible reputation for relability, but most have been put right by now and they’ve

Defender TDCi (2007-2016)

The last Defenders gained modern 2.4 and 2.2 TDCi engines and

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

The LT77 gearbox in the 200 Tdi is more truck-like than the later R380, and these vehicles didn’t come with bling. Just be sure it’s an original Tdi you’re getting, not an old Discovery conversion. Pros: The perfect combination of tradition and modernity Cons: Lots of horrible and/or deceptive ones around

£4500-£30,000

When Land Rover introduced the Defender name, it was actually the

Defender Td5 (1998-2007)

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

£9500-£195,000

Defender (2020-on)

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

£12,500-£30,000

130 that changed the most. That’s because unlike the old 127, it was built on a proper chassis of its own rather than a stretched 110 frame. The advent of the Tdi engine was the making of the 130, too. At last, Land Rover could make them pull properly without returning single-figure fuel economy by using a hard-worked V8.

become sought after for their light clutch and better shift action. It was during the Tdi era that Defenders started getting things like alloys, too. You might even find one that’s not been off-road… Pros: Strength and simplicity. Perhaps the definitive Defender Cons: Sure to be very different to when it left the factory

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

As a result, you’ll find many more original(ish) 130s than 127s. Some are even still in service with the utility companies they were built for. If you want a Defender for overlanding, look no further. Pros: A proper truck with huge capabilities in every area Cons: It’s a big lump if you don’t actually need that much size

£6000-£30,000

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

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

£45,000-£105,000

to steer it away on to something safer. Like Brexit, for example. Much as it may infuriate purists, however, the Defender is actually a very wonderful thing. It’s kind of like an old one, only with space, comfort and equipment. The big difference is that you can’t work on it yourself. This goes for maintenance and, crucially,

making modifications – a market Land Rover wants to take back and have for itself. It won’t hold its value the way an original-shaper does, either. Be in no doubt, though – this is a superb vehicle. Pros: Comfort, capability, rugged fitness for purpose Cons: Not cheap to buy. Lacks the old one’s basic charm

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Freelander 1 (1997-2006)

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

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

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

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Freelander 2 (2006-2015)

The Freelander 2 was a massive improvement on the model

Buyers

£2000-£19,500

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

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

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

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

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

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

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

£2250-£28,000

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

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

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

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

£32500-£25,000

RR Sport Mk2 (2013-on)

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

£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

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

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

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

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

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

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

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,

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

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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

£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

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

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

Discovery Sport (2019-on) The second-generation Discovery Sport arrived only four years after the first. That’s because once again, it’s related to the Evoque, which was launched several years earlier and was therefore ready for a full new model in 2019.

£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-£35,000 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

£21,000-£52,000 The Disco Sport is a premium medium-sized SUV. It’s available with seven seats and, by the standards of the competition, models with four-wheel drive offer a decent level of off-road ability. It’s a massively popular choice

for the school run – and, with the arrival of a plug-in hybrid early last year, as a company car. Quality has taken a step up from the first model, with far better chassis dynamics and overall refinement. There’s a range of

excellent drivetrains on offer, and the interior is a quantum leap ahead from the old model – it now feels fit to be called a Discovery, whereas the previous version was more of a Freelander. The Sport has grown into a convincing pre-

mium vehicle, and the range offers enough choices to suit anybody with the means to buy one. Pros: Classy and practical cabin, all-round good to drive Cons: You can get a Defender for the price of some models

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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Issue 92: Oct 2021

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CLASSIC

USED LAND ROVERS FOR SALE

Email one picture and details to alan.kidd@assignment-media.co.uk 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

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

10/21/031

Series IIA 88” (1963). Only 35,764 miles. 2286cc petrol. Fully restored. Unique history in UK and Vatican diplomatic services. Safari top, original chassis, first class body. MOT Dec 21. £17,500. Bristol. 07890 948758 10/21/003

Series I 80” 3.5 V8. Ex-trialler, huge fun and very cool. IIA box, front axle (disc braked), RR diffs, PAS, parabolics, Kenlowe fan, electronic ignition. Recent hood and sticks. £18,750. Buckfastleigh. 07899 911855 10/21/010

