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RANGE ROVER 26 WORKSHOP BUYING GUIDE GET YOUR LAND ROVER DRIVING STRAIGHT, CLASSIC, P38 & L322 – FROM £500! SERIES DISC BRAKE UPGRADE, AND MORE...

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Final Defender Drive Limited-edition trio tackle top Yorkshire Moors greenlanes

500bhp... on ice! Range Rover Sport vs the Isle of Skye

DISCOVERY SPORT v EVOQUE Which is really the best all-rounder?

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LATEST SDV6 DISCOVERY & INGENIUM EVOQUE RATED AND, SMART TECH THAT MAKES OFF-ROADING EASIER


Springs A wide range of replacement springs for individual needs...

Britpart Performance - Standard Height Springs Britpart yellow springs are designed for the enthusiast who wants a performance spring without having to raise the vehicle. They offer a firmer ride with less body roll, ideal for a vehicle with uprated performance or one used for carrying heavy loads. The springs are designed to offer full articulation off-road with a compliant ride. Developed by one of the world’s top spring manufacturers these high quality, powder coated yellow springs have been designed with the needs of today’s Land Rover owners in mind. Note - Spring quantity 1 = 1 pair

sagging original springs! Front Rear Rear

Bar Diameter 16mm 18mm 19mm

Rate lbs/in 225 285 330

Free Height 390mm 385mm 415mm

Discovery DA4277 Discovery 1 DA4278 Discovery 1

Front Rear

16mm 18mm

225 285

390mm 385mm

Range Rover DA4277 Range Rover Classic DA4278 Range Rover Classic

Front Rear

16mm 18mm

225 285

390mm 385mm

Defender DA4277 Defender 90/110 DA4278 Defender 90 DA4279 Defender 110

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Britpart Performance - Lifted Springs Britpart performance springs are high quality, versatile and competitively priced - the right choice when replacing the old sagging original springs. Developed by one of the world’s top spring manufacturers these high quality, powder coated yellow springs have been designed with the needs of today’s Land Rover owners in mind. Britpart performance lifted springs have the added benefit of improving your vehicles approach and departure angles which in turn allows you to overcome more obstacles when off-roading. As Land Rovers are often working vehicles as well as the family car, uprated springs must offer the ability to carry loads, handle off-road terrain and provide a good ride on road. The progressive springs offer a compliant ride when lightly loaded, but firm up as the load increases. Note - Spring quantity 1 = 1 pair

The right choice when replacing the old Front Front Rear Rear Rear Rear Rear

Lift 25mm 40mm 40mm 50mm 50mm 40mm 50mm

Load 25kg 50kg Light 100kg 200kg 100kg 500kg

Bar Diameter 16mm 16mm 17mm 18mm 19mm 17mm 21mm

Rate lbs/in 200 230 220 300 - 340 360 270 - 295 420

Free Height 420mm 390mm 435mm 425mm 430mm 445mm 445mm

Discovery 1 Discovery 1 Discovery 2 Discovery 2 Discovery 1/Discovery 2 Discovery 2 Discovery 1 Discovery 1/Discovery 2

Front Front Front Front Rear Rear Rear Rear

25mm 40mm 40mm 40mm 40mm 40mm 50mm 50mm

25kg 50kg 20 - 50kg 50 - 100kg Light Medium 100kg 200kg

16mm 16mm 15mm 16mm 17mm 18mm 18mm 19mm

200 230 180 220 220 290 300 - 340 360

420mm 390mm 390mm 390mm 435mm 430mm 425mm 430mm

Range Rover Classic Range Rover Classic Range Rover Classic Range Rover Classic Range Rover Classic

Front Front Rear Rear Rear

25mm 40mm 40mm 50mm 50mm

25kg 50kg Light 100kg 200kg

16mm 16mm 17mm 18mm 19mm

200 230 220 300 - 340 360

420mm 390mm 435mm 425mm 430mm

Defender DA4201 DA4202 DA4203 DA4204 DA4205 DA4206 DA4208

Defender 90/110 Defender 90/110/130 Defender 90 Defender 90 Defender 90 Defender 110 Defender 110/130

Discovery DA4201 DA4202 DA4199 DA4198 DA4203 DA4197 DA4204 DA4205 Range Rover DA4201 DA4202 DA4203 DA4204 DA4205

www.britpart.com/lifted


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132 Disco 2 transfer box leak

World of Land Rovers Your pics from around the globe

22 Range Rover’s ATPC COVER STORY

What’s Progress Control all about?

136 Freelander 2 keyfob

29 Ingenium-engined Evoque

140 Drive straight and true

32 Supercharged Sport

146 Slidy window seals

New TD4 powerplants tested in Spain

COVER STORY

How to keep the axle oil where it should be

COVER STORY

Get your Land Rover going where you point it

Make rattling windows a thing of the past

High-speed tourer’s Highland fling

40 Real World test: Discovery

148 Fitting Heystee discs

70 The beat goes on

154 Ask LRO

76 Military engineering

Buying

82 Living history in Solihull

54 Stuff

88 Our Land Rovers

61 Used and abused

94 Your Land Rovers

161 Buy a used Range Rover

SDV6 tackles our 380-mile test route in style

COVER STORY

Winch mounts, brakes and much more

Behind the scenes at the Celebration Line

Wheels, tyres and easy-to-cook rice

Land Rovers come, Range Rovers go...

G4-style Classic and Defender 90

Classic LRO

Defender stopping power for your Series

Smoky engines and 13 other questions

Two Defenders for gamekeeper police officer

Land Rover’s battle to win contracts

TEST

See page 11 for full Big Test details

How to make sure you keep on plipping

138 Diff pinion oil seal

How do the babies of the range compare?

Big

Banish pesky oil drips from your driveway

24 Discovery Sport v Evoque COVER STORY

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2015

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LRO November 2015

COVER STORY

Luxury for every budget, from £500 to £50k

174 Price guide

Values and specs for 235-plus models

110 Les Séries en Helvétie

Adventure

112 Woodsman’s Series IIA

12 North Yorks greenlanes

118 Your classics

News and Comment

70

On- and off-duty Defender 90s

125 Land Rover Years

46 News

112

Woodsman’s Series IIA 88in

127 Roverphile

100 You Say

Series nuts head for Switzerland

Check out the Amberley Bodger’s 88-inch

Full-size 88-inches, and LWB models

1962 – Hovertrucks and Forward Controls

TWR Range Rover and SAS archive gems

Events

COVER STORY

Defender Celebration Series showdown

Goodwood’s Land Rover celebrations

Letters, rants and raves

103 Man at Large

John Pearson on testing Defenders

200 Baskerville Challenge

105 The Overlander

204 Events

107 The Knowledge

206 LROAC Off-road skills

202Club Zone

208 LRO Adventure Club

210 Watty’s World

Annual inter-club fun in Hay-on-Wye

Stuff to do – including Newbury Spares Day

Part 4: How to deal with ruts

Join our experts in off-road adventures

4 LRO November 2015

Sam Watson on the importance of planning

It’s all bout Slovakia for Peter Galilee

Defender 2 club and Chiltern Vale LRC

Series 2 Club International and trialling

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Contents

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TEAM LRO Q: What’s your favourite feature of the 2015 range? MIKE GOODBUN EDITOR mike@LRO.com

Retro red and yellow rings on Heritage 110 levers. NEIL WATTERSON DEPUTY EDITOR neil@LRO.com

Rear slidy seats in the Discovery Sport. MARK SAVILLE ASSISTANT EDITOR mark@LRO.com

The Meridian sound system in the Discovery SDV6 – it goes up to 48! THEO FORD-SAGERS SENIOR STAFF WRITER theo@LRO.com Defender LEs vs North Yorks

12

Range Rover Sport’s sliding panoramic roof JOHN PEARSON EDITOR-IN-CHIEF john@LRO.com

Four-wheel drive on the 4WD models! 2WD versions are not for me.

Get in touch! Buy a used Range Rover

161

How to fit disc brakes to a Series

148

Behind the scenes at the Defender Celebration line

82

Email info@LRO.com, post on the forum at LRO.com; Find us on Facebook – ‘Land Rover Owner’, or talk to us on Twitter – @LandRoverOwner

Land Rovers in this issue

Series I............................................. p82,p88 Series IIA ........................................ p111, p112 Hovertruck ............................................ p125 Series III............................ p118, p122, p148 Defender...........p12, p70, p91, p96, p206 Freelander 2 ......................................... p136 Discovery 2 ............................................p132 Discovery 4 .............................................p40 Discovery Sport ....................................p34 Range Rover Classic .....p94, p127, p161 Range Rover P38 .................................p161 Range Rover L322 .....................p92, p161 Range Rover L405...............................p22 Range Rover Sport ..............................p32 Range Rover Evoque ................p24, p29

AND SAVE! See p64 for print & digital offers Available on a range of platforms including:

November 2015 LRO 5


World of Land Rovers

Send us your pics, win Gerber kit!

1st prize WINS A BEAR GRYLLS ULTIMATE MULTI-TOOL ‘Beautiful soft light caught at the begining of the day’s travel – and what a horizon to head for!’ THEO, SENIOR WRITER Paul Sehstedt’s 200Tdiconverted One Ten catches Spain’s early morning light

Yannis Drew pictured his mate Harry Cook breaking through the ice at Minety 4x4, Wiltshire, in his 90 hard top.

Richard Henderson’s toy 90 nears a daunting drop

6 LRO November 2015

Neil Shimwell’s Td4 Freelander meets a Camel counterpart


Jamie Hoadley’s Disco 2 explores byways near Rendlesham Forest, Suffolk

Matthias Böhmen’s 1980 Stage 1 V8, on a pilgrimage from Germany to Solihull

This 110 people carrier was spotted at Fethiye boatyard in Turkey

Jon Gridley’s Freelander takes a dip at Disnear Tarr Steps, Surrey John Langley’s V8 Ninety having fun with Tay 4x4 Club in Perthshire

2nd prize WINS A GERBER DIME RED MULTI-TOOL ‘All the fun of summer exploring is captured in this frenzy of primary colours!’ THEO, SENIOR WRITER Forlorn Series III, discovered by René Reumkens near Marrakech, Morocco

Roy and Alison Michael’s 300Tdi 110 tackles the RTV at the ALRC National

Joe Foster’s Defender 90 scorches in the Surrey sun

Edryd Davies’ Series IIA takes his niece Catrin and her groom to their wedding

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World of Land Rovers

Andrew and Dawn Fisher explore the beach near Hoff, Iceland, in their 300Tdi Defender 110

Niels Stendys’s pot of gold: his Discovery 3

Thor Van Waes in grandpa’s 200Tdi Disco 1

Brian Wilkinson’s 2.2TDCi Defender 110 in its greenlane element

David Howes’ ex-military Series III pauses by Talyllyn Lake on the way home from a leafers’ event

1st PRIZE

WIN! Gerber gear

Gerber Bear Grylls Ultimate Multi-Tool

in the next issue of LRO

WORTH £59.99

For stockists or to buy online, please see gerbergear.co.uk or call 01506 406277

2nd PRIZE Gerber Dime Red Multi Tool WORTH £29.99

Nick Mawley takes his TDCi 90 for its first greenlane outing in Oxfordshire

8 LRO November 2015

For a chance to see one of your own pics in print, send highres images to wolr@LRO.com. Include a brief description of the vehicle and where the pic was taken, along with the names of anyone in the photo.

Please send us the biggest image file sizes you have. Well done to winner Paul Sehstedt who gets a Gerber Bear Grylls Ultimate Multi-Tool. Joe Foster gets second prize of a Gerber Dime Red Multi Tool. LRO


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ARB compressor ARBCKMA12

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DEVON Centre Ltd

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EVERY NEW MODEL DRIVEN!

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Welcome

p34

p24

p12

12 The Defender Celebration Series Autobiography, Heritage and Adventure limited editions take on epic Yorkshire Moors greenlanes and roads. TESTED BY: Neil Watterson, Mike Goodbun and John Pearson

22 Range Rover’s ‘off-road cruise control’ Does All-Terrain Progress Control really work? Or is it just a gimmick? TESTED BY: Neil Watterson

24 Discovery Sport vs Range Rover Evoque We settle the grudge match: which is the best all-rounder? TESTED BY: Mark Saville and Neil Watterson

29 Ingenium Evoque Is sophisticated brand-new in-house powerplant a game-changer? TESTED BY: Mike Goodbun

32 Range Rover Sport Supercharged 503bhp hotshot vs the Isle of Skye, and ice! TESTED BY: John Pearson

40 Discovery SDV6 2015-model-year Disco takes our 380-mile Real World Test – showing its age, or showing the rest up? TESTED BY: Theo Ford-Sagers

42 The final reckoning The LRO Team’s considered verdict on every model tested

Is there a new car model range that can match the versatility of Land Rover’s 2015 line-up? From the timelessly tough Defender to the ever more effortless Range Rover, via the family-friendly Discovery, the style-heavy Evoque and the go-faster Range Rover Sport, the current Land Rover portfolio seems to tick all the boxes. But do they pass muster with the demands of the LRO team? And, should any of these models be on your shopping list – whether right now, or in a few years’ time? To help you decide, in this issue we put all six 2015 nameplates to the test… We’ve devised a variety of tests, on- and off-road, taking in the kinds of terrain that you’d drive too. With scores to settle, new opinions to be formed and verdicts to be made, there are disagreements along the way – and a few surprises. As the sun set on the final day of our Celebration Series adventure, it dawned on us that this could be our final test of the current Defender as a new model. When we do this next year, there won’t be one. So, what better way to kick off this special section. MIKE GOODBUN EDITOR mike@LRO.com Enjoy...

November 2015 CLASSIC LRO 11


2015

Big GREENLANING NORTH YORKSHIRE TEST

AUTOBIOGRAPHY: DEFENDER 90 TDCi

Engine: 2.2-litre 4cyl turbodiesel Power: 148bhp Torque: 295lb ft Gearbox: Six-speed manual/two-speed transfer box Features: Santorini Black paint; body-colour mirror caps; Windsor leather premium seats; leather wrapping on facia, door casings, rear panels, headlining and steering wheel; aluminium detailing; gloss black Sawtooth alloy wheels; Ingot badging; cold climate pack; Nolden LED headlights; LED rear lights; sump guard; privacy glass; side runners; rear step

UK ADVENTURE GREENLANES YOU CAN DRIVE – IN ANY LAND ROVER! ● Easy-to-follow routes ● Detailed OS maps and grid refs

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– taking into account length, driveability, scenery, terrain and local interest

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Team LRO takes the three Defender Celebration Series limited editions WORDS: NEIL WATTERSON. PHOTOS: ANDY McCANDLISH

12 LRO November 2015


ADVENTURE: DEFENDER 90 TDCi

Engine: 2.2-litre 4cyl turbodiesel Power: 148bhp Torque: 295lb ft Gearbox: Six-speed manual/two-speed transfer box Features: Twotone paint; Santorini Black facia; Ebony Windsor leather trimmed seats; leather-trimmed doors; black headlining; leather steering wheel outer and gearknobs with white O-rings; Santorini Black bonnet, rear door and details; Diamond-turned, gloss black, split-spoke alloy wheels; Heritage logo mudflaps; Heritage badging; cold climate pack; Nolden LED headlights; LED rear lights; sump guard; raised air intake; roof rack; rear ladder; underside protection

HERITAGE: DEFENDER 110 TDCi

Engine: 2.2-litre 4cyl turbodiesel Power: 118bhp Torque: 265lb ft Gearbox: Six-speed manual/two-speed transfer box Features: Grasmere Green body colour and facia; Almond cloth seats with HUE 166 tags; perforated leather steering wheel outer and gearknobs with coloured O-rings; silver-painted bumper and door, bonnet and tailgate hinges; ‘Wolf’ 6.5x16 steel wheels; Heritage logo mudflaps; Heritage grille and badging; cold climate pack

EDITIONS greenlaning in North Yorkshire – mud, ruts, rock crawls and all...

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2015

Big GREENLANING NORTH YORKSHIRE TEST

Descending from Rudland Rigg Grid ref NZ 600053

Retro yellow and red rings on gearlevers

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imited editions: vehicles a manufacturer produces on a run-out model to generate a bit of demand before the new replacement arrives. Well, that may happen with most vehicles, but the Defender hasn’t seen a tail-off in demand since the end of UK production was announced – if anything, demand increased. So, these models aren’t any old special editions – they’re celebrations of the Defender and its forefathers. Three versions make up the range: the Heritage, with its nods towards the very beginning of Land Rover’s history; the Adventure, accessorised to leave tarmac far behind; and the Autobiography, bringing Range Rover plushness to the Defender. All are available as 90 station wagons, while the Heritage and Adventure can also be had as 110 station wagons, and – harking back

14 LRO November 2015

Cloth seats have stitched logos and HUE 166 tags

to its roots – you can also buy a Heritage as a no-nonsense 90 hard top (if you can find one for sale!). We managed to get hold of one of each – a Heritage 110, an Adventure 90 and an Autobiography 90 – to take on a greenlaning trip round North Yorkshire, to find out whether they live up to the hype.

Any need for Adventure?

