The Landy - September 2020 by Assignment Media Ltd

Page 16: What it’s like to use a hardcore 82” Discovery trayback as your daily (or nightly) driver

LANDY

SEPTEMBER 2020

THE

ISSUE 79

ISSN 2056-6778 • Assignment Media Ltd

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and Rover will bring back the Hard-Top model name later this year when it launches commercial variants of the Defender 90 and 110. Bringing the entry-level price for the Defender down to around £42,500 (£35,500 plus VAT), these will offer ‘unstoppable all-terrain capability with 21st Century connectivity’ as well as ‘a unique combination of cargo space, practicality and premium comfort.’ Both vehicles will come as standard with independent coil-sprung suspension. The 110 will also offer the option of air springs, giving it approach, breakover and departure angles of up to 38, 28 and 40 degrees respectively at maximum height. Land Rover says the Defenders will offer ’an impressive payload’ as well as the legal maximum 3500kg towing capacity. Both models come as standard with two seats, but in classic Defender style they will offer an optional jump seats to create a threeabreast 2+1 layout. Among the enormous array of advanced technologies on the vehicle

is Land Rover’s ClearSight rear-view mirror, which uses a live video feed from a rear-facing camera to display an uninterrupted image even when the jump seat is occupied or the load area is packed to the ceiling. As if to further emphasise the difference between this model and the old Defender (which, don’t let’s forget, didn’t even come with a radio as standard for most of its life), you’ll also get Land Rover’s Pivi Pro touchscreen infotainment system, bringing with it smartphone integration through Apple CarPlay and Android Auto. This comes with over-the-air capability, allowing you to download updates for a variety of vehicle systems. Land Rover’s Advanced Tow Assist system is also included in the wide-ranging package of high-tech features, and the latest Terrain Response 2 programme includes a new Wade mode to back up the vehicle’s 900mm fording depth. A 3D Surround Camera provides a bird’s-eye view image of the vehicle to help with tight manoeuvres, and a dedicated smart-

phone app lets you monitor your staff’s use of the vehicle remotely. ‘New Defender 90 and 110 Hard Top will be the toughest, most capable and most connected commercial 4x4s we have ever produced,’ says Land Rover Vehicle Line Director Nick Collins. ‘They have been engineered to meet global safety standards and deliver impressive long-haul comfort, giving businesses and professionals the best of all worlds.’ As Land Rover points out, the Hard Top name goes all the way back to 1950 – when the Series I became available with a demountable metal roof. ‘New Defender Hard Top continues this ethos,’ says the company, ‘sharing its… silhouette with the iconic original.’ ALRC eligibility scrutineers might take issue with the wording there, but the 90 and 110 will be the latest in a long line of Defender vans – a very, very different breed to anything that’s gone before, but still there to do exactly the same job as ever.

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quarter of a century ago, a group of green lane users from a club called GLOW (Green Laners of Wales) recognised the need for a national organisation to mount a co-ordinated defence against the growing pressure on Britain’s rights of way. Green laning was already a controversial subject in the early 1990s. A number of lanes had already been closed, most notably the legendary Monks Trod in Mid-Wales, and local indignation was growing – usually without reason, but sometimes in response to commercial mud-plugging operations the likes of which would be unthinkable today. Out of this grew a concerted campaign, led by wealthy landowners and supported by an assortment of self-interested users’ groups, which sought to have green laning made illegal. Characterised by extreme dishonesty, blatant hypocrisy and a total unwillingness to compromise, this campaign has been active ever since – with no end of powerful support aiming to help it achieve its foul aims. It’s almost certainly the case that had those few GLOW members not taken up the cudgel on behalf of Britain’s rights of way, Land Rover drivers would long since have lost all access to Britain’s rights of way. Fortunately, however, that was the moment when the Green Lane Association was born – and though it’s been a bumpy ride at times, since then it has grown into an organisation capable mounting SameofDay Servicean effective defenceToofgetvehicle you back onrights. the road Unquestionably, the lowest point came when GLASS was still young. Following Tony Blair’s victory in the 1997 General Election, the Countryside and Rights of Way Act was passed in November 2000; this created Same DayByways, Service the concept of Restricted 12 month Unlimited To get you back on the road which in turn came into force via Mileage Warranty the Natural Environment and Rural Communities (NERC) Act in 2006. The biggest ever mass removal of rights of way in British history, this was exacerbated by a last-minute deal in the House of Lords which removed an exclusion for dual-status routes – a 12 month Unlimited affront to the democratic process which Mileage Warranty resulted in around half the country’s unsurfaced roads being lost overnight. GLASS has been candid in admitting that having learned from this experience, it won’t ever let the same thing happen again. This was seen in late 2013 when the coalition government proposed what was called the Deregulation Bill – a piece of legislation de-

signed to simplify the way laws are made. Anti-4x4 The magazine of the Green Lane Association Summer 2020 campaigners attempted to hijack this by lobbying the responsible committee to insert clauses that would prohibit motor vehicle access to all remaining byways and unsurfaced 1995 roads – something 2020 which might well have happened had GLASS not been alert to the situation. GLASS has also been at the heart of the battle to save individual lanes from closure – something which has become very getting on your Local Access Forum common in the wake of NERC when and making a difference. If you start applications are processed to add unworking on projects and help out other classified county roads to the Definitive user groups, you’ll be amazed how Map. The way the legislation is framed attitudes can change.’ means that local authorities can Membership of the Green Lane refuse to give a lane the correct byway Association costs £44 a year – more status if it doesn’t receive enough than the typical off-road club, and a user evidence from before 2004 – a price which is sometimes quoted as requirement which is of course loaded a reason not to join. It’s necessary heavily against motor vehicle users, to unlearn what you think you know and one which has led to the demise of about value for money here, though – a number of much-loved trails. Were it because the more you give, the more not for the work the Association does GLASS is able to do on your behalf. in countering anti-4x4 manoeuvrings As Dale puts it: ’For those that say throughout the process, these would GLASS isn’t worth the membership just be the tip of the iceberg. fee, then I ask, what voice do you have All this costs money, of course, and to government? To local councils? To fundraising has been a major part of landowners? To National Parks? The GLASS’ activities during its first 25 answer is very little.’ years. In addition to the legal work By providing that voice, GLASS has required to fight lane closures, it organalmost certainly kept green laning alive ises volunteer working parties to repair during its 25 years to date. Britain’s lanes (often as a result of damage rights of way, those who use them and caused by illegal off-roaders, though those whose businesses are aided by mainly because of neglect and poor our trade are now safer than they were maintenance), and it has made a numbefore that small group from the Green ber of donations to local authorities to Laners of Wales got together to stand help pay for major works required to up against the forces of greed. keep lanes open. ‘Now is a time to work together,’ Most of all, however, GLASS is a says Dale, ‘not stick your head in the hearts and minds organisation. Its sand and hope everything will be okay. countrywide network of reps present The Green Lane Association has been a human face to rights of way officers, proving the value of working together local residents and other users alike. for a quarter of a century – and it can ‘Going to court isn’t the only answer be relied upon to keep doing so until to saving our roads,’ says founding every heart and every mind has finally member Dale Wyatt. ‘It’s all about been won over. building relationships at a local level, £2.00 where sold

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Gibson’s Gab

The Defender’s other stalking horse

Rather than watching out for the threat from Ineos, our man in the real world reckons it should be looking over its shoulder at something less obvious… Words: Tim Gibson I thought it was strange when Land Rover ‘unveiled’ the commercial version of the Defender at the end of June. As far as I was concerned, this wasn’t a new announcement. We’d always been led to anticipate such a variant. And the fact it wasn’t hitting showrooms until later in the year made the decision to trumpet its arrival seem rather peculiar. Then, just a day or so later, I realised what was going on. Projekt Grenadier, the engineering operation being funded by Ineos founder Jim Ratcliffe to create a spiritual successor to the original Defender, took the covers off its vehicle. It suddenly became clear why the suits at Gaydon had been so keen to get in first with their working-truck offer.

