Letters to the Editor

ENTHUSIASTS / SPREADING THE WORD

Send submissions to: editor@roversnorth.com

Dear Rovers North,

Thank you for being a sponsor for the Rover Owners Association of Virginia's (ROAV) 2022 Mid Atlantic Rally (MAR). Your consistent support over the years has helped bring our club and event to the level that it is today. We would like to especially thank Jeff Aronson, Gene Schubert and Nick Cota for setting up a truly challenging RTV course. This course was one of the highlights of the event. Any RTV course that requires winching to get out of the 6th set of gates should be held in high regard! We will see you next year…. at the MAR!

David Short President, ROAV Sterling, VA

[Gene, Nick and I have finally dried out and scraped off the mud from our clothing! Thank you for the kind words, and especially for the hospitality and generosity demonstrated by everyone at MAR. We certainly hope to return! -ed.] Dear Rovers North,

I have a BMW motorbike and am a member of MOA, which puts out a surprisingly good monthly magazine called BMW Owner News. It’s filled with articles about travel by motorcycle. Seldom is a car seen or mentioned in its pages, but in the August issue I was surprised to see a Defender 110 in an article titled “Remember to Breathe.” It’s about a woman going on a last-minute adventure tour in Nepal on –egads – a Royal Enfield. Of course one of the support vehicles is a Land Rover, doing what Land Rovers do so well.

Hope to catch up with you at the Mid Atlantic Rally!

Chris Liles Richmond, VA

[What better vehicle for an adventure in Nepal than a Defender! It was delightful to see you at MAR; thanks for all you help with the RTV course -ed.]

Dear Rovers North,

Back in October, 2020, we were driving along the beach at Cape Hatteras when we came across this grounded oyster boat. On a more recent visit, we found out that the National Park Service had brought an excavator and removed the boat from the shore.

Peter and Beth Eady St. Petersburg, FL

[What a fascinating find! Thanks for sharing it with other Land Rover enthusiasts –ed.]

Dear Rovers North,

I’ll see you in two weeks at the British Invasion in Stowe, VT, with my 1988 Defender 110 RHD V8. Looking forward to meeting many of the Rovers North crew that I converse with weekly or monthly.

Christopher FitzMorris Center Harbor, NH

[It was a pleasure to take in all the Land Rovers at the 2022 British Invasion last September. We hope you enjoyed the camaraderie as much as we did –ed.]

Dear Rovers North,

While visiting The Farmhouse at Back Bay Brewing, I came across what appears to be a Defender 90 variant on the can of a potent IPA. Of course I had to bring some home to take for a “test drink” and I can assure you that the Hop Landy 90 lives up to Solihull standards! After a tasty pint, I thought I’d pose the Hop Landy with my Landy, a 1972 88 Series III (aka The Leaky Cauldron). I’d say they make quite the pair when parked.

I’ll close by telling you I’ve appreciated all the help and parts I’ve received from Rovers North over the last five years, and I really enjoy your magazine. Keep up the great work.

Col. Chris McCarthy, USMC, Ret. Virginia Beach, VA Dear Rovers North,

Your team is knowledgeable, patient, supportive and all-around awesome. My ’93 Defender 90 200 Tdi RHD has needed a lot of work and you guys have done an outstanding job of supplying what I need, when I need it. I do not know how much help you provide with Customs to Canada, but you get the parts through when I need them. Thank you!

Michael Maguire Saskatoon, SK CANADA

2022 British Invasion, Stowe, VT

[You own an appealing Defender and we’re delighted to be a part of your Land Rover experience -ed.]

Dear Rovers North,

I wanted to share this photo of my ’04 Discovery II SE, one of five that I own. I’ve cleaned it up and brought it back to the beauty that you see in this photo. It might have a few bumps and bruises, but it’s still just as beautiful as the day it made it to the States. I was a Land Rover mechanic at my local dealership for 10 years. I’m no longer working there but I’ve continued to work on them for 21 years for other enthusiasts and as a hobby for myself.

Joey Calvert Gaston, SC

The Boxy Truck Circle Tour Story and Photos: Rik Olsen

This Land Rover trip started as most do – ordering parts from Rovers North.

My ‘60 Series II SWB Station Wagon had accumulated a need for the following: new brake shoes, clutch slave cylinder, starter motor, battery and power ports installed on the dashboard. Also, it cried out for fluid changes and the replacement of the broken studs that connect the exhaust manifold to the down pipe. Once accomplished, I could join other Minnesota Land Rover enthusiasts from the Twin Cities region in the “Boxy Truck Tour.”

Lake Superior borders the northeast corner of Minnesota, and the tourism people have laid out a route around it called “The Circle Tour.” Our trip would follow this route from Minnesota through Wisconsin and Michigan to Canada, then back to Minnesota. Lake Superior has the largest surface water area of any lake worldwide with over 2,700 miles of shoreline, and the rolling hills of the Great North Woods hold dense forests dotted with streams, waterfalls and smaller lakes. We hoped to spot the usual wildlife in the region, but the moose, deer, turkeys and beavers tend to shy away. Mostly, this trip would challenge our Series Land Rovers on pavement. We know they’re fantastic off-road, but highway miles can tax both driver and vehicle. The multi-generational group, ranging from ages 3–64, would have a great opportunity to take it slow in our Series Land Rovers.

Above L-R: Spectacular scenery at campsites and on pavement. Background: Gustaf Kupetz’s positioning for a campsite

Tony Kieffer, who planned our camping sites, has been rebuilding his ‘64 109” Station Wagon for the last 12 years, but really accelerated his progress over the last year. Along with a galvanized chassis, he installed a completely rebuilt engine and drivetrain. It ran like a thoroughbred – albeit a thoroughbred mule. He joined me as we drove to John Wendt’s house to view his perfect ’67 109”.

Five miles into our drive, my Series II started misfiring. I cleaned out the jets and the carb bowl but the misfires and stalling continued until I got close enough to hook up a tow strap and bring it into John’s garage. One multimeter test later, I changed out the coil for my spare. The problematic manifold studs proved very stubborn, and I resorted to having the manifold shop-welded to the down pipe and hoping for the best.

We met up with Ryan Lynch in his restored NAS 90, then drove the 180 miles to Gustaf Kupetz’s cabin just north of Duluth, arriving after dusk. I had not seen Gustaf in a long time, so I lured him out for a late night of sipping Aquavit. The next morning, Gustaf’s kids, Oskar (8) and Margaux (6), proved quite adept at throwing stuff in the back of his HiCap 110 300 Tdi. However, night driving revealed a burntout left headlamp on my Rover. As our convoy continued through Duluth, more electrical gremlins revealed themselves. I noticed my charging amps jumping around, hinting at a big electrical short. Inspection of the engine bay revealed that the J-hook on the battery had stripped threads, allowing the battery to slide around in the metal frame. When I hit the brakes hard, the battery would slide forward and short out. At a local auto parts store, I purchased and installed a new J-hook (and a headlamp); the t-shirt I had received at last July’s National Rally in Ouray, CO, served to help pack the battery in place. A necessary sacrifice. We then hit the road again. On the way into Cornucopia, WI, the charging light illuminated on my fascia. Normally, this indicates either the lead wire coming off the back of the generator, or a loose belt. This time, the tensioner bracket had broken in two! After locating the pivot bolt hidden in the sand, I removed the fan to get access to the bracket hole. I saw a marina just across the street from our lunch spot; there, I hoped to find a welder. A very affable, capable young man knitted the bracket back together, and we continued on our trek.

