The Landy October 2023

During lockdown, we all dreamed of being able to travel the world again.

Some people built an overland truck to do it in, too.

But not all of those people’s road trip plans have come to fruition. Which has left a number of Land Rovers all dressed up with nowhere to go. And this unusual 110 is among the very best of them.

Full story: Page 21

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‘Fintail’ Range Rover launches Racing Green range from Khan

118:

IT’S BEEN 20 YEARS SINCE KAHN’S FIRST RANGE ROVER PROJECT.

You probably remember the company as making some moderately extreme versions of Solihull’s finest over the intervening two decades. And now it’s celebrating the 20th anniversary with a vehicle that encompasses Range Rover, motorsport, aeronautics and Princess Diana.

Even for a vehicle the size of a Range Rover that’s quite a lot to fit in, but the Bradford company has given it a good go. It’s perhaps instructive to remember that, while Kahn’s base is in West Yorkshire, the main showrooms are in Kensington and Chelsea. This is the first iteration of the company’s new Racing Green programme. The Racing Green Fintail shows the direction it will all be going in. As Kahn says, ‘We’re aiming to create the gnarliest, most extreme off-road version of the new Range Rover ever made’. Oh no, hang on, I’m misquoting. What the company actually says is:

‘With the arrival of the latest Range Rover comes an opportunity to return to the roots of Kahn, while focusing on the future of automotive fashion.’

So, luxury 4x4 as fashion. In the same vein, have you noticed how some of the most expensive, most cutting-edge design and technology men’s watches are now actually quite hard to tell the time with?

As far as we can tell, all the changes are to the bodywork. It apparently draws on ‘diverse influences’ including ‘the best of British engineering on land and in the air’. Which means a single-sweep front bumper valence that merges into the vented bumper extensions. Some may see in this a homage to the first Kahn Range Rover.

At the rear there is a winged diffuser with stabilising fins, which the name of this vehicle gave us a clue to in the first place. And between front and rear are sideskirts that add to the width and presence. They hint at groundeffect racing cars and modern jet fighters, although the hint may be too subtle for some.

You may also have noticed the wheels, which are perhaps rather less subtle. These three-spokers are ‘a modern take on those found on Princess Diana’s 1995 Range Rover’. Well, I think we can agree that’s better than those found on an S-Class Mercedes.

Best and worst of green laning world on show in Cumbria

Further trouble came on Gatescarth thanks to an early Discovery whose maintenance had left something to be desired. First it suffered a stop/start solenoid failure, then later during, on the downhill part of the trail, its steering drop arm ball joint failed.

‘The Park are now checking tax and MOT status of all applicants,’ reports GLASS. ‘We will work on with Cumbria’s Rural Crime team – who were on the case very quickly when my colleague reported illegal vehicles booked on to Gatescarth.’

Green lane users don’t always get the best rep in the eyes of the public. Normally, it’s completely unjustified – but when people do damage rights of way though a sheer lack of driving skill, it’s only right to call them out on it.

It must be stressed that this is different to wilful vandalism, a straightforward criminal act which is repudiated by all. Clumsy driving can still damage the ground, however –especially when is comes in the shape of too much gas.

This was observed recently by the Green Lane Association’s reps team in Cumbria –who get an unusually good view of other people’s driving technique thanks to their role as volunteer marshals during permit days on Gatescarth Pass. The same team are also monitoring Breasthigh Road following the major programme of repairs which saw it reopen earlier this year – and in each case, ham-fisted driving by otherwise legal and responsible users is causing visible damage to the lanes’ surface.

‘Gatescarth has proved difficult for some permit holders for the third month in a row,’ they reported after June’s permit day. ‘This time, the route was made more difficult by eight weeks or so of unfamiliar hot and dry weather –which made the already very loose rock surface even more like driving over large marbles, with all the small binding material blown away as dust!

‘Breasthigh remains tricky,’ they continue, ‘with too much loose rock that moves under the wheels of vehicles that are driven erratically.

‘I doubt we can educate people to understand that the thing under their right foot is not a switch, and can be used sparingly. I drove over on the way to Gatescarth and didn’t spin a wheel once, but there is much evidence of large 4x4 divots where wheels have been spun, mostly in ascents but also where braking has been too harsh.

‘The Park Authority are aware and we will be looking at this with all motorised groups at some point.’

Happier news, also from Cumbria, regards Stile End, also known as Sadgill. This is located immediately at the southern end of Gatescarth, making it natural to run both together – though it’s not part of the permit scheme, meaning you can drive it any time, and any legal vehicle and in either direction. ‘I would like to highlight the brilliant work done by Lake District National Park Rangers on Sadgill,’ comments GLASS’ reps team. ‘The repairs are complete, with absolutely first-class stone pitching from the Park Authority – and some additional dry-stone wall rebuilding from our very own TRF/ GLASS man, Steve Stout.’

As always, the few can ruin it for the many. You don’t need to sign up for days of back-breaking labour to help keep the lanes in order, though. Just make sure you’re not getting too heavy with the right foot, and you’ll have done your bit.

While

Contributors Tim Gibson, Graham Scott, Alan Idle, Dan Fenn, Paul Looe, Tom Alderney, Gary Martin, Olly Sack

Photographers Steve Taylor, Richard Hair, Harry Hamm, Michelle Thruxton, Vic Peel

Advertising Sales Manager Colin Ashworth Tel: 01283 742969

When

The

Group Editor Alan Kidd

Art Editor Sam D’Souza

1. OIL PUMPS - £140

2. CRANK BEARINGS - £250

3. RECON CRANKS - £800

4. PISTONS - £90

5. TIMING BELT KIT - £85

1. OIL PUMPS - £140

2. CRANK BEARINGS - £250

3. TIMING BELT KIT - £85

4. TURBOCHARGER - £690

5. CON RODS - £85

Are used Land Rovers getting cheaper?