All of this suggests that Land Rover is more worried about the Grenadier than you might think. Of course, no one in the business will admit this – not to me, at least. But the company is clearly taking the Ineos offering seriously, and wants us all to know that the new Defender is the better option. I tend to agree with this view. My first thought on sighting the Grenadier can be summed up in one word: not ‘Defender’, as the company almost certainly hopes, but ‘Santana’. And trust me, that ain’t a good look. Others I’ve spoken to have seen a smattering of 70 Series Toyota Landcruiser and 160 Series Nissan Patrol. My brother even caught a hint of UMM, though that seems rather unfair to the Ineos design team.

Whatever, it’s plain that if you really want to spend forty grand on a working truck, you’ll face a pretty easy choice: an unproven market disruptor with little repair network and no heritage, or the Defender, which is likely to be a fantastic workhorse and a comfortable cruiser, and represents one of the strongest brands in automotive history. I know which I’d choose. Though, as it happens, the decision is simpler still for me. As I’ve written before on these pages, the price of the new Defender means it’s likely to stay out of my reach for a good many years to come. The hefty residuals on original Defenders mean the same is true at that end of the market, too. I recently saw a TD5 90 with a mere 150,000 miles on for an eye-watering £18k. As

much as I’d love to own such a vehicle, it’s hard to justify that level of expense – especially as we’re on the cusp of one of the biggest economic meltdowns in the history of, well, everything. So, I’ve bought me a cheaper vehicle that will carry pretty much anything I choose to throw at it, offers ample accommodation for my family and can be converted into a day van-cum-camper for just a few hundred quid. It doesn’t

have four-wheel drive, but I’ve yet to get it stuck. And the trade off is an annual road tax bill of just £20 and around 50 miles per gallon. Yup, I reckon I’ve spotted the car that Land Rover should really be worried about just now. It’s not the Ineos Grenadier. It’s the Citroen Berlingo Multispace. Unstoppable, unapologetically practical… and yours (well, mine) for a tiny fraction of £40,000.

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Pretender to the throne?

retty much the rarest thing you’ll ever find in the entire world is the editor’s column in a singlemarque motoring magazine being about a different marque. So take good heed, because today is a rare day.. You already know, based on that introduction, what I’m going to be going on about here. No, it’s not the new Mercedes GLC, you’re right (though that kind of vehicle probably counts as more of a rival to Land Rover these days, ironically). It is of course the INEOS Grenadier – the start-up off-road utility wagon that seeks very openly to be the spiritual successor to the Defender. Having typed that, I notice that I didn’t say the ‘old’ Defender. The Defender is still the Defender and the new Defender is still the new Defender. I’m not sure if that will ever pass – whether a time will come when you say the word Defender and the thing people see in their heads is the one in the showrooms now – but then I never thought the name Range Rover Classic would catch on, so what do I know? Actually, the answer to that question is that I know the Grenadier looks and sounds a lot like the new Defender would have been if I had got my way. It’s a proper off-road wagon with a ladder chassis and live beam axles, and the latter will be available with locking diffs in them. Don’t get me wrong, I’m not one of those people who hate the new Defender on principle, but simplicity and purity of purpose were at the heart of the old one’s appeal and that’s a fact INEOS has recognised. If your vision for the new Defender was a truck with the same intent as the old one but with more modern design, proper cabin space and equipment and a world-class level of off-road ability that’s the result of its deep-rooted engineering rather than some clever traction management system, the good news is that it’s on the way. The bad news is that is doesn’t have a Land Rover badge on it. There are people who’ll never touch one for this reason alone. These are people to whom owning a Land Rover is almost sacred. Some of them might even get an actual Defender instead… Alan Kidd, Group Editor alan.kidd@assignment-media.co.uk

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THE WAYFARER HAS BEEN in the news a great deal lately. One of Britain’s longest and most scenic rights of way, the unsurfaced road between Llandrillo and Llanarmon Dyffryn Ceiriog is currently closed to traffic while awaiting repairs on a short section where wooden sleepers carry its surface over a bog – however neither this, nor the strict lockdown conditions which persisted in Wales long after England started to open back up, has prevented isolated incidents of illegal use. The lane, which is around seven miles long, lies in two different local authority areas, and this too has caused issues with its repair. To help address this, and in response to what she calls ‘understandable anger’ at the incidents of illegal use, the Green Lane Association’s Denbighshire Rep Lauren Eaton has formed a new group called Friends of the Wayfarer. Inspired by Friends of Ramsden Road, this multi-agency initiative is aimed at bringing together all user groups, authorities and individuals who have an interest in the lane. Lauren hopes it will ‘stop the cross-user bickering and help find a mutually beneficial way forward’ – an aim which every decent person will share. ‘I have been working hard with locals, landowners, Denbigh and Wrexham councils, Natural Resources Wales, the police and others for months in order to protect and repair this iconic route,’ comments Lauren. Friends of The Wayfarer is designed to bring that work to fruition for the benefit of all – if you are interested in getting involved, drop her a line at lauren. eaton@glass-uk.org.

NEXT MONTH

AT LONG LAST! There were times when we thought it might never happen. But we’re about to deliver our first impressions of driving the new Defender… PLUS There are plenty of Range Rovers being restored in the world, and even some still being modified. This Corvette-engined beast is a bit of both…

We’ve been following the story of Jannis and Valentina Drew’s African expedition since the end of last year. Now it’s time to say farewell – after the global pandemic finally made it impossible to travel any further

NEXT MONTH’S ISSUE OF THE LANDY IS PUBLISHED ON 27 JULY You can pick up your copy of our October 2020 issue from selected newsagents and Britpart dealers – or read it online at www.thelandy.co.uk 01283 553243 • enquiries@assignment-media.co.uk • www.thelandy.co.uk • www.facebook.com/thelandyuk Group Editor Alan Kidd Contributors George Dove, Tim Gibson, Barrie Dunbar, Jannis Drew, Dan Fenn, Henry Gibson, Harry Ham, Kazioyoshi Sasazaki Photographers Steve Taylor, Michelle Thruxton Vic Peel, Richard Hair Advertising Sales Manager Colin Ashworth Tel: 01283 553244

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

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 result of responding to adverts The Landy is distributed by Britpart. Details of your nearest

Britpart dealer can be found at www. britpart.com Wholesale copies distributed by Marketforce. 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 The Landy is published by Assignment Media Ltd, Repton House, Bretby Business Park, Ashby Road, Bretby DE15 0YZ © 2020 Assignment Media Ltd

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

Issue 79: Sept 2020

News

Products

Vehicles

Adventure

Workshop

Buyers

In Gear

The very latest gear you need for your Land Rover

Brightest Ring offers choice of for longest. battery chargers Car batteries have had a tough time of it this year. They’re not keen on being neglected at the best of times – least of all for three months while you’re sitting at home wondering where the next roll of toilet paper is coming from. Most of us are back up and running now, but the damage may already have been done. And battery failure was already the number one reason for roadside assistance callouts. So if you don’t already have a proper charger in your life, now might not be a bad time to remedy that. Leading vehicle care specialist Ring offers a range of three chargers, two of which have the sort of capacity you’re apt to be looking for in a Land Rover. These are the RSC806 and RSC808 Smart Battery Chargers and Maintainers – which the company says will ‘keep drivers safer on the roads and able to easily restore power to their 4x4s.’ Both use a seven-stage charging process, are start-stop compatible and come with a large LCD display screen, quick connectors, one-button operation and reverse polarity

protection. They have a cold-weather charging mode as well as short-circuit protection, and automatically adjust to long-term maintenance mode when the battery is fully charged. Retailing at £39.99, the RSC806 has a charge rate of up to 6A, a maximum battery capacity of 110Ah and a 160Ah maintenance mode. This should make it suitable for most Land Rovers, but if you want more power still an extra ﬁver gets you the RSC808.

This is compatible with 12V and 24V systems, offering charge rates of 8A for the former and 4A for the latter. Its maximum battery capacities are 150Ah for 12V and 70Ah for 24V, making it suitable for everything up to a modestly sized truck. Want to know more? All you need to do is point your browser towards www.ringautomotive.com, or go looking for the chargers at your automotive retailer of choice.

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Check online for your nearest stockist, ringautomotive.com

Pack for illustration only.