First, we’ve got a confession to make. When we saw the specs for these editions earlier in the year we were a little unsure about the Adventure. We understood why people would opt for the £34,200 Heritage, or the very limited edition £61,845 Autobiography, but the £43,495 Adventure nestled in the middle just didn’t seem to make much sense. When our Adventure 90 arrived at LRO HQ, however, we immediately got it. The accessories and styling coupled with

‘It’s impossible not to love the Heritage; it’s unthreatening. It is the very essence of a heroic Land Rover’ MIKE GOODBUN, EDITOR the upgraded interior make for a great combination – something that definitely needs to be experienced to be appreciated. It still sounds pricey, though. Editor Mike Goodbun, editor-in-chief John Pearson and I acquainted ourselves with the Land Rovers on our way to the North York Moors, converging at Hutton-le-Hole just north of Kirkbymoorside. We’d all climbed the


LANE 5 OS Landranger 94

2.1 MILES

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Grid ref NZ 679108

John chose a strange place to practise his dad-dancing

infamous Sutton Bank on the A170 east of Thirsk, allowing us to test the mildly tuned engines on the 90s. At 148bhp, the power output still isn’t huge – the lowest-tune Ingenium engine in the Discovery Sport has the same power output – but it is 28bhp better than standard and is noticeable. We won’t be using the power on the greenlanes, but the 30lb ft increase in torque to 295lb ft may come in handy. Oddly, it’s only 90 versions that get the power upgrade, and it isn’t available on Heritage editions at all. I take the lead in the Heritage 110 and trundle down our first lane of the day, a short track on the edge of the North York Moors National Park, which drops us down to

Lowna. It has enough undulations to flex the suspension – something we’ll definitely need on the next lane. Rudland Rigg is an old drovers’ road running between Kirkbymoorside and Stokesley along the spine of one of the fingers of the Cleveland Hills, before descending to the relative lowlands at Bank Foot. We’re driving it just before the start of the grouse shooting season, and the keepers are busy readying the moor for their paying guests. All give us a friendly nod as we pass, before returning to their work. The lane is one of those that can lull you into a false sense of security. It’s easy-going for most of the length, but becomes very rocky as

SCENERY MOORLAND TERRAIN FLATTISH DRIVEABILITY NOT WHEN WET

OVERALL ★★★★★

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FINISH

Grid ref NZ 712115

it starts the descent. I’d chatted with Colin Bell of locally based ukLandRoverEvents a couple of days before the trip, and he suggested we stick to the left on the rocky section, so I gently ease the 110 down. We stop on the rocks to take some photos and get ‘photobombed’ by Stu Coupland and family in their Discovery 1. Stu and son recovered my Disco when I got stuck on the off-road course at a Discovery Owners’ Club event years ago... With a sizeable lift on his Discovery and oversize tyres, Stu easily negotiates the bigger rocks to get past us. It’s not long before we hear another engine coming along the lane. This time it’s Colin Bell, with visitors on one of his

Crossing Tomgate Moor Grid ref NZ 692112

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Big GREENLANING NORTH YORKSHIRE LANE 6 OS Landranger 94

SCENERY MOORLAND TERRAIN REASONABLY FLAT DRIVEABILITY ALL YEAR

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Grid ref NZ 736092

FINISH

Grid ref NZ 773088

driving experiences. They’ll be driving his 110 Utility down the lane, so they take the opportunity to watch us – and I get Colin to spot us down over the rocks. Well, he has the local knowledge, so why not use it? Especially with the Adventure’s side protectors hanging down below the chassis, ripe for getting hooked up on. With low range, first gear engaged, we clamber over the rocks. The anti-stall helps to keep the Defenders moving, even if it does seem to keep the engine speed a little high, but we avoid bashing the underside.

Firm track across Glaisdale Moor Grid ref NZ 765049

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TEST

We pull over and let Colin and his customers through before we make the final descent to Bank Foot. I’d forgotten about this section, zig-zagging down the hill. A severe wash-out forces you to pick your line carefully and the Defenders lift wheels as they cross it. Then we jolt down the rocky section towards the end of the lane, taking in the small ford beside the church at Ingleby Greenhow to wet the Defenders’ Goodyear Wrangler MT/Rs. I lead the way through Battersby and turn off the road at Kildale towards a viable-looking unclassified county road (UCR). However,

when we arrive we find it’s been over-used when wet, and now that it’s dry it’s all-but impassable to standard Defenders. As always, the tread pattern in the dried mud is from extreme tyres. It’s a shame that, not only are militant walkers trying to prevent vehicles from driving lanes, other drivers are ruining them for us too.

Heading inside

The fact that we’re staying at a pub with a brewery in its back garden has nothing to do with our enthusiasm for a howl across


Rutted climb in Arnecliff Wood Grid ref NZ 783052

some fantastic moorland roads – and my route takes in some of the many local fords punctuating them. It also allows us more time to explore the interiors of the Defenders. The Heritage has standard-profile seats, with special-edition Almond cloth and stitching – and they’re very comfortable. But the leather seats in the Adventure and Autobiography are on a different level. I don’t usually like seats without an adjustable headrest but these offer plenty of support and a soft head restraint. Attention to detail is key, and that is what has been done with these models. The Heritage is subtle: red and yellow rings on the gear levers, contrasting dash centre and clothwrapped handles all feel ‘retro’ and in keeping with Land Rover’s history. The Adventure, on the other hand, does feel adventurous. Okay, leather trim and black headliner may not feature on most adventurers’ wish lists, but it’s finished to a very high standard. And it’s unlikely that any of these limited-edition models will endure an arduous expedition – though you’d certainly be comfortable if you did. In fact, going from the Adventure to the Autobiography, you start to question the latter’s value. Is it really £18,000 better? There’s more leather in it and it does have exclusivity on its side – and aftermarket companies charge similar amounts, so I guess so. But, at the very least, it’s crying out for better sound-deadening.You don’t even get the machined diff-lock the other two have. Bustling the Defenders along, we find little has changed with the on-road performance.

All three of us now have 110s as our daily drives (more on that next month!), but they’re all pre-nanny state models, so we don’t have to endure DSC (directional stability control). On these three Celebration editions it seems overly severe – and worst in the 110 – killing the power when the vehicles ‘think’ you may be taking sharp corners too fast.

In dark shadows created by the trees, the Nolden LED headlights on the Adventure and Autobiography make the halogen headlights on the Heritage look positively yellow, but I’m not convinced about the positioning of the rear lights – the indicators have been fitted inboard of the fog and reverse lights, rather than in their traditional corner slot.

‘The Adventure was a pleasant surprise – much better than it appeared to be on paper. I’ll have a 110!’ NEIL WATTERSON, DEPUTY EDITOR

Nolden LED headlights match fresh grille

Ebony Windsor seats are hugely comfortable

November 2015 LRO 17


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Big GREENLANING NORTH YORKSHIRE TEST

Autobiography crosses the Esk Grid ref NZ 776067

After checking in at the New Inn, we sample some local ales and work out where we’re off to tomorrow. More of the same, but hopefully with more water to splash through; most of today’s fords were dry. We cross the moors to Castleton and to the lane that defines the border between North Yorkshire and Cleveland. It’s another reasonably firm surface, but building rubble filling the ruts in places shows it can be soft.

And people have driven off the defined route in the valley bottom – that’s not going to endear greenlaners to anyone. A stretch of driving along a surprisingly busy road takes us to Beacon Hill, where we stop for a Haribo top-up (I was in charge of the catering) and take in the view. A Freelander 2 pulls into the car park, also enjoying the scenery, and the occupants watch us drive off along the UCR beside the beacon.

‘The Autobiography isn’t special enough to warrant the price difference – it should be a lot more refined’ JOHN PEARSON, EDITOR-IN-CHIEF

Windsor premium seats and leather headlining

18 LRO November 2015

More leather: dash is also wrapped

They catch us up a little further along the lane after we’ve stopped to get some photos. ‘We’ve only just bought this,’ explains the driver, ‘and it’s the first time we’ve taken it off tarmac.’ He couldn’t have picked a better lane to start with – it’s wide and firm, ideal for starters, though a muddy section at the end needs a little bit of welly to see us through.

And the walkers’ winner is…

We cross the Middlesbrough-Whitby railway on a greenlane, fording the River Esk before climbing up towards Glaisdale. Some previous drivers had decided the steep climb out from the ford wasn’t tough enough, so they’d ripped up the bank – and Tread Lightly posters warn people off following their tracks. We drive through Glaisdale and across the moor. A long, straggling line of walkers are making their way along the lane. JP stops for a chat – they’re doing the Coast to Coast walk and some have come over from Australia to make the trip. They all say they prefer the Heritage model because it looks ‘right’ and are astounded when John points out it’s the same age as the other Land Rovers. Defenders, and Series Land Rovers before them, have always been renowned for being no-frills vehicles. Pastel green paint blends in with the natural environment in exactly the way diamond-cut, shiny alloy wheels don’t. This is another firm lane, with a couple of water troughs along the length. We turn right and drop down to Bainley Bank to another UCR, which takes us back up on to the moor. A mile-long, straight, steep descent on tarmac into Glaisdale tests the Defenders’ brakes, but fortunately they’ve enough time to cool before crossing the cobbled ford at Carr


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Grid ref NZ 768054

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Grid ref NZ 740040 End, which takes us to a steep, rocky and rooty greenlane. This is about as tough a greenlane as I’d advise driving. The ground is still damp even after a long spell of dry weather and the MT/Rs slip as they try to grip the ground. Ruts keep us in place and the axle cases touch the ground at points. Trees to the side bear witness to overexuberant drivers – softly is the way to go if you want to keep all your fillings intact and your body panels straight. We drop back down to the valley, through a small ford before crossing the large ford to the west of Grosmont. Last time we were here, the road was closed – a Ford Ranger had been swept off the road and into the

©CROWN COPYRIGHT 2015 ORDNANCE SURVEY MEDIA 001/15

SCENERY MOORLAND TERRAIN ROLLING HILLS DRIVEABILITY ALL YEAR

It may be sometimes, but not today

footbridge parapets. This time the levels are reasonable, though – just as well as we’ve a couple of fords to do just upstream. The access road drops down to the first ford in a gorge-like bend in the river. This leads to the opposite bank of the river, but we need to be on the original bank, so have to cross the river again – and then a little ford. Apart from the cobbled fords, the road is tarmac, so we’re taken aback when some walkers shake their fists at us as we drive up the other side. I accept some walkers don’t like cars driving on unsealed roads – but complaining about us driving on a smooth tarmac road? Really? We’ve driven all the lanes now, but as they say: ‘When in North Yorkshire…’ So I lead

the way through what seems to be the tourist trap of Beck Hole and into the bigger tourist trap of Goathland, made famous by (and doing its best to cash in on) ITV’s lightweight Sunday-night series, Heartbeat. The souvenir shops are overrun by visitors, so we choose not to stop and take the scenic way back to the A170, with more fords, some dry, some not. A couple having a picnic out of the back of their Defender near one of them wave approvingly as we pass and we’re back to the main roads. These precious Defenders have shown they haven’t lost their greenlane ability and, perhaps more importantly, that Land Rover has got these editions almost spot-on. Three fitting celebrations to one great vehicle. Looking across West Gill Grid ref SE 650955


20 LRO November 2015

3

FORD 1

FORD 2

The New Inn, Cropton, North Yorkshire (newinncropton.co.uk, 01751 417330). Rooms are reasonable for the price. The pub has its own brewery and does a range of bar meals using locally produced food.

Where we stayed

9

5

(Based on evening meal)

Banger rating 1 - No thanks. 2 - It’ll do. 3 - Good grub. 4 - Cut above. 5 - Exceptional.

UK greenlanes Nov 2015 North Yorkshire

4

8 11

FORD 7

FORD 6

FORD 5

FORD 4

LANES ARE ON OS LANDRANGER 93 & 94

1

10

FORD 3

uklandroverevents.com

treadlightly-uk.org ● Green Lane Association: glass-uk.org ● Greenlane information: trailwise.org.uk ● Fords: wetroads.co.uk

CUT OUT AND KEEP

Please follow these guidelines when driving byways or UCRs (unclassified county roads). ● Only drive those greenlanes that have known vehicle rights. ● Don’t drive on restricted byways, bridleways or footpaths. ● Avoid tracks that are badly rutted or sodden. ● Don’t stray off the defined track.

GREENLANE CODE

NZ 596075 Part-time ford on tarmac road.

Ford 1

NZ 581062-NZ 578060 Runs past church. Has a small ford with climb out the other side. 0.2 mile ★ ★ ★ ★ ★

Lane 4

SE 659927-NZ 592061 Very long lane across the moor. Great views, especially towards the end of the lane where it drops off the moor. Very rocky and washed out for the last mile or so, requiring careful choice of line. May not be suitable for vehicles with limited ground clearance. Drive south-north. 10 miles ★ ★ ★ ★ ★

Lane 3 Rudland Rigg

SE 692921-SE 688909 Generally firm but washedout in places, making the vehicle lean/cross-axle. Sunken in places. 0.75 mile ★ ★ ★ ★ ★

Lane 2

SE 693924-SE 692921 Firm and sandy lane with a slight descent. Good views. 0.25 mile ★ ★ ★ ★ ★

Lane 1

● Don’t damage trees or hedgerows, except for cutting back low branches to allow you to drive the lane. ● Take your litter home with you. ● Supervise dogs and children, especially when near livestock. ● Don’t drive waterways unless you're certain of the right of way. Check the current isn’t too strong to cross safely. If in doubt, however slight, turn back – there will always be another way to proceed.

● Stay under 12mph and always stop for walkers or horses – switch engines off for the latter. ● Don’t travel alone, but be sure to keep to a maximum of five vehicles (four on greenlanes within the Lake District and Peak District National Parks). ● Leave gates as you find them – they may be open on purpose. ● Take recovery gear and a spade, keep your mobile phone charged and carry paper maps.

Ford 7

SE 798952 Part-time on a steep corner.

SE 803970 Part-time crossing – Irish Bridge.

Ford 6

SE 801992 Very scenic ford in a valley.

Ford 5

NZ 829052-NZ 828033 Starts off like an access road. Double ford across the river, followed by another across a stream. Tarmac road. 1.3 miles ★★★★★

Lane 11

NZ 823054 Wide, firm ford with footbridge to one side.

Ford 4

NZ 799051 Part -time ford.

Ford 3

NZ 768054-NZ 740040 Open moor road with great views and a couple of water-filled hollows. 2 miles ★★★★★

Lane 8

NZ 776070-NZ 776066 Drops downhill and crosses the railway line, before a firm-based ford and reasonably steep climb. Length 0.3 mile ★ ★ ★ ★ ★

Lane 7

NZ 736092-NZ 773088 Another moor lane. Starts next to the car park beside the beacon. Wide and firm with good views (the beacon has a guide to the horizon on a plinth). Slightly muddy at the end. 2.3 miles ★ ★ ★ ★ ★

Lane 6

NZ 784054-NZ 784041 Starts with a ford then becomes a steep rutted rocky and rooty climb. Possibly best driven downhill. 0.8 mile ★★★★★

Lane 10

NZ 679108-NZ 712115 Crosses the moors. Soft at the lowest point. Ruts have been filled with building rubble to make it more sustainable. Good views. 2.1 miles ★★★★★

Lane 5

NZ 739045-NZ 735036 Gentle climb up the side of a hill. Length 0.6 mile

Lane 9

NZ 652074 Part-time ford on tarmac road.

Ford 2

★ LRO’s greenlane rating takes into account the length, scenery, terrain, driveability and local interest. Let us know how you get on at LRO.com’s forum or Twitter @landroverowner

Greenlanes you can drive too

LRO

TEST

Park: northyorkmoors.org.uk

● North York Moors National

nymr.co.uk

● Tourist info: yorkshire.com ● North York Moors Railway:

● ukLandRoverEvents:

● Treadlightly:

Useful contacts

2

7

6

Big GREENLANING NORTH YORKSHIRE

2015


WHERE THE

TARMAC ENDS...

Spare Wheel Carriers

Winch Bumpers

Raised Air Intakes

Underbody Protection

Expedition Equipment

Stowage and Window Guards


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Progress Control is a new feature for 2015 Range Rovers – a meld of antistall, cruise control and Hill Descent Control. Neil Watterson tries it out

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t takes a lot of skill to be a proficient offroader, competent enough to conquer all terrains in any vehicle. But not every 4x4 owner wants to be a great off-roader – they just want to get to their destination with as little fuss as possible. Terrain Response, which alters the vehicle’s actions according to ground conditions, has made life easier, but still relies on driver input – and drivers can make the wrong decision, backing off or accelerating when the opposite should be the case. All-Terrain Progress Control does away with this, acting like cruise control to ensure optimum progress can be achieved with minimal fuss. It’s selected using a switch near the Terrain Response buttons and can be employed in any gear, including neutral. If you engage it when stationary, it defaults to Hill Descent Control, keeping the Range Rover at 2.2mph (or 1.1mph in low range). Adjust the speed, as you would cruise control, using the steering wheelmounted buttons, and you can build the speed to 18.6mph (30km/h). Obviously, driver input is still required – you need to brake if you’re approaching an obstacle or steer around stuff.

22 LRO November 2015

I tried it on a couple of tracks I’m fairly familiar with and it did exactly what it promised, but I found I was lulled into a false sense of security and didn’t watch my route as cautiously as I would be if I was in ‘full’ control of the vehicle. The ‘clonk’ as I hit the large rock reminded me that I should have been paying more attention. For that reason it makes sense that ATPC is either used for low-speed manoeuvring or for crossing smoother obstacles, like muddy fields, sand or even hills. By taking away the variables the Range Rover will be able to do everything it can to get itself through. The only driver input required is a simple push of the button. And keeping an eye out for rocks.

‘By taking away the variables the Range Rover will be able to do everything to get itself through‘

Neil hasn’t had this much power at his fingertips since he first discovered a microwave

ATPC works up to almost 18mph


2015

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OR EVOQUE?

Sibbling rivalries don’t get much tougher than this. So, which of these two 21st Century models is the best all-rounder?

WORDS: MARK SAVILLE. PHOTOS: STEPHEN TAYLOR

24 LRO November 2015


Pondering today’s ‘big question’

T

he opportunity to put a Discovery Sport up against a Range Rover Evoque is too good to miss. Especially since these two are mechanically almost identical; both have the 2.2 SD4 engine and the same nine-speed ZF 9HP automatic gearbox, although they do have very different suspension set ups. I’m hoping this test might help to settle the debate about which one of these two vehicles we’d choose for a daily driver.