When

SO I’M DRIVING PAST OUR LOCAL INDEPENDENT DEALER, rushing around as usual and not really giving the forecourt as much attention as it deserves. I still manage to eye up the Navara they’ve had hanging around for the last couple of weeks, as well as the Golf GTI that caught my attention en route to the chippy at the weekend. But the main thing I notice, which cuts through my distraction like a warmish knife through margarine, is the pewter grey Freelander 2 sitting proudly out the front of their showroom. It’s a 14-reg S, which means it’ll have the newer dash and steering wheel, plus decent upholstery on the seats. Looks nice and square, and given that I’m always telling

people to buy Land Rovers on condition rather than mileage or age, this seems the most salient of my observations.

Especially when you consider the price: 11,995. Which feels like the best-value Freelander I’ve seen in quite a while.

But then I get home and search for it on the internet. And I notice it’s no cheaper than plenty of other Freelander 2s currently available. Indeed, if you’ve between 10k and 12k to spend just now, you could pretty much have your pick of tidy run-out-era Freelanders.

You’d also be getting into Evoque territory, which is either a good or bad thing depending on your perspective. I fall into the former category. Always loved the first-generation Evoque for its sharp styling and effortless poise.

Reckon it’d look fab with some All Terrains on the rims. Could be a lovely thing to own.

Not as lovely as a Disco 4, mind you, and my newfound budget also puts some of these within reach. A local independent Land Rover specialist has a peach on their website just now for 9995: 11-reg auto, S spec with heated leather and 120,000 miles – which, as I’m sure they’ll point out to anyone who pays a visit, is ‘barely run in.’

I’ve never owned a Disco 4, but I drove my brother’s in a oner from Skipton to Taunton a week after my daughter was born and swore it was the nicest cruiser I’d ever piloted. I could have been hallucinating, of course, but it left a strong impression. I’d have one tomorrow, if only I hadn’t already spent

my money twice over, on a Freelander 2 and a knobbly-tyred Evoque.

Seriously, though, what’s going on in the world that’s caused Land Rover prices to drop so steeply? Oh, yeah: the economy, stupid. Plus the electric vehicle revolution. I guess motorists are wary of fuel-hungry 4x4s that have a reputation for costly repair bills. Makes sense, I suppose. But for the true fan, the one who’ll only drive a vehicle if it has a green oval appended to its nose, this is surely a beacon of good news amid a storm of sorrow. Land Rovers are starting to become affordable again. Even Defenders seem

gradually to be descending from their post-cancellation orbit.

Question is, where do you begin?

My money would be on the Freelander 2. Probably the most reliable of that generation Land Rover, and a genuine joy to drive. Workmanlike enough to raise a smile. Capable enough off-road for most needs. And reasonably economical, too.

Better act quick, though. It’s only a matter of time before those bargain vehicles will be snapped up. The last of the lot before the Disco Sport came in and ruined it all. And we all know what scarcity does to Land Rover prices.

a bargain Freelander 2 catches his eye, our columnist puts in a long shift on Auto Trader. What he discovers looks like good news

Words: Tim Gibson

We’re

Can comping still be called cheap sport?

People used to refer to comp safari as ‘cheap motorsport’. Usually before they had actually done it, of course, but compared to most other disciplines it is indeed possible to go and have fun without breaking the bank.

Naturally, this only applies if you’re not interested in actually winning anything. ‘How much does it cost to race?’ is a question that begs another question: ‘How fast do you want to go?’

Still, back when I was first doing this stuff it was possible to build yourself an ARC-spec hybrid and drive it to a top ten finish in the hillrally. Things with live axles won events. Being at the top end of the game took plenty of money, but compared to today the comp safari game was indeed a cheap one.

As with everything in life, comping has become more and more polarised into the haves and have-nots. At one level, you do still get people putting a cage on an old Landy and entering it into comps put on by their local club. But as the supply of vehicles goes down, what they’re worth goes up. And so the cheap end of the sport becomes less cheap.

At the expensive end, meanwhile, it keeps on getting harder and harder to remain competitive as your rivals pump more and more into refining their cars.

The latter phenomenon is definitely not unique to comp safari. Without it, indeed, all motorsport would have become very stale many decades ago. But if you had turned up to the Scottish Hillrally earlier this summer, you might have been surprised to see eight newshape Defenders taking part.

This wasn’t exactly a works team, but it was supported by Bowler Motors and it doesn’t get much closer than that. And for everybody else, it must have been pretty demoralising to see the opposition turn up in brand new rally cars based on a 4x4 that costs about eighty grand before you even start building it.

Cheap motorsport? No way. And even then, the fastest of the Bowlers only just made it into the top 15 finishers. So the era of home-built hybrids competing at this level is well and truly in the past. That’s progress, I guess.

Alan Kidd, Group Editor alan.kidd@assignment-media.co.uk

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Race-prepped 90s survive heat, Bowler takes Defender Rally Series

Bowler Motors’ rally-built Defender 90s put on a stellar performance at the inaugural Scottish Summer Hill Rally, based at Thirlestane Castle in the Borders south-east of Edinburgh, as they demonstrated their ability to maintain a strong pace over terrain far more punishing than that seen on a traditional stage rally. A total

of eight of the vehicles started the event, with the fastest of them posting a time equating to fifth place overall in a discipline dominated by purpose-built spaceframe race cars.

The event was the third round of the 2023 UK Tata Elxsi Defender Rally Series and the first hillrally in the calendar. It presented teams with a

variety of low-traction conditions and terrain that was by turns fast, tough and technical. ’It was the exact challenge that a traditional hillrally is renowned for,’ says Bowler, ‘and a perfect test for our teams as they experienced a wide range of rally disciplines.’

They also experienced the sort of dust that’s normally associated more

We’re

dust and pounding conditions as Series north to Scottish Hillrally

with racing in the dunes of North Africa than the hills of Lauderdale. In the wake of some unseasonably hot and dry weather, the event took place in crystal clear conditions – until the racers’ wheels started kicking it up, at which point visibility on the stages was quickly reduced down to as good as zero in places.