Series I 80” (1949). Ex-military. Only 3 former keepers. Nut and bolt rebuild last year inc full 1.6 engine resto, using as many new parts as possible. New canvas. Drives and stops superb. £47,000. Sleaford. 07788 441245 09/21/009

Series 1 (1958). Perkins engin with only 98 kilometres. Garaged for 20 years, recently refurbished and put back on road. Owned by same family since 1960. All in good working order. £10,500. 07808 353849 08/21/003

Series III 88” (1972). 2.25 diesel. Fully rebuilt with galvanised chassis and bulkhead. New clutch, flywheel, box, brakes, loom. Parabolic springs, Terrafirma winch. Tax/ MOT exempt. £16,000. Worcester. 07772 265599 10/21/018

Series I Minerva 80” (1952). 22,000 miles. 2.0 engine. Weber carb. New fuel pump, bulkhead, rear crossmember, swivels, brakes, steering, shocks. Full pro rewire and new loom. £8250. Sandbach. 07415 135095 09/21/013

Series III (1971). Original 2.25 petrol engine and box. Good running order. Unfortunately due to ill health has not been used. TLC required to bodywork. Tax and MOT exempt. £6000. Liverpool. 07940 719224 08/21/032

Series III 109” FFR. Ex-military, 24-volt. Very original. New water pump, rad and shock bushes. New Exmoor 3/4 tilt. Just been fully serviced. Price includes rot-free Sankey trailer. £7995. Haverfordwest. 07484 118141 09/21/015

Series II 88” (1961). 2.25 petrol. Extensive chassis work, all waxed. Later bulkhead. Good brakes and gearbox. Electronic ignition. Recent new tank, seats, canvas, shocks and rear exhaust. £13,650. Gillingham. 07740 242867 08/21/004

Series II 88” (1958). 2.25 petrol. New carb, ignition, HT leads, battery, hoses, stainless exhaust, clutch and canvas. Recon box. FWH. All good tyres on powder coated wheels. Drives perfectly. £21,995. Corby. 07765 232322 08/21/037

Series IIA 109” Marshalls Ambulance (1972). Original 2.25 petrol and running gear. All welding done, axles rebuilt, new brakes, suspension, wiring loom. Military history card. £5500. Shipston-onStour. 07712 675584 09/21/003

Series II 88” (1961). 2.25 petrol. Extensive chassis work. Later bulkhead. Drives well, good brakes and gearbox. Electronic ignition. Recent new tank, seats, canvas, shocks and rear exhaust. £13,650. Gillingham. 07740 242867 08/21/004

101 FC Overland Camper (1977). 17,000 miles. 3.5 V8 with LPG, original LT95, RR transfer gears. Front discs. Solar panel, cooker, insulation. No rot. Just serviced, many new parts. £20,000. Truro. 07518 391325 09/21/004

Series I 80” (1948). Number 5168. Rebuilt chassis and bulkhead, new brakes, fully rewired on period loom, 1.6 engine rebuilt 10k miles ago. Stainless tank and exhaust. £35,995. Bude. 07549 527500 09/21/019

Series II 88” Hard-Top (1977). 2286cc petrol. 7-seater. Original chassis and body. Many new parts. Mechanically excellent but needs cosmetic TLC. MOT/tax exempt but MOT’d to June 22. £7500. Bristol. 07890 948758 10/21/002

Series I 80” (1951). 2.0 spreadbore engine. Original steering column, correct rear axle. New loom. Sympathetically recommissioned with brakes, swivels and steering overhauled. £27,950. Sleaford. 07516 185296 10/21/013

Defender 90 2.2 TDCi XS (2015). 4x4 Overlander demo vehicle. Vision X lighting, Warn winch discreet mount winch bumper, Zu rims, stainless wheel carrier. £45,000 ovno. Halifax. 01422 243966. 10/21/029

Defender 90 Td5 (2005). 89,211 miles. New PAS box, CVs, swivels, wheel bearings, 6-pot brakes. LEDs, Momo wheel, front-facing rear seats. Drives true. Undersealed. MOT Oct 21. £20,000. Chester. 07368 349741 08/21/031