The start line TECH SPEC ● Model: Discovery Sport HSE ● Year: 2015 ● Engine: SD4 2.2 litre diesel ● Transmission:

Nine speed ZF auto, four wheel drive ● 0-60mph: 8.4sec ● Top speed: 117mph ● Tyres: 235/55 R19 Continental

Cross Contact all terrain

TECH SPEC ● Model: Range Rover Evoque Autobiography ● Year: 2015 ● Engine: SD4 2.2 litre diesel ● Transmission: Nine speed ZF automatic, four wheel drive ● 0-60mph: 8.0sec ● Top speed: 121mph ● Tyres: 245/45 R20

Pirelli Scorpion Verde All Season

Before today, I’d have instantly said an Evoque. I like its looks and I love the vigorous performance; at least for a half-hour romp on country roads. If, like today’s example, its equipped with MagneRide™ suspension, the Evoque has great on-road handling and performance. For me, the standard Discovery Sport is neither agile enough on-road to match the Evoque (Only the new HSE Dynamic Lux models get MagneRide™ in the UK – see p49) and is not good enough off-road to really be a Discovery. Perhaps this head-to-head contest will change my mind? In the interests of balance and fair play, I’ve roped in deputy editor Neil too. But it seems he doesn’t like the Evoque at all and isn’t that impressed with the Discovery Sport either. He thinks they’re both too bland, lacking that ‘specialness’ that previous generations all have. I’m inclined to agree with him to a point, but I do like Evoque’s looks. We both remain open to persuasion...

On-road appeal Evoque out-smarts Disco Sport on-road

We make our way to a quiet corner of the county to remind ourselves just how the Disco Sport and Evoque handle the twisty country roads we know. Initially, I’m in the Evoque and Watty’s in the Disco. Whether it’s because my right foot is a bit heavier than Neil’s or the Evoque is just more nimble, I find it very easy to keep up with him on bumpy B-roads. But on the straighter sections, both are more evenly matched; not that we’re racing of course. I’ve dialled-in Dynamic mode on the Evoque’s Terrain Response (the Disco Sport doesn’t have that option) and selected Sport mode for the autobox. The gauges glow red instead of white, and the engine revs hang around a little longer in each gear; kick-down is even more enthusiastic. The Evoque’s ride is very firm and handling is hard and flat. Although the roads are dry, it’s easy to provoke understeer when you enter a November 2015 LRO 25


2015

Big TWIN TEST DISCO SPORT v EVOQUE TEST

bend quickly and apply the power too early. In the wet, this could really put a dampener on things. I calm things down and select the standard road setting in Terrain Response and ‘D’ rather than Sport mode, for the autobox. Handling remains very impressive, but the ride doesn’t improve that much; it remains fidgety and pitches the car diagonally over the rustic road surface. The Disco Sport feels more stodgy and prone to body roll, especially if driven exuberantly. Despite its slightly softer suspension, the ride feels just as fidgety and nervous at lower speeds. The big difference is visibility; the view out is much more Discovery-like than the Evoque. The Evoque’s big door mirrors and letterbox rear view seriously limit your ability to see out in certain situations.

Off-road capability

Yarwell quarry is the ideal location to compare these two machines side-by-side off-road. The loose sandy surface, steep hills and water hazards provide everything we need, without taking either vehicle outside their design

Five seats and room for four Wolf boxes

parameters or our comfort zone. We start with a frisky frolic on a wide, flat-ish area of loose sand. Straight away the Disco Sport looks more at home than the Evoque. Its more supple suspension helps it to romp about far more confidently. There are at least two major factors at play here: firstly, the Disco Sport has tyres more suited to the job – 235/55 R19 Continental Cross Contact Sport LX tyres versus the Evoque’s Pirelli Scorpion 245/45 R20 rubber wear. Secondly, the Disco Sport’s more sophisticated integral multilink rear suspension improves its off-road articulation, giving more rear wheel travel, compared to the stiffer, sports car style set up on the Evoque. Don’t run away with the idea that the Disco Sport is a supreme off-road performer, though. Compared to a Disco 4, it’s very limited. It’s just that it feels better than the Evoque – but not by much. When you crunch the statistics for each, it’s hard to see why this could be. For example, front axle clearances are near identical. And, the Evoque’s departure and ramp over angles

Six seats and room for two Wolf boxes

‘Don’t run away with the idea that the Disco Sport is a supreme offroad performer, though’ Discovery Sport beats the Evoque off-road


Watty admits to liking Disco’s sliding rear seat

are also better than the Disco Sport’s – 33º versus 31º and 22º versus 21º, respectively. One off-road statistic that the Disco Sport wins is wading depth, at 600mm, it’s 100mm greater than the Evoque’s. However, the problem with numbers and vital statistics is that they rarely tell the whole story. For example, although the front axle clearances are virtually the same, it was the Evoque’s bumper that proved more vulnerable than the Disco’s, confirming to us that the Disco Sport is more suited to the rough-stuff.

So, do we have a winner?

After hours of driving and much discussion before and after today’s testing, we’ve both come to the same opinion; which is a first. We both agree that the Disco Sport feels more at home off-road than the Evoque – largely thanks to its greater rear wheel

articulation and more supple suspension – and we both agree that the Evoque is a better driver’s car on-road; the Disco rolls too much on twisty roads. MagneRide™ equipped Disco Sports shouldn’t suffer that particular ill. We also agree that the internal packaging of the Disco Sport makes it the better family car, compared to the cramped Evoque. But with all seven seats in use there’s nowhere for any luggage in the Disco, so it’s not all good news. So, which is the best all-rounder? There really isn’t much between them and it all comes down to your priorities. If you have a family, buy the Disco Sport. If you don’t, you’ll enjoy the Evoque more. Against the odds, it seems all we’ve actually done is prove that Land Rover was right when they told us: ‘The Evoque is designed for “me”, the Discovery Sport for “we”.’ And, we’d both LRO actually rather have a Freelander 2... November 2015 LRO 27


STEVE PARKERS LTD Parts and Mail Order Tel: 01706 854222 (OPT 1)

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Online Ordering www.steveparkers.com book a service Lloyd St, Whitworth, Rochdale, Lancs, OL12 8AA


2015

EVOQUE TD4 FIRST DRIVE Big

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EVOQUE Blink and you’ll miss very subtle interior tweaks

TD4 engine is 24kg lighter than the old 2.2 PSA/Ford SD4

TECH SPEC ●

Model: Range Rover Evoque TD4 ● Power: 148bhp/178bhp ● Torque: 280lb ft/317lb ft ● Transmission: Six-speed man (2WD or 4WD) or nine-speed auto (4WD only, optional Active Driveline). No low-range ● Fuel economy: Up to 67.3mpg (combined) claimed ● CO2 emissions: As low as 109g/km

Mike Goodbun samples the latest Ingenium-powered models in Spain. Is the new engine a gamechanger?

O

ne in three Land Rovers sold is a Range Rover Evoque, and total production is rapidly nearing the 500,000 mark – in just over four years. As overnight successes go, it arguably beats the Series I, which took 18 years to hit that milestone. So, there can’t be that much wrong with it? One of the few criticisms levelled at the Evoque was that the PSA/Fordderived SD4 engine carried over from the Freelander 2 was relatively noisy and dirty, but now there’s the latest in-house-engineered and UK-built 2.0 TD4 Ingenium under the bonnet. The smoothness of the new powerplant is evident from the moment you press the start button. It’s whisper-quiet at idle and the wind noise from the Evoque’s

elephant-like door mirrors is more intrusive than any engine noise at motorway speeds. Both 148bhp (150PS) and 178bhp (180PS) units rev freely, but the smaller of the two lacks the lowdown torque and flexibility you want for off-road use, or a cross-country thrash with uphill hairpins – it has 37lb ft less than its gruntier twin. The nine-speed ZF auto seems far better matched to the TD4 than the old SD4 too, with seamless shifts, but the six-speed manual of the most fuel-efficient versions could be slicker. Land Rover reckons a typical TD4 owner could save up to £3800 over three years compared to the SD4, thanks to better fuel economy, lower emissions, and tax savings as a result. It looks like Land Rover has just made the task of keeping up with demand that much harder for itself...

November 2015 LRO 29


LIGHTING

LAZER RS8 WITH DRL £436.80

NEW PRODUCT

SUSPENSION

BRAKES

EXHAUST

MOMO STEERING WHEELS

WHEELS

ALL MOMO STEERING WHEELS NOW COME WITH A FREE BOSS EXCEPT FOR 2015 MODELS WHICH ARE AN EXTRA £10


GRILLES & VENTS KBX3121 JAVA PREMIUM £262.80

ENGINE

KBX3121 SATIN PREMIUM £206.40

KBX3111 SATIN STD £187.80 ALLISPORT 300 TDI INTERCOOLER £426.00

KBX3311 JAVA STD £239.99

ALLISPORT TDCITD5 INTERCOOLER £468.00

BOOST MODULE TD5 £99.00

EGR BLANKING KIT TD5 £42.00

KBX SIGNATURE GRILLE JAVA FROM £382.80

HYBRID VGT TURBO 2.4 TDCI £1,074.00 KBX5101 HIGH FORCE SATIN £51.00

KBX5301 HIGH FORCE JAVA £67.80 KBX4321R SPORT JAVA & SILVER £55.80

KBX4111R SPORT SATIN £47.99

K&N 2.4-2.2 TDCI £55.45

K&N TD5 £38.65

BOWLER MOTORSPORT PRODUCTS STEERING GUARD £360

90 SILLS £600

BOWLER BUMPER £420

GEAR STICKS £540

INTERIOR

TMD GENESIS WING TOP VENTS BLACK WITH BLACK OR SILVER MESH £162.00

TMD GENESIS RH VENT BLACK WITH BLACK OR SILVER MESH £90.00

HYBRID VGT TURBO TD5 £1,014.00

KBX4331R SPORT JAVA £55.80

OPTIMILL WING TOPS - BLACK WITH BLACK OR SILVER MESH £162.00

OPTIMILL HI FLOW RH VENT - BLACK WITH BLACK OR SILVER MESH £90.00

HYBRID VGT TURBO 300 TDI £1,110.00

ALUMINIUM PEDAL COVERS £162.00 - RED

ALUMINIUM PEDAL COVERS £162.00 SILVER

EXTENDED SEAT RAILS £42.00

PEDAL LOCKS £106.80

TMD ALLOY GEAR STICKS £540.00

TMD RED DIALS £102.00

TMD GLOVE BOX £42.00

TMD WHITE DIALS £99.88

VISION X LIGHTING

EXTERIOR VISION X LED HEADLIGHT £594 - PAIR

VISION X LED HEADLIGHT

VISION X HALO SPOT LIGHT £198 - PAIR ALUMINIUM REAR DOOR HINGES £238.80 BLACK

VISION X 50W £594 - PAIR

VISION X CANNON 25W £322.80 - PAIR WINDSCREEN BLOCKS £118.80

ALUMINIUM REAR DOOR HINGES £238.80 SILVER

FRONT HINGES BLACK £258.00

DIRT D-FENDERS £42.00

FRONT HINGES SILVER £258.00

RECARO RECARO HEATED WITH ADAPTORS & REMOVABLE BASE £1,314.00

RECARO NON HEATED WITH ADAPTORS & REMOVABLE BASE £1,170.00

TMD GLOSS BLACK MIRROR £24 EACH

STAINLESS STEEL BOLT KITS FROM £69.00

TMD ALUMINIUM STEERING GUARD £162.00

SECURITY BONNET HINGES £118.80

NAS REAR STEP BUMPER 90-110 £318.64

TMD SIDE RUNNERS FROM £239.40

Visit our Website for further details and more great prices. All prices include VAT. All parts can be purchased in our online shop. Fitting available here at the Thatched Garage, Sussex, BN8 6RD.

info@tmdtuning.com

01825 841148


2015

Big ADVENTURE ISLE OF SKYE TEST

32 LRO November 2015


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John Pearson takes a Supercharged Range Rover Sport on a tour of the Inner Hebrides’ biggest island – 500bhp on ice, anyone?

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Big ADVENTURE ISLE OF SKYE TEST

RANGE ROVER SPORT SUPERCHARGED AUTOBIOGRAPHY DYNAMIC ● Engine: 5.0-litre V8 supercharged, 503bhp/460lb ft, 298g/km ● Combined mpg 22.1 (on test 20.9mpg) ● Off-road spec: Max ground clearance 278mm, standard ride height 200mm, wading depth 850mm, approach angle 31º, departure angle 30.9º ● Options on this vehicle: Television, dual-view touchscreen,

On Skye you can seek out wonderful deserted roads with big scenery

34 LRO November 2015

Meridien Signature audio system, panoramic roof, park assist, privacy glass, rear seat entertainment, powered seven seats, surround camera system, wade sensing, blind spot monitor, reverse traffic detection, traffic sign recognition (total extras cost £13,650) ● On-the-road price (including extras) £96,300


Dramatic bay; views over Staffin Island

YOU CAN DO IT TOO WHERE TO GET YOUR LETTS GUIDES At the time of writing, abebooks.co.uk had some copies of Letts’ The North West Highlands and Skye for £4.82, inc postage. INFO ● OS maps 23 (North Skye) and 32 (South Skye & Cuillin Hills) ● Skye Ales (skyeale.com) ● Talisker single malt whisky (malts.com/taliskerwhisky) ● Skye Museum of Island Life (skyemuseum.co.uk) ● Dunvegan Castle (dunvegancastle.com) ● Danny MacAskill BMX Cuillin ridge video (dannymacaskill.com)

I

t’s January and Glencoe is well and truly in winter’s icy grip. I ease the Range Rover Sport off the main A82 on to the narrow road to Glencoe village for some photos. The tarmac surface between the snow-covered verges is slippery, but I don’t appreciate just how treacherous it is until two ramblers attempt to walk along it and slip on their backsides. The Sport is much more dignified; its electronic systems masterfully helping it find grip where human feet prove incapable. I’m on my way to the Isle of Skye to carry out a modern vehicle version of the series of classic drives that I’ve done over the past year or so, with my 1969 Letts Motor Tour Guide. And this is not just any Range Rover Sport, it’s the 5.0-litre Supercharged model, the V8 engine of which produces a whopping 503bhp – which is more than four Defenders can manage – and 460lb ft of torque. I’ve driven to Scotland many times and normally think of the long motorway stint heading north as a bit of a chore before you reach the picturesque Highland parts. But it’s not a chore when you’re in a vehicle that so comfortably and effortlessly shrinks long distances. As a motorway cruiser it’s sublime. The Sport’s delightfully smooth supercharged petrol V8 is almost silent at the legal limit, just loping along with very few rpm showing on the rev counter. With the Adaptive Cruise Control switched on, I spent a lot of time with both feet off the pedals. It’s like sitting in an exceptionally comfy leather armchair, but one that’s almost infinitely adjustable to fit you. Then there are the various stages of seat heating and cooling, although it’s the former for me today, thanks.

And there’s the 1700w Meridien audio system, with its 17 speakers; the music on my iPhone has never sounded so good, and probably never will again. Mind you, it should be good – it costs five thousand pounds. But this is not only a great long-distance cruiser. Once you reach the twisty stuff, the other side of its character comes alive – one that’s exciting, purposeful, reassuring and a delight to drive. Press the accelerator and that whisper of an engine note turns to a snarl, getting you to higher speeds faster than any other production Land Rover and Range Rover apart from the 542bhp SVR Sport. The bonnet rises, you’re pushed back in the seat and there’s a real adrenaline rush.

‘The Sport produces 503bhp – which is more than four Defenders can manage’

I love strong, torquey diesels, especially for off-roading, but none of them can excite in quite the same way as a powerful petrol engine hitting the high notes of its rev range. Driving this Sport reminds me of the rare occasions when I’ve been lucky enough to fly business class. I don’t mind if the flight lasts a bit longer (‘More champagne, sir?’). And in the Sport you don’t want to reach your destination just yet. Especially on near-deserted roads in the snow-covered Highlands.

Over the sea to Skye! We’re off in search of snow Ironically, after driving through all of that whiteness, the Isle of Skye is grey when we arrive, with moody, low clouds and persistent rain – which is quite common, I’m told. Fortunately the weather has improved the next day, when I meet photographer Andy McCandlish. Andy has done many shoots on Skye, so he knows his way around the place. He took stills photography during the shoot for the amazing stunt video that BMX November 2015 LRO 35


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Big ADVENTURE ISLE OF SKYE TEST

DUNTULM

KILMALUAG DIGG

TH EQ UI RA IN G

KILMUIR

VALTOS CULNACNOC

STAFFIN

UIG

GEORY

LEALT

RONA

PEINLICH

STEIN GALTRIGILL

GRESHORNISH CLAIGAN

GLENADALE DUNVEGAN

RIGG THE STORR

EDINBANE ACHACHORK SKEABOST GLAME

ROAG OSE

ISLE OF SKYE

STURAN PORTNALONG TALISKER

PORTREE

RAASAY

CAMASTIANAVAIG SCONSER

CARBOST TALISKER DISTILLERY

SLIGACHAN

EYNORT

SCALPAY

LUIB

TORRIN GLENBRITTLE CAMASUNARY ELGOL

BROADFORD CAMAS MALAG ISLEORNSAY

TARSKAVAIG

ROUTES DRIVEN DURING THISTRIP

ARMADALE AIRD OF SLEAT

Yeah, okay… whatever

ace Danny MacAskill did along the Cuillin mountain ridgeline (see dannymacaskill.com). The 127-mile route in my guide takes in a lot of the island, which measures 50 miles north to south. It says Skye has a ‘long and rugged coast, which is indented by many enchanting sea lochs, breaking it up into a number of peninsulas, so that no part of the island is more than about five miles from the sea’. I’m tackling the route anti-clockwise instead of the guide’s clockwise recommendation, driving along the east, which is forecast to have the best weather early on. And there’s another reason: Andy reckons we must get to the road to the Quiraing in the north of the island, one of the most spectacular parts of a truly spectacular place. He’s confident we’ll find some snow up there. We start from the filling station in Broadford, a village described by the guide as ‘a popular tourist centre on the wide Broadford Bay, on the north-east coast of Skye, looking across 36 LRO November 2015

the Inner Sound to the Applecross mountains on the mainland’. Those same mountains look very ominous today, with their heads in some swirling, dark, brooding clouds. From Broadford we take the A87 north-west past Dunan, which Letts describes as ‘facing across the Caolas Scalpay – the strait, less than a mile wide, separating Skye from the neighbouring island of Scalpay, which rises to 1298ft in the Mullach nan Carn’. We do take a little detour off the A87, turning right on a single-track road to the north of Loch Sligachan around what I assume would have been the old coast road. There’s a holiday cottage to rent here, on the water’s edge, with a massive snow-capped mountain backdrop. It probably doesn’t get much better than that if you enjoy peace, quiet and true scenic beauty. At Sligachan, where white water is cascading down from the mountains towards the loch, the A87 turns north towards Portree, with

the A863 going north-west to Dunvegan. Says Letts: ‘To the east rises Glamaig (2537ft), a great cone of green syenite, and to the south-west is the pinnacle of Sgurr nan Gillean (3167ft), the northernmost of the Cuillins.