These stages numbered 17 in total, spread over two days. Plenty of time for things to go wrong, then – though it soon became apparent that the Bowlers had all the appetite they needed for a war of attrition. ‘The harsh terrain led to several retirements due to mechanical and racing incidents,’ comments Bowler. ‘But despite this,

the team’s Defenders finished every stage and continue to impress with the performance, durability and robustness of a production road car.’

As well as challenging the vehicles, drivers and navigators, the event’s format asked questions of their service crews – who only had short windows of opportunity between stages to work

Green Lane Holidays in Mid Wales

on the Defenders, which in addition were placed in parc fermé overnight.

‘Repair time from impact damage was highly restricted,’ confirms Bowler. This led to the support teams being pushed to the limits to check, maintain and repair cars as they returned from the pounding they were incurring on stages. The ability to soak up the punishment they were being subjected to is a testament to the design of the standard Defender and the specialist engineering and racing pedigree of the Bowler team.’

Day 1 saw very close competition between Miles Williams, with co-driver Andy Dennis, and the new Bowler team of Richie Wynn Williams and Matt Lowe, with the Finnish duo of Jorma and Janne Jokela hot on their heels. Some teams adapted more quickly than others to the harsh terrain of a hillrally, with Andrew Burgess and Daniel Hutchings settling in well while Vanessa Ruck and Chris Cuming took their time before starting to move through the field, demonstrating their ground-reading skills as they overtook their rivals to end the day leading their class.

The same pairing dominated the early stages of Day 2 around Thirlestane Castle itself, repeatedly achieving top ten overall stage times, however their progress was later checked by a roll –allowing Jorma and Janne Jokela to surge past as they got increasingly to grips with the terrain. ‘Hill rallies require all-new thinking,’ commented driver Jorma, ‘as the conditions barely relate to the snow or gravel I have previously experienced.’

Gaining experience is a big part of competing in the Tata Elxsi Defender Rally Series, whose purpose is to provide a pathway for teams aiming one day to compete in events like the Dakar. That’s exactly what Christina Dobloug plans to do, and along with navigator Dave Hooper she ran consistent times throughout –as did circuit racing specialist Paul White, who along with Pete Wilson got quicker and quicker as the event progressed. Burgess and Hutchings continued their development, too, as they gain experience in readiness for a full challenge next year, while year one graduates Frazer Williams and Mark Archer posted some of the fastest times of the day to finish fifth –hampered by an 11-minute time penalty but for which they would have ended up on the second step of the podium.

That position ended up belonging to Jokela and Jokela, with Ruck and Cuming in third. But the winners were Williams and Dennis – who, despite suffering a four-minute time penalty of their own, not to mention a puncture towards the end of Day 1, maintained a pace over the rough ground which saw them consistently achieving stage time results within the overall top 10 of the overall event. If not for that time penalty, they would have finished fifth in the overall standings.

‘Hill rallies are a vital part of the Bowler syllabus and the program of training,’ commented Bowler’s Head of Motorsport Dave Marsh. ‘They are tough on teams and cars but provide an essential experience required by competitors as we develop the widest possible foundation of rally skills in preparation for future competitions.

‘The feedback from clients and event spectators has been incredible, with appreciation of the Defender’s versatility and capability and an appreciation of the skills needed to complete these events. The closeness of the competition demonstrates the benefit of a controlled one-make series where it really is down to the skills of the driver pairings.’

‘This rally has been a huge success,’ added General Manager Calum McKechnie. ‘Despite the challenging nature of the event, our customers experienced something very special, and we are looking forward to returning next year with another larger group. ‘We could not have hoped for a better inaugural hillrally event.’

‘The closeness of the competition demonstrates the benefit of a controlled one-make series where it really is down to the skills of the driver pairings’

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Products

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

Polybush boots provide protection from water for Defenders’ rear lights

Price: ca £25 (pair) From: Britpart stockists

NUMBER 47 IN THE CATALOGUE OF WAYS in which old-shape Defenders make you wonder what the people in Solihull were thinking is the way water can get into their rear light fittings from behind. Whether it’s from wading or just rain, over time it causes corrosion in the lights’ wiring – leading to short

circuits that knock out your tail lights and indicators.

The answer comes from Polybush, which is better known for suspension bushes but has developed a Rear Lamp Boot to keep your lights dry.

Designed for use with the Defender’s standard fit items, it provides a barrier that keeps water at bay –and being made from polyurethane rather than soft rubber, it won’t perish over time or be degraded by oil, fuel or other contaminants.

By preventing the sort of damage that costs money to make right, the Rear Lamp Boot is as cost-effective as it is easy to fit. And if the first thing you

www.thelandy.co.uk

Issue 118: Oct 2023

know about your tail lights being out is when an artic punts you up the back, it could save more than just your money. A wise investment for any Defender owner – and doubly so if you use yours off-road.

www.thelandy.co.uk

Products Vehicles News

Hard-as-nails steel wheels for Discovery 2 and P38 Range Rover – with or without beadlocks

Price: £165.69 inc VAT Available from: maltings4x4store.co.uk, SKU TF158

IT’S T E A TL E S T AT T E DIS VER A D P 8 RA E R VER were the last of their kind to be built in the classic 4x4 mould. And while their successors do get used off-road, a bit, for many of us there’s still no substitute for proper axles.

If you’re nodding along, Terrafirms’s range of beadlock and faux-beadlock steel wheels could be ideal for the Disco 2 or Rangey in your life. These have their stud pattern and PCD designed to suit the old stagers’ live axles, and they come in a choice of 8” or 10” widths to go with their play-the-percentages 16” diameter.

The wheel’s underlying design is based on the ever-popular steel modular, with a powder coated black finish to set them off – and protect them against the knocks and scrapes they’ll be getting. Two options are available with true and, if it’s just the look you’re after, simulated beadlock patterns.