Britpart’s vast range of bits for Land Rovers has become that bit more vast, with the addition of these extremely cool 8x16” Large Offset Steel Wheels. These are designed in the style of the heavy-duty rims used on the iconic One-Tonne version of the 109” that was sold from 1968 to 1977 – however they’re wider, allowing them to accommodate a more modern tubeless tyre. The wheels have the usual ﬁve-stud pattern and PCD to let them bolt on to traditional Land Rover axles. However they also have an et00 offset, making them suitable if you want to built something with the same four-square stance as the legendary One-Tonne itself. These are no ordinary Land Rover rims, and this is reﬂected by a rather hefty typical price of about £190 a pop. You get what you pay for, though. Track down a set by checking in at www.britpart.com

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Lucas Classic ramps up Land Rover parts range

Lucas Classic recently announced a major expansion programme for its inventory of parts to fit older Land Rovers. This might sound like the sort of thing that’s only of interest to full-on classic boffins, but Landies being what they are it could be just the thing you’ve been looking for it you happen to run an early 90 or 110 as your daily driver of off-road toy. The igniion switch shown above, which is available through the Britpart range of distributors, is a good example. It fits the Series IIA and III – as well as the early 90 and 110. There’s a whole lot more besides, of course, with an ever-wider range coming on stream as Lucas Classic expands its range. To find out more, head for lucasclassic.com/landrover; to search our your local Britpart dealer, it’s www.britpart.com.

If you’re planning an overland build, ARB’s Zero range of in-vehicle fridge-freezers is right up your street. This includes 44 and 60-litre single-zone fridges and 69 and 96-litre dual-zone fridge-freezers, all with reversible lids which can be swapped over for left or right-handed opening to suit the conﬁguration of your Landy. All models also feature front and rear 12-volt inlets, as well as a mains inlet for hooked-up operation. They can be operated wirelessly via an app on compatible Bluetooth devices, too. Cool, etc. It’s all to be found by visiting www.arb.com.au.

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Issue 79: Sept 2020

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Perfected Imperfections

Words: Dan Fenn Pictures: Falcon Design Germany

If you’re a classic car purist to whom patina and pinpoint accurate factory speciﬁcations matter most in life, a comprehensively restored Land Rover with a better-than-new ﬁnish and nicely trimmed leather seats may sound imperfect. To the rest of us, this stunning Series III from Falcon Design Germany is simply one of the most beautiful things we’ve ever seen…

here often seems to be a split between the two branches of Land Rover restoration. On one hand, there are the purists who specialise in taking vehicles back as close as possible to their original state: on the other are restomodders, who aim to achieve a similar level of originality (or better) in terms of overall condition but are willing to incorporate changes, sometimes radical, to the trucks’ factory specification.

Very, very roughly, you’re likely to see the purists working on Mk1 Range Rovers, very early 90/110s and Discoverys and, in particular, anything with leaf springs. The resto-modders are most commonly found working their magic on Defenders, Defenders and more Defenders. Based in Cologne, Falcon Design Germany is a bit different. The company specialises in restoring Series IIIs – while adding some manufacturing

and design touches of its own to give the vehicles a hitherto unimagined dash of style. ‘I don’t like people who buy cars and make them into parking queens,’ says Orkan Sahin, who founded Falcon Design Germany in 2017 after a decade and a half in the motor trade. ‘A car is there to drive. ‘I like the Land Rover community. They are really cool people who like to drive their cars.’

Orkan opened his first car dealership in Cologne in 2003. ‘I bought cheap, broken cars for repair and sold them for a low budget. I am a car mechanic, so I had no problems doing that. This is also where my passion for the used car trade started. ‘In the following years, I increased my budget more and more to luxury cars. So now I get many famous customers all around the world who want a car from me. In 2017, I started

To advertise in The Landy, call our team on 01283 553244 w w w. t h e l a n d y. c o . u k We’re on Facebook: www.facebook.com/thelandyuk The vehicle’s original engine was stripped down for a full assessment before being rebuilt with all-new internal parts and filters. The ancillaries were all renewed, too – the carburettor, radiator, coolant pipes, fuel lines and fuel tank are all fresh out of the box. Finally, the block was painted in the company’s signature blue and the exhaust manifold got a striking coat of heat-resistant red

a cooperation with Automobile: The Car Magazine on VOX TV, where I show the viewer how I buy special cars around the world and ship them back to Germany.’ His customers have included famous actors and sportsmen, while the 88” Series III you see on these pages was built for a doctor. Falcon Design Germany is not alone in sourcing its project vehicles from southern Europe – specifically Italy, Greece and Turkey. The 88”, which dates from 1974, arrived in the company’s workshop with a sound chassis and its original 2.25 petrol engine in running order, but with a very tatty body. ‘There was no big damage to the car,’ says Orkan. ‘The frame was in good shape but the body parts were rusty and in some we had big holes.’ This was a problem the company has had to deal with since its inception. ‘When we started in 2017,’ continues Orkan, ‘our biggest problem was to find body parts for the Series III. So we started to make our own parts. ‘We spent a long time researching this, because we had to find parts in good shape to take measurements. But now it’s no longer difficult to produce parts to the original measurements,

because we cloned them 1:1. We also sell parts for clients who need them for restoration projects.’ All that work paid off, because now it takes the company about three months to complete a restoration, from initial order to delivery. ‘We have a 12-person team,’ explains Orkan. ‘Everyone is specialised in his own area, so we start everything in the same time. ‘We only do full restorations. We do our best to make the Series III better than factory.’ If you’re of the rivet-counting school of thought, you might argue that there’s no such thing as better than factory. It would take a hard-hearted purist not to admire the quality of workmanship that’s gone into restoring this 88”, though, whatever you happen to make of the personal taste in which it’s been finished. Which, if you ask this observer, is every bit as excellent as the rest of the vehicle. ‘After sand-blasting the frame,’ says Orkan of the company’s approach to restoration, ‘we repair the rusty parts and hot-dip galvanise the frame to protect it from rust for the coming years. Now we have a base where we can start, we overhaul the front and rear

axle, differentials and brake hoses, and also put new brakes on it. ‘After this, we completely overhaul the engine, which on this Series III is the original 2.25. Every engine gets overhauled in our factory. ‘First, we open the engine to see the status of it. But as a basic process we change the bearings, cylinders, pistons, rings, carburettor system, cooling system (the radiator and the cooling pipes which go into the engine), filters, fuel pipe and fuel tank. Before we put all the parts together, we paint the engine in the shade of blue we use to represent Falcon Design Germany, and we also coat the engine manifold with a special paint layer which is heat resistant.’ While all this is going on, in another part of the factory the company’s bodywork specialists are doing their considerable magic. ’We make 80% of the body parts from aluminium, like the originals,’ says Orkan. ‘Just the bulkhead, radiator panel and tailgate are made from steel. We also change the wiring harness and fuse box to a more modern one.’ Down below, the original spring packs are carefully disassembled then sand-blasted to strip away any

Falcon Design Germany searches for vehicles whose chassis are fundamentally sound. These are sand-blasted, repaired as necessary and hot-dip galvanised – many restoration jobs use new frames, but even though the company builds vehicles to drive, not to look at, they’re actually authentic right down to the bare bones