The Hebridean ‘TT’ Supercharged thrills on the A87 The road to the island’s bustling capital, Portree, reminds me of the Mountain section of the Isle of Man TT course, with a delicious mix of medium and fast sweeping bends. I took a thrilling ride on the TT course a few years ago in the previous model Supercharged Sport, and this one is equally exciting. I can’t resist turning the Sport’s Terrain Response dial to its more aggressive Dynamic setting – which firms up the suspension – and playing some tunes with its paddleshift gearchange. You never tire of its phenomenal


Stunning scenery and a great drive over the Quiraing

acceleration, surging past slower-moving traffic with ease, and it really does feel totally planted on the tarmac. Portree, according to my guide, is an attractive small town, a fishing port and a tourist centre, with a delightful harbour. The harbour, with its brightly coloured buildings, is indeed delightful, and there’s a baker’s shop in the town centre that provides excellent sandwiches and cakes for our lunch. Continuing along the rollercoaster coast road north, we pass the Old Man of Storr, a distinctive pinnacle of rock that’s visible from miles around. According to Letts, it’s ‘169ft high, detatched from the east foot of The Storr (2358ft), a precipitous mountain forming the southern end and highest point of the long backbone of Trotternish.’ At Staffin we detour right to a slipway on the coast, passing jagged cliffs, near where a dinosaur print is apparently visible at low tide. It’s beautiful here; rugged and remote.

‘I appreciate the smooth throttle control as we climb into a world of ice, snow and jagged peaks’ Then we turn left off the A855 on to the Quiraing road which, Andy has correctly predicted, is covered with snow. I turn the Terrain Response to Grass, Gravel, Snow, immediately appreciating the smooth throttle control it gives as we climb into a monochrome world of ice, snow and jagged peaks. Letts describes the Quirang as ‘an amazing mass of splintered towers that has broken away from the escarpment above. In a deep gully on the right of the road is the Needle, an

imposing pinnacle about 120ft high, while to the left is the Table, an inaccessible rock tower with a grass-covered top. The view looking out to the sea with the mountains of Wester Ross beyond is fascinating’. The hairpin-strewn road is very slippery, but again I’m impressed by the way the Sport finds grip where you think there should be none. We’re running out of time but Andy suggests a detour from the Letts route on our way back to Broadford. We turn right on to the B8083 towards Elgol, then turn left to the idyllic Camas Malag, on Loch Slapin.

Letts head west… …for the best smoked salmon ever Having only covered the eastern part of the Letts tour so far, I set out the next day to cover the rest of the route – this time driving clockwise on the A863. November 2015 LRO 37


2015

Big ADVENTURE ISLE OF SKYE TEST

Supercharged Sport proves reassuringly surefooted

On the B8083 towards the idyllic Camas Malag

With the snow-capped Cuillins to our left, we pause to gaze through the Sport’s panoramic roof to see what look like eagles soaring high above. At Drynoch Bridge we detour by Loch Harport to Carbost, where we take a guided tour around the picturesque Talisker distillery. Then it’s back on to the Letts route, skirting around Loch Harport towards Struan, with the flat-topped Macleod’s Tables (1601ft) looming through dark clouds to our north-west. We stop for lunch at the Waterside Café Bistro next to a filling station in Struan. The owner Arlene tells us she bakes all of the bread and cakes, using only fresh, locally sourced produce. The smoked salmon from Mallaig is the best I’ve ever tasted. She also advises that the best times of year to visit Skye are May and October, when the weather is good but there are no midges. From Struan we continue to Dunvegan, a small village of white cottages dominated by its castle on a rock outcrop. According to Letts: ‘It has been for 700 years the seat of the MacLeod of Macleod. Once only accessible from the loch, it is now reached by a bridge across the former moat.’ The weather has taken a turn for the worse again, with a good old Atlantic storm lashing 38 LRO November 2015

the island. We continue through heavy rain past Edinbain and Kensaleyre before reaching Uig. This, according to Letts, ‘is a pleasant village spread around the charming Uig Bay, an opening on the east of Loch Snizort, enclosed to the north by the precipitous Ru Idrigil. A byroad on the right ascends above Uig in a sweeping zig-zag to reach the ridge of Trotternish above the Quiraing.’ Uig, a busy ferry port, is home to the Isle of Skye Brewing Co. The previous evening I enjoyed a couple of bottles of its Skye Gold, a 4.3% beer described as ‘A smooth, golden craft ale from fine porridge oats’. After Uig the scenery gets even wilder. In Kilmuir, you’ll find the Skye Museum of Island Life, which is in an old crofter’s cottage that was occupied until 1958.

‘We gaze through the panoramic sunroof to see what look like eagles soaring high above’

We pass Duntulm, where there are the ruins of a castle that was formerly the stronghold of the Macdonalds, the Lords of the Isles. It’s a bleak place today, with the wind howling and the grey sea lashing the coast. And that’s the full circuit of what is probably the most picturesque – certainly the most dramatic – of all of the Letts Motor Tour Guides I’ve followed. We came to Skye in the off-season in the hope of finding extreme weather conditions to challenge the Range Rover Sport, and we certainly got them. It got even tougher on the way back home, with heavy snow on the A87 and the A982 towards Fort William. But the Sport proved surefooted and reassuringly safe. The Sport took on the Isle of Skye and won. It’s not perfect; it feels (and indeed is) a big car, which makes it seem very wide on narrow roads, and it is a tight fit in parking spaces. No wonder Land Rover is developing remote control so the driver can park while outside the vehicle. And it’s expensive to keep fuelled: my average for the trip was 20.9mpg. But on that final day I drove 503 miles from Broadford to my home, and got out at the end of the drive feeling good – and wouldn’t have minded continuing. There aren’t many vehicles I’d be happy do that in. LRO


Nelson Lane Warwick CV34 5JB UK

Tel: +44 (0) 1 926 496 668 Browser: www.silverline4x4.com Contact us: info@silverlinewheels-tyres.com

Cooper Zeon LTZ


Real World Test

What’s it about? You never really know what a Land Rover is like until you live with it, so we use this enjoyable 380-mile route to put the latest models (and some older ones) to the test. It also shows us how they live up to their mpg claims. By brimming the tank at the start and finish, it’s easy to get a precise ‘combined mpg’ figure from a blend of motorways, fast A-roads, country roads, a couple of long greenlanes and a rushhour city crawl. All in one day. If you want the definitive verdict, you’ve come to the right place. 40 LRO November 2015

ER FEND • RANG ER DE O

2015

Big An old stager

• RT PO

TEST

2015 DISCOVERY SDV6 HSE LUX

ER • DISCOV ROV ER YS GE AN

CURRENT AND ROVER 8 Series IIA 09in petrol EAM LAND ROVER ange Rover assic LSE in Rioja Red

• UE

T • DISCOVE RY POR •R RS VE

THEO FORD-SAGERS

ER RANG OVER E VO Q

380 miles to get the full lowdown

Can Land Rover’s oldest vehicle in its line-up still impress on the Real World Test?

I

t may look fresh enough, but the Discovery 4’s chassis and body design date back to the first Discovery 3 in 2004. That makes it structurally oldschool, but it’s been progressively modernised and loaded with toys to stay competitive, so the latest Discovery has a lot more to offer than the early Disco 3s. But is it still a dinosaur at heart? Has the old stager exceeded its best before date? An entry model Disco will cost you £41,600. Go for the topspec HSE Luxury model – which

includes an extra-plush leather interior, reversing cameras and adaptive headlights – then tick a few options, and you’ll end up with this £62,525 version. Plenty of stuff to play with, then. Let’s get testing…

Creature comforts

There’s a reassuring chunkiness about the dials and buttons, and you get a simple dash that’s easy to memorise. The ‘command’ driving position from the excellent armchair-style thrones (rather than the snugger-fitting

seats of some other Land Rovers) offers something of the loftiness of previous Range Rovers. There’s decent seating for seven, with the second row

‘There probably isn’t another vehicle that could take seven people around the RWT in such comfort’


treated to most of the mod cons found in the front (sunroofs, heated seats, media screens, big storage bins, cup holders and charging points). Third-row seating is also roomier than any other seven-seat Land Rover. There probably isn’t another vehicle in the world that could take seven people around the Real World Test in such comfort. That’s the versatility box ticked. Some reviewers have criticised wind noise around the A-pillars when driving at motorway speeds, but the gentle waffle of air certainly didn’t bother me. The morning run up the A1 proved the Disco to be a comfy cruiser, with a great stereo to boot!

Applying welly

Smooth grunt is this car’s trump card, even though this SDV6 is less powerful than the tweaked version in the Range Rover Sport. Boot it and 443lb ft of torque will accelerate the 2.5-tonne Disco up Yorkshire’s steepest hills with minimal effort – no need to manually hold a low gear or switch to Sport mode. Trickling through town traffic is a surprisingly relaxing affair thanks to a willing flow of lowdown torque that, coupled with the silky, eight-speed ZF autobox, makes low-speed throttle control

DISCOVERY SDV6 HSE LUX ● Engine: 2993cc SDV6, turbocharged and intercooled ● Power/torque: 256bhp/443lb ft ● Transmission: Eight speed auto ● Top speed/acceleration: 112mph/0 60mph: 8.8sec ● Width (inc wing mirrors): 2200mm ● Wheelbase: 2885mm (114in) ● Max wading depth: 700mm ● Ramp breakover: 150.4º ● Combined mpg: 36.7 ● LRO RWT mpg: 29.6 ● Price as tested: £62,525

Our 380-mile test route

Bloody Oaks services, Stamford A1 north Knaresborough Arncliffe Kettlewell Middleham Bainbridge Stalling Busk (byway) Hubberholme Cam High Road (byway) Wensleydale Creamery, Hawes Settle Silsden Bradford M62 east Ferrybridge A1 south Bloody Oaks services, Stamford

spot-on. On greenlanes it’s dead easy to gently pick your way through potholes or around sharp rocks. Land Rover’s engineers have also nailed the ride comfort, which is miraculous no matter how rough the terrain. On greenlanes you’ll want to engage Hill Descent Control (HDC) to keep your speed under control, or manually over-ride the gearbox. Otherwise the box appears to disconnect automatically from the engine when you lift off the throttle, meaning you’ll coast down a slope on tickover when you’d rather have some engine braking.

Room for improvement?

Inevitably, what the Discovery gains in capacity, it loses in sheer unwieldiness. Width can be an issue, and I had to concentate like crazy to protect the paintwork from brambles on tight roads. The weight of all that steel also exacerbates body roll, a lot by modern standards, so chuck it

about and your six passengers will be acquainting themselves with each others’ breakfasts. The brakes could also be stronger. The discs on the Range Rover Sport, which is lighter, are noticeably bigger with much more punch. The Disco’s are adequate, but not impressive. One feature I’d like to have seen is a retractable headrest for the second row’s centre seat, like in a Disco 2. Rear-view mirror visibility is hampered unless you fold down the entire centre seat. Once again there’s a massive difference between Land Rover’s stated combined fuel consumption figure of 36.7mpg and the RWT result of 29.6mpg. But considering the power and weight of the vehicle, I’ll happily forgive it. The Discovery 5 will presumably make use of JLR’s more modern, lighter aluminium monocoques, and feel sharper as a result. But in the meantime, you can’t beat the current Discovery for capacity, comfort, strength and all-terrain capability. LRO

Playing with toys Some of the pricier options definitely made my day on the RWT easier. Remote Park Heating (£320), set for 6:55am, meant the car was already concocting a soothing fug when I hopped into it for the start of the drive. Voice activated satnav then allowed me to enter all the RWT waypoints into the navigation system while on the move,

with zero mistakes. Impressive! I was also grateful for Reverse Traffic Detect (part of the Exterior Detection Pack at £750) when backing out of a parking space into moving traffic, with a van parked alongside obscuring my view of the road. Sensors at the back of the vehicle warn you if something’s coming, and it does work. I must admit, some gizmos have their appeal.

.com

Do you fancy driving our Real World Test route?

Download a map from LRO.com/RWT November 2015 LRO 41


THE VERDICT Nine cars, six locations, 3000 miles,

2015

T • DISCOV E R POR Y• RS R VE

ER RANG OVER E VO Q

NDER • RAN GE EFE D • RO E U

g i B ISCO V E RY S

● Defender

R GE AN

• RT O P

T S E T

110 Heritage

Refreshingly honest and back-to-basics, with spot-on detailing. Loved by everyone who saw it. It’s sensibly priced too. No wonder they rapidly sold out when launched in Jan.

five LRO test pilots... Here’s the LRO team’s thoughts on all of the vehicles featured in the 2015 Big Test

Discovery SDV6 HSE Lux

● Defender

90 Adventure

Defender 90 Autobiography

A big surprise! Looks pricey, with some odd interior finishes for an ‘adventure’ vehicle, but it feels really special. The least popular LE, but knock £5000 off and it’s a great buy.

Not too plush to go greenlaning with, but against the other LEs it lacks excitement. For £62k it should’ve benefited from more sound deadening to up the luxury feel.

● Discovery

● Range

Sport 2.2 SD4 HSE

Rover Evoque 2.2 SD4

Underpinnings may be more than a decade old now, but that’s box-fresh by Defender standards. Still an astonishingly impressive, versatile and comfortable tool.

Despite its identity crisis (it’s neither a true Discovery, nor sporty), the Disco Sport makes an ideal family car. Better than you’d think it should be off-road too. Sadly just too bland!

More exciting on-road than Disco Sport due to MagneRideTM dampers and Dynamic mode. Evoque is more interesting to look at, but more challenging to see out of too.

● Evoque

● Range

● Range

2.0 TD4 (Ingenium)

New in-house engine brings much-needed refinement to the baby Range Rover, with lower running costs too. Subtle styling tweaks keep it looking fresh. A great update.

Rover Sport 5.0 V8 S/C

Mighty performance, comfortable and a commanding drive in all situations. Bodes well for the next gen Discovery ‘5’ spun off it. We just wish it wasn’t so big.

Rover TDV6 (ATPC)

New All-Terrain Progress Control should help novices extricate themselves from wet fields and cross unfamiliar terrain easily. But, can’t do essential ground-reading for you. Yet...

info@ 42 LRO November 2015

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News

Series stunners wow Goodwood

A special selection of 1948-66 Land Rovers stole the show at September’s Revival historic race meeting

T

o commemorate 67 years of Series and Defender production at Solihull, spectators at this year’s Goodwood Revival were treated to a jaw-dropping display, with Land Rover gathering together a stunning selection of pre-1967 Series vehicles for daily parades of the West Sussex race circuit. The historic motoring extravaganza is devoted to machines from the venue’s post-war glory days, from its

Lightweight, Series II FFR, Tempo, Minerva, they were all there...

46 LRO November 2015

opening in 1948 (especially appropriate for the Land Rover) to its final race meeting in 1966. High-powered, bigbudget classic race cars are the usual highlights of the international retro fest, but this year it was the large assembly of humble Land Rovers that stole everyone’s hearts. Fifty-two vehicles formed a spectacular parade in the early morning sun around the track, led by the Dunsfold Collection’s replica of the 1947 centre-steer

prototype, followed closely by HUE 166, the very first preproduction Land Rover. Piloting ‘Huey’ was Roger Crathorne, Land Rover’s veteran engineer and off-road demonstrator, who helped curate the ‘52’. Alongside him was none other than original chief engineer Arthur Goddard, who had flown to the event from his home in Australia. He was on typically jovial form. Also joining Huey were nine more pre-production 80in

‘Land Rover and Goodwood have been inseperable since 1948, as this display proved’ MIKE, LRO EDITOR

Legends Roger Crathorne (left) and Arthur Goddard


Love Series Is? Get our special issue! A new one-off magazine, LRO’s Guide to the Series I, is now on sale priced £6.99. It’s crammed full of buying hints, workshop tips, how-to guides and much more, making it the essential companion for Series fans of all generations. This 100-page special issue features some of LRO’s greatest ever stories on the original Land Rover model range – from the stunning Pre-Production No.9 to the gnarly Chevy-engined monster 107in and everything in between! A numbered, limited edition of this one-off magazine, signed by First Overland adventurer Tim Slessor (complete with an exclusive cover and doublesided A2 poster) is also available, priced at £20.

vehicles, making it probably the largest number of pre-pros in motion together since the ‘40s. Behind them was an eclectic mix of models, including fire engines, military vehicles, Forward Controls, the Series II Moy Elevator, a tracked SII Cuthbertson, and the Series I owned by Winston Churchill. It was a deeply moving display, and we can’t help but feel sadness for the passing of this uniquely British icon. It’ll never be the same again... Forest Rover, OTAL and 129in prototypes hit the track. Not quite at speed

JLR Academy

■ Jaguar Land Rover has begun a new training academy for its employees. Courses range from short engineering programmes to post-grad qualifications. See: LRO.com/jlracademy.

Monty completes African expedition

Head to greatmagazines.co. uk/seriesone to reserve your copy before they all get snapped up – they’re already selling like hot cakes!