Strong as an ox, tough as old boots but cool as you like. You could almost be talking about the vehicle itself…

Buyers Adventure Workshop

Gimme shelter

Marshal Stool: £67.62 inc VAT

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Advanced air-to-coil suspension solution to suit Discovery 3 and 4 and first-generation Range Rover Sport

Price: £799.99 inc VAT From: maltings4x4store.co.uk, SKU TF265

CONVERTING AIR-SPRUNG LAND

ROVERS TO COILS became a big thing thanks to the P38, but the Discovery 3 moved it on to a whole new level. The Disco 3 went on to become the Disco 4, and it had already become the Range Rover Sport, and all of them are absolutely ripe for improvement by stripping away one of their many layers of complexity.

It’s a layer of complexity that’s particularly prone to going wrong, of course. And doing so expensively. And if you’re minded to join the ranks of owners who’ve saved themselves the worry by going back to coils, Britpart is now stocking a full kit to let you do just that.

This is designed to maintain the same ride height as the air-based system you’re fetching off, while at the same time still providing excellent

load-carrying properties. Britpart promises that ride comfort and manoeuvrability will remain uncompromised once the coils are installed.

The kit comes as a comprehensive package including pre-assembled front and rear struts, an air suspension override module and bespoke wiring harnesses specific to earlier and later models. That is, it comes with two separate looms, one for the Discovery 3 and Range Rover Sport from 2005 to 2009 and the other for the Discovery 4 and Range Rover Sport from 2010 to 2013. All you need to do is plug in the right one.

Of course, these vehicles came with a wide range of complementary systems that dialled in to the air suspension, Terrain Response being the one that comes straight to mind. A minefield in the waiting, you’d think

– however Britpart says the override module is engineered to preserve all the vehicle’s original electronic functions, including the operation of the info screen on its dash.

The bad news, and there is some, is that the kit can only be used on versions of the Range Rover Sport without Dynamic Response. The good news is that this still leaves you with plenty of options (like buying one of the Discoverys instead) – and of course that with the kit installed, you’ve ruled out one major source of a potential breakdown.

The kit is not the cheapest thing in the world, but neither is an air suspension failure and this way you decide when to do the work rather than driving around on a ticking time bomb. Leaving one less loaded chamber in your daily game of Disco 3 roulette.

I T ERE’S E T I EVER

I D M T RSP RT EEDS M RE , IT’S MARS ALS. And if there’s one things marshals need more of, it’s shelter.

Hence the Terrafirma Marshal Shelter, which is a shelter for marshals. And fishermen. And anyone who just fancies a brew from out the back of their truck but doesn’t want to get rained on in the process. Bird watching, train spotting, totting up the results at an RTV (yes, we know that counts as marshalling)… if there’s an activity that involves being outdoors, doing it with this thing over your head will make it better.

Measuring in at 2 x 2.4m, the Terrafirma Marshal Shelter features a weatherproof polyester PU2000mm flysheet supported by 2m fibreglass tent poles. It can be attached to the back of your Land Rover or left free standing, and it comes with enough pegs and guy ropes to keep it pinned down whatever the weather. Marshals are the lifeblood of all motorsports, and with one of these in the back of your truck your list of excuses for not volunteering will have got that bit shorter. Some people might see that as a bad thing – but in reality, this is one of the most heroic bits of kit you can carry.

In at the start

for a set of 35x12.50R15 BFGoodrich Mud-Terrains.

‘I took inspiration from the North American spec model, particularly rock-crawler type Defenders,’ says Andrew. ‘They put on 37-inch or bigger tyres – mine are 35-inch, which gives your axle a couple of inches’ extra height.’ That’s all he wanted to achieve, having concluded after reading various reports that two inches was about as far as you can go without unduly taxing the transmission. He wasn’t interesting in going down the whole flex-til-ya-puke line, either. ‘I didn’t go all the way, first because of the number of times I was likely to need it and second because, I think mainly from my engineering background, I felt that if your suspension on one corner has dislocated to the extent that an extreme set-up can achieve, you’ve not got much weight actually on that wheel. That is dislocated and, I thought, how can that be pulling you forward? So I wasn’t convinced that it was as effective – I wanted usability rather than spectacular looks.’

cabriolet. We caught it at the end of summer, when its van panels were about to go back on, but the unusually hot weather of the preceding couple of months convinced Andrew that a dramatic solution was required. ‘The USA bikini top was inspired by the heatwave, it got so hot. I got it from Exmoor Trim. It comes with a hoop, door tops and an alloy strip that runs along the top of the windscreen.’

Combined with the big tyres, this gives the 90 its larger-than-life fun-truck look. And, ironically, it’s those boots that led to the soft-top appearing in the first place. ‘The big wheels and tyres weigh about 45kg apiece, and that kind of weight soon wrecks the back door of a hard-top. So I went for the Mantec swing-away carrier, which is hinged on the bodywork, not the door. I found that this means I can whip off the roof and the back door, and there it is – perfect for the bikini top.’

There was a time when 90s were worth so much money, you had to be very well off and/or foolhardy to modify one for off-roading. Like you’d need to be now, you’re thinking, and sure enough that time has come back around in a big way.

In between times, however, 90s reached the point where everyday people could actually afford to use them off-road. Seems crazy now but use them they did, with varying degrees of brutality, while at the same time inventing no end of ways to improve the vehicle’s ability with modifications and accessories.

During that time, the Td5 became the engine of choice for many people –especially once the Puma had arrived and created the new concept of a Defender you didn’t want. These days the last Td5 is more than a decade and a half old, so many have already been modded half to death and restored back to life as factory-lookers or tarts’ handbags – but back when they were new, it was incredibly rare to find one being given the off-road treatment.

So the 90 you’re looking at here was a bit of a trailblazer. Experts always say you should start a project by basing it on the best vehicle you can possibly

afford, and that’s what Andrew Silcock did when he pulled apart a 1999 HardTop while it was still under warranty.

Andrew had previously owned a V8-engined Series IIA, in which he went travelling in Morocco, and a TD5 Heritage 90. What he wanted now was something that would be his daily transport while at the same time giving him the chance to have a bit of fun off-road.