Defender 110 200 Tdi (1988). Galv chassis and bulkhead. Sweet engine, rebuilt gearbox, transfer case and axles. Alloys, snorkel, winch, roof rack, +2” suspension. Many new parts. £17,995. Wirral. 07900 182086 09/21/022

Defender 90 Td5 (2002). 73,000 miles. ZU alloys, BFGs, Goodwinch, LEDs, rock sliders, Mantec spare wheel holder, KBX grille. Engine never been tampered with. Very clean. FSH. £19,820. King’s Lynn. 07824 841323. 09/21/027

Series III 88” Station Wagon. 2.25 diesel. Safari roof. Brownchurch rack. Galv chassis and bulkhead. FHW, Fairey overdrive. Very original. Uncut dash. Galv spare wheel carrier. VGC. £21,500. Colchester. 07592 589512 10/21/008

Series IIA 88” (1968). 74,000 miles. 2.25 diesel. Good chassis, engine runs perfectly. New brakes all round. Jumps out of top gear now and then. Full year’s MOT. £5000. Bridgend. 07855 263552

Series IIA 88” (1970). Features in the film Peter Rabbit 2. Prepped by a well known specialist, fully certified for authenticity. 61,966 miles. 2.5 DI engine. Absolutely solid, fully serviced. £24,995. Wakefield. 07463 959007 08/21/005

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Defender 110 Td5 Pick-Up (2000). 173,070 miles. One Of A Kind! Original chassis in excellent condition. Raptor paint. Spectre wheels and arches, KBX wing-tops, snorkel, Momo wheel. £16,000. Leeds. 07702 903954 10/21/025

Defender 110 Tdi Wolf GS softtop (1998). 73,627 km. Remus upgrade. Stationed in Cyprus so excellent rust-free condition. Bowman radio fittings, rear bench seats. MOT March. £13,995. Doncaster. 07946 270643 10/21/021

Defender 110 Tdi (1995). 166,000 miles. Rust-free chassis but bodywork needs TLC. Engine, gearbox and transfer case all work as they should. New towbar. Long MOT. £8950. Tunbridge Wells. 07483 338534 10/21/022

110 County V8 CSW (1988). 113,234 miles. 12-seater. PAS. Factory V8, very original condition. Solid chassis, very reliable but not the shiniest. Lots of history. MOT Nov 21. £12,995 may p/x. Moffat. 07976 340440 10/21/011

Defender 90 (1998). Bullet-proof Lexus V8. Rot-free South African import. Mint chassis, bulkhead and panels. R380 box, 2” lift, ARB rear locker, Dakota Digital dash, LEDs. £24,995. Market Drayton. 07900 136965 10/21/016

Defender 110 TD5 (2005). 257,000 miles. Snorkel, BFGs, seat covers, rear LED work lights. Good condition, no heavy towing or serious off-road use. Maintained by LR specialist. £15,000 ono. Wareham. 07977 971067 10/21/015

Defender 90 200 Tdi Hard-Top. Disco engine. Winch and bumper, rock sliders, Adrenaline susp arms, Terrafirma shocks, LED bar, sump guard. New tank, clutch, wheels and tyres. £9995. Swindon. 07764 220528 10/21/012

110 2.5 n/a diesel (1988). 63,000km. Soft-top. Non-PAS. Chassis and bulkhead like new, straight bodywork. Starts, runs and drives well. Direct from MOD, with CAST release form. £6950. Moira, Armagh. 07594 108427 09/21/020

Defender 110 (1986). 151,141 miles. 200 Tdi. Camper conversion. Lift, sump guard, rock sliders. Audi seats, Bluetooth, soundproofing, diesel air heater. MOT Dec 21. £10,950. Wrexham. ramblingtractor@yahoo.co.uk 09/21/030

Defender 90 hybrid with 5.0-litre TVR V8 engine. LPG conversion. 5-speed box. Almost everything fitted new. Diamond trim, 2 sets of wheels. Years in the making. £24,950 ono. Worcestershire. 07815 460939 10/21/035