KEN WHEELWRIGHT ‘80’: YOURS FOR £50k Restoration veteran Ken Wheelwright, renowned for his accurate Series I rebuilds, has completed the renovation of a 1949 ex-Swiss left-handdrive 80-inch. It is being sold privately, with Victor Jones as agent. ‘This car is suitable for the most discerning collector and is priced accordingly,’ Victor enthuses. Here’s the translation: £50,000. In May, a beautiful 1952 Series I 80in restored by Ken Wheelwright went through Silverstone Auctions for a whopping £39,375. Expensive – but a complete restoration of an 80-inch costs a lot. ‘I don’t know how other people go on,’ muses Ken,

News in brief

now 83. ‘I don’t even have a computer – when I want parts I just use the phone. ‘I’m slowing down a bit; my knees aren’t so good. I don’t do more than six hours a day. My son-in-law Frank helps if he has a couple of hours spare, before milking.’ Yes, Ken’s restorations are still turned out from a farm shed, just as they have been since the 1980s. The next restoration (Ken’s 25th, a 1948 model) is already underway, with two more waiting their turn... Interested? Enquire via Victor Jones on 07900 300974, or victorjones500@ btinternet.com. 80in is the work of archrestorer Ken Wheelwright

■ Land Rover Ambassador Monty Halls has returned successfully from his ‘Shoals of Agulhas’ marine research expedition. Ten Land Rovers towed boats for 600 miles around the South African coast. More at LRO.com/Agulhas.

Get voting now!

■ Time’s running out to vote for your favourite Series or Defender... To mark the Defender’s final year, we’ve compiled 50 of our favourites since 1948. Vote for your favourites and you could win a 12-month subscription to LRO! Poll closes on October 2. Vote at LRO.com/VoteTop50.

What’s your favourite Series?

Saudi plant plans ditched

■ JLR has reportedly canned plans to build a new factory in Saudi Arabia, in which it aimed to make 50,000 vehicles a year by 2017. See: LRO. com/SaudiFactory15.

UK Rhino result ■ The Victor Ludorum award at this year’s UK Rhino Charge has gone to Team Crawler in a bobtailed Range Rover Classic. The event raised £3325 for the charity Rhino Ark; Team Crawler aim to compete in the Kenyan Rhino Charge next year. Story at LRO.com/ukRhino15.

.com

GET ALL THE LATEST NEWS ON LRO.COM November 2015 LRO 47


News

Land Rover trials see-through trailerexperiment

UK Disco Sports are now available with Adaptive Dynamics

Disco Sport finally gets sporty s this the Discovery Sport we’ve been waiting for? A new HSE Dynamic Lux spec level now includes Adaptive Dynamics and Active Driveline, which until now has been reserved for the Range Rover Evoque in the UK. Some overseas markets have offered both systems from launch. Active Driveline automatically switches between two- and four-wheel drive as required, and can use two electronically

I

controlled clutches either side of the rear diff to partially or fully lock the rear axle. Adaptive Dynamics includes a fast-road-orientated Dynamic mode on Terrain Response, as well as MagneRide dampers, which sharpens the vehicle’s responses on demand. All Terrain Progress Control, a form of off-road cruise control (see p22), also trickles down to the Discovery Sport for the 2016 model year.

Although there’s no power boost, the HSE Dynamic Lux gets design tweaks that give it a sportier look. They include more aggressive bumpers front and rear, a new grille mesh profile, Narvik Black detailing with 20in Gloss Black wheels, red shift paddles and contrasting metallic interior surfaces. The 178bhp nine-speed auto Discovery Sport TD4 HSE Dynamic Lux is available to order now, priced from £46,000.

AN ELECTRIC FUTURE SVO’s £300,000 bombproof motor Jaguar Land Rover’s Special Vehicle Operations skunkworks has built a heavily armoured version of the Range Rover, dubbed ‘the ultimate luxury fortress on wheels’. The £300,000 Range Rover Sentinel is largely hand-built around a six-piece reinforced passenger cell that will shrug off a blast from 15kg of TNT, or 7.62mm armour-piercing incendiary bullets. Even the roof and floor will resist DM51 grenades. It’s powered by JLR’s 3.0-litre V6 petrol engine. Prices are in the region of €400,000 (£292,000) plus taxes. Visit LRO.com/rrsentinel for a video of the Sentinel in highspeed action!

Jaguar Land Rover is making a new ‘electric drive module’ (eDM) which promises to deliver double the power and torque of any electric vehicle in production. The modular eDM can be inserted between any engine and transmission to create Mild Hybrid Electric Vehicles, where the battery is charged by the engine, or Plug-in Hybrids, or used alone for a Battery Electric Vehicle. Three prototypes have been unveiled, based on an New tech is a torquing point

Evoque, Range Rover Sport and a bare aluminium structure, displaying drivetrains combining existing transmissions with prototype combustion engines, motors and batteries. Other low-carbon ideas include improving climate control systems using infra-red panels that directly heat the occupants rather than heating the air, and cutting weight by replacing wiring looms with waferthin printed circuits.

Future Land Rovers could one day be equipped with the technology to make a caravan or trailer on-tow appear transparent to the driver, thanks to research by JLR’s team based in Warwick. Called Transparent Trailer, the system combines multiple live video feeds from around the car, and cameras mounted on the trailer, to create a single rearward view on a display in place of the rear-view mirror or nav display. Overlaid on an image of the trailer, so you can still see its outer edges, it effectively removes the blindspot, making it safer to reverse and manoeuvre large loads in traffic, as well as see whether queues are building behind. LRO editor Mike Goodbun tried the prototype system on a Range Rover L405 at Burghley Horse Trials, and took a look at Cargo Sense too. Cargo Sense allows owners to monitor their precious possessions remotely using a new smartphone app, which receives live video and temperature feeds from inside the trailer, as well as data received from a pressure mat that can indicate the stability of a load. That should discourage Range Rover Sport SVR owners from getting too enthusiastic in the corners...

‘Transparent Trailer is brilliant. I’d just like to see the image in the centre of the instrument cluster’ MIKE GOODBUN, EDITOR

November 2015 LRO 49


News PICK OF LRO.COM Over 4500 Land Rovers are for sale on LRO.com. Find your next one there!

Left out in the rain too long?

Meet the new Defender! ong after the Defender’s Solihull production line has been dismantled, you’ll still be able to buy a new Defender – but only your kids will be able to drive it. Next year, Land Rover will start production of a centre-steer Defender pedal car, hand-built in the UK and featuring many of the Defender’s design cues, traditional and contemporary. Unveiled at the Frankfurt motor show, the prototype ‘90’ showcased a leather trimmed

L

Defender action at Reykjavik Defender 90s recently stole the show at Iceland’s epic stage rally, Rally Reykjavik, with three Bowler 90s and five Wolf XDs taking part. The Tdi-powered Wolf 90s put in storming performances, with members of the UK Armed Forces Rally Team at the wheel. Leader of their pack was Reykjavik old-timer Major Alan Paramore who finished in fifth position overall, his time being remarkably close to the four Subaru Imprezas that led the field. Also on stage were three Bowler 90s, on a recce to assess whether the rally could be appropriate for the 2016 Defender Challenge series. The verdict? A resounding ‘Yes!’ A new class will emerge next year using supercharged V6 Defender 110s, which Bowler anticipates will be better suited to the long, fast gravel stages of Rally Reykjavik. 50 LRO November 2015

interior and a scale aluminium body hand finished in the same Loire Blue found on the full-scale Defenders. That’s built on top of an aluminium chassis. It comes complete with chassis number and personalised numberplate, and it even has working suspension, brakes and handbrake (which hopefully won’t get gear oil on it) with other nice details including

2.25 petrol model was restored in 2012 on a galvanised chassis. Has recent tilt, tyres and seats. Ad ref: DIY997731

1998 Discovery 1 £4000 ono

chequerplate, side steps and skinny, mud-terrain Land Rover-branded tyres. Sadly the price tag isn’t mini… you’ll need about £10,000.

JE’S NEW 4.7 V8 ZULU Land Rover tuning specialist JE MotorWorks (formerly JE Engineering) has begun limited production of a mighty 475bhp version of the Defender, the ZULU². Powered by JE’s 4.7-litre version of the Jaguar Land Rover AJV8 supercharged petrol engine, it also boasts 479lb ft of torque! The production run is limited to 25 vehicles, which also get a six-speed auto gearbox, Quaife limited slip rear diff and four-pin front

1967 Series IIA £11,000 ono

diff, Fox dampers, highperformance AP Racing brakes, an electronic handbrake and a plush leather interior. ‘Fundamentally, if it rotates or moves, then we’ve modified, enhanced or improved it – and everything operates in harmony,’ says David O’Connor of JE MotorWorks. Prices start at £149,500 for UK customers. Visit jeengineering.co.uk for more details. NAS 90 V8 spirit is alive and well at JE

300Tdi auto, 7 leather seats. Fully stripped and rebuilt; no welding required. Off-road prepped. Ad ref: DIY997062

1992 Defender 90 £6000 ono

Includes custom lockers in rear, winch running off second battery, external roll cage and more. Tdi with long MoT. Ad ref: DIY998050

1988 Range Rover Classic £8000

3.5 EFi converted to LPG. Well cared for by current owner for 17 years. New tyres, stainless exhaust etc. Ad ref: DIY998026

OUR WEBSITE LRO.COM IS THE .com PLACE TO BUY & SELL LAND ROVERS – PRIVATE ADS ARE FREE!


Win with Machine Mart

Revolutionise your workshop with £1.5k worth of Clarke kit LRO has teamed up with Machine Mart to bring you a unique competition. Enter and you can win a four-figure sum to spend on Clarke tools at any Machine Mart store… Think of it like a supermarket sweep for serious petrolheads. The prizes are simple cash sums to spend on

Clarke Tools, so if you win, YOU choose what to spend it on… And what a choice there is: air compressors; welders; soldering irons; plasma cutters; power drills, wrenches and screwdrivers. And with winter coming you could even treat yourself to one of Clarke’s pressure washers. Prices

1st £1500 of Clarke tools 2nd £1000 of Clarke tools 3rd £750 of Clarke tools

52 L

November 2015

4th £500 of Clarke tools 5th £250 of Clarke tools

start at below £60 (excluding VAT), which leaves you with oodles more cash to spend. All you need to do is go to the competition website at winaworkshop.co.uk and answer the following question: ● What issue number is the NEW Machine Mart catalogue?

Machine Mart… … is Britain’s biggest specialist supplier of tools and machinery. Established 35 years ago, the company has a growing network of 65 superstores nationwide. Machine Mart prides itself on providing quality brand products at competitive prices, as well as unrivalled customer service, technical know-how and aftersales support. Produced twice a year, the Machine Mart catalogue is a musthave resource for professional and DIY users alike. To find where your nearest branch is go to the website. All products can be purchased in-store and online at machinemart.co.uk or via mail order on 0844 880 1265.


DEFENDER TD5 KBX COUNTY STATION WAGON In Orkney Grey metallic with contrasting Grey interior, This vehicle has just undergone a major mechanical and cosmetic overhaul to our recognised high standards using all new parts, fully serviced inc new timing belt, 12 Months MOT. Full Underbody Waxoyled £14,995

2010 DEFENDER 90 TDCI COUNTY STATION WAGON In Keswick Green “Heritage style edition” with contrasting Charcoal interior, Ivory Roof, Two tone alloys fitted with new All Terrain tyres, Full length side steps, Tow pack, Genuine checker kit, Just had a major service inc 12 Months MOT, Fully underbody Waxoyle £18,995

1984 LAND ROVER DEFENDER 110 2.5 PETROL In Mid Grey with Limestone roof. This vehicle has undergone a full nut and bolt rebuild to a very high standard including galvanised chassis, Powder coated wheels, 5 new tyres, Gas shockers, Long range fuel tank, Bulkhead deletion, Techno trim seats, Fully serviced, 59,000 miles, Very Rare 2 then 4 wheel drive trans box, Freewheeling hubs, 12 Months MOT. Stunning condition with second to none attention to detail – ideal USA Export Vehicle £24,995

2007 DEFENDER 110 TDCI COUNTY STATION WAGON In Cairns Blue Metallic with contrasting Charcoal interior, 80,000 miles, 2 Owners, New BFG All Terrains, DRL bumper, Alloy steering guard, LED side lights, Clear indicator, Tomb Raider style side bars, Chequer kit, Alloy roof rack, Sports steering wheel, Water proof seat covers, Just had a major service inc 12 Months MOT, Fully Waxoyled. Stunning condition £16,995

2007 DEFENDER 130 TDCI TRUCK CAB AND HYDRAULIC TIPPER In Keswick Green with contrasting Grey interior. This vehicle has just had a major mechanical and cosmetic overhaul including a new hydraulic tipper with aluminium sides and steel floor, NAS rear lights. Taller sides and chip box available P.O.A, Just had a major service inc 12 Months MOT, Fully waxoyled and ready to work £15,995 + VAT

2015 DEFENDER 90 2.2 XS TDCI In Fuji White with contrasting Black leather interior, Charcoal Alcantara headlinings, Sawtooth Alloys, Mud Terrain tyres, KBX grills, Air conditioning, Central locking, Heated seats, Heated screens, Brand new vehicle with full underbody Waxoyle. Ready to go and in stock £25,995 + VAT

LAND ROVER DEFENDER LHD 1998 300TDI Here we have a freshly refurbished limited edition LHD Defender 90 300 TDI 1998 models direct from Italy and fully refurbished by ourselves to our recognised high standards SPEC Full mechanical and cosmetic overhaul, completely repainted in Black and metallic Grey, New Sawtooth alloy wheels, Mud Terrain tyres, Tomb raider side bars, Colour coded grills and wheel arches, Clear indicators, NAS rear lights, Steering guard, New cloth seating (6 seats) Leather option available, Alloy gear knobs, Sports steering wheel, DRL Bumper, Fully serviced, 12 Months MOT, Full underbody Waxoyle, Unregistered, Simmonites 3 Months Warranty £19,995

Call and see our New Showroom and Adventure Display of Parts & Accessories www.simmonites.com

SHOWROOM SELECTION!!

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01274 833351

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info@simmonites.com


Flexible light

Stuff

£5.29 From: easycamp.com With a wide-angle LED at one end of its flexible body and a spot at the other, the Dice light can easily be wrapped round a pole, or made to stand alone, giving you light where you want it.

Latest products for your Land Rover

Neil says: If you want a more discreet look, move the solenoid pack under the bonnet.

Td4 Freelander 1 winch mount £342 From: mansfield4x4burystedmunds, 01284 767174 Designed to accommodate the Goodwinch 8.5 short drum winch with synthetic rope, this winch mount bolts to the front of a Td4 Freelander 1 (pre- and post- facelift) using 10 bolts. The bumper needs to be cut to fit and the lower section can be

replaced with a guard to protect the vulnerable lower area of the radiator. It has holes for recovery rings and can also be ordered with tubes for use with high-lift jacks. The price is for the standard winch mount – the winch and all extras are an additional cost.

Got a new product? Show it off to our readers – it’s free! call Neil Watterson on 01733 468237 or email neil@LRO.com

1:32 Heritage Edition model £19.99 From: tomy.com Seen the feature on p12 but missed out on getting the real thing? Console yourself with this scale model of the Heritage Defender 90 from Britains. Superbly detailed, it’s tough enough to play with!

Aluminium header tank £152.99 From: britpart.com Replacing the original plastic Td5 Defender coolant tank (which is prone to splitting), this TIG-welded item (p/n DA4751) uses the original pressure release screw cap and assists with cooling, as heat can radiate more easily.

Genesis vent grilles

Series winch mount From €90 (approx £66) unpainted From: facebook.com/pages/Metal-Core/213632265505874 This 6mm CNC-folded carbon steel plate winch tray fits Series II, IIA and III without drilling, using bumper and valance mounts. It accepts most standard drum winches and has holes for spotlights.

TDCi sealed air intake £114 From: firstfour.co.uk We all know how catastrophic getting water into he engine can be and although raised air intakes been available for the TDCi engine since new, the nnet side of things has been left wanting. This kit ustralian brand Nugget Stuff and includes all you o seal the section between the wing and air filter box properly. It’s available for RHD vehicles. 54 LRO November 2015

From £90 From: tmdtuning.com, 01825 841148 Available for the wing top and engine air intake, these billet aluminium grille vents are a stylish alternative to the standard plastic items.


Low-profile roof rack £POA From: terrafirma4x4. com

Oil coolers £54 From: obpltd.com, 01487 812301 Available in a wide variety of sizes, from seven to 25 rows, these oil to air coolers will help reduce temperatures in engines and transmissions. They're available with different unions to suit your engine/gearbox.

Made from strong, but lightweight heattreated aluminium extrusion with a tough satin black powdercoat finish, these roof racks are available for Discovery 1 and 2 (part no. TF977) as well as Defender 90 (TF976) and 110 (TF975). They’re easy to fit and use a robust gutter-mount clamping system to hold them in place. The grooves within the cross bars allow you to slot bolts in for attaching roof tents, spotlights and other equipment, and the shape of the extrusion helps give the racks additional rigidity. Body/door-mounted access ladders are also available.

Soft-top seatbelt mounts £100 From: purelymetal.co.uk, 01728 621226 Traditional bulkheadmounted seatbelts are great for originality, but they can be a pain (literally) to use. These brackets for soft-top models raise the top mount above your shoulder to make seatbelts more comfortable to use. Versions are available for Lightweight, Series, and Defender 90 and 110.

Fast hooks £55 From: 4x4goods.com In competition, time costs points. These tested fast hooks have been created to reduce the time taken to attach a winch hook or pulley to a tree strop – if you can save 30 seconds a punch, it can make the difference between first and second place.

Underbody protection From £481.56 From: xs4x4.parts, 01202 422385 With kits available for most Land Rovers and Range Rovers produced between 2001 and 2012, this range of lightweight skid plates will reduce damage to your vehicle’s underside, and require no drilling to fit. You’ll get the best results from a complete set, but you can buy individual plates if you wish.

Neil says: The new TenCate fabric seems to have ideal roof tent qualities.

Disco 3 spare wheel winch £104.40 From: ballsgrinding.com, 01242 576 621

Evolution 2 roof tent £TBA From: mywayrooftents.co.uk, 01652 651706 Made from TenCate – a ripstop, lightweight fabric that’s similar to canvas in texture but thinner, while remaining fully waterproof. It’s slightly better at keeping the light out – a problem that's

normally associated with thinner fabrics. It’s also better at keeping its shape in extremes, so you’ll suffer less with water pooling after a cooling downpour than a nylon tent will.