‘‘Their ‘66 Series IIA Marshall ambulance has all the comforts and conveniences ’’of home

In Ontonagon Country, MI, we met up with Dave and Mary Allton at a campground. Their ‘66 Series IIA Marshall ambulance has all the comforts and conveniences of home. I took the opportunity to complete a fluid check; only the right front swivel balls required more gear oil. This day’s travel brought us to a delightful stretch of beach in Marquette, MI. Camping on the sands with the sounds of waves crashing was delightful, and I found my Camel Trophy-style bath in Lake Superior “refreshing.” [Average water temperature is 40 degrees F -ed.]

Tony Kieffer and his wife, Shauna, and kids, Jack (3) and Annika (7) met up with us on our drive the next day on the way to the Great Lakes Shipwreck Museum and Whitefish Point Lighthouse on Michigan’s Upper Peninsula. John made the dirt road route there more exciting by losing a disk brake pin, which resulted in a brake failure at the right front wheel. Fortunately, he carries spares! The museum provided a profoundly moving experience, as we took stock of the tragic wrecks – a testament to the power of this lake. We crossed the border into Canada without incident and stopped at the fantastic Agawa (tourist trap) Store. This is a great place for provisions, fuel and hand-made Native moccasins. We then proceeded to our planned overnight stay at Pancake Bay Provincial Park. It features a three-kilometer beach and crystal clear water at the campground’s edge. The kids could just run. The only interruption of our reverie came from a park ranger, who informed us of the fines for beer drinking on the beach. He left us with a warning, provided that we dumped them out on the spot.

The next day, the rear section of Tony’s 109” exhaust rattled loose. He trimmed a Molson Canadian can to hold things together until we could find a real exhaust holder. A bit more sightseeing brought us to the Lake Superior Provincial Park in Ontario. The prehistoric rock paintings describe how the Mishupishu horned lynx caused so much havoc in the area. In a Wawa, we were able to fortify ourselves with lunch and buff up Tony’s exhaust with metal and clamps from the nearby Canadian Tire. They really do seem to have everything. Some calm overnights and gentle swooping hills and valleys at 25–50 mph lead us to the delightful town of Nipigon, ON. Our friend, Phil McGuire, has a farm there where he grows whatever is in season. His son-in-law, Roger, stopped by to say hello. On other trips, Roger has lead us through the Ontario forests to see bears, waterfalls and crystal clear lakes. It was great to catch up.

We continued on to Sleeping Giant Provincial Park. The General Store and Tea Room near the campground has been in place on Silver Islet since 1971, when an underwater silver mine provided local employment. The tea room became a lovely setting for a cup of Earl Grey!

Our last night on the Boxy Truck Tour ran quite late. Tony marked the occasion by sharing his “Land Rover Problem Solver” – a bottle of Dewar’s. After a slow start the next day, we crossed the border back into

Canadians manufacture the best beer cans! Keep all spares... the USA and continued on to the Minnesota Land Rovers yearly picnic. We had some tales to tell! This year’s picnic took place at the Trestle Inn (yes, it’s really built from abandoned railroad trestles), nestled within the Superior National Forest.

We described our experiences as mellow on us, but the 1,450 miles total took a toll on our stalwart ‘60’s Land Rovers. Thus, this trip ended as most do – ordering more parts from Rovers North. /// Rik Olsen at Lake Superior Provincial Park

A Classic

Adventure

Story and Photos: Lawrence Michelon

Out of the five Land Rovers in our household, I had only two good options for a 6,032-mile adventure last July: “Sparky,” our ’89 Range Rover Classic, or “Westie,” our ’06 Range Rover L322. The latter, a newer acquisition, has over 190,000 miles, but I’d driven Range Rover Classics for 25 years and Sparky for five years. With proper preventative maintenance, it had never let me down and thus I anointed it as the adventure vehicle. Lawrence Michelon The “to do” list before the trip included a leaky power steering system, inoperative air conditioning and some cosmetics. Power washing the engine helped find the source of the leak (and resulted in a soaked distributor amplifier –oops) and a decision to swap out a noisy alternator. The air conditioner required that I disassemble the dashboard – not fun, but it was the third time I’d done it. Time was running short for the remaining loose wheel bearing, wheel alignment and air conditioner recharge. A long time ago, I’d made a sea voyage from Long Island, NY, to Virginia Beach, VA, in a 1938 Vineyard powerboat, and I found myself screwing down the compass in the cockpit as I was leaving the dock. This memory came back to me as I pushed the analogue clock back into the fascia. Like the boat, Sparky would require fettling on this adventure.

Ignition problems sorted and back on the road

I left Norfolk at night and discovered the dashboard lights would not illuminate and that I’d forgotten to reconnect the dimmer switch. These comprised Fix #1. Meanwhile, the Great Smoky Mountains lived up to their name; the “smoke” hovered over the water as fog rolled down the rivers. Sparky handled “The Tail of the Dragon” quite well, even in corners with speed limits of 15–20 mph.

In Nashville, I rectified two errors: forgetting to pack my sleeping bag and getting a haircut. Fix #2 repaired an inoperative driver’s side door lock. (A shady spot at an REI provided the perfect “shade tree garage.”) I also discovered Black Abbey Brewery, with its wide selection of Belgian beers, and rekindled a friendship with 6th-grade friend Scott Peterson and family (Elizabeth, Cooper and Millie). Downtown Nashville reminded me of Bourbon Street during Mardi Gras.

I headed out of Nashville early the next morning, but not long after, I heard a “pop” from the engine as the tachometer needle dropped to 0 and the Range Rover coasted to the side of the road. All levels of disaster ran through my head. Lifting the hood, I expected to see a deluge of fluids, but no – nothing. The engine would crank but not fire up. I began the process of fuel, fire, air (or food, water, shelter, as my daughter Logan says). I checked the spark from the coil by pulling the wire from the distributor and setting it close to metal. Spark! Crap! Onto fuel – I cracked the line near the fuel rail. It dripped and after turning the key, the drip intensified; thus, the fuel pump worked.

I called more knowledgeable ROAV enthusiasts Ralf Sarek, David Short and Drew Swoboda; Drew asked if I had checked for spark from the distributor – I had not. I pulled a wire from the distributor cap, held it close to the terminal – and nothing. To double-check, I pulled the coil wire from the top of the cap and held it close to the terminal. The result was, err, shocking – don’t do this at home! Meanwhile, David Short contacted friends in Tennessee – no joy – so my host Scott drove two hours to secure a rotor for me. Once installed, the motor fired up and sounded terrific.

With the Range Rover running well, and with the benefit of cooler temperatures, I decided to make up for lost time. I knocked down state after state until I reached Kansas. Why is it so long a drive? I discovered it may be flat but it’s not level; one border lies at 600 ft, while the other sits at 3,000 ft. Overall, it took me an additional 19 hours and 1,400 miles of driving with only stops for fuel, but I finally made a Walmart parking lot in Colorado Springs at 12:30 am local time.