Defender 90 2.2 TDCi XS (2014). 50,000 miles. Electric windows, remote central locking, sunroof,. dog guard, LED spotlights, bull bar, side rails, aftermarket immobilliser. FSH. £32,995 ono. Chesterfield. 07890 433674 10/21/017

Defender Wolf 110 7xd FFR (1997). 166,000km. RHD. Remus upgrade. Served with 101st Engineers. New cam belt in 2017, less than 1000 miles since then. MOT Apr 22. £13,500. Cossington. 07801 632793 08/21/014

Defender 90 300Tdi (1997). 277,000 miles. Alloy wheels, DAB digital radio. Original engine and chassis, therefore USA exportable from the end of this year. MOT Apr. £11,000. Boston. 07838 373954 08/21/019

Defender 90 Tdi (1994). 114,000 miles. Pro bespoke restoration. Alloys, leather, snorkel, 8000lb winch, bash guards, upgraded stereo. Freshly MOT’d, garaged ready for sale. FSH. £15,995. Orpington. 07494 051107. 08/21/020

Defender 90 Td5 (2003). 130,000 miles. Recent service, new flywheel. CD stereo, BFGoodrich tyres, rear bench seats. Never used for towing. Fully valeted. MOT June 22. £19,995. Sherborne. 07824 444903 08/21/021

Defender 90 2.2 TDCi Pick-up (2013). 49,000 miles. 16” Sawtooth alloys, KBX gloss black grille and vents, LED lights, electric windows. Great condition. MOT Oct 21. £24,750. Gravesend. 07511 053525 08/21/027

Defender 110 TD5 Van (1999). 140,000 miles. Leather seats, snorkel, rock sliders, LED lights, 30w solar panel, Bluetooth, Cooper ATs. Lots of work done in last year or so. MOT Sept 21. £7999. Ely. 07828 288697 09/21/029

Defender 90 XS SW (2008). 114,000 miles. Air-con, heated seats. Totally original but for a new set of tyres. Four owners, very few miles in last few years. FSH. MOT May 22. £23,450. Chelmsford. 07801 802802 08/21/029

Issue 92: Oct 2021

A Series III that’s been restored – and a little more besides!

IT’S OFTEN SAID that no two Land Rovers are alike. And while that’s largely true of a vehicle whose history has been built around its ability to be moulded into whatever you want it to be, when it comes to restored leafers there are actually a great many similarities between a lot of them. There’s a very good reason for that, of course. Restoring a vehicle costs strong money – so when people do it, they’re apt to play the percentages and restore them into their most saleable form. People who spend hefty sums on classic Land Rovers typically want them to be as close as possible to showroom condition, and as with everything else the way to make a restoration pay is to follow the money. Sometimes, though, people restore old Land Rovers because when all’s said and done, they’re still the best truck for the job. And this beautiful 88” Series III is a perfect example. Like so many straight-ahead classics, it’s been completely rebuilt from the ground up on a Richards galvanised chassis. And the first thing that went on was the bulkhead, which itself had been professionally rebuilt and, again, galvanised. So while this may be a Series III that’s coming up on its 50th birthday, it’s also a vehicle which, with the right approach to maintenance, is still a bit of a spring chicken. Talking of springs, these are parabolics, and they went on with new shocks. So the bone-shaking ride of a standard leafer should be absent. Not that anything with a 2.25 diesel will ever be entirely smooth and quiet, but the engine has been fully rebuilt – as has the Gold Seal gearbox behind it. These were refitted along with a brand new clutch and flywheel, and the whole vehicle now runs a new Autosparks wiring loom. The diesel comes from a new tank and once the engine has burnt it, the fumes are disposed of by a new exhaust. Newness very much the theme, then. New brakes and brake pipes? Check. New wheels and tyres? Check? New lights and indicators? New seat belts? New steering relay and rebuilt column. You get the idea. Much of this is the stuff of a typical resto, but there’s more besides that makes this Land Rover just a little unusual. In addi-