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Left: Every body panel on the vehicle is made from scratch by Falcon Design Germany to its own pattern – which clones the original exactly. The bulkhead, front panel and tailgate are made from steel, the rest of the vehicle from aluminium; they’re then finished to a betterthan-new standard Right: A wide variety of metal parts such as the handbrake lever, U-bolts and drive ﬂanges are yellow zinc plated prior to assembly. The extra layer of chromate gives them even more protection than the standard zinc treatment

rust. The leaves themselves are then powder coated. ‘Before we put all the parts together,’ explains Orkan, ‘we ask our clients which comfort level they want on the suspension – a hard or a more comfortable one. Not all of our customers want to use their vehicles on the land, so we can change the leaf springs to make it more comfortable for street and daily use.’ Talking of comfort, it won’t have escaped your notice that the vehicle’s seats look like nothing you’ll ever have seen on a Series III before. And this

is where, if you’re a purist, you might start feeling beads of sweat forming on your brow. Because, well, for sure it’s not how Solihull turned them out. But come on… you’ve got to admit it looks beautiful, right? Unlike most other high-end restorers, Falcon Design Germany doesn’t use outside contractors to do its upholstery. Instead, there’s a specialist for that in-house, too. ‘We do all restorations by order,’ explains Orkan. ‘Every client can make their own Series III individually. It was this client’s request to have the caramel

leather on the front and back seats. The dashboard is trimmed to match in the same leather, too.’ In fact, there’s just one skill that the company buys in from outside. And it’s one you hardly ever see on cars, restored or otherwise, so you can hardly blame them. ‘The wood ﬂoor in the back of the Series III was not made in our factory,’ says Orkan. ‘That’s the only process which we don’t do ourselves – instead, we leave it to a factory which specialises in wooden decking for yachts.’ If you’ve got a long memory and an

eye for the spectacular, you might just be reminded of the Edag LUV, a voluptuous Mercedes-based concept double-cab that laid it on with a trowel at the 2007 Geneva motor show. The good thing is that whatever a rivet counter might feel, laying it on with a trowel is very much not what this Series III is about. It’s a hugely classy resto, for sure, and there are elements that would make it stand out from any crowd (and be turned away from certain kinds of classic concours). But the sheer quality of the work on display is impossible to deny, and so too is the

thoroughness with which the project has been seen through. Is there really a split between the two branches of Land Rover restoration? Perhaps. Certainly, there are elements of this build that you’d be more likely to see on a 90 or 110. But to us, Falcon Design Germany has brought together the best of both worlds in creating a Series III whose engineering has been expertly preserved – and whose appeal has been taken to a whole new level. As Orkan says, ‘a car is there to drive.’ And who wouldn’t want to drive this one?

ESTABLISHED 1975

A TIMELESS BRITISH VINTAGE ORDER NOW YOUR FULL RESTORED LAND ROVER SERIES 3

WE BUILD WHAT OUR CUSTOMERS IMAGINE +49 (0) 171 3161226 | info@falcondesigngermany.com

www.falcondesigngermany.com

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Issue 79: Sept 2020

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Creature of the Night…

Modiﬁed Discos come in all kind of shapes and sizes. Even a more or less standard vehicle can look like anything but. Take this 300Tdi, for example – which, strictly speaking, is only 82% of a Disco but it deﬁnitely 100% Land Rover

Words: Kenny Tucker Pictures: Harry Hamm

eople who do regular night shifts are pretty used to being pulled over on their way to and from work. If you drive when most law abiding people are in bed, you’re going to get a lot of attention. It’s reassuring, in a strange kind of way, even if it gives you the hump at the time. Steve Taylor just thinks it’s funny. Running the staff canteen for a major industrial employer means he’s basically nocturnal, so the cops round his way see plenty of him on the road at funny times of night. And the truck they see him in is an eyeball-grabber all the way round the clock, let alone in the wee small hours. ‘I like to be a bit different,’ he says. ‘People start off thinking I’m mad, but then they realise I’m just eccentric!’

Does driving to work every day (night, sorry) in an 82” Discovery trayback count as mad or eccentric, then…? Not that this is just the world’s least appropriate commuter car, of course. You don’t take the gas axe to a Disco without reason – and by the time Steve bought his, he’d already been off-roading for 15 years. We asked him how many trucks he’s owned in that time, and the answer was ‘you name it.’ He’d had various Series IIIs and Discos, in addition to a world tour of 4x4s from other marques. ’Always lifted, most with winches, some with cages.’ It was one of those Discos that paved the way for the trayback, in the shape of a lifted TD5. Steve did the same as most people who have one of these but don’t want to be driven

insane, and replaced the rear air springs with coils, but despite this he was forever catching the rear overhang on drop-offs. Says something about the sort of drop-offs he was nailing, you might say. ‘I do like to go a bit extreme now and again,’ he admits. ‘I’m getting worse as I get older!’ Something else he’s happy to confess to is letting other people do the tricky stuff in the workshop. Describing himself as a ‘cabbage mechanic,’ he’s as practically minded as the next man, but his skills were learned in the kitchen and when it comes to his hobby, he’s happy just to drive. Talking of winches, that’s one of the things Steve added after buying the Disco a year and a half ago. It had been built by a chap called Matthew

Left: The back of the chassis has been cut down and ﬁnished off with a boxy crossmember carrying a couple of stout recovery points and the rear stays for the roll cage. Without a back body to worry about, the exhaust is run into a bit of a chimney to keep it out of harm’s way Right: Just what you want when you do your off-roading in the woods: minimal bodywork and maximum protection. The Disco’s body was cut down into an extended cab to provide plenty of room for two people, then a comprehensive six-point cage and tray structure was woven around it

who needed to raise a bit of cash to pay for his wedding, allowing Steve to swoop in. ‘It was basically complete,’ he says. ‘It just needed things like a snorkel and winch, then we added the lights, ammo boxes and jerry cans and got it MOT’d. I do the basic spannering myself, but my mate Ian Shillitoe does the serious stuff.’ Talking of basic spannering, what’s in the regular maintenance regime? ‘Bearings and brake pads, obviously. And the rubber doughnut on the rear

prop. But to me, that’s just running costs on a truck like this. Oh, I tend to replace a lot of indicator lenses, too!’ The 300Tdi engine gets a service every three months, with the result that Steve can still commend it for its strength rather than regretting the day he decided to go to the pub rather than getting his hands covered in oil. Behind it is a standard R380 gearbox, though he told us he’d like to replace this with an auto. ‘It’s always in the right gear for off-roading,’ he says. ‘As I’m getting older, I’m getting lazier!’

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Axles? Standard. Brakes? Standard. Suspension? Well, almost. Springs are a basic set of +2” jobs with enough about them to hold up the extra weight of the bumper, winch and front guard while still flexing like crazy. Steve admits to not knowing whether the winch bumper was built or bought. Either way, buying another one is a thing he’ll never have to do. Assuming he doesn’t run over a hitherto unexploded bomb, the same can be said of the steel guard below it

Talking of gearing, here’s an interesting one. The Disco was rolling on 35x12.50s when Steve bought it, but he’s replaced them with 10.50s. ‘Losing two and a half inches on the width of the tyres has improved the driving,’ he says. ‘The gearing is a lot better.’ Eh? Now, we too thought that gearing comes from tyre height, not width. But listen to the man: it drives better. All we can assume is that since the thinner tyres take less turning, the engine is able to rev more easily without the extra weight of the 12.50s (not to mention an extra 8” in total of gnarly rubber clawing at the ground), and when you consider that revving freely was never

what you’d call the Tdi’s party trick, the logic does begin to stack up. Anyway, proof of the pudding and all that, and one way or the other he’s happier with tyres about him that are lean. The original tyres were on offset rims for all the usual reasons, while the new ones are wrapped around a set of steel modulars mounted on spacers. Up front, they’re kept legal by a set of wheelarch extensions, while at the back the width of the tray was designed to cover them just nicely. Talking of the tray, this is part of a full six-point cage whose rear stays run down to it to meet vertical legs bracing the whole structure to the back of the

chassis rails. These are finished off by a simple crossmember which extends no further to either side than the rails themselves, and ahead of this is a custom fuel tank mounted on a platform beneath the tray. Considering there’s so little vehicle left, there’s a lot of space in about it for stuff like this… Fact is, Steve’s Disco is more standard than it looks. There’s nothing radical going on with its drivetrain or suspension, the winch is a budget effort that cost £350 including rope and, aside from the obvious body mods, it’s pretty much just a standard Discovery. Whether that’s what he told the police first time they hauled him over

on the way home from work, we don’t know. But these days, he says, they’re more likely to drop in for a cup of tea on their breaks. You can make up your

own mind whether he’s mad driving this thing to work, or just eccentric. But even if it’s only 82% of a Discovery, it’s every inch a Landy… and 110% fun.