The next day, over Monarch Pass to Ridgeway, Sparky began to run rough again. When I met up with the Virginians also attending the

National Rally (Mike Boggs, Ralf Sarek, Bob Steele, Doug Crowther, David Short, Clay Ayers, among others), we turned onto the Million Dollar Highway and Sparky stopped running. Pulling the rotor on and off seemingly revived the Classic; I called Rovers North for another rotor, but it wasn’t until nighttime that I saw sparks emanating from the plug wires. There lay the source of my running issues and burnedout rotors.

My drive west coincided with the Solihull Society’s National Rally, and I enjoyed every moment of my time along Imogene Pass (I never get tired of that one) and Yankee Boy, and enjoyed following pinch-hitting trail leader Mike Boggs through Ophir Pass. I experienced torrential rains and enormous hailstones, but also stunning sunsets – that’s what my Range Rover Classic made possible.

A Classic Adventure

Background L-R: Happy Virginians - Bob and Robbin Steele, Lawrence Michelon and Clay Ayers on top of Cinnamon Pass, CO (Elevation 12,640 ft.)

A Classic Adventure

I packed up, said my goodbyes and hit the road toward Price, Provo and Salt Lake City, UT. I enjoyed terrific hikes around Salt Lake City, and continued driving toward Logan, UT (in honor of my daughter, of course) and the Tetons. The next morning, as I drove further up a trail to get closer to those majestic mountains, they really started to show their colors. At Taggart Lake, I witnessed a near picture-perfect reflection of the Tetons in the clear waters. It was mesmerizing. Then, on the way to Colter, a herd of buffalo stopped traffic by sauntering across the road. Man, they are big!

I entered Yellowstone National Park and enjoyed several hikes there. I discovered that Old Faithful is always faithful. Continuing north on the way toward Montana, I found more buffalo – but also discovered that mudslides had blocked both exits from the park in my preferred direction. I guess I had to spend more time in the park! Yellowstone fascinated me with its varied topography. The geysers appear in a valley while the east gate region reminded me of the canyons around Gunnison, CO. Crossing the Montana-Wyoming border, I entered the 2.5 million acre Shoshone National Forest and drove by the 350-ft high Buffalo Bill Dam and Reservoir. The city of Cody, WY, is named after him.

To meet my schedule, I had to leave the off-road trails and narrow roads for the great American highway system. Sparky cruised at 75–80 mph, yet returned 16 mpg on my 17-hour journey to Comanche Campground in South Dakota’s Black Hills National Forest. I took a break to hike the scenic trails in Custer State Park and make the obligatory stop to stare at Mt. Rushmore. I would treat myself to another hike in Minnesota with views from bluffs overlooking the Mississippi River and a “down day” with friends, but eventually, I had to get back home. I knocked back many miles in Wisconsin, Illinois, Indiana, Ohio, West Virginia and finally, on Sunday, August 7, home at last.

Of my 18 days and 6,032 miles, I spent 4 nights camping, 3 nights sleeping in the back seat, 1 night in an AirBnB and 9 nights with friends and family. I discovered 6 breweries and savored 5 taco meals. I saw the splendor of the Rockies, the majesty of the plains, the mighty Mississippi and endless vistas on stunning hiking trails. Plus, I accomplished all of this in an ’89 Range Rover Classic, my favorite Land Rover. ///

Maine Misfits Rover And Bits Story by Dave Sweetapple, Photos by Dave Sweetapple and Lou Sapienza

Many New England Land Rover enthusiasts have come to recognize John Vallerand and his stash of used Rover parts. He’s very hard to miss with his ZZ Top-length beard and heavy Maine accent. He attends many of the oldschool British auto events such as the All Metal Dash and British Invasion to promote his treasures. For the past three years, John has kicked around the idea of hosting a Land Rover event at his 200-acre property in Greene, ME. Near his house lies a graveyard of old Land Rovers, ranging from Series I’s to Range Rover Classics. John has no social media presence, so spreading the word would rely solely on his phone contact list. When I offered to help publicize it through Instagram and FaceBook, I told him he should create a catchy name for the event. He immediately fired back with “Maine Misfits & Rover Bits.” I told him it was too long and didn’t really flow. He replied, “I’m from Maine. I don’t belong to any group and I have a bunch of Rover bits to sell.” With that statement of stubbornness, the debate ended.

John set the dates of August 19–21 for Maine Misfits & Rover Bits. We invited every model of Land Rover. We promised 200 acres of trails, rustic camping (with the option of hotels in neighboring Lewiston), campfires, a Saturday dinner and access to Rover parts from the “boneyard” as well as those stored inside the barn. John ordered a couple of porta-potties, set up a potable water station and purchased eighty pounds of chicken breast and two large beef briskets. The weekend prior to the event, John and his son Vince, along with their friend Heidi, went out into the woods to clear a few overgrown trails. They also nailed up large arrow signs to direct traffic where the trails didn’t offer an obvious path.

By midday on Friday, the 19th, the Land Rovers began to roll in with attendees staking claims to the best camping spots. The sites spread out from John’s lawn to the side of his barn, to those nestled in the forest, set back from the rows of Land Rovers. Luckily the forecast called for hot and sunny weather, the best possible camping conditions. Some campers had full cooking set-ups with planned menus; for example, Mike Kenney and his famous deep-fried donuts with chocolate covering. While many brought their own campfire coffee apparatuses, John generously served endless cups of coffee and pastry from his wrap-around porch, so those who didn’t bring coffee gear had no worries.

Throughout the three days, we counted a total of 102 Land Rovers that rolled onto the property, including Mark Letorney’s Defender. (It would have been 103 but our Editor, Jeff Aronson, showed up in his Triumph TR7, whining about “ferry problems.” Harumpf!) Some came for a short visit while others spent the entire weekend at John’s place. By the time breakfast was finished on Sunday, there were approximately 30 Land Rovers still there, mostly people who had camped out.

Maine Misfits had all the components of a classic Land Rover gathering. It was a chance for old friends to catch up, meet newcomers and deepen connections with those who only knew each other from afar. The event brought vehicles from all over New England and the Northeast.

The “wheeling” element of the gathering was incredible. The trails provided numerous challenges with many levels of difficulty. The trails ranged from barely beaten paths to green lanes and boasted rock

ledges, mud ruts and water crossings. All weekend long, groups of 3–10 Land Rovers would leave the main staging area and head down one of several paths to hit the trails. Those that started out with light mud on Friday became churned up into full-blown mud ruts by Sunday. Before leaving for home on the final day, my wife Robin and I foolishly went out for one last solo run in my Series III. Once we reached the far end of the property, my Land Rover sank to its axles in the thick mud. What would have been a 15-minute run took us an hour to free ourselves and make our way back to camp.

My favorite part of the event was the “night wheeling.” At sunset on both Friday and Saturday, small groups headed out to explore the woods. When it’s dark, the trails offer a whole new set of challenges. You are unable to see some of the ruts, obstacles and routes that lie ahead. Luckily, Vince Vallerand led our group, as he knows the property very well. Don Jenks completely bogged down in a swampy patch; with no nearby tree to hook onto, he attached a tow strap to the vehicle ahead of him. With a quick lunge forward, that truck thrust sideways and ended up on a stump. Jesse Ackerman then left the front of the group in his modified ‘03 Discovery II to circle back and pull the Rovers backwards to hard ground. These night runs had us out for 3–4 hours, mostly recovering each other.