tion to the aforementioned parabolics, it has a heavy-duty front bumper carrying a Terrafirma winch wound with synthetic rope. Definitely not a period piece, that. We also don’t know what kind of body the 88 had when it was new. But nowadays, it’s a ragtop – looking resplendent under a new hood from Exmoor Trim. The Series III’s seller does admit that there’s some work still to be done to finish the vehicle off. ‘Bits of electrical work, wipers, windscreen washers, towing hook up etc,’ to quote. Not what you’d call the big stuff. He also says that the entire rebuild has been carried out using A4 stainless steel nuts and bolts – further evidence that this one’s been done to last. ‘It has been built regardless of cost for work and not to be looked at,’ he continues, adding that the vehicle’s history file includes all the paperwork necessary to prove what has been done. The obvious question, then: Why? When you’re so close to completing such a wonderful, personally specced rebuild, why stop now? ‘The job I needed it for now requires a much larger vehicle’ is the simple explanation. Which leads us to ask the other obvious question. To which the answer is £16,000. Compare that to what professional restorers want for Land Rovers of a similar quality (in fact, compare it to what shabby chancers want for polished turds), and you may well decide that however good you already thought it sounds, it’s just got better still. It’s the real deal, this one. It’s based in Worcester, and you’ll find it advertised on the page opposite.

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Issue 92: Oct 2021

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

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

Registered To Land Rover Online Service System

QUADZILLA UTV & ATV Dealers

Defender 110 300 Tdi Camper (1996). 184,000 miles. Solid chassis, new galv bulkhead. Bed, fridge, stove, solar panels, insulation, awnings. Performance head, uprated turbo. MOT April. £13,750. Devon. 07951 396528 08/21/038

Defender 90 Tdi County pick-up (2004). 60,000 miles. Professionally rustproofed. Masai side bars, locking tailgate, rear light guards, private plate. Very clean. MOT Nov 21. Superb. £16,495. Cobham. 07504 629060 10/21/019

Defender 90 Wolf (1998). 50,000 miles. Remus upgrade. No rust. Good, straight panels. Drives in A1 condition. LHD but UK registered and based in this country. £17,995. 0034 711 001 585 (telephone or WhatsApp). 08/21/033

Defender 110 2.4 TDCi Hard-Top (2008). 130,000 miles. Air-con, heated seats. No serious rust. Allisport intercooler, de-cat, Ashcroft output shaft, spotlights, recently rebushed. One owner. £15,500. Sawley. 07791 147003 10/21/024

Defender 110 300Tdi (1996). 184,000 miles. Overland camper. Solid chassis, new galv bulkhead. Turner head, uprated turbo, +3” lift, Tuff Trek awning, many new parts. MOT Apr. Part history. £13,250. Devon. 07951 396528 10/21/001

Defender 90 200Tdi (1990). 166,500 miles. Solid chassis and bulkhead. Exmoor seats, cubby and canvas. New tank, battery, tyres, rear shocks. Winch. MOT Oct 21. £7750. Bury St Edmunds. 07969 619647 08/21/022

Defender 110 Wolf 300Tdi (1998). 78,000 miles. Remus upgrade. All as original. 24v, internal cage, acoustic matting, PAS, chassis waxed and undersealed. MOT Oct 21. £14,300. St Austell. 07702 887413 08/21/023

Defender 90 300Tdi (1991). 160,000 miles. Ex-MOD, 12/24v, R380 box. Chassis and bulkhead in superb condition. HD axles. New Exmoor canvas. Drives perfectly. MOT Nov 21. £7495. Petersfield. 07825 915347 08/21/024

Defender 90 Td5 (2000). 128,000 miles. Winch, snorkel, Terrafirma suspension, Mach 5s, Recaros LEDs, Puma/SVX styling. Recent service, turbo, tyres and full clutch kit. MOT Oct 21. £14,995. Stocksfield. 07957589222 09/21/024

Defender 90 2.2 TDCi Bowler S66 (2014). 28,000 miles. Stage 2 engine, fast road suspension, quick-ratio steering. LEDs, bucket seats, soundproofing, body and cabin upgrades. £56,000. Canterbury. 07780 017315 09/21/025

Defender 300 Tdi 6x4 (1990). 96,878 miles. 2.3-ton payload, 7.5-ton GTW. Warn winch, 22kva generator on PTO (both untested). New alternator. Kenlowe fans. Dry stored. Needs some work. £15,000. Bedford 07711 614402 09/21/026