‘I went round various dealers,’ he says, ‘and a chap said that if you’re looking to modify a Land Rover, the best advice he could offer was to spend as much as you could on the base vehicle. In view of what I intended to use it for, that’s what I chose to do, so I spent my entire budget at the time on the vehicle and then later, I spent a bit more on upgrading it for green laning.’

What he got was an unusually straight 90 whose life up to that point had been as gentle as you could hope for. ‘I was looking for either a pick-up or a hard-top. A lot of the commercial vehicles on the second-hand market are quite battered – I’m not a hundred percent sure, but I’m fairly confident this one hadn’t been off-road.’

In fact, it had spent the first part of its life shunting caravans around in a trailer park, which is about as gentle

a job as any Defender is ever likely to have. That was to change – although, despite his plans to modify the vehicle, Andrew had no intention of turning it into the sort of extreme machine you have to destroy in order to have any sort of fun.

‘You can spend a huge amount of money on roll cages and winches and various things which only occasionally get used,’ he says. ‘My objective was to do things that protected it and enabled me to continue to use it as a day-to-day vehicle, not damage it and be off the road for a week. So I did the front and rear diff guards, the front steering bar guard, the bull bar and the front shackles, so I can get pulled out of trouble if I have to.

The diff guards were chosen for their design which ‘doesn’t rely on the integral strength of the diff to protect it. I like the style of it. The front diff guard protects the tracking arm, and the rear is extended forward slightly, protecting the rear UJ.’

Next came a steering guard and tubular front bumper, which uses the original mounts on the dumb irons but sits higher for an improved approach angle. Both came from Scorpion Racing, as did a lifted suspension kit making room

Despite keeping it simple, however, he didn’t have a completely trouble-free time of it when he was fitting the suspension. ‘I started off with the uprated springs and gas shocks. I did the rears and then, when I was halfway through the front, I couldn’t separate the old shock from the turret. So I ended up having to buy myself some of the tubular steel turrets.’ Despite this experience, and the fact that it was the first time he’s modified a vehicle himself, he considers Land Rovers to be ‘so easy to work on. It’s all big nuts and bolts.’

One of the reasons why the Td5 went on to become so popular is how well it responds to tuning. But by and large, Andrew left well alone. ‘It’s happy at seventy on the motorway,’ he says, ‘and it’s got plenty of engine braking downhill and plenty of torque for pulling uphill. And I’m not sure it needs any more than that.’

All the same, a Wolf air intake graces the usual side vent, allowing an additional four or five inches’ wading depth. Which was enough. ‘Snorkels are a lot of money for little use, and you have to do a lot of work besides the snorkel to go into deep water. You have to raise the breathers, then fit plugs and waterproof the electrics… every single time you go into water.’

At the other end, a straight pipe replaces the standard mid-section silencer box, removing one more vulnerable component and replacing it with something that sounds much better. If Andrew gets bored of listening to his 90’s exhaust note, however, he can always drown it out with a phalanx of loudspeakers, no doubt attracting the attention of all around in the process.

On that subject, another fairly visible mod to the 90 was its metamorphosis from workaday hard-top to beach-bum

Another way in which the American 90 inspired Andrew was in the altogether more prosaic subject of lighting. At the back, a full set of NAS-spec lights replaced the famously puny UK items, while a set of 150W PIAA bulbs have made their home in the vehicle’s headlamps.

These modifications aren’t the kind that set the hills on fire, but they do turn a standard 90 into an altogether more appropriate vehicle for use on today’s roads. Andrew even reckons that the two-inch lift hasn’t done any harm to the vehicle’s handling, such is the quality of the gas shocks.

Even so, he did uprate the front springs by 25% in anticipation of adding a winch at some stage in the vehicle’s development. Not that he’s in any rush to do so: ‘This is my daily transport. If you need a winch, you’re likely to be doing more extreme work, and I can’t do that because I don’t have a roll cage.’

That was on the list when we spoke to Andrew, as were ARB Air-Lockers and triangular towing windows for the van panels. But then he went and got a new job that was going to mean spending half his life travelling around Europe, and so the 90 had to find a new home.

We don’t know where that was, but someone somewhere got a very nice truck for their money. Which of course they could see with their own eyes, but would they have realised that they were taking on one of the first Td5s ever to be modified for off-roading?

Perhaps they would, because after all this whole story dates from only about halfway through the engine’s life as Land Rover’s mill of choice. Thousands of them have been off-roaded and modified since then, but very few have ever been done like Andrew’s. It was a trendsetter, this 90 – and all these years later, it’s still a shining example of how to do a Defender.

Words and Pics: George McQueen

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The best laid plans…

Words: Tom Alderney

Pics: Vic Peel

The phrase ‘lockdown project’ has come to hold a certain meaning in the car world. Typically, it refers to something thrown together with not a lot of planning by a bloke who ran into his garage one morning three and a bit years ago in a desperate bid to overcome the boredom that had suddenly descended upon him.

Needless to say, quite a few lockdown projects ended up turning into projects themselves. You know, the

‘how do I undo this mess’ kind. But at the other end of the scale, we’ve seen some truly beautiful Land Rovers that would still be lying in a corner today if it weren’t for the workshop time lockdown gave their owners.

This 110 is somewhere in the middle. There’s absolutely nothing messy about it at all, let’s be very straight with that –but its owner, Mark Woodland, readily admits that it came about as the result of getting very bored while the country

was shut away behind doors doing a whole lot of nothing.

It’s not a resto, and it’s not one of those off-road projects that sets out to take on the world. Though it was conceived with the idea of taking on the world in another sense. ‘We were going to go travelling in Morocco when Covid was finished,’ explains Mark. ‘But then my son went and got a job in Australia, so that never happened.’

As a result, since being turned into a slick overland camper the 110 has been to Wales once and Silverstone twice. If you’re going to go and watch a grand prix, having a vehicle you can live in is not a bad idea – just ask anyone who’s queued to get out of the car parks there on the Sunday night.