Years ago, Vince had aptly named one of the sections, “The Money Pit” due to breakage of axles and smashing of body parts. It’s basically a swamp with trees growing up through it. On Saturday night we entered this area, which led to eight of the ten Land Rovers being submerged up to their sills in the thickest mud I have ever seen. Vince made it through on his monster truck and aided in the recovery of each subsequent vehicle. The only other one that made it through unscathed was Forrest Clifton in his highly modified Defender 110.

The Maine Misfits feast took place on Saturday evening. John wheeled out his massive custom grill midday; it is so large that he was able to cook all 80 pounds of chicken breasts at once. Perplexed by how to keep the grill’s thirty pound cover open, John modified it by installing a Series bonnet hinge to prop it up. Next to the jumbo grill, Kevin Gagnon manned a large meat smoker with two lean beef briskets that had been cooking for two days. Add to this, fresh corn on the cob, coleslaw, salads and a plethora of desserts, and your have a feast fit for any Rover king.

Following the dinner came a short awards ceremony; well, I should say “award” in the singular. Gavin Warren of Red Rover Parts took an old Series IIA ring gear (crown wheel), powder coated it, and engraved the Maine Misfits logo on it. The award went to the attendee with the most damage done to his/her vehicle. Tommy Blair grinned as he accepted the award. The day before, Tommy had taken his [mid-90s Range Rover Classic] up over the rock ledge section called “Tree Hugger.” The Range Rover tilted sideways, came down over the ledge and rested against a tree that leaned toward the rock. That buckled the whole roof section above the rear passenger window, smashing the glass as well. Shortly afterwards, he tried it going in the opposite direction and the exact same thing happened to the driver’s side rear window and roof section.

Maine Misfits was truly one of the most entertaining events I’ve been to in a while. It had all the components that make a great Land Rover event: good food, good trails, good friends. It brought together people that I’d normally not see in the middle of summer. I’m really looking forward to next year’s “Second Annual – Maine Misfits & Rover Bits” event. No dates have been set at this time, but it will most likely be mid-August. Hope to see you there! ///

The Art of Driving Slowly

Story and Photos: Graeme Warring

As a kid in rural New Zealand during the 1970s, I saw Land Rover Series vehicles on farms everywhere, from Bluff to Cape Reinga. Bouncing around in the back of my uncle’s 109” became the highlight of my visits to his farm. One day during the lambing season, he asked me to drive –my legs barely long enough to push in the clutch. He taught me to go, stop and steer well enough to follow him and the dogs while they herded the sheep. We named the Land Rover the “Jolly Green Giant.” Clearly more than just a car, it had a unique personality with which I bonded like no other vehicle. It served as a channel marker in my life, when I took that major step from passenger to driver. It left an indelible mark.

As a 20-something, my mates and I started an adventure travel company, the Oz and Kiwi Experience. We turned to Defender 110s for everything from airport shuttles to overlanders. Nothing – and I mean nothing – screamed exploration and independence to our tens of thousands of customers like a Land Rover.

Land Rovers continued their pivotal role in my life. I picked up my newborn kids up in a new ’98 Range Rover P38, towed our boat with our ’95 Defender 110, explored America in my ‘05 Range Rover L322 and recently, enjoyed head-turning cruises in a restored ’95 Range Rover Classic. When the summer of 2022 preAn Italian pairing—Dolomites and Portofino redsented me with a monthlong work break, I took the plunge and sourced a lovely one-owner, ‘94 Defender 90 in Italy. I had always coveted one and I named her Rosie, an homage to her Portofino Red paint.

Within days of wiring money to the owner, I landed in Venice and took the train to Bassano Del Grappa where she sat patiently waiting for me. The seller had checked all the fluids and prepared her for a drive-about. Along with the keys, he handed me a folder with the title and maintenance receipts. As I climbed in and fired up the 200 Tdi, I beamed from ear to ear. What had been a grand idea a few weeks ago was now a reality!

The cobbled streets of the second-century town bounced us around, and the locals who knew her instinctively waved, then looked surprised not to see her previous owner behind the wheel. I had developed a simple but brilliant plan, “Go north, and see what happens.” We joined a motorway which wound through the Dolomites. As I shifted through the gears, “air conditioning” on full blast (both windows down and the sunroof open) to combat the heatwave gripping Europe, I discovered it took over 40 seconds to accelerate to the estimated top speed of 110 kph. A speed demon Rosie was not, and she worked harder than

‘‘A speed demon Rosie was not, and she worked harder than a one-legged tap dancer to get up through the mountain passes ’’

a one-legged tap dancer to get up through the mountain passes. As an unabashed gearhead with a stable full of high-performance vehicles, my anxiety levels rose as every car, truck, and even the local vicar on his electric bike passed me.

“Oh my God, what have I got myself into?” I thought, as Rosie struggled on. The heat rose, as did my anxiety and perspiration. The lack of speed and my status as a mobile hazard stressed me out. I needed to stop and recalibrate. After a bowl of pasta and a glass or two of red, I was ready to hit the road again, destination Levico Terme, a lovely town in the Dolomites famous for its health-restoring natural springs. As we joined the motorway with reduced expectations of getting anywhere quickly, Rosie quickly rewarded me for my newfound patience.

The open windows provided a sublime sensory overload. The warm air caressed my skin and tussled my hair; it brought with it the alpine smells of forests, temperature variations from forest to farmland and even a slight chill as we crisscrossed streams and rivers. My slower speeds meant I could look around, soak in the incredible scenery and even take my eyes off the road for a moment without fear of sending us into the back of a lorry. Cruising along at 80 kph, I found myself on a road that beckoned me with many more, welcome life changes.

The following day, we headed west through the Italian Alps to Lake Como. The air was much cooler at altitude. Thick forests gave way to large swaths of open farmland, vineyards and fields of sunflowers. As Rosie and I had determined we were in no hurry, I altered the Google Maps settings to avoid highways, sending us “off-piste” through the backroads and villages of the Italian Alps. On these backroads, we felt at home. We became part of the agricultural and unhurried lifestyle of rural Italy. I had felt like a road hazard on the highways; on these twisty narrow roads, with speed limits ranging from 30 to 80 kph, we became part of the scenery. Instead of flashing lights, we were greeted with smiles and waves.

An important recognition became apparent as I settled into Rosie’s casual cadence. Stopping would not dramatically impact my day – so stop we did. At sites of spectacular beauty, of which there are too many to count, we would pull over and take it all in. If I felt like taking a coffee or replenishing Rosie’s diesel reserve, we did so at a local café or bar, or at a gas station, where inevitably an aging uniformed gentleman would happily assist with the process, communicating as best we could with smiles and a laugh.

Over the next few days, as we drove the Alps, then the shores of Lake Como, though wine country to the legendary town of Monza and into Genoa, Rosie taught me a valuable and timely lesson in life. This my friends, is what she whispered in my ear beneath the clattering of tappets:

“Graeme, you’re going to get to where you need to go; let’s enjoy the journey as much the destination.”