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Run to the Hills

Words and Pictures: Barrie Dunbar

he Pyrenees are an ever popular destination for Britain’s more adventurous Land Rover drivers. And for a plethora of good reasons, too. Beautiful, rugged terrain, breathtaking scenery, plentiful flora and fauna and outstanding campsites are all among the attractions that bring people to the Pyrenees. If you visit behind the wheel of your Landy, you can add to the list a vast network of smugglers’ tracks – some of which, believe it or not, are still in use today by vagabonds running duty-free alcohol and tobacco from Andorra. These seldom-traveleld tracks form the basis of many 4x4 tour operators’ itineraries. But through this paradise of mountains and rivers in Catalonia and the Basque Country, there is so much more to enjoy than just the driving. The local inhabitants have used the spectacular assets of their natural environment with sympathy to provide visitors with an extensive and diverse

choice of ecologically sustainable outdoor adventure activities. My company, Active 4x4 Adventures, runs a unique 10-day fully catered Pyrenees 4x4 Tour including some of the best of these experiences. There’s an exhilarating half day of river gorge canyoning in the stunning Vall de Chastau, for example, after which we return to camp for a whole rack each of juicy BBQs ribs. Another day sees us tackling an elevated tree canopy traverse among the fragrant pines, followed by a mindblowing 430m zip-line – the longest and fastest in the whole of Catalonia. It all begins when we meet at a campsite overlooking the idyllic Catalonian town of Banyuls, famed for its beautiful beach and warm waters. I advise my clients to arrive early so they can spend a day or two swimming, soaking up the sun and indulging in the bustling beachside restaurants. As is the norm on all of our tours, we get started with a complimentary

welcome BBQ on the evening before day one. We’ve been driving through a landscape of vineyards up to now, but as we gain height these are replaced by indigenous bush, alive with the sound of cicadas and the scent sunwarmed natural fragrances. Right from the start, the conditions are perfect for Landy owners who like to leave the tarmac behind. The going is just technical enough to keep things interesting and all the while we’re surrounded by unspoiled countryside with spellbinding views as far as the eye can see. After a lunch stop in the shade of the ancient Castello de Requesens, the afternoon unfolds along much the same lines – excellent driving through outstanding natural terrain, with the occasional moderately challenging section thrown in for good measure. The campsites we use almost always include a swimming pool, bar and restaurant, so we aim to arrive with plenty of time to enjoy the facilities. What better way to conclude a wonderful day of overlanding than with a refreshing swim followed by a frosty beer or two while the enticing smells of a smoky BBQ waft their way over from my traditional charcoal braai? Leaving Macanet de Cabrenys, we head west along some of the best mountain tracks to be found anywhere. The vegetation has morphed from the maritime scrub and bush of the coastal regions to majestic European hardwood forests, through which the ancient tracks wend their way. By afternoon we are travelling through the spectacular Vall de Camprodon, enjoying the most fantastic, quintessentially Pyrenean offroad adventure driving.

The valley is home to enormous Griffon vultures, which soar overhead, gliding effortlessly on thermal updrafts from the sun-baked rocks below. It’s another exceptional driving experience, and it concludes at another lovely campsite in the Val de Ribes. Conveniently located just down the road from here is Campdevanol, location of the tree canopy traverse and zip-lines adventure activities. It’s a fabulous morning of excitement for young and old alike, expertly run by a crew of professional instructors, with a fabulous, well shaded hike in the adjacent nature reserve for those who don’t fancy an adrenaline hit! The afternoon comprises a phenomenal Alpine style off-road route, through beautifully scenic mountain scenery along the Coll de Morella and Coll de la Creueta – both of which are simply stunning high altitude drives. Later we pass through the Guils Fontanera ski area, en route to the mountain refuge of Malniu, located near a vast, pristine lake, which is the site of our semi-wild camp for the night. Beyond here, we travel through the wonderful Cerdanya Nature Reserve towards the region of Aransa, on some of the infamous smugglers’ tracks emanating from Andorra. In the past, we’ve met some rather nefarious looking characters, bombing along in equally suspect looking old bangers… on other occasions, we’ve encountered the local police, hiding in the bushes in their Nissan Patrols as the wait to pounce on any smugglers who come their way. They know who they’re looking for, though. We were merely given a nod and a smile and waved on our way, without a pause.

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The Pyrenees are hardly a well kept secret. But there’s a reason why they’re such a ﬁrm ﬁxture on the overland trail – and they make the perfect setting for a fully catered Land Rover adventure! The following day, we’re privileged to experience the wilderness of the Catalonian Pyrenees at its best. Traversing the National Park d’Alt Pirineu, the largest natural park in Catalonia, ticks all of the boxes one could ask for, both in terms of being a nature lover and a Land Rover driver. The seemingly endless and perfect trail we follow for most of the day tracks along adjacent to a lovely river, a tributary of the glorious Noguera Pallaresa. It’s heavenly. We finish the day at another very well appointed campsite in the vicinity of Espot. For those requiring some evening exercise, there’s an enjoyable forest walk leading right from the campsite to the town itself, which is a very photogenic little place. As if it couldn’t get any better, we continue our adventure westward along more narrow, winding mountain tracks, passing through a series of medieval mountain villages. We’re still in the Alt Pirineu National Park here, now following the main section of the roaring Noguera Pallaresa river – which offers kayaking, rafting, body boarding and other adventure sports. After this we’re into the Alt Aneu National Park. Here, we’re travelling through the world renowned Val d’Aran, an area of outstanding natural beauty if ever there was one. We stop for lunch within walking distance of the Sanctuary of Montgarri, which makes for an interesting and pleasant mini excursion. Then, after another fabulous afternoon, we visit the busy mountain sports resort of Vielha before heading to our campsite on the outskirts of town. Next we’re into the rugged mountains of the Sierra de Chia, for even

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The driving is very special indeed when you explore the Pyrenees in a Land Rover. When you do it with the author’s company, mealtimes are more than a little memorable too…

more unbeatable off-road driving and beautiful scenery in the Natural Park of Posets Maladeta. As always, there’s ample opportunity for breaks out of the cars, whether to stretch your legs, splash in the river or just chill out in the sun and breathe the clean air. The afternoon features some slightly technical conditions, though nothing too hairy amid yet more spectacular views. Our campsite, in the pristine Val de Chistau, is a real gem. Its facilities are world-class – and it’s also the base for our next dose of adrenaline. The affable Alfonso, adventure sports guide extraordinaire, will lead us in canyoning down the river gorge – an unforgettable experience which is followed by a leisurely afternoon by the pool and another feast from the BBQ. From here we continue west, taking in the fabulous Ordesa National Park as well as the picturesque Valle de Tena. There follows a couple of exciting days’ off-road driving through the mountains and woodlands of the Basque Country, where traditional farming and agriculture seem to play a greater role than the more adventure sports orientated Catalonia. The campsites here are just as good as in

Catalonia, though swimming pools are less prevalent. Our tour comes to its conclusion when we reach the town of Hondarribia, on the Atlantic coast. It’s a dramatic finish, too – our campsite is perched high up on the rocky cliffs, overlooking the crashing waves and offering evening sunsets second to none.

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And as the sun sets on our trip, there’s time to reflect on a wonderful week and a half. We’ve experienced some of the best off-road driving to be found anywhere in Europe, through diverse and exciting terrain offering unbeatable views; we’ve had a couple of days of high-adrenaline adventure, and a couple of nights camping out in

the wilderness; we’ve enjoyed a heady mixture of picnics, BBQs, all laid on as part of the package; and we’ve spent ten days in a natural environment whose beauty is boundless. If you’ve ever felt like you need an excuse for owning a Landy, join me and Active 4x4 Adventures in the Pyrenees – and you’ll never think twice about it again!

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Reverting to type

Any programme of work on a vehicle that’s done much off-roading is likely to start with WD40 being sprayed all over the place. In this case, even before that stage it kicked off with a load of dried mud being fetched out for access to the fixings that wanted freeing up

Words and Pictures: Dan Fenn

Stripping away the layers of off-road kit is a job you need to go through when taking a modified Defender back to standard. It’s not one you need to be scared of – though there can be surprises lying in wait…

The towbar isn’t exactly an item of off-road equipment, but it’s not a pretty sight either. It had to come off, as the crossmember behind it was rusted out at each end, but we’d have been removing it anyway in our quest to get the 90 back as close as reasonably possible to its original spec

here was a time when buying a standard Defender 90 and modding it up into a hardcore off-road weapon was pretty much the only kind of project you’d ever see. That time is well in the past, however – people do still use 90s and 110s off-road, but for many years now more and more of the vehicles have been getting prettied up instead and used as street machines. This is quite easily done when you’re starting with a 90 that hasn’t already been molested. When you pick up one of the old-school kind, however, that’s spent some time as an off-road toy, your first step is to strip away the hardcore kit… and possibly the hardcore damage and crud that’s been gathered during the course of having all that fun.