Defender 110 Td5 XS (2006). 66,950 miles. 9-seater. Roof rack, LEDs, £5000 of Croytec alloy trim, dash cams, grille and headlamp surrounds, much more. Full MOT, just serviced. £31,000. Beaulieu. 07836 230359 09/21/028

Defender 110 TDCi (2007). 114,000 miles. Khan grille, LED lights, 18” wheels, roof bars. Tracker. Many new parts. Solid underneath, drives fantastic. A real head-turner! £21,000. Anglesey. 07971 276079 09/21/021

Defender 90 200 Tdi (1990). 180,000 miles. Fully stripped and resprayed. Lifted, rock sliders, rear locker, diff guards. New bulkhead. Same family for 15 years, serviced annually. £13,000. Stockport. 07505 900272 09/21/023

Defender 90 300Tdi (1996). 69,000 miles. Original throughout. Recent MOT and cam belt. Boost alloys, General Grabbers, Ifor Williams top. Excellent chassis and bulkhead. £16,450. Peasmarsh. 07956 570794 08/21/017

Defender 90 2.2 TDCi (2015). 47,000 miles. Professionally waxed chassis. Snorkel, rear-view camera, smoked lenses, rock sliders, Uproar grille, Momo wheel, JVC stereo. Mint. MOT May 22. £35,000. Romford. 07990 508888 08/21/026

Defender 90 2.5 (1987). 107,710 miles. Converted from 2.5 petrol (original engine available if needed). Original chassis and bulkhead. Straight, honest condition. MOT Jan. £6995. Redruth. 07787 522674 08/21/018

Defender 90 2.4 TDCi Truck-Cab (2008). 68,000 miles. Stunning condition, very well looked after, all good tyres (inc spare), tows superbly. Some history. MOT Feb. £19,500. Crediton. 07710 473965 08/21/036

Defender 110 2.4 TDCi (2008). 101,000 miles. Winch, air-con, roof rack, heated seats, LED spots, Sawtooth alloys, sports exhaust, Momo wheel, Stage 2 remap, upgraded brakes. £25,000. Malton. 07879 427260 08/21/025

Defender 127 300 Tdi (1987). R380 box. Recent head gasket, new, alternator, vacuum pump, rad and intercooler. Wolf rims. Great chassis, no rust. Drives like it should. MOT May. £8500. Minehead. 07765 952416 10/21/007

Discovery 2 Camper (2000). 193,000 miles. Remap, +4” lift, 33” BFGs, roof rack, snorkel. Straightthrough exhaust. New brakes, intercooler, injector harness and more. £3995. Sunderland. 07933 637090 09/21/017

Discovery 200Tdi 3dr Compass (1994). 136,000 miles. Manual. Recent cam belt and water pump. Solid, tidy example in daily use. Sunroofs don’t leak, central locking works! MOT Jan. £4995. Macclesfield. 07901 971563 08/21/008

Discovery 4 3.0 SDV6 XS (2013). 73,506 miles. Superb condition. Leather, nav, cruise, Bluetooth, DAB, heated memory seats, reverse camera. Everything works. FSH. MOT Oct 21. £19,495. Newark. 07932 543324 09/21/002

Discovery 2 TD5 GS Auto (1999). 129,000 miles. 7-seater. New battery and fuel pump, 2 new keys. Cruise, climate. Sunroofs sealed. Drives well, good paintwork, all works. MOT May. £2400. Evercreech. 07976 363719 09/21/012

Discovery 3.9 V8. 102,000 miles. Auto. Cruise, air-con. Solid chassis and lower body. Many new parts inc tyres, coil, bushes, ball joints, HT leads, Koni shocks, but not pretty. MOT Feb 22. £2999. Alfreton. 07541 572925 08/21/015

Discovery 3 2.7 HSE (2006). 206,000 miles. Top-spec, twin sunroofs, climate, cruise, leather, electric seats, sat-nav etc. Stunning vehicle, drives like a 50k example. MOT Mar. £3950. Bournemouth. 07767 761701 08/21/010