By Genoa I’d become a convert. Getting behind the wheel induced an immediate, Zen-like response and all my worries washed away. But to be fair, I didn’t know Rosie that well and I wanted to make sure she remained healthy, so I decided to visit the temple of all things Defender, home of legendary mechanic Maurizio Ferrando of Tecnomeccanica Sport.

Above: Levico Terme, Italy Above: Lake Como, Italy

Above: Genoa, Italy

Maurizio has wrenched on racing cars, restored everything from the ‘70s Velar Range Rover prototype to every model of Defender. I knew this kindred spirit would be just the man to give Rosie a going over following our 1000+ km shakedown, and instill a sense of confidence in me.

Maurizio greeted me like a Maurizio Ferrando long-lost friend; the kinship of Land Rover owners runs deep with genuine respect for one another. He inspected Rosie, giving her the thumbs up, complimenting her solid frame and drivetrain. While waiting for an oil filter to arrive, we walked around his village, sipped coffee and chatted to his neighbors at a café. Following a full fluid change and lubrication, Rosie and I hit the road again and contemplated where to go next.

While sipping a late afternoon, beachside prosecco, I noticed huge ferries heading in and out of the Genoa port. I discovered their destinations would be Sardinia and onto Barcelona, where I had a series of work meetings. This new plan went into immediate effect, and the following day Rosie and I boarded a ferry to Porto Torres.

Our layover in Sardinia provided the glimpse I needed to fuel a desire to return. Here I found quaint historic villages, incredible scenery and crystal-clear waters in vivid shades of blue. The hotels and restaurants offered tremendous values, more so than the mainland, and the locals welcomed visitors with genuine delight.

An early morning start found us loaded aboard the next ferry to Barcelona. Fourteen hours later, after a peaceful crossing, Rosie stood

Above: Santander, Spain out as we made our way through the narrow streets and lanes, garnering warm smiles and waves of approval from tourists and locals alike. After completing our mandatory work tasks, we took the back roads to Monserrat, through the beautiful mountain principality of Andorra, and meandered along the Pyrenees, west through France, to Biarritz.

We arrived during the Fêtes de Bayonne festival, which meant that most towns and villages in the area were filled with Basques clad in traditional white, with red scarves and waist bands. From Biarritz we crossed back into Spain, stopping in San Sebastian and the historic and beautiful city of Bilbao. The drive to Santander provided vistas of hillside vineyards, lush forests of soaring trees in brilliant hues of green.

I wanted to take Rosie to Solihull, her ancestral home, so we boarded a Brittany Lines ferry for a 28-hour crossing to Portsmouth. Once there, we made our way, slowly of course, through the British countryside where – except for her left-hand drive – she blended in perfectly. We paused at Stonehenge and joined hundreds of others, baffled by how these massive stones were assembled, before the last push to the British Motor Museum at Gaydon, where Rosie’s royal relatives were on fine display. These included the Queen and Queen Mother’s fleet of Land Rovers from a Series 1 to a 110 Defender and several custom Range Rovers. Rosie’s excitement was visible from the oil spots she left on this hallowed turf.

We completed her pilgrimage home by traversing the final 25 miles to the gates of the Land Rover factory, a tribute to the site of Rosie’s birthplace. Having made this pilgrimage, she would continue her adventures with me in the USA, joining my ’95 Range Rover Classic and an ’05 Range Rover HSE.

Over a few thousand kilometers and four weeks, Rosie taught me something I had not known, but now appreciate beyond words: the art of driving slowly. ///

Wet N’ Wild

The 2022 Solihull Society National Rally

Story: Thayer Low; Photos: Thayer Low, Todd Stewart

For the last six years, I’ve served on the planning commission of the Solihull Society’s National Rally, which included working with Arizona Land Rover on the 2021 Great American Rover Rally. It started with a passion for my Land Rovers and has leaked (pun intended) into the joy of seeing others share that enthusiasm –on the trails and off.

The Land Rover National Rally (LRNR) takes place in various mountainous places in Colorado on even-numbered years, and in Moab, UT, well, because it’s Moab, on the odd years. This past July’s locale was Ouray, CO, known as the “Switzerland of the Rockies.”

However, my husband Jake and I tested positive for Covid-19 –the day before we were set to leave to set up camp. I can just hear Alanis Morrisette singing “Isn’t it Ironic” in the background as I write. Not ironic (as nothing is in the song) but the worst timing I could have had since the start of the pandemic! 2022 became the first year since I’ve been a Rover fangirl that I could not participate, let alone volunteer.

Although I did not experience the excitement first-hand, friends who attended the rally shared their stories of the mudslides, extreme wet weather and all-around fun. Each answered the same questions during my interviews.

L-R: ex-MoD Series III ready for the trails; Drivers safety meeting before heading off into Colorado’s highelevation passes

L-R: William, Wesley and Tom Cryer

Tom Cryer, Denver, CO, 2012 LR4

TL: How did this year compare to other rallies you've attended? TC: I’ve been attending LRNRs since 1995, which was held in Red River, NM. I will tell you I have enjoyed every one of them. Each event seems to stand out for one reason or another. Some years it's a new friend, others it's a particularly interesting trail and other years, it’s a low-key event. Because of those three things, I have missed very few rallies over the years. John Wood’s Distillery is a highlight for me whenever I’m in Ouray!

TL: What was it like to be a Trail Leader? TC: This year, I led Ophir Pass, Alta Lakes and Last Dollar on Day One. Then I led Yankee Boy Basin, and by Friday, participants were looking for something scenic (haha), so Andy Snow and I took a group up to Clear Lake – very scenic and highly recommended. One of the people in our group was a young woman in her new Discovery 5. It had no transfer case, lockers or aggressive tires but it was unstoppable. Oh, and a Bond Edition was there too. There’s something special about that V8 rumble!

TL: I heard the weather was... interesting? TC: I’ve enjoyed rally weather of all types, but this year gave us something new: mudslides. In both instances we snuck out in the nick of time, so I just saw the images. We had very high winds that day. I led

MH: As Colorado natives, we’d never been to that part of the state before. We found the scenery stunning and we look forward to getting back down there. I’ve attended several LRNRs dating back to the late ‘90s – Crested Butte, Breckenridge, Leadville and Moab – and this seemed pretty similar. Unlike Moab, the trails in Ouray are not as challenging, which meant no real breakage!

MH: I led day-long trails at Minni Gulch, Maggi Gulch, Eureka Gulch, Ophir Pass, Alta Lakes, Gold King and Black Bear Pass.

We stayed in Ridgeway at the Ridgeway Lodge and Star Saloon. It was close enough to Ouray and Telluride for us to head in each direction on Thursday to explore the two towns.

As for the weather, it was the monsoon season and according to the locals, it hadn’t rained as much as it did in quite some time. Nevertheless, the weather didn't affect our experience at all. On Tuesday, we were stopped by a mudslide for about two hours on Highway 550 on our way back to town after running trails, but we just stood out in the rain, talked about the day, had a few laughs and watched the highway crews do their thing!

All in all it was a great rally and we had a wonderful time!

the group from Telluride on Last Dollar; by the time I arrived back at the campground, one of my tent fly mullions had snapped in two.

TL: How did your

Land Rover hold up?