An ex-military 110 with a 200Tdi engine… definitely something a bit out the ordinary going on there. The Defender spent its first seven years in London, which suggests that it may have been issued to top brass –as does its odometer, which shows a paltry 74,000 miles. As always, if only they could talk… the green paint in the engine bay certainly speaks volumes, though

Many people had lockdown projects that didn’t end up quite the way they intended. For Mark Woodland, the end justified the means – but when the end changed massively, at least what he was left with was a very cool expedition-spec Defender 110

This

So this is a 110 that’s kind of all dressed up with nowhere to go. Maybe that’s unfair, but it certainly IS all dressed up. Mark had loads of ideas when he started work on the vehicle –which presents itself as an interesting blend of built-not-bought practicality and spend-it-once, spend-it-right investment. Clearly, if this thing was going to get done at all, it was going to get done properly.

The 110 itself is an ex-Army one, but with a difference. Dating from 1991, it’s powered by the 200Tdi engine with which it left the factory.

Smelling a rat? Yes, the MOD stuck with the 2.5 nat-asp back then and jumped straight to the 300Tdi when they first ordered the Wolf. So although this one was registered on military plates, it wasn’t ever destined to be a battlefield wagon. Our guess is that some sort of top brass wanted a Tdi and whoever they were, there was a rank behind them that meant they got what they asked for.

As if to back up that suspicion, the 110 spent its entire military career in London. So, no drenchings in the abrasive mud of Salisbury Plain, no drownings in windscreen-deep water and no batterings against trees. What it did get, though, is the sort of maintenance the Army gives its vehicles. ‘It has beenreally well looked after,’ says Mark. ‘The chassis iswaxed and is like the day it left the factory, with no rust underneath at all.’

To make things even better, the 110 has only ever covered 74,000 miles. Enough to leave it needing a new clutch and transfer box a few years ago, but if you know your Tdis you’ll know that that’s barely even run in.

Anyway, the Land Rover was demobbed from the MOD in January 1998, and that leaves plenty of opportunity for the story to turn sour, but whoever has had it since then appears to have kept it up with the kid gloves. The MOT history told a story of everyday Land Rover stuff like fluid leaks,

dodgy brakes, disintegrated bushes and ball joints, temperamental electrics and did we mention the fluid leaks, but none of it was major stuff – you can certainly see why Mark, a man who knows his cars, went for it.

Having done so, he got stuck in. The whole project took six weeks, he tells us – and during that time he transformed the old wagon into a truck fit to be driven around the world.

We mentioned that there’s a blend of built and bought here, and they work together very well. Mark’s obviously no slouch in the workshop, and he set about building an arrangement of stowage, seating and bedding units that lends a spectacular degree of flexibility to the vehicle’s rear quarters. As with all the best installations, there’s barely a cubic inch that hasn’t been put to good use.

There’s barely an amp from the batteries that’s not working for its living, either. Mark’s trade is in auto electronics (‘main dealers bring us the stuff they

Inside the 110, Mark has fitted it out with hardly a scrap of space left unused. There’s no shortage of equipment in here, from a 3000W inverter to an on-board air compressor, but the first thing you notice is how tidily the living area has been put together

Although specialising in Range Rover and Land Rover our experience covers the full spectrum of vehicles which enables us to service and repair any

Up top, an Expedition Roof Rack from Terrafirma is home to a Howling Moon tent and awning. There are areas where the Defender is built not bought – but where he did need to spend it, Mark wasn’t scared to spend it right. You can see the old-school Camel Trophy style snorkel here, too, along with the front-facing LED bar and a solar panel to help keep the three batteries topped up

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can’t fix,’ he says, and by all accounts there’s a lot of it), and what you’re looking at is a Defender running three batteries via a T-Max split-charging system. That’s one starter and two leisure batteries, since you ask it may be ex-military, but the 110 left Solihull with everyday civvy-spec 12-volt circuitry.

What does he do with it? Well, there’s a 32-litre Engel fridge-freezer to take some current. Then there’s a 3000W inverter, with four outlets, that’s capable of running a kettle or Nespresso coffee machine, and an on-board air compressor. Further fun stuff includes a hefty Alpine stereo with a subwoofer and Focal speakers, and all sorts of interior lights. You’ll find USBs more or less everywhere you look, and on top of all this Mark also installed a CB and a reversing camera. There’s a solar panel on the roof rack, too, to help keep the leisure circuit running while the 110’s in pure camping mode.

Said roof rack is an Expedition unit from Terrafirma, and it also carries a 2.4-metre Howling Moon tent and awning. So that’s one bedroom upstairs and one downstairs the plan was for him to sleep in one and his son in the other on the big Moroccan trip. Rather than messing around with curtains, the

rear and side windows got a limo tint film applied to keep it private inside.

So now we’re looking at a very capable two-bedroom camper, but you don’t use a Land Rover as your base for a build like this unless you’re planning to keep going where the road ends. And Mark wasn’t going to skimp on this area of the build, either.

You start with the tyres, they say, and in fact with these being LT265/75R16

BFGoodrich All-Terrains there was no need to raise the 110’s suspension. It’s carrying a lot of weight, however, so in went a full set of Old Man Emu springs and shocks to keep its ride height right and, just as importantly, help fend off those alarming tank slappers that like to crop up on winding roads.

Should the very worst come to the worst, there’s a roll bar with its front hoop mounted on the chassis and its roof stays to the bodywork. Not motorsport territory, but a lifesaver in the making if you have one over on a sand dune somewhere. Mark also fitted a set of rock sliders and front and rear diff guards –and there’s also a distinctly early-90s’ style bull bar to keep the front panel intact if any mad wildlife chucks itself in the way. The engine’s protected, too, by a Mantec snorkel

–which, whether it’s keep out dust or water, is always working for its living. Unfortunately, the same can’t be said for the vehicle itself. Having seen so much prep, it’s never been used the way an expedition motor should – and with his son having gone off to live on the other side of the world, Mark’s appetite for overlanding might reasonably be expected to have taken a knock. Which could be an opportunity for someone, because he’d let it got for the right money – indeed, the Defender is currently listed in our classifieds (see page 28). ‘It deserves to be taken onserious road trips like to Scotland or Morocco, or driven to Cape Town,’ he says – and we absolutely agree.