How easy is it to get to the spare wheel winch on a Discovery 3, when the load area is full? Not easy? This handy extender fits the standard winch socket and moves the mechanism back towards the tailgate, enabling you to operate it even when the rearmost seats are folded down. It’s supplied with a socket to adapt the standard winch handle and simply drops into place. November 2015 LRO 55


Stuff Defender heritage grille

Series handbrake gaiters

€274 (approx £205) From: acc16.com, (+33) 06 63 24 12 74 Mixing traditional styling with protection, this aluminium grille and light guard set will give a heritage look to your Defender. The aluminium

grille attaches using the existing fixings and has the Defender badge detailing in black, while the light guards are zinc-plated steel for strength.

£25 each From: stores.ebay.co.uk/ seriespartsworldwide Aftermarket Series handbrake gaiters have been poor quality for a while. These, available for early (left) and late models, are made to the original spec, so should last much better.

Mini work lamp £7.99 From: ringautomotive.co.uk, 01132 137379

Neil says: Everyone’s going heritage-crazy this year! Join in with this SIII-style set.

25w LED spot lights £POA From: terrafirma4x4.com Supplied with amber clip-on filters and full wiring kit and switch, these 125mm diameter lights (part no TF705) have an aluminium housing, are waterproof to IP67 and have an 1800-lumen output.

Disco 3 spare wheel saver

With 18 LEDs giving a 100-lumen work light output and a further three in torch form, this light (part no RIL82) will find a place in the cubby box or garage. It's powered by three AAA batteries, has a run time of 7.5 hours and has a centre pivot for easy positioning of the light.

Tarox 8-pot Defender brakes £2754 From: tmdtuning.com, 01825 841148 If you like driving enthusiastically you want to put as much thought into stopping as you do in getting your Land Rover going. This eight-pot caliper kit includes two grooved 36cm discs and calipers, and vastly increases the pressure area on the pads. Its size means you will have to fit 18-inch wheels or larger. A six-pot caliper kit with 34cm discs (£2154) is also available for the rear axle for ultimate stopping performance.

£60 From: landy-spares.com, 01527 529551 Thefts of underslung spare wheels from Range Rover Sport and Discovery 3 and 4 are sadly common. These plates are designed to fit the existing winch mechanism and protect thieves from getting to the mechanism and pilfering your expensive alloy from it, leaving you stranded.

Bushcraft clothing

Defender wing top protection £191.95 From: trekoverland.com, 01751 430 693 One of the problems with Defenders having flat wings is that they make enticing steps if you have a roof rack. Sadly the standard metal isn’t that strong, so you have to beef it up somehow. These stylish protectors are made from two sheets of anti-corodal 2mm aluminium, have cut-outs for intake grilles and aerials and non-slip tread.

From £TBA From: keela.co.uk, 01592 777000 Keela’s Heritage range of clothing is ideal for those who spend their days outdoors. Using a mix of modern and traditional fabrics including Harris Tweed, Ventile and British Millerain wax cotton, the garments are built to last.

Neil says: Ideal if you’re not a fan of chequerplate, but want to protect your wing tops. November 2015 LRO 57


Modular winch bumper From £671.95 From: trekoverland.com, 01751 430 693

Neil says: Build it your way with the modular design – it fits all Defender models.

With universal fixings to accommodate most winches, including larger ones like Warn’s Zeon and 8274, this stylish high-mount winch bumper is angled so it won’t impact on your approach angle. Detailing panels and step treads

are available in black anodised or plain aluminium, and there are spaces for two pairs of spotlights. The ends are replaceable and you can specify 3mm or 5mm steel, aluminium or short 3mm steel, depending on your needs.

Ignition and timing book

TDCi viscous fan spacer £29.50 From: 4x4overlander. com, 01422 243 966 ● Move your fan closer to your radiator for improved cooling in hot places and when towing.

£14.99 From: crowood. com, 01672 520320 This fine book covers ignition systems fitted to classic cars and upgrades you can make.

Mini floodlight Neil says: A handy tool to have if you hire car transporter trailers with iffy winches.

£9.99 From: go travelproducts.com ● This pen-sized torch uses three AAA batteries; it gives a good spread of light with its 1.5W LED strip light.

£141 From: arbil4x4.co.uk With 30ft of wire rope, this winch is powered using a standard drill – corded or cordless, so can be used to drag stuff up ramps onto trailers. It has a 500lb load capacity, two rigging hooks and integrated fairlead.

110 station wagon seatbelt brackets £36 From: yrm-metal-solutions.co.uk, 01388 488150 Seatbelt brackets take a real hammering from water and mud sprayed up by the rear wheels, so quickly rot. These galvanised replacements will replace the original brackets and will last much longer.

Dormobile-style wardrobe £570 From: LRbits.co.uk This reproduction of the rare Dormobile wardrobe (see right: a part-assembled wardrobe for a Dormobile IIA) looks original, but is improved; both sides can be opened, shelves fitted, and the lower compartment accepts a small Porta Potti. Versions for three- and fivedoor are available if you want to convert your vehicle. 58 LRO November 2015

Fabric tape

£5.95 From: anchorsupplies. com, 0115 9864902

● This sand-coloured tape is ideal for joining all sorts of fabrics. It’s just out of use-by date, but should still be good for years to come.

1:90 Series III £14.99 From: landcraft4x4. co.uk, 07831 258864 ● This tiny 1:90-scale diecast model from Schuco is a Series III soft top. The detailing, such as lights and grille, are printed on and the run is a limited edition of 1000.


S u s p e n s i o n

-

P r o t e c t i o n

-

R e c o v e r y

extreme CHALLENGE DAMPERS

extreme COMPETITION DAMPERS

Solid 20mm S45C steel shaft chrome plated for extra long life with ‘Hallite’ Seal. Standard mountings easy replacement of existing dampers.

200 psi Nitrogen charged. Solid 20mm S45C steel shaft chrome plated for long life with ‘Hallite’ Seal. Fully serviceable. From 2 ½” to +6”.

extreme SPRINGS

extreme BRAKE HOSES

Now available for Disco 3!

BESPOKE LENGTHS MADE TO ORDER. Our Extreme brake lines are made from top quality stainless steel fittings swaged directly onto a hard drawn tensile stainless steel braided Teflon hose.

Silicon steel, heat treated, shot peened and powder coated. Springs are uprated to suit your requirements. Standard height to +6”available.

Huge electrical section on website.

extreme SUSPENSION KIT

extreme ALLOY STEERING GUARDS

Made from 8mm alloy plate with bolt on anodised steel mounting brackets suitable for light duty off roading left or right hand drive.

extreme RECOVERY GEAR

SHACKLES: CE Approved. 2 6.5 Tonne. KINETIC ROPES: 8m, 12 tonne. STROPS: 2m to 8m. 14 to 21 Tonne.

ITG PERFORMANCE AIR FILTERS

extreme DISCO 2 WINCH BUMPERS

The bumper has provision for 2 swivel recovery eyes. Available with or without lights. Version also available to take Quickly Detachable Winch Tray .

REAR WHEEL CARRIERS

High Performance High Flow.

Use ITG Air Filters for better fuel economy due to the larger volume and more consistent flow of air into your engine.

No pins, no levers, no swinging wheels on carriers, no load on the rear door . With or without Hi lift bracket. For 90, 10 and pickups.

1000’s OF products ON www.extreme4x4.co.uk E&OE.

sales@extreme4x4.co.uk

Tel: +44 (0)1206 868 411

Open Mon - Fri 9-5pm LRO 11.15


Used & Abused Stuff the LRO team have put to the test

USED BY MARK SAVILLE ASSISTANT EDITOR TESTED FOR ONE WEEK

Mama Handi rice

£14 per dozen (inc p&p) From: paul@manningimpex.com, 07771 815951

pace and weight are always at a premium on a long camping trip. After tent, tools and clothes, food supplies come high on your list of necessities. I’ve discovered these very tasty Handi Rice meals. If you can ‘cook’ a Pot Noodle, you’ll be able to sort out one of these tasty rice curries. They’re great value as well as being light to pack. Of the two flavours, I preferred the green Thai curry, although the red Thai curry was agreeable.

USED BY NEIL WATTERSON DEPUTY EDITOR TESTED FOR SIX YEARS

Simply open the pouch, remove the plastic spoon, stir in the sachet of sauce, add boiling water and stir. Seal the opening and wait seven minutes. A final stir and your meal is ready. The only downside to these meals compared to Wayfarer’s ready-to-eat meals in a bag is you need boiling water: you can eat Wayfarer’s meals cold, but they’re more expensive and heavier. VERDICT: Very tasty, very light and good value for money.

ZU 7x16 alloy wheels RRP £185 each From: britpart.com

lloy wheel style can be fad-like, but the ZU style with its curved spokes and large cut-outs has stood the test of time. We’ve had these wheels on the LRO 90 for six years and we’ve had our money’s worth from them. They’ve endured thousands of miles of greenlanes, off-road sites and an impromptu dive into a roadside gully, giving the rim a distinctly ‘used’ finish. Ours are finished in Anthracite, a metallic dark grey, and like the

other Defender/Discovery 1-fit versions, are TüV-approved and rated at 1400kg, so are good for 90, 110 and 130 Defenders. They use standard wheel nuts and the seven-inch width is good for tyres from 205 to 265 wide in Defender/Disco sizes and their 11mm offset helps them increase the track by 44mm, filling the wheelarches better and improving the turning circle. VERDICT: A good-looking, strong set of wheels.

USED BY THEO FORD-SAGERS SENIOR WRITER TESTED FOR EIGHT MONTHS

Britpart Discovery 1 wind deflectors £49.95 From: britpart.com

ind deflectors let you get more fresh air passing through the vehicle without being buffeted in the face by wind. For a vehicle with no air conditioning – such as LRO’s Discovery 1 – this makes hot summer drives more enjoyable. They don’t eliminate the breeze altogether, but they do take off some of the harshness, and rain is also deflected quite effectively – so you can have fresh air on a wet day without getting soggy.

USED BY JÉRÔME ANDRÉ EUROPE EDITOR TESTED FOR FOUR YEARS

They come as a four-piece set for a five-door. As this vehicle is a three-door, the two deflectors for the rear doors are unused – but you could turn them into handy storage troughs for maps... Attaching them is dead easy thanks to a strip of 3M adhesive on the back, and no drilling is needed. After eight months they show no sign of peeling off and the plastic is in as-new condition. VERDICT: Easy way to enjoy fresh air as you drive.

Würth toolbox set £130 and £75 From: wurth.co.uk

his Würth toolbox set (ref: 09651756) along with the spanner set (071425650) satisfies 95 per cent of my needs for working on Land Rovers. We always pack them for off-roading. They have worked faultlessly but, should anything break or get lost, it can be easily ordered from Würth. I’m a fan of the cardan joints (which save time in intricate areas of the V8 Range Rover engine bay) and the bits adapter with its quick-change

chuck. The snap-on screwdriver and Torx bits are tough as nails. The thin ratchet spanners are great, too. My set, with 8, 10, 12, 13, 17 and 19mm spanners, covers 70 per cent of the needs on modern Land Rovers. I still enjoy using them every time I open the case. That said, I’ve never had to use them for emergency roadside repairs, so that certainly helps! VERDICT: One of a pair of cracking spanner sets. November 2015 LRO 61


Used & Abused

USED BY MARK SAVILLE ASSISTANT EDITOR TESTED FOR SEVEN YEARS + Stand back and watch it inflate!

USED BY TOM CRITCHELL PHOTOGRAPHER TESTED FOR EIGHT YEARS

Thermarest Base Camp Large £69.99 From: cascadedesigns.com

bought this self-inflating roll mat eight years ago for sleeping out in woods in the Lake District. Inflation is as simple as opening the valve cap; as the mat unfolds, air is drawn in and you simply screw the cap back on when it’s inflated sufficiently. It makes a huge difference to sleeping on a hard floor, measures 64 x 187cm (big enough for me) and packs away

into a size that makes it practical to take anywhere. It has come into its own out on many LRO photographic assignments when I’ve had to camp out. At nearly £70 it certainly wasn’t cheap, but it has really stood the test of time while doing what it’s meant to, so I reckon it’s been more than worth it. VERDICT: Makes camping a more comfortable option.

Cooper Discoverer AT tyres £95 each From: silverline wheels-tyres.com

fitted this set of Cooper Discoverer AT 205/80 R16s in December 2007, to replace the cheap Chinese knobblies that were on my Series I; they were scalloped and had to go. The Coopers have been a definite improvement. The dramatic drop in road noise was awesome. Handling and braking were much improved too, and they’ve done their duty on a

circumnavigation of Iceland and numerous other treks. On-road they remain extremely good, even in the wet. Off-road they can still impress, particularly in dry, grippy situations, though deep, cloying mud has always defeated them. They still have 5-6mm of tread left, but now I’m looking for a new set of tyres. VERDICT: Excellent on-road, impressive off-road.

And this is just from half a Freelander!

USED BY PETER GALILEE CONTRIBUTOR USED FOR TWO WINTERS

Moisture traps

About £1 From: Most supermarkets (these came from Asda)

’ve mentioned moisture traps before, but I thought you might like to see just how effective they really are. As regular readers will know, I’ve been running my Freelander 2 only in summer. So it’s had winters standing in a caravan park; I run it weekly, but essentially it’s out of use. I placed moisture traps in small buckets inside the car, to absorb any moisture and keep the interior fresh. Now, my 62 LRO November 2015

Freelander is what I’d describe as a good, dry car – but you can see what I collected last winter by looking at the photo above. There’s almost a litre in there, but this picture only shows two traps – I had four in the car. That’s a lot of moisture that didn’t get a chance to spoil the trim or corrode electrical terminals! So if your car is out of use, these are highly recommended. VERDICT: Essential for any vehicle standing unused.

RAM mount

£85 (as tested) From: mudstuff.co.uk, 01422 881 951 t’s said that you never really grow up – your toys just get bigger. That’s definitely the case with phones and tablets. I’d previously used cheap windscreen mounts to hold my GPS tablet, with the inevitable ‘thunk’ twice a trip as it lost suction and crashed into the footwell. The RAM mount is a modular system, allowing you to buy the parts you need, so the medium claw (£37.40), medium arm (£14.30) and tablet holder (7in,

USED BY NEIL WATTERSON DEPUTY EDITOR TESTED FOR FIVE MONTHS

£33.30) secured my Hudl to the grab handle in the Defender Celebration editions (p12) on our greenlaning run. I’ve also riveted panel-mount adaptors (£8.20 each) to the LRO 90 and my Series IIA, so I can use the arm and holder in these too. It holds the tablet tight, copes with bumps and jolts (and my 200Tdi Series IIA’s vibration at idle), and the tablet hasn’t crashed into the footwell since. VERDICT: Sturdy tablet support.


At ProSpeed, we‘re fuelled to create gear that’s ready to tackle any adventure……

ARE YOU GAME?

Roof Rack

Underbody Protection

Hybrid Slid

www.prospeed-offroad.co.uk Deep inside our ‘technology bunker’ in Yorkshire we work outside the conventional to deliver the unrivalled. Gear which won’t give up, gear which takes you further, gear which just works harder! Honestly though, you get the idea - hunting down your next BASE jump spot, going for a bike ride, or tackling the Sahara, we’ve got you covered!

01904 728 112 | info@prospeed-offroad.co.uk For more information and to see our other products, please visit our website www.prospeed-offroad.co.uk


LRO deals

YOUR GIFT! RWLT36 work light worth more than £20!

GET A YEAR OF LRO £52.60

FROM ONLY

Subscribe today and get: 13 issues of LRO from £52.60 Savings against the usual cover price FREE delivery of your copy Never miss an issue again Plus a handy addition to your toolkit for free! VERSATILE TORCH/WORK LIGHT: Enjoy handsfree illumination thanks to magnetic base and telescopic adjustment. Lightweight with 36 LEDs, includes mains charger and car charger adaptor – charge lasts up to 12 hours 64 LRO November 2015


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Limited-edition trio tackle top Yorkshire Moors greenlanes

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+ gift worth more than £20 Direct Debit: 13 issues for £52.60 plus Clarke RWLT36 work light Credit/debit card: 13 issues £58.50 plus Clarke RWLT36 work light Credit/debit card overseas: £66.50 (no gift)

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Subscriptions will start with the next available issue. Prices include postage for print and packaging. Gift available for UK subscribers only subject to availability. The offer is open until Nov 15, 2015. We reserve the right to provide an alternative gift or a three-issue extension if stocks are exhausted. We reserve the right to reclaim the gift/value of the gift if you cancel your subscription before the end of the agreed term as set above. The offer cannot be used in conjunction with any other offer. Cost from UK landlines for 01 numbers per minute are (approximate) 2p to 10p. Cost from mobiles per minute (approximate) 10p to 40p. Costs vary depending on the geographical location in the UK. You may get free calls to some numbers as part of your call package – please check with your phone provider. Phone +44 1858 438884 for further information.

Overseas readers call

+44 1858 438 884 November 2015 LRO 65


WORKHORSE POLICE DEFENDER Td5

THE BEAT Richard Downs leads a double life in the Hertfordshire countryside and,

PHOTOS: STUART COLLINS

RURAL SPECIAL CONSTABLE RICHARD Defender Td5 90 station wagon

70 LRO November 2015


GOES ON as Russ Brown finds, he drives Land Rovers in both of them

GAMEKEEPER RICHARD His own 1985 Ninety

November 2015 LRO 71


WORKHORSE POLICE DEFENDER Td5 Keeping the beat Driving the Defender puts a smile on Richard’s face every time he goes on duty. As a Special Constable, he’s required to work 16 hours per month, but Richard averages 70-80 hours. Being the custodian of such a practical police vehicle to patrol his beat is a great personal privilege for him.