TC: As for the rig, no lights until I arrived back in Denver. I had taken it through the car wash, but by the other end of the (Eisenhower) Tunnel, no lights! The Land Rover Whisperer has always been there for me.

Todd and Valerie Nelson, Minneapolis, MN, 2009 LR3

TN: The last time we were in Ouray in 2019, some of the trails were closed due to snow. This year we did Imogene Pass, Ophir Pass, Alta Lakes, Corkscrew Gulch and Black Bear Pass. Black Bear was the trail I was most excited about, since I had only done this once in 2013. The views were stunning and the switchbacks very, very tight, but no problem for the turning radius of an LR3.

Although the weather was rainy and our tent had a very small leak appear mid-week, all was well at the KOA where we camped near other Land Rover owners from multiple states. Three Minnesota Land Rover members attended this year: Rik Olsen in his Bond Edition Defender, our friend Adam in “Disco Dave,” his Discovery II, and ourselves.

The LR3 had some overheating issues heading West past Denver up the mountain highways. As usual, when the temp gauge started moving up, I turned off the A/C and cranked up the heat to give some extra cooling to the system. The last time I did it, no heat came out – uh oh! My coolant had pushed out of the system and I needed Dexcool. None was available at a nearby gas station. We drove on to the next town, but the gas station there only had the green stuff. We had made it to the tiny town of Sargents, a place with no cell service but with WiFi. I could make a WiFi call (gotta love technology) to Rob Quaife, who just happened to be on the other side of a nearby mountain pass. Twenty minutes later, he and his wife Deb arrived. They drove me 30 minutes to the next town, where I bought more Dexcool, and returned me safely to my LR3.

TN: Even though it rained daily until the last day, we didn’t have too much trouble on the trails. Imogene Pass got a little sketchy with some traffic jams on the narrow, single-track lanes, but we managed to get off the trail. Valerie and I did Corkscrew Gulch ourselves on Thursday; low visibility meant we were driving in the clouds!

The Bon Ton (old school Italian restaurant) in Ouray has some incredibly great food where we enjoyed a meal with Dr. Rob and his wife. We also hit the excellent Ouray Brewery with our Chicago friends Ian and Marianne Rogenski who we met in 2013 – ah, the circle of Rover life.

Overall, things were good with the organization of the rally, which I understand had been hit with the absence of personnel due to illness, business and just about every other thing that could go wrong. The Solihull Society members banded together quite well and pulled off another successful rally!

Dave and Lesa Weitz, Colorado Springs CO, 2016 LR4

DW: We had a great time, since this was our second Land Rover rally. Over the winter, we kept in touch with several folks whom we met last year in Moab, so it was great to see them and run trails with “old friends.”

Even though it rained almost every day, we didn’t mind since we were in the luxurious

cabin of our LR4. Had it been a motorcycle or mountain bike rally, that would’ve been another story. We were lucky not to get caught in any mudslides, but we know of several who did, several times. We’ll take rain over forest fires any day, month or year.

I’ve been adventure motorcycling since 2014, so I’ve ridden most of the trails and high alpine passes around Ouray, but never in any 4x4. We wheeled California, Hurricane, Cinnamon and some of the more exciting passes such as Imogine, Ophir, Black Bear, Engineer and Mineral Creek.

Ouray is always one of our favorite destinations. Incredible views, people enjoying the outdoors in various ways and, of course, the hot springs. The Cocktail Party at K J Wood’s Distillers was very fun with a great atmosphere. It was cool to hear how John Wood was involved with Solihull Society in the past and how his son is now getting into the sport.

It wouldn’t be a Land Rover rally if we didn’t have a mechanical issue, right? Mineral Creek was the most challenging trail we ran this rally. My LR4 performed well; however, with all the rain making the rock features wet & slippery, I managed to take a strange line & wigged out one of my height sensors, dropping it down to the bump stops. Mineral Creek is too rocky to drive out on the bump stops, but luckily, I’d brought a GAP Diagnostic IID tool and was able to raise it back up and make it to Lake City.

The people I interviewed were friends I’ve made over the years wheeling at events. Listening to their stories, it struck me that – like me – they happened to drive LR3s and LR4s. These newer vehicles, including a Discovery 5 and new Defenders, dominated this year’s numbers. Only one Series Land Rover came to the event, but without a roof and under the torrential rains, they left on the second day!

Each year, I’ve looked forward to the Land Rover National Rally from the day the previous one ends. If you’re like me, you’ll register for Moab in 2023 as soon as it opens in January, 2023, at the Solihull Society.org website. Hope to see you there! ///

Land Rover Peabody services Massachusetts’ “North Shore,” one of four Land Rover dealers in the state. This year’s team included Steven Em (Service Advisor), Eric Guenard (Sales) and Harrison Preston (Service Tech).

Harrison Preston summarized the event as, “Awesome! We had to come together through difficult challenges, and we did. I also love the competition aspect. We chose to not have a captain; we worked together to figure out L-R: Harrison Preston, Steven Em, Eric Guenard our individual skills. My favorite challenge was the Defender forward pull using only winch line – but no winch! Taking compass bearings at the top of the hillside was the hardest. And the weather – it poured during our wave and I wound up in a mud puddle.”

Steven Em said, “I didn’t know really what to expect. I wasn’t ready for the obstacle course. TReK was challenging physically and mentally. As we drove from Mahwah to Vermont, we agreed that any decision would be made on a majority vote. We might bicker, but we agreed to go with the vote. We played to each other’s strengths. I also learned more about my teammates.” His favorite challenges? “Using the hi-lift as a come-along. Also, the spare tire carry in the woods as we prevented each other from falling on the slippery trails.”

Eric Guenard: “I’ve been at Land Rover Peabody for 11 years – daily, I see all the displays about TReK on our walls. When no one on the sales team wanted to go, I said, ‘Hell, Yah!’ All of the competition and outdoor activities appealed to me. For me, the reverse trials course drive was pretty tough. The best one for me was the relay race that morning. I’m not a runner, but I came in first. That was special for me because I’m never first! I do CrossFit, and I thought I was in good shape, but I could not run up the distance of that hill. To my chagrin, I ended up walking the last part.” ///

2022

Story: Jeffrey Aronson, Photos: Land Rover Media his is what happens when you let a mountain man loose,” said a member of the Land Rover Driving Team at the 2022 TreK competition. After dragging myself out of my tent at 6:00 am for a second full day of competitive off-roading, physical fitness tests and problem solving with my team, I nodded in agreement. T‘‘ Sean Gorman, the mountain man in question, took the lead in creating the challenges for this year’s TReK. His laconic voice masked the difficulties presented by the maniacal tasks that had Land Rover teams panting from fatigue, stressing over timed decisions made in the field and learning of the hidden capabilities of their new Defender 110s. Sean had sharpened his talents at the 2021 Land Rover

Trophy event [see the Winter 2022 issue -ed]. His crew of taskmasters from the Land Rover Driving Team and Land Rover Experience Manchester included Warren Blevins, Fred Monsees, Jamie Cote, Chris Tefke, Ben Wooten, Chrystyna Young, David Nunn, Geoff Myles, Jim Swett, Travis Martin, Charlie Garitty and Lorraine McKiniry.