Defender 110 300 Tdi Tipper (1995). 134,000 miles. Good engine and box, clean interior. Roof rack, tipping box body. Recent tailpipe and bulkhead outriggers. MOT Feb. £13,995. Chippenham. 07785 350304 08/21/039

Discovery 3 2.7 TDV6 HSE (2006). 97,000 miles. Beige leather. Disco 4 grille and rear lights, expedition rack, rear ladder, LED bar, grille LEDs. New tyres, turbo, prop, MAF sensor. MOT Feb. £8500. Feltham. 07903 732642 09/21/019

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Discovery 3 2.7 TdV6 (2009). 71,630 miles. Manual. Black leather, air-con, 7 seats. Good tyres. Never had a towbar. New cambelt 50 miles ago. FSH. MOT May. Very tidy. £9995. Market Rasen. 07919 811809 09/21/001

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News

Issue 92: Oct 2021

Products

Vehicles

Adventure

Workshop

Buyers

Discovery 200 Tdi 5-door (1992). 143,000 miles. New rear floor, inner wings, rad, brakes, cambelt and much more. Very straight and solid. Tidy interior, lovely engine, drives very well. Mot July 22. £4750. Devon. 07846 983694 10/21/028

Discovery 3 2.7 TDV6 XS. 146,000 miles. Auto. Remapped to 264bhp, average 33mpg. Leather, 6 stack CD, boot liner, twin towing electrics. Cambelt done at 111k. MOT June 22. FSH. £6350. Ayr. 07704 987329 10/21/027

Discovery 2 TD5 ES Premium (2000). 52,000 miles. Manual. Cruise, air-con, leather, electric seats, parking sensors. Amazing chassis, drives very well. MOT Aug 21. £5000. Chesterfield. 07710 997784 08/21/009

Discovery TD5 (2004). 52,151 miles. Totally original. One owner since new. dry stored in garage since four years old. Alloys, air-con. Started regularly, runs sweet every time. £10,000. Fort William. 07786 340107 08/21/040

Discovery 2 TD5 (2001). 133,276 miles. Motorhome conversion. Fridge, cooker, toilet, TV, comfy beds. Featured in The Landy Feb 2020. VGC, FSH, never failed an MOT. £15500 ono. Wolverhampton. 01902 338322 10/21/030

Discovery TD5 (2002). 172,618 miles. 5-seater. No sunroof. EGR delete, new bushes. No welding needed, no warning lights, all works. Well maintained, never off-roaded. MOT Jan. £3750. Chesterfield. 07792 420190 09/21/008

Discovery 2 TD5 ES Premium (2003). 107,000 miles. Mastaz remap, +2” lift, snorkel, Pioneer stereo, straight-through exhaust. ACE removed. Sunroofs sealed. Electrics work. MOT June 22. £4495. Stockport. 07306 295770 09/21/005

Discovery 3 2.7 TDV6 SE (2008). 193,000 miles. Disco 4 facelift. Climate, cruise, leather, sat-nav. Black styling accessories. EGR blanked. FSH, cambelts done. Lots of new parts. MOT Dec. £5995. Selby. 07896 561924 09/21/018

Discovery 300 Tdi XS (1997). 122,000 miles. All welding done. New clutch, timing belt and head gasket 12,000 miles ago. Good tyres. Excellent engine, smooth gearbox. MOT March. £1795. Cheadle. 07703 486396 09/21/011

Discovery 3 2.7 TDV6 SE Auto (2007). 122,000 miles. Cruise, climate, sat-nav, leather, heated seats, reversing sensors, CD changer. EGR. Just remapped. Recent cambelts. FSH. £7500. Lifton. 07702 814438 09/21/010

Range Rover Sport 2.7 TDV6 HSE Fantom (2006). 131,000 miles. 22” alloys, custom leather, bespoke steering wheel, DVD player, stainless exhaust. Four new tyres. MOT Aug 22. £7750. Spalding. 07803 582070 10/21/026

Range Rover 4.2 Supercharged Vogue (2007). 145,000 miles. Facelift conversion. 22” Overfinch alloys. No remap. All electrics work, smooth gearbox, no warning lights. MOT Jan 22. £4995. Accrington. 07717 515226 10/21/020