You’d tweak some things about it before embarking on a round-the-world expedition, of course. We’d upgrade the rear brakes to discs, for example, and maybe paint it a more exciting colour. That’s just taste, though –whereas things like long-range fuel tanks and a 100-litre fresh water supply are simply doing it right. All the groundwork has been done here – creating a long-range Land Rover that ticks all the boxes and, we agree, is just begging to be taken on by someone for whom it will become an overlanding hero.

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Definitive Disco?

Thirty years have passed since Land Rover introduced the Discovery 300 Tdi. The first version of the now-classic family 4x4 had been a massive hit – and with this one, Solihull started the move upmarket that’s been going ever since.

The 300 Tdi came alongside a mid-life facelift which saw the Disco modernised outside and in. The ‘brave’ blue cabin took a hike, loads more sound deadening material was added and equipment in general spiralled upwards. The P38 Range Rover had just been introduced

and the Disco moved straight into the space below it, with a new ES trim level to tempt customers out of the biggest money. It worked, and a huge proportion of those left today are top-speccers. This is good if you manage to find one that’s been treated as a premium family car (one-owner, low-mileage examples do still come up), though not so much if you expect all the toys still to be working. Whether it’s as a project or a retro daily

Series I (1948-1958) £5000-£85,000

driver, though, a sound Disco that’s somehow managed to avoid rusting can be a very attractive propostion indeed.

Insure a Disco 300Tdi ES with Adrian Flux from £309.50

• Based on a 1993 300Tdi ES Auto valued at £6000, up to 10,000 miles per year. 50 year old driver, fully comp, £350 excess

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

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)

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

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

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

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 yet as desirable as the earlier Series models

Lightweight (1968-1984) £3500-£22,000

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.

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

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

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

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

refinement. 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.

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

These military vehicles can easily be distinguished from regular

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

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

90/110 (1983-1990) £3500-£35,000

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.

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

Forward-Control models differed from everyday Series IIs by

Cons: Especially brutal to drive, and to find parts

101 (1972-1978) £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.

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

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

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

127 (1985-1990) £6500-£27,000

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

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

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

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

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

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

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

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

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

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

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

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…

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.

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

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

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

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

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

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

Pros: Strength and simplicity. Perhaps the definitive Defender Cons: Sure to be very different to when it left the factory

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

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

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

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

Pros: Off-road capability, power, overall reliability. Very well suited to being modified

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

Defender (2020-on) £55,000-£165,000

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

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

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

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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 long-term the way an original-shaper does, either. But this is still a superb vehicle.

Pros: Comfort, capability, rugged fitness for purpose

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

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

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Freelander (1997-2006) £400-£5500

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

Freelander 2 (2006-2015) £2000-£17,500

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

Range Rover Classic (1970-96) £4000-£275,000

are people who do just that, preferring to invest new-car money in a restoration than spending it on a current model.

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

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.

liable than the P38. It’ll still cost a lot to run, however, and drivetrain faults and underbody corrosion are not unknown.

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

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…

to greater extremes than ever, with lavish equipment and endless opportunities for personalisation.

It’s a supreme lifestyle wagon for the rich: to many of Land Rover’s traditional fans, on the other hand, it’s the supreme irrelevance.

If you can afford one, few cars could be as pleasing. However if you can afford one and you love

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

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 Freelander 2 was a massive improvement on the model

it replaced. It’s a refined and affordable SUV with a strong engine, good equipment and a decent level of practicality.

It’s become one of the most reliable Land Rovers out there, too. But do be aware of the rear diff and Haldex unit for costly outlays.

The 2.2-litre diesel engine is a strong performer, though for a

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 (1994-2002) £1000-£28,000

own, even today. The problem is that they’re very complex and very, very good at going wrong.

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

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 supply copious amounts of power, and its road manners are absolutely impeccable.

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

Land Rovers, you’re likely to be thinking about how many real ones you could buy with this sort of money. It wouldn’t make a bad way to tow your collection about the place, though…

Pros: Immense prestige, and sublime both to be in and drive Cons: To at least 99% of people it’s utterly divorced from reality

Range Rover Sport (2013-22) £19,500-£140,000

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.

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

Range Rover Evoque (2011-19) £7500-£41,000

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.

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

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.

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

Range Rover Sport (2005-2013) £9500-£20,000

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.

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

Range Rover Sport (2022-on) £80,500-£145,000

new Range Rover. The Sport is less about being chauffeur driven and more about lording it over other aspirational school runners, but once again it’ll be lovely to drive.

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

Nevertheless, it is economical by Land Rover standards and

Hilariously, this is what counts as the affordable way in to owning a

Like the full fat Range Rover (a phrase which has never felt more appropriate), the Sport is available with an old-school V8 engine that gives you racecar performance in

return for NASA-level emissions. Most UK customers with opt for an altogether healthier plug-in hybrid, but they’ll still get a vehicle that’s brutally fast a well as being able to do the normal Range Rover stuff.

Pros: Smooth, refined, comfy… and game for a laugh, too Cons: Still hasn’t quite shed its proceeds-of-crime image

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

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

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

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

Range Rover (2002-12) £2200-£27,000

Range Rover (2012-22) £20,000-£150,000

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

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

Range Rover Evoque (2019-on) £31,000-£60,500

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

The fifth-generation Range Rover takes its position as a luxury car

Range Rover (2022-on) £99,000-£220,000

INSURANCE FOR THE INDIVIDUAL

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

because of its particularly handsome exterior. It’s based upon the same architecture as the 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.

Discovery (1989-1998) £800-£18,000

other models expected to follow the Velar in due course.