K

eeping rural areas safe isn’t the sole preserve of the police. A band of unofficial sheriffs of the countryside have a long tradition of maintaining order on the ground – the gamekeepers. Richard Downs combines those two roles: he’s a gamekeeper by trade and a Rural Special Constable out-of-hours. And, as you can see above, he uses Land Rovers to fulfil both duties. He drives his own 1985 200Tdi-converted Ninety as a gamekeeper and, when he puts his police cap on, has exclusive access to the only Defender in Hertfordshire Constabulary’s fleet, a 2002 Td5 90 station wagon. Richard’s boss wanted him to patrol his patch in a vehicle that the farming and rural community could relate to. So the force bought the 90 from its colleagues in Thames Valley Police. Richard is required to devote 16 hours per month to his role as a Special, but generally averages 70-80 hours depending on the seasonal demands of his gamekeeping commitments. In the latter role, there’s yet another Land Rover connection – he looks after the estate of Bill Wigget, the former sales director at Laird’s in Anglesey, who came up with the concept of the Centaur half-track Scorpion/Land Rover hybrid in the late 1970s. Richard’s typical day will include protecting the habitats of game species from poachers

72 LRO November 2015

(both human and animal variety…), rearing pheasants, maintaining woodland and fences, and vermin control. They’re all tasks for which his Ninety is an indispensable tool. When he switches his cloth cap for his police cap, there’s a substantial overlap in his duties – particularly on the poaching front, with the added responsibilities of maintaining social harmony in his community. Even the kit he carries is similar in both Land Rovers. The contents of Richard’s Td5 go far beyond the standard police issue road cones and signage. His list of equipment would be the envy of most greenlaners, particularly those who find themselves still on the lanes when darkness falls. If it weren’t for the police lights and stickers you might think the vehicle was used for more nefarious purposes – bolt croppers and a night vision scope are among the items stowed on board! It also carries a diesel dipping kit, ropes and chains for

‘Imagine my big, cheesy grin when my Inspector told me he had got hold of a Defender...’

removing fallen trees and vehicles, and various halters and leads for retrieving misplaced animals. Police vehicles are exempt from the requirement to have a valid MoT certificate. But don’t assume from that they suffer from poor maintenance – the reason they’re exempt in the first place is that they’re among the best-maintained vehicles in the country. Richard’s Td5 has to go through the same vigorous service regime as the rest of the Herts force’s vehicles at its in-house garage. Service intervals are every 10,000 miles and very strictly adhered to – there’s clearly an obvious need for police vehicles to be as near 100 per cent mechanically reliable as possible. That’s why a police car on a low loader is such a rare sight, and is why Richard’s Defender has never once broken down in the 13 years since it rolled off the Solihull production line. It’s rare for Richard to find himself in hot pursuit of a villain, but because driving off-road is an almost daily part of his job he was sent on a concentrated two-day training course to put both him and his Defender through their paces. Despite his many years’ experience of driving away from the black stuff he learned a lot about how far you can really push a Land Rover. A couple of regular rural officers joined us during the day in their Mitsubishi L200 4x4 pick-up – their good-natured envy of Richard


Richard’s 90 is a fully equipped police vehicle, prepared for every eventuality on his Hertfordshire beat

The perfect police presence This police Land Rover is a much talked-about and photographed vehicle. It has featured on BBC’s Countryfile and regularly appears in rural policing recruitment posters. Richard says: ‘As a Land Rover enthusiast, you can imagine my big, cheesy grin when my Inspector phoned to say he’d got hold of a Defender from Thames Valley Police.’ At 13 years old the 90 is ancient by police standards, but for Richard it is

the ultimate vehicle to do the job and with just 87,000 miles on the clock has loads of life left in it yet. Richard is the only person who gets to drive it; as well as getting him where he needs to go, it provides a visible indicator that there is a police presence in the community. ‘I always get and give the obligatory Land Rover wave. And yes, I have the window open with my elbow out.’

Richard’s speed gun is welcomed around his local schools. ‘It’s not just about catching motorists but also educating them,’ he says

On the hunt for rural reprobates

TECH SPEC ●

Model Defender 90 station wagon ● Year 2002 ● Mileage 87,000 ● Engine Td5 ● Power 122bhp at 4000rpm ● Torque 221lb ft at 1950rpm ● Transmission Permanent four-wheel drive, LT77 five-speed manual gearbox, two-speed LT230 transfer box ● Tyres 235/85 R16 Cooper Discoverer AT ● Special kit carried Diesel dipping kit; horse head collars (two sizes); personal night vision equipment (Richard’s own) ● Vehicle mods Run Lock [engine can be left running securely, powering lights without flattening battery]

November 2015 LRO 73


WORKHORSE POLICE DEFENDER Td5 Detecting diesel-dipping

‘The toughest thing is having to arrest someone I know for something like drink driving’ getting his hands on the nimble – and wholly more desirable – Defender was clear. It’s patently obvious that Richard loves his job, but he did admit that there are elements that are difficult when working in a small, tightly knit community. ‘The toughest thing is having to charge or arrest someone I know, for things such as drink-driving – but justice has to be blind and I always try to be non-discriminatory, no matter who I’m dealing with. But, even in those awkward moments the Defender is an asset. I may be seizing their car for no insurance but my Land Rover is the topic of conversation!’ Richard modestly showed me the number of awards he has received. His most cherished accolade resulted from a phone call at home informing him of suspicious activity in a nearby field. The Defender rushed across farmland in time for Richard to prevent an attempted suicide, for which he received a certificate from the Royal Humane Society. At the end of our day together, I had one burning question that needed to be asked: ‘If you could choose just one Land Rover to drive away in, which would it be?’ His response: ‘If we’re talking about a zombie apocalypse, the police Td5 might be handy to give me some authority – and to date it has never broken down. But in general I’d take my 200Tdi – I know how it goes together and I’ve got it just the way I want it.’ LRO

Farms and building sites are targets for red (tax-exempt) diesel theft. As well as the crime of theft, it is an offence to use red diesel in most vehicles on the road, which is where much of it ends up. This familiar chap was a typical suspect, but turned out to be innocent.

Want to do something Special? Over the past 12 months, Hertfordshire’s 300 volunteer Special Constables activities include: ● Making over 439 arrests and assisting in a further 996 ● Dealing with 182 road accidents ● Taking

part in 91 alcohol seizures ● Making 326 drug seizures ● Conducting 417 breath tests ● Undertaking 954 stop-and-searches ● Seizing 127 vehicles ● Executing 306 warrants.

WHAT HE USES FOR THE DAY JOB

As volunteers, Special Constables are not paid but expenses are reimbursed. If you’re interested and can spare 16 hours per month, visit policecouldyou.co.uk/ special-constables.

Richard’s searchlight picks out the poachers

Richard’s own Ninety Richard’s very well-maintained 1985 Ninety has done a mere 102,000 miles. He also has a Freelander 2, but it’s always the Ninety’s keys that he picks up when he’s going out. It started life as a 2.25 petrol, but was upgraded with a Defender 200Tdi engine and a Discovery transfer box 18,000 miles ago. 74 LRO November 2015


MILITARY 100-INCH MODELS

PART TWO

SOMETIMES, YOU JUST CAN’T WIN… Land Rover was a major global military supplier in the 1970s and 1980s, but it wasn’t all plain sailing. James Taylor explains

F

or several years during the development of the coil-sprung Land Rovers, the plan was to build the short-wheelbase variant as a 100-inch. Although a 90in had been championed by the company’s assistant chief engineer Mike Broadhead in 1976 (and a mule prototype had been built), his boss Tom Barton favoured the 100-inch size, and from April 1977 that was in the plan and the 90 was shelved. At least, until Mike took over from Tom… Meanwhile, a number of European armies were expected to re-equip their vehicle fleets in the next few years, and Land Rover was determined to bid for the contracts. That meant getting in on the act early, and by the end of 1976 Tom Barton was already promoting the upcoming coil-spring models to the French to replace their ageing Hotchkiss

76 LRO November 2015

Jeeps. They took the bait very quickly, and a LHD military demonstrator (ironically, a 90) had to be built in a hurry.

A suitable confection

The French liked what they saw and invited Land Rover to bid for the contract. Keen to secure this large order (expected to be for about 15,000 vehicles), Military Engineering put a high priority on developing a

‘Land Rover found themselves up against three other vehicles, all with substantial French content’

vehicle for the French, after persuading them to accept the 100-inch model that was by then firmly in the product plan. Land Rover found itself competing against three other vehicles, all with substantial French content. The Saviem TRM500 was a Fiat Campagnola with a Renault engine, the Citroën C44 married Citroën engines to a VW Iltis, and the Peugeot P4 was a Mercedes G-Wagen with Peugeot running gear that was destined to be built under licence in France. Land Rover had known about Mercedes’ new 4x4 as early as 1974, but it had not reckoned on such an alliance with a French manufacturer, which was bound to give Mercedes an edge in securing the contract. Nevertheless, the initial trials, featuring a V8-engined 100-inch, went well. Land Rover was asked to provide 15 more vehicles for user trials, and construction of these began in


The installation for the three-speed automatic in the first Swiss vehicles was more than a little crude

A RENEWED PURPOSE When French military trials were dropped, Land Rover decided to go after Swiss sales. Much like that country’s famed army knife, Land Rovers are adaptable to many uses, and some even saw adaptations beyond Switzerland. Here are a couple of interesting examples:

The Swiss also wanted four-door soft tops on the 100-inch wheelbase

BAC 779T was built for the French trials. It later became a test hack and is seen here during brake testing in Sweden

September 1978. Meanwhile, Bob Seager in Military Engineering thought Land Rover could compete more effectively against the known opposition by adding some French content. So he had a 2.0-litre Renault engine built into one of the 15 vehicles. It was a good idea, but it proved fruitless. Realising that Mercedes had pretty well secured the deal in advance, Land Rover pulled out of the French trials. Some of the 15 ‘French’ vehicles were diverted to the main One Ten development programme and became engineering test hacks. But others had a new lease of life.

Some of the 15 100-inch French vehicles were completed to Swiss specification, and construction of the station wagon body on this one was sub-contracted to Jensen in West Bromwich to save time

Born again

Just as the French bid was fading, so Land Rover seized the opportunity to bid for another European military order. This was for the Swiss Army, and comparative trials were due to start in summer 1979. So several of the planned French trials vehicles were modified to the Swiss specification, which required a four-cylinder petrol engine and an automatic gearbox. There were to be short-wheelbase (100-inch) and long-wheelbase (110-inch) types, all with 24-volt electrics, and there would be soft-top and station wagon variants among the body types on both wheelbases. Land Rover’s development programme for the One Ten was in its early stages, and so the early focus of the Swiss bid was on the 100-inch models. The 100-inch models were completed with prototype 2.5-litre November 2015 LRO 77


MILITARY 100-INCH MODELS

Last-ditch attempt: built circa 1984, this was one of the catalyst V8 One Tens with a four-speed automatic gearbox for the Swiss trials – in fact, the one retained by Military Engineering in the UK. The Swiss hood pattern with its four-pane side window is distinctive… (Photos: Dunsfold DLR)

… and this is very likely the Swiss trials 110 that lost the contract when its catalytic converter failed. It was eventually cannibalised for spares and has probably now been broken up

Sadly, many of the 100-inch prototypes were scrapped

The final Swiss vehicles were fully engineered prototypes (FEPs), and this was the last one

78 LRO November 2015


petrol engines and three-speed Borg Warner automatic gearboxes. In the Swiss trials, Land Rover found itself facing the G-Wagen once again, this time in ‘pure’ Mercedes form. A third contender from the Swiss Saurer company was withdrawn after Mercedes bought a majority shareholding in the combine to which Saurer belonged during 1982.

Boxing clever

Early trials revealed some problems. Fuel vaporisation was cured in Switzerland by members of the engine development team. The automatic gearbox also overheated and its ratios were poorly chosen. So Military Engineering asked Land Rover’s transmissions people to find a better one. It did, persuading a reluctant ZF to provide an uprated version of its latest four-speed automatic. This proved so good that Land Rover later adopted it for the Range Rover. The Swiss trials went well, while political manoeuvring went on behind the scenes. In essence, the Swiss would not buy Land Rovers unless their sheet aluminium content was matched by Britain buying a similar amount of sheet aluminium manufactured in Switzerland! None the less, Land Rover had the contract in the bag – but there would be a twist in the tale. The Swiss were pioneers of clean air legislation, and planned to make exhaust catalysts obligatory. Although the legislation was still some years away, this caught Land Rover on the hop. Mercedes (allegedly) pointed out that it already had catalystequipped engines available, knowing that Land Rover did not and would not be able to develop one in time. Refusing to be beaten, Military Engineering tapped into the

development programme for the US Range Rover, which was to have a catalyst-equipped V8. Rapidly adapting the engine to suit a 24-volt electrical system, it had no time to waterproof it to military standards. The 24-volt catalyst-equipped V8 was built into at least two One Tens, along with the ZF four-speed automatic gearbox; one was shipped to Switzerland and one remained at Solihull. Unfortunately, that poor waterproofing proved Land Rover’s undoing: the trials vehicle developed a misfire that burned out its catalytic converter. That was enough to hand the contract to Mercedes – although one Military Engineering source suggests that the British Government’s decision not to buy Swiss-built trainers for the RAF may have been a factor as well. The loss of the Swiss contract also brought an end to the story of the 100-inch Land Rover. The very last prototype was built around 1986 and had probably been intended for the Swiss trials. But it was too late. Perhaps Land Rover breathed a collective sigh of relief at not having to build four different sizes of coil-sprung Land Rover (90, 100, 110 and 127), but the company had poured millions of pounds into developing the 100-inch, and much of that was now wasted. Concentration on the French and then the Swiss contracts inevitably had a knock-on

‘The Swiss planned to make exhaust catalysts obligatory. This caught Land Rover on the hop’

effect on other military work. The Belgians invited Land Rover to tender for a contract and were disappointed not to be offered the new coil-sprung models that the French had seen. Instead, Land Rover offered them Lightweights – and didn’t get the contract.

Gunned down

The Lightweight was due to be one of the first leaf-sprung Land Rovers to go out of production, but just as this was about to happen, Solihull was somewhat taken aback to receive an order for no fewer than 300 new Lightweights from Iraq. Specifically, what the Iraqis wanted were the ‘tank-buster’ variant, equipped with the 106mm recoil-less rifle. Orders for 300 vehicles are not to be sniffed at, and in any case Land Rover had nothing else to offer as an alternative. A gunship version of the Ninety was still under development and wouldn’t be available for another couple of years. So there was nothing for it but to set up a special assembly line and to resume production of Lightweights to meet the Iraqi order. The indications are the batch was built over the summer of 1985. The gunships weren’t finished off at Solihull but were shipped to Marshall’s in Cambridge to have their weapons mounted: it has long been policy at Land Rover not to become directly involved with weaponry but to subcontract work to specialists. However, things did not run according to plan. The story goes that one of the vehicle transporters carrying the Lightweight gunships overturned on its way to the docks. The press were quick to pick up on this, and Land Rover had to endure a barrage of public abuse about selling weapons to overseas armed forces. Sometimes, you just can’t win... LRO

November 2015 LRO 79

PHOTOS: GEOF MILLER, DUNSFOLD DLR

The Iraqi gunships were a last-minute order that took Land Rover by surprise. This picture shows a Lightweight demonstrator and is how the actual Iraqi vehicles would have looked


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BEHIND THE SCENES CELEBRATION LINE

A LIVING HISTORY LESSON

Peter Galilee reveals the inside line on Solihull’s inspiring tribute to Series/Defender production utting together the ‘Celebration Line’ was a huge project – and staff have barely been able to keep up with visitors wanting to enjoy this unique experience at Land Rover’s Solihull factory. Part early production line and part history lesson, it tells the stories behind the product that was to become the world’s most recognisable vehicle – and also allows visitors to take one last emotional look at the Defender in the making. During our visit, we talked to the three key movers: Roger Crathorne (ex-PR manager for heritage, enthusiast and technical at Land Rover), Michael Bishop (instructor/tour guide at Land Rover Solihull), and Phil Bashall (proprietor of Dunsfold Land Rover, Surrey) to find out about the backroom work behind what turned into a kind of Land Rover autobiography in metal.

Roger: ‘I warned Phil. He couldn’t start without a firm order number, but he started researching.’

Where did the idea for the Celebration Line come from?

Roger: ‘Phil has a lot of original parts in his stores. But some things were like gold dust, like fuel tanks. And you can’t get gearboxes, engines, axles... things like that came from Phil’s scrap.’ Phil: ‘I’d been talking to Roger during the summer of 2013, then through the winter. So I’d had about a year of rounding things up: wing panels, tailgates, axles, engine, gearboxes. It’s like doing a restoration, but without any vehicle to restore! I got Geoff Cousins – he’s a local hot-rod man near here – to make five back bodies. And I ordered some reproduction 1949 chassis through the Series One Club. I paid for all that before the project was signed off – not the right way to do it, but if I hadn’t, it couldn’t have been done on time.’ Michael: ‘The cutaway rolling chassis was the key. From that we could make the skids – those frames the chassis sit on. The chassis were painted at Solihull. Obviously Land Rover has skills in-house to do Autobiography cars – they’re painted by hand.’

PHOTOS: ROGER CRATHORNE/MICHAEL BISHOP/JONATHAN STOCKWELL/LAND ROVER

P

Roger: ‘It was my idea. For Ferguson’s 50th anniversary, they had put an exhibit together, like a production line. I thought, “We could do that – but we could do it much better”. My idea at first was for a moving exhibition. I tried to do it at Land Rover’s 55th and 60th anniversaries.’ Michael: ‘Roger saw the Ferguson thing at the Royal Show. I was over from Australia that year and I’d seen it. For the 65th anniversary we had a rolling chassis in a tent, with a couple of yellow lines to represent a production line.’

How did the idea get approval? Michael: ‘Ways to mark the end of Defender production were being discussed. Zoe Amarilli, venues manager for Solihull, Eastnor, Gaydon and Halewood Land Rover Experience Centres, liked the idea and pitched it to her bosses. Zoe said people needed to follow the story and should be able to walk in between the exhibits.’

What happened first? Michael: ‘We got BB’s – Antony Barrington Brown’s – camera. He photographed for Tim Slessor’s 1950s book First Overland – that’s when Land Rover expeditions really took off.’ Roger: ‘We’d already been offered the camera. So the first step was to put it in a glass case.’ Michael: ‘Then I talked with Phil Bashall of Dunsfold Land Rover. We approached Peter Hughes of the Series One Club for a loan of their cutaway rolling chassis. At the time, all we had were the two 1949 ‘DEL’ 80-inches.’