That’s what we’re looking at here. If you’re a regular reader, you’ll know that this 90 (a late Td5 XS from 2006) has been around our car park for the last couple of years or so, running as a project vehicle and putting in very occasional appearances on the lanes. We bought it from a long-time acquaintance, so it’s a known quantity – though how much we actually knew about it is about to be tested here, because it’s time for the strip-down to commence… When we originally bought the 90, we had fanciful ideas about turning it into a sort of latter-day homage to the wonderful looking old NAS 90s from back in the day. But ultimately, commonsense is tending to dictate that the best approach is to take it back, if not to showroom standard, then to as

close as we can get to the way it was when it left the factory. There are some absolutely fantastic street-machine 90s going around, for sure. And if you want to make the most of your 90’s resale value, it’s interesting to note that some of these are currently advertised at almost £200,000. But you see a lot of tarted-up stinkers for sale at idiotic prices too and that’s definitely not what we’re about. With very low miles, few owners and a proper wad of history, the 90 is a sound one. Still, we’re not minded to turn it into a blinger. The aim instead is to remove the accoutrements of its life as an off-road plaything and take it back to what it was, or is – a high-spec, late-letter Td5 XS with almost all its life still ahead of it. Step one was to strip away the offroad kit. At the same time, we needed to replace the front wings, which were beaten to death (and, in one case, had had a hole blown through it for the snorkel), and the rear crossmember, which was rotten. That’s the sort of stuff you tend to buy from Britpart, which is just what we did. The company supplied a replacement crossmember and both wings, along with the hardware required to fit them. We also ordered up a set of side sills and a standard front bumper, as well as four new springs and shocks – more on these at a later date. However well it’s been looked after, a major part of dismantling a vehicle that’s used off-road is going to be fetching dried mud out from every corner of its underside. Sure enough, the workshop floor was soon looking like the inside of a Gro-bag, but before long there was enough access to all the various fixings for the atmosphere to hang thick with the smell of WD40. We’ll look at the crossmember replacement in a future issue, but an interesting feature of the job here was that

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Astwood 4x4 Ltd The Safari Snorkel wasn’t designed to be used with an exoskeletal cage, so a bit of ingenuity was required when it was originally fitted. It worked, but they didn’t half make a mess of the wing in the process – not that that mattered to us, because a decade and a half of green laning had made even more of a mess of both wings, meaning there was a new set on the way anyway. With the breathers unclipped and the cage mountings freed off, and the wheelarch extension removed for easier access, the snorkel is unfixed from behind the wing and lifted away. The blanking plate over the original intake in the wing shows where the snorkel would normally have sat

in order to have enough clearance underneath the vehicle, the roll cage would have to be unbolted. Not a problem, as it was on the list to come away anyway, but you might not expect the extra body flex to make the difference. That, however, is how tight the tolerances are under there. At least, they were on this one. You know how it goes… On the subject of the cage, it has an external front hoop and stays and an internal rear portion which replaces the The bolt-on diff guard was always scheduled for removal – it’s an effective way of protecting the diff casing from impacts, but we no longer have a need for it. Interestingly, it was showing signs of rubbing against the fuel tank – note the scuff towards the left of the seam at the top of the guard (right). The tank itself was showing signs of rubbing, too – you can see a vertical mark just to the left of the diesel stain in the picture below where the diff guard had been contacting it

vehicle’s bulkhead. We decided to leave the latter part in place – it’s providing the strength that once came from the bulkhead and, while it certainly wouldn’t qualify as rollover protection in the eyes of a scrutineer any more, there’s enough about what remains to keep the roof up in most kinds of inversion. Another good example of close tolerances came when we examined the bolt-on guard protecting the rear diff. It had done its job well – but it had

also been rubbing on the fuel tank in the process. Just that extra thickness was enough to make the difference. So, lots to come off, and we’ll let the pictures tell the story. But what this covers is the general process of stripping away the off-road kit, not including specific items that were due to be replaced directly. Again, that’s for another issue. Fair to say there’s enough here to convince you there’s nothing to be scared of in taking on a project like this.

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Left: The front hoop is fixed through the wing to stays mounted to brackets on the chassis outriggers. Both will be removed; first, the cage is unbolted in preparation for the external part being lifted away

Below: To free off the exo part of the cage, the bolts through the roof to the rear hoop need to be freed off. As it turns out, this is (much) easier said than done. First, though, the headlining needs to be undone and dropped off for access to the brackets, which means removing the mirror mount, sun visors, vanity light and door seals. You definitely need to be patient…

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Above: As we’ve mentioned before, we wouldn’t normally take a punt on someone else’s old off-roader. But the 90 was a known quantity as it had spent all its life with a good friend, so we knew its history. We didn’t know a pile of broken glass would coming pouring out of the roof lining when it was dropped away, though…

Left: With the headlining dropped down, the 90’s head room is now almost as good as its elbow room…

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Left: Undoing the bolts from the roof bracket is a truly horrible job – access to the nuts on the inner side of the roof is almost non-existent

Right: With the cage finally unbolted, it can be lifted away. It’s pukka kit, made by Protection and Performance, so we’re keeping hold of it in case the 90’s next owner wants to refit it

Left: And back on goes the roof lining. Happily, this time there’s no unexpected broken glass waiting to cause trouble…

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

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News

Issue 79: Sept 2020

Products

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Buyers

The Landy Buyer

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

The last real Land Rover?

ou don’t need to look far to find someone who’ll tell you the Tdi-engined Defender was the last real Land Rover. The era between the unreliable TD and the computerised Td5 was a golden one for sure.

The 200 and 300Tdi are different in many ways. But both are willing, robust and, to a great extent, capable of being maintained without any need for special tools or knowledge. Find one that’s been well looked after and it’ll go on forever, too. Both Tdi units

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.

have their own ways of breaking down, but with all the right oil changes their potential for longevity is astonishing. The Tdi was also used in the Discovery and Range Rover, but it was in the Defender that it found its dream home. In particular, a 90 with the 300Tdi is the

£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 Defender Tdi with Adrian Flux from £175 perfect blend of car and engine – but any Defender with any well maintained Tdi will be a Land Rover to cherish.

* Based on a 1994 90 HT with 2” lift, winch and cage. 8000 miles pa, 50yo driver, fully comp with green lane and off-road use, excess of £200

Series II/IIA (1958-1971)

£2500-£40,000

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

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

Series IIA/IIB FC (1962-1971)

£2500-£15,000

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

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

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

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

101 (1972-1978)

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

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

Defender Tdi (1990-1998)

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

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

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

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

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

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

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

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

Issue 79: Sept 2020

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

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

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

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

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

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

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

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

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News

Issue 79: Sept 2020

Range Rover L322 (2002-12)

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

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

RR Sport Mk1 (2005-2013)

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

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

RR Evoque Mk1 (2011-19)

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

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

£2250-£28,000

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

£32500-£25,000

RR Sport Mk2 (2013-on)

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

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

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

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

RR Evoque Mk2 (2019-on)

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

The Velar a competent cruiser and has received numerous accolades

Discovery 2 (1998-2004)

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

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

Discovery 5 (2017-on)

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

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

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

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

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

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

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

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

Discovery 3/4 (2004-2017)

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

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

Discovery Sport (2015-19)

The Discovery Sport packs seven seats into a Freelander-sized

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

£22,500-£190,000

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

Buyers

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

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

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

Workshop

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

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

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

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

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

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

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Stafford’s only independent Land Rover Specialist Service & Repair of all Land Rover Vehicles

Wenlock Motors offer a wide range of services including vehicle repairs and servicing, air conditioning repair and re-gas, clutch replacements, diagnostic work, power steering issues and much more...