TReK became a marque identity event in 1996, the brainchild of Bob Burns and Tom Collins, the creators of Land Rover’s special events. Burns intended TReK to emulate a “Camel Trophy Lite” that would create “product zealots” of the often-isolated sales, service, parts and administrative staff at Land Rover dealerships. Then-CEO Charlies Hughes gave it the go-ahead.

This year’s competition brought together 100 three-person teams (90 from the U.S. and 10 from Canada). The teams competed in identically kitted-out 2023 Land Rover Defender 110s. The winning team from each wave of competition will return to Manchester for the TReK 2022 Finals, and the crowning of the overall winner as we go to press.

007 Bond Edition Defender

Defender 90, 110 75th Anniversary Edition

Four limited editions of the 2022 Defender. (Above) Bond 007 for 60 years of James Bond films (Right) Defender 90 Trophy, 1 of 220 (Below) Grasmere Green 90 & 110 75th Anniversary Edition with P400 MHEV engine.

2022 “We are thrilled to bring back the TReK competition for another year, putting the Defender’s capabilities and our retailers’ skills to the test,” said Joe Eberhardt, President and CEO, Jaguar Land Rover North America.

Land Rover created a 5-team, 15-person media weekend that replicated the same onerous tasks required of the dealer teams. Sinuhe Xavier, a Colorado-based director, producer and Discovery enthusiast, and Chris Van Leuven, a Yosemitebased journalist and rock climber, got saddled with me.

Our shared challenges included orienteering after racing up a 200-ft grassy knoll, running an obstacle course, using a hi-lift jack as a comealong to pull a Defender sideways (we actually pulled so hard we jammed it!), timed runs through wood trails, off-road driving, a Time/Distance on-road rally, creating enticing meals on camp stoves, rolling a TReK Discovery using plastic pipes and muscle power – and much more. Every event had a time limit, and the tasks fell one upon another, making for long days and nights.

Despite the aches and pains, the crammed schedule and the long drive from New Jersey to Vermont, our delight with the TReK mirrored that of the New England teams interviewed here. Thanks to JLR for demonstrating what life can mean through a Land Rover! ///

Land Rover Scarborough, ME

This year, Maine’s sole Jaguar Land Rover dealer, Land Rover Scarborough, purchased a TreK Defender and created a team comprised of veteran TReK competitor Justin Alley (Parts Manager), Ron McIntyre (General Sales Manager) and Pete Warren (Service Tech).

Ron McIntyre had several reasons to enjoy his first TReK. “We don’t get to work together a lot, but by Day 2, we were all on the same page as a team. Also, at 58 years old, I’ve been getting in shape. I’m not a spring chicken, so I was surprised by the physicality of it all. We did pretty good as a team while having a lot of fun.”

Justin Alley said, “it was great to get to know the guys better. Lots of driving between New Jersey, Vermont and Maine. We spent time in stressful situations. My favorite was the fly fishing. The one we did the best on was the Defender pull using only the winch rope, and the cone challenge. I’ve never been a runner – the starting obstacle course was the toughest.”

Pete Warren: “I’ve been here for 16 ½ years. I work with Ron and Justin individually, but I didn’t know how we would work as a team. You can’t just have one person – everyone must work together. I had a blast. I was not a fan of the relay runs. Personally, as a tech, the tire change was really easy for me. The cone driving challenge was the most interesting as a team, and the high lift jack was the most challenging.” ///

Land Rover Bedford, NH

The only dealer in the state sent a team for the second year to TReK. Veterans Noah Sanders and Jim Chafe were joined by Randy Schneiderheinz for this year’s competition. (As we go to press, they are competing in the final wave.)

Derek Butts, the Center Manager, said, “The TReK competition holds tremendous value for our organization. First, it encapsulates the ethos of Land Rover by utilizing the capability of the vehicles over challenging terrain. Second, the event builds enthusiasm throughout our entire dealership as our team members support the performance of the three individuals competing in TReK. Lastly, it broadcasts to the community that we ‘get it’ – that we fully understanding what these vehicles are capable of accomplishing. Overall, this event pays dividends well beyond the measured expense of participating.” ///

1957 Land Rover 2 Litre Diesel Engine 16-page brochure

It Started With A Badge

By: Les Parker Photos: Rovers North Archives, Land Rover Media, landrover.vlothuizen.nl

Irecently saw the “Rover Diesel” badge advertised on Rovers North’s website – a part that I have been in search of for some time. After buying and installing the badge on my 90, I renewed my interest in the history of the Land Rover diesel engines. Diesel engine design makes the most efficient use of fuel. Initially, the fuel is injected at the end of the compression stroke, and the high temperature caused by this compression ignites the fuel. Inventor Rudolf Diesel theorized that higher compression would lead to higher efficiency and more power. He turned out to be right – a gasoline engine compresses at a ratio of between 8:1 to 12:1, while a diesel engine compresses at a ratio of 14:1 to as high as 25:1. In 1954, Rover Cars Managing Director Spencer Wilks brought in Allan Botwood as the company’s first Sales Director, and Botwood seems to have seized on the idea of a diesel engine option as a way of increasing Land Rover sales. Rover’s engineers first looked at the Standard 2.1 litre engine for the Land Rover, but it would not fit into the engine bay. It was probably at this point that Maurice Wilks gave his Chief Engine Designer, Jack Swaine, the job of drawing up a new diesel engine for the Land Rover. This task presented a whole host of problems. Rover had never designed a diesel engine before and the company had no expertise on board. The rapid expansion of Land Rover production gobbled up all the spare factory space. Embarking on the design and production of a brand-new diesel engine was not a step Rover could take lightly. However, in 1955, the termination of a Ministry of Supply contract to build tank engines freed up space at the Rover’s Acocks Green plant. Equally important, Wilks and Swaine devised a strategy which involved designing the new diesel engine in tandem with a new petrol engine. A common engine design would enable the manufacture of both engines on the same tooling and they could share components in common. Swaine received outside assistance from Ricardo Engineering for the combustion chamber design, but the basic architecture remained Swaine’s: pushrod-operated overhead valves through a chain-driven camshaft. Both petrol and diesel engines would have a three-bearing crankshaft and roller cam followers. The petrol engine would have a single carburettor, and the diesel would have Pintaux-type injection nozzles along with a mechanically governed CAV injection pump. To guard against problems of premature bore wear, Swaine made sure the diesel would have adequate cooling by using a “wet-liner” design, where the bores had removable liners (for ease of replacement) which had coolant circulating all round their outsides. The petrol engine would not need such protective measures, and by omitting the liners, it benefited from larger-diameter pistons which would give the engine better performance. The diesel engine had a swept volume of 2052cc while the petrol would have 2286cc. Rover also sought to share transmission components between the two engine types. By 1956, it had become clear that the new OHV engines were an extremely tight fit; at times the front axle could foul the sump and the cooling fan could hit the radiator. The simplest way around this was to stretch out the wheelbase. Thus, the 86” Series I became the 88” and the 107 became the 109”. The first diesel-powered Land Rover arrived in 1957 to adverts touting “The News You’ve Been Waiting For” – at a 100 pound sterling premium!

2 Litre Diesel Engine, 1957-1961

In addition to high decibel levels, the first Land Rover diesels suffered from cracked cylinder heads. They did not accelerate as quickly as their petrol counterparts (87 lb ft of torque vs. 124 lb ft petrol engine). The presumed fuel economy improvement never happened, either.