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

with the same 100” wheelbase and a slick body containing a spacious, flexible cabin. It was well equipped and refined, and it came with the wonderful Tdi engine.

The Velar a competent cruiser and has received numerous accolades

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

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

Discovery 2 (1998-2004) £1000-£11,000

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

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

Over time, the Disco’s epic 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,

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

Discovery 3 (2004-2009) £1850-£16,000

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

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

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

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

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

is basically an evolution of the 3. It looks similar and is still a practicality monster, as well as being hugely impressive on and off-road and a hero in front of a trailer, but despite being only subtly tweaked inside feels far more luxurious.

That hasn’t prevented it from suffering all the same issues as time has gone on. You need to

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

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

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

Pros: Most LR fans’ idea of what a Range Rover should be like Cons: Still a potential money pit, and the best are expensive

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

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

monster. As an all-rounder, at

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

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

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

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

Pros: Good at everything. Lots of accessories available now

Cons: As fragile as you expect, and then some

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 Sport (2019-on) £21,000-£62,000

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

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

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

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

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

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

The second-generation Disco Sport came along only four years

Discovery 5 (2017-on) £24,500-£95,000

The Discovery Sport packs seven seats into a Freelander-sized

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

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

Discovery 4 (2009-2017) £6000-£40,000

Products Vehicles News

Adventure Workshop

Series III 88” HT (1975). 2286cc petrol. Very rare ex Swiss post van in ori inal olours, with odified bulkhead window and roof. Brake overhaul, new clutch cylinders and quarter chassis. £7500. Newark. 07484 032419 10/23/006

Series I 88” (1958). Not remotely original. Built into a V8 trialler by an engineer. Internal cage, canvas, Bowler seats, FWH, rear tank, Facet pump. New brakes, wheel bearings and much more. £6000. Chesterfield. 07891 579071 10/23/005

Series IIA Lightweight (1970). Ex-military. 2.25 petrol. First registered May 1977. Runs but needs TLC. Serious enquiries only please. Please call Russ for all enquiries. £7000. Goff’s Oak, Herts. 07588 222291 10/23/004

Series III 88” (1977). 2.25 petrol. Luminition ignition, new Zenith carb, dumb irons, rear crossmember, parabolic springs, props, exhaust, brakes, canvas and more. Always MOT’d. £9000. Norwich. 07752 578611 09/23/004

Series IIA 2.25 petrol (1961). Genuine SW. 12 years in Iran, then same family 35 years. 7 seats, Safari roof, orig rear door. Overdrive, roof rack, FWH. Never restored, just maintained. £10,250. Banchory. 07780 996226 10/23/008

Defender 110 200Tdi Camper (1991). 74,000 miles. Roof tent and awning, solar panel, inverter, air compressor, fridge, double bed, fresh water tank, long-range fuel tank, lots more. £19,995. Lightwater. 07770 997569 10/23/007

Defender Wolf Scout (1998).

83,000km. Very rare. Sand ladders, water and fuel containers, dash cover, tool set, ariel, commander’s seat. All Wolf upgrades. No rust, drives well. £15,000. Redditch. 07904 523913 08/23/009

Defender 90 300 Tdi (1994).

140,155 miles. Front-facing rear seats. Lockable cubby with stereo. Strong engine and box, some welding last year. Undersealed. MOT Dec. £9500. Ashbourne. 07875 065550 10/23/001

Defender 90 2.2 TDCi HT (2012). 92,103 miles. CD, electric windows. BFGs, Bluetooth, new Exide Premium battery, reversing camera. Tow hitch, folding rear step. MOT Sept 23. £17,495. Cobham. 07590 544884 08/23/003

Defender 110 6-wheel Crew-Cab (2004). 120,650 miles. 4.0 V8. ahn ody and li htin es oke interior. Electric heated seats. Roll bars, twin sunroof. High-standard resto. MOT Apr. £89,000. London. 07875 225582 10/23/002

Defender 90 Soft-Top (1989).

117,441 miles. 2.5 Turbo Diesel engine. Immobiliser. Rear seats with belts. Same owner for more than ten years. Very clean example. MOT April. £12,000. Broadstairs. 07810 281957 09/23/003

Defender 110 2.4 TDCi County Hard Top (2008). 97,000 miles. Expedition camper with sofa bed, storage, cooler and electric pop-up roof tent. Boarded and insulated. Upgraded stereo. £21,000. St Austell. 07590 106316 08/23/006

Defender 90 2.2 TDCi Chelsea Truck (2012). 5” suspension, 20” alloys, twin exhausts, Pioneer media. Hand-stitched tan leather, billet door handles and seat inserts. MOT April. £74,995. Swansea. 07921 675842 09/23/005

Defender 90 Td5 (2006). Galvanised chassis, panoramic windows, roof rack, heated seats, air-con, electric windows. 6-seater. VGC overall. 52,000+ miles since rebuild. MOT Feb. £20,999. Stixwould. 07947 203325 08/23/001

110 2.25 diesel HCPU (1983). Very early and original Hi-Cap with Ifor Williams canopy. Split doors, original two-tone green and cream paint. MOT and tax exempt in a few months. £7750. Barnsley. 07970 083002 08/23/005

Range Rover 3.5 V8 EFi (1986). 76,000 miles. Solid underneath, presentable paintwork. New gear sele tor a le, F and filter, battery, front shocks and tow hitch. MOT May. £6995. Barnsley. 07970 083002 08/23/008

Discovery 300 Tdi 3-door (1995). 100,000 miles. No off-road use. Mechanically sound but needs some welding for MOT. Same owner for 20 years. £1400. Milnthorpe, South Cumbria. 07984 173743 10/23/003

100” hybrid (1990). 3.5 V8 manual. RR chassis, bobtailed crew-cab body SII bulkhead. Massive spen inc cage, 2” lift, 9500kg winch, 24-spline Disco axles. Recent top end refresh. £10,500. Lydney. 07930 259448 09/23/002

West

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