Alex Engineering

E: citygbcov@yahoo.co.uk

STOCKIST DIRECTORY

Steering Wheel Restoration

Advertise your business on this page – from as little as £15. Call 01283 553244

Independent Land Rover & Range Rover Specialists • Service • Parts • Used Land Rovers • Bespoke Rebuilds

Unit 1 Riverside Works, Todmorden Road, Littlebrough, OL15 9EG 01706 378784 | www.greenbros4x4.co.uk

MM 4x4 Quality Servicing, Repairs and MOTs Restoration services for Classic Vehicles

www.ca4x4.co.uk

C&A 4x4 Ltd, Norfolk Rd, Colne, Lancashire BB8 9JH Tel: 01282 868874 or 01282 861503

Worldwide LR

Land Rover Parts Specialists 77a Sandon Road, Southport, Lancashire, PR8 4QD

www.worldwidelr.co.uk enquiries@worldwidelr.co.uk • 01704 567114

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

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

North East England

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News

Issue 79: Sept 2020

Products

Vehicles

Adventure

Workshop

Buyers

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

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

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

List your Landy for FREE!

Series IIA 88” (1962). SD1 V8. Good chassis and bulkhead. Birmabright body. Parabolics, +2” shocks. 109 front axle. RR diffs. Tub-mounted roll hoop. Historic Cert. £10,950. Ashdon, Cambs. 07749 342406 09/20/005

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

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

Defender 90 Td5 Tomb Raider (2001). 114,000 miles. FSH, full MOT. Half-leather seats, twotone alloys. BFG tyres, air-con. New clutch and rear crossmember. £16,950. Street, Somerset. 07818 246616 09/20/007

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

Series IIA 88” barn find. 15,786 miles. 2.25 petrol. This is a genuine barn find in need of full restoration. V5 present. Invoice provided on payment. To buy please call. £2500. Darlington. 07496 104598 09/20/002

Series III 88” 2.6 6-cyl (1973). Undersealed. Fairey overdrive. Parabolics. Rebuilt engine, recon gearbox, new props, rewired, electronic ignition. Exmoor seats. Tax/MOT exempt £6795. Preston. 07974 783526 09/20/006

90 2.5D (1987). 164,000 miles. Galv crossmember. New heated leather seats, cubby box, roof lining, Momo wheel, rear wheel carrier, steering guard, Wolf grille £7995. Wolverhampton. 07771 857365 09/20/013

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

Defender 90 300Tdi (1995). MOT Nov ‘20. Galvanised chassis, snorkel, four fold-up rear seats. Five spare 265/75/16 wheels and tyres. £8000 ono. Wolverhampton, West Mids. 07483 867749 05/20

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

Series III 88” Station Wagon (1979). 2.25 petrol. Excellent chassis, refurbished bulkhead. Overdrive. Many new or rebuilt parts. 4 new tyres. Drives well. Tax/MOT exempt. £7250. London. 07555 046363 08/20/001

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

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

Defender 110 Td5 (2006). 104,000 miles. Twisted conversion with remap. Bilstein shocks. Heated leather seats, 18” alloys, towbar. Inoices for over £23,000. MOT May 21. £14,999. London. 07842 544722 08/20/007

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

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

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

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

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

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

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

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

Defender 90 300Tdi Wolf (1996). Low mileage. VGC. Two owners since cast from Army. Comes with original military plate to prove authenticity. Long MOT. £16,995. Tunbridge Wells. 07789 114156 08/20/024

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

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

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Issue 79: Sept 2020

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Defender 110 300Tdi CSW (1994). 170k miles. MOT Jan 21. Expedition ready, visited 16 countries, four continents. Rebuilt 2012, galv chassis etc. £POA. Greasby, Merseyside. 07305 805634 09/20/017

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

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

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

Range Rover Vogue LSE (1993). 4.2 V8 Auto. Runs and drives perfectly, maintained regardless of cost. Starts instantly, changes gear smoothly. Electric leather seats, air-con. £7999. Redditch. 07850 115449 09/20/004

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

Range Rover 2.5 TD (2000). 92,000 miles. Coil conversion, Synergy chip, EGR deleted. Many new parts. Winch. 285/75R16 BFGs. FSH to 86,000 miles. MOT Dec. £4995. Romney Marsh. 07861 648484 08/20/016

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

Camel Trophy Freelander 2.0di (1998). 118,000 miles. LHD. New viscous coupling, rebuilt engine and box. Original Camel accessories. Wax treated. £8995. France. enquiries@assignmentmedia.co.uk 08/20/023 Land Rover Series Autobooks Workshop manual for Series II, IIA and III – petrol and diesel models, from 1959 to 1976 £6.50. Canterbury, Kent. 07989 951895 07/20 Range Rover Classic Capstan Winch. Good condition. Includes bumper and grille. £450 ono. North Somerset. 07968 748268 09/20/001

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

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

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

Range Rover Classic (1985). 72,000 miles. 3.5 V8 manual. Very rare spec and colour. Electric windows front and back. VGC for year. Service book, old MOTs and tax discs. £8999. Redditch. 07850 115449 09/20/003

TAKEN IN PARTEXCHANGE against a Series I at the start of the year, this 1987 90 has its original 2.5 nat-asp diesel engine and is showing 164,000 miles on the clock. According to the seller, ‘the vehicle was tidy on the outside but a mess on the inside’ – but then along came Covid and it was time for a project! ‘I ordered new leather seats, carpets, large full leather cubby box, roof lining, Momo steering wheel and much, much more!’ continues the 90’s owner. ‘During lockdown, I have fitted loads of these new parts – and lots of new external fittings such as a rear wheel carrier, steering rock guard and Wolf grille.’ Between them, these new parts account for some £3720 of investment in bringing the vehicle up to scratch. The seats, which are from Exmoor Trim, have lumbar support and are heated – their wiring looms haven’t yet been installed but will be supplied with the vehicle. Also supplied will be a full carpet set, again from Exmoor. The seller says he ordered it up at the start of the project, at a cost of £200, but went on to decide that fitted rubber mats would be more practical. Again, the 90 will come with these in the back – in addition to the old seats, steering wheel and cubby box, which are described as ‘tatty but serviceable.’ Prior to being taken in part-ex, the 90 received a full bush kit and its chassis had been stripped and repainted. There’s a new galvanised rear crossmember in place, too. The engine, gearbox and transfer case are all described as being in good condition; the engine is ‘smooth but not surprisingly not much good for motorway sprints!’ The 90 is priced at £7995. It’s located in Wolverhampton; contact details are in the advert on the opposite page.

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

Servicing, Repairs, Diagnostics, 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

C B

News

Issue 79: Sept 2020

R A D I O Call us NOW 01604 402403

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

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

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

Vehicles

Adventure

Workshop

Buyers

Calendar

Off-Road Playdays

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

2 August

29 August

Hill’n’Ditch Mouldsworth, Cheshire

Frickley 4x4 Frickley, South Yorkshire

Kirton Off Road Centre Kirton Lindsey, North Lincs

Muddy Bottom Minstead, Hampshire

30 August

Slindon Safari Slindon, West Sussex

20 September

Cowm Leisure Whitworth, Lancashire

Devil’s Pit Barton-le-Clay, Bedfordshire

Frickley 4x4 Frickley, South Yorkshire

Explore Off Road Silverdale, Stoke-on-Trent

9 August

Kirton Off Road Centre Kirton Lindsey, North Lincs

Muddy Bottom Minstead, Hampshire

Essex, Rochford and District 4x4 Rayleigh, Essex

Protrax Tixover, Northamptonshire

Thames Valley 4x4 Brick Kiln Farm, Hampshire

Hill’n’Ditch Mouldsworth, Cheshire

Thames Valley 4x4 Slab Common, Hampshire

26 September

Slindon Safari Slindon, West Sussex

31 August

Burnham Off Roaders Tring, Hertfordshire

16 August

Hill’n’Ditch Mouldsworth, Cheshire

Explore Off Road Silverdale, Stoke-on-Trent

6 September

Kirton Off Road Centre Kirton Lindsey, North Lincs

Parkwood 4x4 Tong, Bradford Picadilly Wood Bolney, West Sussex

Frickley 4x4 Frickley, South Yorkshire Muddy Bottom Minstead, Hampshire Protrax Tixover, Northamptonshire