Range Rover 3.6 TDV8 Vogue (2007). 89,000 miles. Genuine and original, maintained with no expense spared. Spare wheel and tools never used. One previous owner. MOT May. FSH. £8750. Redditch. 07973 730088 10/21/023

Range Rover 2.5 DT Manual (1996). 200,000 miles. Mint chassis, very good interior, no fault codes. Windows, central locking and air suspension all work. Needs cclutch. MOT Apr. £1500 ono. Motherwell. 07990 926024 10/21/006

Range Rover 3.0 Td6 (2003). 131,000 miles. 2 owners! Very smooth gearbox. Bodywork good for age, interior very good. Honest example. Service history. MOT Mar. £3550. Cromhall. 07538 499582 07/21/005

Range Rover Sport 3.6 TDV8 (2010). 122,000 miles. Rare Nara Bronze with cream leather interior. Harmon Kardon stereo. 22” limited-edition wheels. Unique styling. MOT 2022. £8500. Bilston, West Mids. 07751 531691 08/21/013

Range Rover 3.6 TDV8 Vogue SE (2007). 132,000 miles. Great condition. Very high spec and everything works. Recent new EGR valves, brakes, battery, air-con and gearbox serviced. £5950. Todmorden. 07412 005672 08/21/016

Range Rover 2.5 TD Westminster (2002). 107,000 miles. Rare diesel Westminster (only 50 made). Enormous spec list, lots of recent new parts. Good chassis. Air suspension works. £9995. Northampton. 01604 372502 08/21/007

Range Rover Sport 4.2 V8 Supercharged HST (2006). 133,000 miles. Genuine HST, rare sunroof. Unmolested engine runs very well. All electronics work. MOT Sep 21. £6995. Accrington. 07717 515226 08/21/011

Range Rover 3.5 EFI (1986). Only 43,000 miles. Manual. Never suffered from rust. Major rebuild with subtle upgrades to engine, drivetrain, suspension and steering. MOT Feb. £45,000. Exeter. 07522 618509 08/21/002

Range Rover 4.2 LSE (1994). 124,000 miles. Final production model with Brooklands kit. Air suspension works. New boot floor, inner wings, sills, upper and lower tailgate. £29,995. Northampton. 01604 372502 08/21/006

Range Rover Classic (1994). Only 60,000 miles. 300Tdi (was originally a 3.9 V8). Very solid. Cloth seats, coils, air-con, no sunroof. Recent service and head skim. Body needs some work. £7950. Walton. 07958 258770 09/21/006

Range Rover Overfinch 570CI (1987). 61,900 miles. Light project. Good chassis and body, outstanding interior. In use to 2018, needs outer sills and light resto. £14,950. Middlesbrough. 07962 376666 08/21/001

Range Rover 2.5 DHSE (2001). 137,000 miles. Auto. Cruise, climate, CD, heated leather seats etc. Factory towbar. Hurricane alloys. Service and MOT history. £2250. Southampton. 07979 498442 08/21/012

RANGE ROVER

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

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

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

Discovery 300TDI 3 door 95H 125K miles. 2 owners. New sills. Long MOT. £1600.

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

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

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

• • • •

Freelander 1 Freelander 2 Discovery Sport Range Rover Evoque • Range Rover Velar Freelander Td4 SE Estate (2004). 145,000 miles. Air-con, half-leather, CD changer, towbar with twin electrics. Windows and locks work. Decent service record. MOT Dec. £2250. Haverfordwest. 07484 118141 09/21/016

Freelander 2 SD4 XS (2012). 88,160 miles. Auto. Climate, cruise, leather, sat-nav, parking sensors. Plastic boot liner and roll cover. Proper spare wheel. Recent full service. £11,750. Sudbury. 07970 037386 09/21/007

MISCELLANEOUS

Toyota Hilux Invincible 07 3 litre, auto, leather, 191K, alloys, cheap Toyota £5995

SOFT-ROADERS

Discovery 2 TD5 2000W 127K 5 seat, Good runner. £1750

• • • • •

Parts Accessories Publications Models Memorabilia

Genuine Land Rover roof rack. Original Land Rover part number identification labels still in place. Very good condition. £450. 07486 601077 10/21/014

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