Dimensions: 2052cc, 85.7mm bore x 88.9mm stroke Compression ratio: 22.5:1 Fuel system: Indirect injection with CAV pump

Power/Torque: 51 bhp at 3500 rpm 87 lb at 2000rpm

2.25 Litre Diesel Engine, 1961-1980

With the introduction of the Series IIA in October, 1961, a more powerful 2.25-litre engine replaced the original 2-litre. This had the same bore and stroke dimensions as the contemporary four-cylinder petrol engine and, unlike the original 2-litre diesel, did not have “wet” cylinder liners. It once again had three main bearings, with the cylinder blocks painted Light Admiralty Grey. Like the 2.25-litre petrol engine, the “two-and-a-quarter” diesel earned a reputation for longevity and reliability, although – once again – fuel economy and road performance were not among its strengths. Its use continued throughout Series IIA production, including the Forward Control IIA and IIB, extending into the first 9 years of Series III production. Note: early engine ratings used the generous UK SAE standards. Later engine ratings used the stricter DIN 70020 standards, thus giving the appearance that they had been de-tuned.

Dimensions: 2286cc, 90.47mm bore x 88.9mm stroke Compression ratio: 23:1 Fuel system: Indirect injection with CAV pump Power and torque: 62 bhp SAE at 4000rpm (56.2bhp DIN at 4000rpm) 103 lb SAE at 1800rpm (101 lb DIN at 1800rpm)

[NOTE: Years of production vary due to export market, MoD and fleet sales requirements. -ed.]

2.3 Litre Diesel Engine, 1980-1984

Like the petrol engine, the four-cylinder diesel received a five-bearing crankshaft for the 1981 model year. It appeared in August, 1980, for the 88-inch Series III models and became available in 109-inch types that November. This engine continued throughout the final Series III models and in the first One Tens. As with the five-bearing petrol engines, the Terra Cotta Red-painted block helped with identification. Land Rover generally referred to it as the 2.3-litre diesel engine although, like its petrol equivalent, it retained the original 2286cc swept volume.

Dimensions: 2286cc, 90.47mm bore x 88.9mm stroke Compression ratio: 23:1 Fuel system: Indirect injection with CAV pump Power and torque: 56.2 bhp at 4000rpm (Series III engines) or 60bhp at 4000rpm (One Ten engines) 101 lb at 1800rpm (Series III engines) or 130 lb at 1800rpm (One Ten engines) 2.5 Litre Diesel Engine, 1984-1992

This next stage in the evolution stretched the motor to 2.5 litres, with a longer stroke that added 7 bhp, but with less torque. On these engines, a belt drive for the camshaft replaced the chain drive. The revised engine arrived in January, 1984, for the One Ten models, and in June for the Ninety models. In most markets, the 200 Tdi turbocharged engine replaced it but the naturally-aspirated 2.5 diesel remained available for another couple of years in the newly renamed Defender models (largely to fulfill fleet orders, military contracts and some overseas market preferences).

Dimensions: 2495cc, 90.47mm bore x 97mm stroke Compression ratio: 21:1 Fuel system: Indirect injection with DPS pump Power and torque: 67 bhp at 4000rpm 114 lb at 1800rpm

Opposite page right column and this page: 1982 Land Rover 14-page brochure, featuring the 2.3 Litre diesel

Above: 1989 Land Rover County brochure cover, featuring the 2.5 Litre Turbo diesel engine. Above: October 1986 Land Rover County brochure cover and engine specification page

2.5 Litre 200 Tdi Diesel Engine 1989-1994 (Gemini)

2.5 Litre Turbo Diesel engine, 1986-90 (Falcon)

A further evolution of the 2.5 NAD Engine increased the torque power to better compete in the mid ‘80s 4x4 competition. The addition of Nimonic exhaust valves, Teflon-coated pistons, oil jets for the crankshaft journal, an 8-blade viscous fan and integrated oil cooler in the radiator helped the 2.5 withstand the extra stresses and higher temperatures that came with the Garrett Turbocharger. After its introduction, the sales of Land Rover 90 & 110 were boosted (pun intended), as it proved more fuel efficient and powerful than its predecessor. An early issue – oil sucked into the air cleaner via the breather system – caused catastrophic failures, but a new breather eliminated that problem.

Dimensions: 2495cc, 9047mm bore x 97mm stroke Compression Ratio: 21.0:1 Power and Torque: 85 hp at 4250 rpm 150 lbs at 1800 rpm With the 1989 launch of the Discovery came the all-new 200 Tdi, with 188 lb ft of torque. It featured an alloy cylinder head, a new Bosch direct injection system, and a strengthened ladder frame between the engine block and oil sump. The lessons learned from the Turbo diesel engine, mainly overheating and breather system issues, resulted in a sealed breather system. This engine’s design enabled it to appear in all Land Rover models; it’s noted for its simplicity and, if maintained correctly, longevity. (The UK MoD declined the 200 Tdi in favour of the 2.5 NAD as the front cover could not be adapted to be fitted with the somewhat large 24v generator for the military radios installed inside the rear of the Land Rover.)

Dimensions: 2495cc, 90.47mm bore x 97mm stroke Compression ratio: 21:1 Fuel system: Direct injection with DPS pump Power and torque: 107 bhp Defender 111 bhp Discovery and 188 lb Range Rover Classic

Above: 1996 Land Rover Defender Tdi brochure cover 1995 Land Rover 300 Tdi Power (PS) and Torque (Nm) chart

2.5 Litre 300 Tdi Diesel Engine 1994-2006 (Wolf)

The 300 Tdi is probably the most popular of any Land Rover diesel engine, being fitted across the whole range of vehicles, Defenders plus the Range Rover Classic and Discovery I. The 300 Tdi offered refined idling and reduced vibration. Its designation as a “300” came from the rounding up of the 264 NM, 195 lb ft torque rating. With its increased profitability, Land Rover could dedicate funds for the revised engine block, fuel pump, brake servo pump and other components. Since its launch (and an improvised modification kit that kept the timing belt aligned), the 300 Tdi has proved to be a stalwart power unit, provided it is maintained and serviced correctly. Many have recorded over 500,000 miles. Improved engine and transmission mounts have helped, along with further development of the Bosch injection pump.

Dimensions: 2495cc, 90.47mm bore x 97mm stroke Compression ratio: 21:1 Fuel system: Direct injection with DPS pump Power and torque: 111 bhp at 4000rpm 195 lb / 264 NM Land Rover again offered full conversion kits for Classic Range Rover V8’s, Defender V8’s, 2.5 NAD/ TD/200Tdi, even offering an automatic kit. During its lifetime, the 300 Tdi received modifications to comply with EU Emissions Regulations until its replacement by the Td5. To many enthusiasts, the Land Rover diesel of any vintage became the pinnacle for off-road use because of its torque at low rpm and its lack of an ignition system. The sacrifices for on-road use (lower top speed, leisurely acceleration and higher decibel level) seemed well worth it then, and continue today. ///

[In addition to my personal archives, I want to acknowledge the brilliantly-researched books and articles by James Taylor for this information –Les Parker.]