23 August Hill’n’Ditch Mouldsworth, Cheshire

SHELT HILL FARM, SHELT HILL, WOODBOROUGH, NOTTS NG14 6DG

Products

Slindon Safari Slindon, West Sussex

Muddy Bottom Minstead, Hampshire

Protrax Tixover, Northamptonshire

27 September

Parkwood 4x4 Tong, Bradford

Burnham Off Roaders Tring, Hertfordshire

Picadilly Wood Bolney, West Sussex

Cowm Leisure Whitworth, Lancashire

13 September Essex, Rochford and District 4x4 Rayleigh, Essex Frickley 4x4 Frickley, South Yorkshire

Frickley 4x4 Frickley, South Yorkshire Hill’n’Ditch Mouldsworth, Cheshire Kirton Off Road Centre Kirton Lindsey, North Lincs

Green Lane Convoy Events 1 August

15-16 August

5-6 September

4x4 Adventure Tours Sussex

4x4 Adventure Tours South Wales

UK Landrover Events Lincoln and Belvoir

16 August

Ardventures Yorkshire Wolds and Moors

1-2 August

UK Landrover Events Eden District

Trailmasters Wales

21-23 August

1-5 August

Trails and Tracks Coast to Coast

Off Road Adventure Travel Wales

22-23 August

8 August

4x4 Adventure Tours Westmoorland

4x4 Adventure Tours South Devon

Protrax Wiltshire

8-9 August

27 August

Protrax Wales

UK Landrover Events Dales and Eden District

UK Landrover Events Wiltshire

29 August

15 August

UK Landrover Events Northumberland

UK Landrover Events Lake District

30 August UK Landrover Events Tynedale

Atlas Overland Wessex Off Road Adventure Travel Wales

12-13 September Onelife Adventure Lake District

17-18 September UK Landrover Events Eden and Tynedale

19 September UK Landrover Events Tyne and Wear

19-20 September Trailmasters Yorkshire

26-27 September 4x4 Adventure Tours Pembrokeshire

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Issue 79: Sept 2020

A 130 camper with its ﬁnger on the Pulse

Taken from a C250, the Mercedes OM605 diesel has become a very popular donor engine. The professional quality of the installation is clear to see here; new ancilliaries included a custom aluminium rad and intercooler and a hybrid turbo

Words: Dan Fenn Pictures: Paul Bussey

olf-spec 90s and 110s are always in demand among Land Rover enthusiasts. But the Government and Military Operations team in Solihull that oversaw the creation of these vehicles was also responsible for winning a contract to build a ﬂeet of ambulances for the British Army. Awarded in 1996, amid some controversy, the award saw Land Rover beat Steyr-Daimler-Puch to secure up to 800 vehicles’ worth of business. The winning design, for a four-berth medium-mobility ﬁeld ambulance, was based on the 300 Tdi-engined 130 and codenamed Pulse. Now, almost a quarter of a century on, a few Pulse ambulances still remain

in service – despite the original tender only having required a working lifespan of ﬁfteen years. Most, however, have now been disposed of by the Ministry of Defence – and enthusiasts have not been slow to recognise their potential for camper conversions. One such example, which at the time of writing is currently available for sale, is particularly unusual in that the owner decided to upgrade its engine. In place of the original 300Tdi, the Defender now boasts a ﬁve-cylinder, 2.5-litre Mercedes-Benz OM605 taken from a C250 with 120,000 miles on the clock. This was professionally installed using stainless and silicone pipes as well as a hybrid turbo, custom aluminium radiator and intercooler and stainless side-exit exhaust.

The engine also gained a new 24volt starter motor and 7.5mm Meken mechanical diesel pump. Behind it, a heavy-duty clutch went in and the gearbox was fully rebuilt and fitted with a new oil cooler from Syncro Gearboxes. Another major upgrade was a set of Wolf axles, the latter fitted with a fourpin diff. Heavy-duty drive flanges went on all round, along with new brakes and BFGoodrich KO2 tyres. You certainly wouldn’t invest this sort of money into a truck that wasn’t sound underneath, and the seller stresses that the 130’s chassis is ‘rust-free and Waxoyled.’ Its bulkhead is similarly good, too. Bolted to the chassis is a full set of new shock absorbers, as well as an 8mm steel steering guard. Further off-

The camper conversion was built robustly with an eye on overland travel. The sofas, bed and storage units are based on stout 2x4” timber frames and upholstered using custom-made cushions. All the interior lighting is by LED, and there’s a diesel-burning space heater to keep the living area warm – as well as a ﬂat-screen TV for when it’s raining and the wildlife watching opportunities have dwindled down for the night

road protection comes from a snorkel and wading kit, and the bumpers have been replaced with new units. All the vehicle’s lights, too both inside and out, have been changed for LED units. Inside, there’s a Raptor dash as well as a radio and CB, a battery isolator and a cubby box armrest. Nothing too dramatic, but it’s in the back that the real changes have been wrought. Here, it’s fully carpeted and has been fully ﬁtted out using 2x4” timber frames. These are the basis for a sofa with specially made cushions, and as well as a toilet and cooker the vehicle has loads of storage space for living essentials. The camper area is warmed by a diesel-burning space heater, too, and well provisioned with both LED lighting and 12-volt sockets. Up top, the roof

has been fitted with a pair of opening skylights with fly screens. With a temptingly low 65,000km on the clock (that’s just over 40,000 miles), the 130 might date from a couple of decades ago but in many ways it’s as good as new. Better, in fact, if the combination of heavy-duty components and a quality camper built fits the profile of what you want from a truck. This is definitely not your average 130, and with an asking price of £24,995 it’s the sort of Land Rover you could live with, and at times in, over the very long term – before selling it on again for just about as much. If you’re interested in taking it on, you can contact the owner by emailing The Landy via enquiries@assignment-media.co.uk and we’ll pass it on.

Side Protection DA7533

DA7534

Rock Slider/Side Steps DA7533 Discovery 3 & Discovery 4 The best of both worlds with these fitted to your Discovery! Rock Slider - an essential purchase for any off road use. They prevent damage to the underside sill of the vehicle and allow for safe passage over rocky and rough terrain. Side Steps - users often fit side steps to enable easy access to and from the car - this is a problem when going off-road as they bend, break and cause snagging. These heavy-duty side steps are made from 5mm steel plate with 50mm tube backed up by an additional 2 x 40mm tube supports. The joints are TiG welded for a smooth finish. Supplied as a pair. Rock Sliders DA1307 Defender 90 - 1983 onwards DA1308 Defender 110 - 1984 onwards DA1311 Discovery 1 - 3-door DA1312 Discovery 1 - 5-door DA1313 Discovery 2 Great protection for the side of your Land Rock & Tree Sliders Rover and they replace the sill of your DA1307T Defender 90 vehicle. These rock & tree sliders are a DA1308T Defender 110 fully welded 3mm steel construction with DA1307 DA1311T Discovery 1 - 3-door heavy-duty chassis mounted brackets and DA1312T Discovery 1 - 5-door zinc primed with a smart black powder DA1313T Discovery 2 coated finish.

Rock Sliders DA7534 Aluminium finish DA7534B Black finish Discovery 3 & Discovery 4 Discovery 3 & Discovery 4 These rock sliders (sill protectors) are manufactured from 6mm 5083 aluminium and come completely machined and drilled ready to fit. An essential purchase for any off-road use as they prevent damage to the underside sill of the vehicle and allow for safe passage over rocky and rough terrain. Attaches to your vehicle using 11 mounting points on the side and underneath and when the car doors are closed they are almost unseen, but you have the piece of mind that your car sills are safe from damage. These units require no additional drilling just unscrewing and unclipping of the plastic OEM parts. For more information & images of these rock sliders visit www.britpart.com/rock

Direct fit! No Cutting! DA1308

DA1308T DA1307T

DA1376

DA1312

Black DA1373 DA1375 Graphite DA1374 DA1376

DA1312T

DA1311

DA1311T

DA1313

DA1313T

Defender 90 Defender 110 Defender 90 Defender 110

DA1373

Bowler Lightweight Sill Protectors Made from lightweight aluminium, these sill protectors are used in the Defender Challenge. Supplied with a fitting kit, they bolt onto existing mounting points and do not require welding. Compatible with XS side steps.

www.britpart.com Find your nearest stockist - www.britpart.com/stockist