82 LRO November 2015

So, what did you need?

Michael: ‘Zoe got the project signed off around April 2014. Then we got the creative people involved. It was potentially four vehicles, but ended up as three because of the cutaway. The original idea was to make an exact reproduction of the 1948 assembly line. But you can’t do that – there just aren’t enough 1948 parts around, and we wanted it correct. So the decision was: 1949. It split into two things then: building the cars and the creative stuff. Roger had retired and lived down south, but kept popping into Dunsfold. I was here at Solihull doing the rest.’

You aimed to build correct 1949 vehicles – from what?

What about creative input? Michael: ‘Roger, Zoe and I met with the creative people. They said, “Give us all your archive material, we’ll come up with a story”. I said, “I’ll give you 10 per cent” and they came back after a week, saying, “There’s no way we can do this – there’s too much!” ‘Zoe’s boss, Dave Saunders, had been feeding back to Zoe what he wanted. Roger’s original idea was for an exact replica production line, but we realised that a full rivet-counter experience wouldn’t work for a lot of visitors. So there are basically five key stories: Birth Of A Legend;

Michael Bishop spent hours fettling parts


Phil Bashall finishes off the first built-up vehicle at Dunsfold

Finished ’49 Land Rover is loaded on to a truck for the trip to Solihull

November 2015 LRO 83


BEHIND THE SCENES CELEBRATION LINE Design And Engineering; Manufacturing; Capability; Lifestyle. The whole thing ends with a current-model Defender.’

How long did it take to put together the 1949 vehicles? Michael: ‘We got the chassis painted and sent to Phil so he could start. The cutaway rolling chassis was refurbished at Solihull.’ Phil: ‘I finally got the go-ahead in August 2013. I’d spent three days over the bank holiday getting rusty engines out of the scrap stillage and cleaning them. They wanted everything finished by September, so they could build the exhibition space during September when they were shut. But the creative people had problems, so it was delayed. I did all my work in six weeks – I had the vehicles stacked in the workshop one on top of another with dust sheets over them. We had customers’ cars in the workshop as well!’

So how did the whole thing finally come together? Michael: ‘We’d come up with an area in the factory – we wanted it to be an experience as if you’d stepped back into the past, with all the noise from manufacturing around you. But it had

The walls go up and the exhibits are brought in

The ‘tilt test’ 80in gives visitors a lift

84 LRO November 2015

to be kept secret. We slowed down on factory tours, but you’d get people turning up from overseas – for some, their only chance to do a tour. So there was this cat-and-mouse game – we were always hiding Series I chassis and bodies, so nobody would see them. The walls went up over a weekend in October. We’d blacked out the windows so people wouldn’t know what was going on. I drove the tilting car in myself, and the station wagon. We wheeled in the other vehicles. It was really something – guys on the production line were going, “Whoa! Look at that!” Exhibition boards had been printed by then. It went live in early January this year.’

Looking back on all that effort and the finished line, how do you think it’s all turned out? Roger: ‘My role was to liaise with Phil and help get bits. We’re still working on it – I just picked up two body parts this week! Defender ending – it’s not just about legislation, the building that Defender is assembled in needs to go through a programme of total refurbishment. But I think they’ll keep the Celebration Line. I think they’ll use it – or maybe parts of it – elsewhere.’ Michael: ‘The team here was brilliant. They knew

I was under a lot of pressure – I was running around like a maniac. It was an interesting project to manage, though. And when the Celebration Line was announced, the phones here went bananas, the press started calling...’ Phil: ‘I say it myself – though I probably shouldn’t – probably only Dunsfold could have done it in the time we had. It was madness sometimes. And there was more to it than just buying bits and bolting them together – a lot of this relied on Series I enthusiasts right up and down the country. But the end result is wonderful and it’s an honour to be involved with it. Well done, Land Rover, that’s what I say.’ LRO

Visit the Home of the Legend yourself The Defender Celebration Line Tour has now sold out, but there are several different factory tours, including one dedicated to Range Rover. To arrange a visit, see solihull. landroverexperience.co.uk (0121 700 4619). Keep up with things at Solihull Land Rover Experience via facebook.com/Solihull.LRE.

Finished exhibit tells the tale of the world’s best-known vehicle


NEW! The replacement for KLEENtect at 1/3 the price “CR Coating” exclusive to Before ‘n’ After with 10 ear uarantee The new coating The new coating replaces KLEENtect which I can no longer do because of more stringent EU regs (writes Chris Parkinson aka Mr. Before 'n' After). Like KLEENtect there is a 10 year guarantee: “If you see any rust coming through the coating within ten years, bring it back and have it re-treated free of charge”. But it’s a third of the price of KLEENtect! Only around £90 more than our before ‘n’ after improved waxoyl service. What is it? What is it? An anti-corrosive wax coating, similar to, but much longer lasting than Waxoyl and supremely abrasion resistant, unlike classic Waxoyl. It will be as resistant to, or more resistant to abrasion than Waxoyl Underseal but unlike Waxoyl Underseal which contains 40% bitumen and 60% Waxoyl, the CR coating has only 2% of a special additive added for abrasion resistance and no bitumen, as the bitumen added to Waxoyl Underseal (or the similar Dinitrol product) results in less penetration and a trade off in anti-corrosive capabilities. The CR coating will work even better than Before ‘n’ After improved waxoyl on rust with abrasion resistant qualities superipr to Waxoyl Underseal. Can it be applied to older vehicles? Can it be applied to previously Waxoyl or Dinitrol rustproofed cars where the coating is getting “tired”? Yes it can. It belongs to the same family of chemicals as Waxoyl or Dinitrol but the chemicals in the new CR coating are more expensive and highly formulated. They will not oxidise and dry out as quickly as Waxoyl. A new CR coating applied over Dinitrol or Waxoyl will penetrate into the old coating, rejuvenate it and form an amalgam with it. Like the “Before ‘n’ After improved waxoyl” it can also be applied to rusty vehicles once they have undergone the Before ‘n’After preparation magic. (See clip 7. on www.before-n-after/mcwaxoyl). Why take the risk? Why should you take a risk on a new, unproven coating? I’m sure that many people thought the same about KLEENtect which was introduced in 2001. Around 150 vehicles were done with KLEENtect. Only very minor touch ups were needed on a couple of vehicles. (You can see John Pearson’s KLEENtected G4 110 every year at the LRO shows). One thing that I learned with the KLEENtect is that some people rush to embrace anything new while others will wait for years until it’s tried and tested. I understand. For the second group of people I will still be offering my Before ‘n’ After improved Waxoyl service. What colour is it? Black with a slightly brownish tinge. It has a very strong smell (which will disappear in a couple of weeks) so I will continue to inject doors, sills and bulkhead with clear waxoyl so you can still live with your car straight after the treatment. Can the new coating be done in a day just ike the waxoyl service? Yes it can. Just use my online diary to book in on www.before-n-after.co.uk

Let us do it before it gets like this! D2 box sections are thin gauge steel reinforced by little brackets on the corners inside & don’t lend themselves very well to plating. Only we can strip back the rust like this.

Not all D2’S look like the picture on the right. Only about 1 in 10 have rot. But all of them look like the picture above. Get our FREE advice before you come.

Before ‘n’ After: “Rustproofing since Noah was a lad.” (1987)

6HOOIDVW *HWWRSSULFH $YRLGFRVWO\UHSDLUV

ROT See how only we can strip the rust back like in the “ROT” photo (above), see video 7. on www.before-n-after.co.uk/mcwaxoyl (use this web address in full - the videos are not visible on my main website.) Also videos of 5 year retreatment with customers and customers who sold fast and got top price.

Stuart Davies of Waterford in Ireland says: “I brought my recently purchased 110 to be Before ‘n’ After’d because having just sold my ‘96 90 I know it absolutely has to be Before ‘n’ After. My 90 was done six years ago. The buyer was a serious enthusiast who looked very closely underneath and found no problems at all. I was delighted with the price I got. I more than got the money back I spent on the Before ‘n’ After job.” See more testimonials like this on www.before-n-after.co.uk and clips 4,5,7,12,13 on www.before-n-after.co.uk/mcwaxoyl. (Use full URL).

Gary Webb says: “I didn’t mind travelling 270 miles from Truro for the renewal - I knew that only Chris of Before ‘n’ After could do it”

Gary said this: “I made the 270 mile journey from Truro to bring back my 95 Defender for the 5 year renewal as Chris recommends, although after 5 years it looked just like the day it was done - coating perfectly intact and no signs of rust in spite of me using it regularly off road and on the beach to launch a boat. I go green laning about once a month or every six weeks and get it coated liberally, not only with mud but also mining waste which is really abrasive. I always jet wash it afterwards and I can prove that this would scour off ordinary Waxoyl because I put tubular turrets on the front and waxoyled them myself. I have had to re-Waxoyl them about 6 times while Chris’s “Before ‘n’ After improved Waxoyl” coating just shrugs this treatment off.” Note from Chris: the additive I use at 2% to achieve this effect is now also added to the new “CR coating”.

Adrian Catlow of Catlow Engineering in Doncaster says: “My 110 is used off URDG HYHU\ GD\ LQ P\ FLYLO HQJLQHHULQJ EXVLQHVV $QRWKHU ¿UP UXVSURRIHG LW The waxoyl was gone within a month. Chris did it in April ‘08 and its still as good as on day one – so summat’s right!”

Sell fast - get top price - avoid costly repairs with Before ‘n’ After the company which can substantiate its claims Another company claims to have a “Professional” grade of waxoyl superior to normal waxoyl. The manager of waxoyl at Akzo Nobel, tells me: “All waxoyl is made in Prudhoe, Northumberland and only one kind is made – no waxoyl is made in Switzerland or anywhere else.” Yet another company claims to have “ten years experience” in their adwords ad. This is news to me. The first time I heard about them was about 3 years ago when they started using adwords to try to pass themselves off as me! Imitators are giving a “5 year guarantee” but this comes with the caveat that the vehicle be brought back every year for “inspection and top up”. So their vaunted 5 year guarantee is really only a one year guarantee isn’t it? We, on the other hand, only expect to have to see you at the end of 5 years for the renewal (and now ten years if you go for the CR coating!)

Before 'n' After Claims:

Substantiation:

Before ‘n’ After founded in 1987

Practical Classics article on B’n’ A April 89. Back issues: phone 0845 1214 000 Only Before ‘n’ After can blast rust off See video clips on: properly and apply thick coatings to cavities www.before-n-after/mcwaxoyl and underbody. (full URL) particularly clip 7. Before ‘n’ After 5 year real guarantee: “If you see rust coming through the coating within 5 years, bring it back and have it retreated free of charge.” (No “return for yearly inspection” necessary! Now 10 year guarantee with CR coating. Only Before ‘n’ After can apply a thick coating to cavities at 3,500 psi without slump or slag in all temperatures. Beware! Imitators use waxoyl thinned with white spirit and poor quality equipment or do not inject cavities at all! Before ‘n’ After insures your vehicle for up to £50,000 when it is in our care. Another company is “Ltd”. Do they have insurance?

Customers returning after 5 years – see video clips 4,5,7,12,13 on www.before-n-after/mcwaxoyl (Use full URL) See cavity inspection with Jim Byrne: clip 5, www.before-n-after/mcwaxoyl (Use full URL)

Go to before-n-after.co.uk/ insurance to see a letter from insurance broker confirming insurance. Before ‘n’ After improved Waxoyl and now See testimonials of Gary Webb CR coating resist scouring action of repeated and Adrian Catlow on this page. mudbaths followed by pressure washing.

Beware danger! Imposters are using "paid for ads" on search engines to pass themselves off as me. There is only one Before 'n' After. It's in Rugby. Only click on the link where you see my exact URL: www.before-n-after.co.uk Only Before 'n' After treatments have been proven to last long term - even on rust.

see 30 videos of attractions on: You will love your day out in Warwickshire www.before-n-after.co.uk/attractions organic garden -impressive aircraft museum and also roman fort at Baginton We are just 2 miles from jct 2 of M6 and 4 miles from jct 20 of M1.

We work Saturdays and Sundays as well as week days. While waiting for your Land Rover to be rustproofed (around 6 hours) you can have a great day out in Warwickshire. Courtesy cars have satnav and aircon and my 21 page info pack gives postcode for satnav for all attractions. See videos about the local attractions on my website. Beautiful Georgian Leamington Spa (best shopping in UK?) - cultural, historical Stratford - pageantry at Warwick castle - more nature reserves than you can shake a stick at - Ryton

- biggest s/hand bookshop in UK? at Astley Farm - walking/cycling/boat WULS RQ 2[IRUG &DQDO  ELUGLQJ¿VKLQJVDLOLQJVXQEDWKLQJZLQGVXU¿QJ DW Draycote reservoir - unbelievably good cooked breakfast and pick your own soft fruits next door at Malt Kiln Farm Shop - Market and Farmers Market days given for all the several local small towns. Motor Heritage Museum at Gaydon. Stately homes. Campsite with heated indoor pool.

Book in on www.before-n-after.co.uk or chris.beforenafter@gmail.com

The Before ‘n’ After Job

5 and 10 year guarantees

x Thorough clean with “water blast” Mud and rust scale removed. (Only we can do this properly) x Thorough drying out - car is bone dry in half an hour - even in Winter! x All chassis box sections, bulkhead, doors, wings injected with clear Waxoyl or CR x Underbody and wheelarches coated with Black Waxoyls or CR coating.

On most vehicles I can give you this five or ten year guarantee: "If you see any rust coming through the coating within the guarantee period, bring it back and have it re-treated free of charge". Neither coating will wear off, not matter how much off roading you do. We will re-coat free of charge if any does wear off. Prices: Before ‘n’ After improved waxoyl prices: S/W base (90, Disco etc) £490 + VAT L/W base (110, RR etc) £520 + VAT. We use 20/30 litres of Waxoyl per Land Rover.

CR coating prices: S/W base (90, Disco etc) £580 plus vat (10 year guarantee) L/W base (110, RR etc.) £620 plus vat (10 year guarantee).

See more on page 197 email: chris.beforenafter@gmail.com Chris Parkinson AKA Mr. Before ‘n’ After

www.before-n-after.co.uk


DECEMBER ISSUE ON SALE OCTOBER 28

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Our Land Rovers Driving, breaking and fixing the LRO fleet

1957 SERIES I 88in

Saint

ASTIEN A

French Land Rover sage comes to Mark’s rescue en route to Swiss event Mark Saville

ASSISTANT EDITOR

‘I thought my trip would be a Swiss roll, but it nearly turned into a French farce’

HOW FAR? 40,735 miles HOW THIRSTY? 23mpg OWNED FOR: 13 years and a bit JOB DONE! Got to Switzerland DON’T MENTION... Overdrive

88 LRO November 2015

fter months of planning, I was finally on the French side of the Channel, on the way to take part in the Les Séries en Helvétie event in the Jura Mountains near Lake Geneva. The first part of the plan – leave at 5.30am and catch the 11.10 Dover-Calais ferry – had gone perfectly, and the excitement of driving off on to foreign soil in my Series I had kicked in. All my earlier concerns and worries about completing the trip had fallen away and we were soon humming along through rain and shine at a steady 50-53mph. What could possibly go wrong? Part two of the plan was to continue at this cruising speed towards a campsite in Châlons en Champagne for an overnight

stop. I’d been told by event organiser Yves de Mestral that the campsite was just down the road from the house of avid Land Rover collector and Anglophile, Sébastien Conte. Little did I know how big a role he would play in the success of my trip...

‘What’s that noise?’ It doesn’t do to alarm your passenger when something unexpected (and possibly terminal) occurs to the 58-yearold Land Rover you’re driving. ‘That doesn’t sound good,’ is all I can say to the photographer in the passenger seat, as the transmission makes a sudden, clattering and definitely negative statement about continued forward progress. As a cold sweat breaks out on my brow, despite the stifling heat in the

cab, I disengage overdrive. Amazingly, this instantly resolves the problem – the noise goes away. But then, when the overdrive is re-engaged, back comes that dreaded noise. We’re about 100 miles short of our overnight stop and now gingerly rumbling along at around 40-43mph. Thankfully, the autoroute is fairly quiet, so we’re not getting in the way of too many trucks, but it takes almost three hours to reach the

‘The transmission makes a sudden, clattering statement about continued forward progress’


If in doubt, hit it with a big hammer

LRO’s month in numbers

60

EUROS JOSÉ SPENT FIXING AN AIR CON FAULT – A NECESSITY IN SUN-KISSED PORTUGAL!

4

BRAKE PISTONS REPLACED ON RUSS’S 300Tdi DEFENDER 90

2500

MILES THAT MIKE GOULD HAS TO TRANSPORT HIS NEWLY BOUGHT PERENTIE ACROSS OZ

8

LAND ROVERS IN JÉRÔME’S YARD FOR A GREEN OVAL PARTY

Sébastien gives the Series some surgery

20,000 LITRES OF DIESEL NEIL HAS PUT IN HIS 300Tdi DEFENDER 110 SINCE HE BOUGHT IT IN 2002

1

NAIL REMOVED FROM THE LRO DISCOVERY 3’S REAR TYRE

24

MAX MPG THEO CAN SQUEEZE OUT OF HIS 2.25 PETROL SIIA SINCE GETTING AN OVERDRIVE

2

Voulez-vous un cuppa? Sébastien lays on Earl Grey

campsite. Very tired and very dejected after travelling for nearly 14 hours, we set up camp and consider our options. I’m on the verge of throwing in the towel, but after a boil-in-thebag meal and a cuppa, I come up with a cunning plan. Fortuitously, I’d packed enough spare parts and tools to enable the removal of the overdrive and refitting of the original gear and backplate. So I call Sébastien and arrange to use his yard the next morning to effect the repairs. I still feel gutted. Thoughts of having to abandon the Series haunt a restless night’s sleep. My confidence about completing the journey has been seriously shaken. Should I bale out and return home tomorrow? Should we continue south and try to complete the event? Would I get

DIFF SEALS MARK’S REPLACED THIS MONTH ON HIS SERIES I

to carry out my plans to continue on, after the Swiss event, to the Great St Bernard’s Pass to visit some of the locations used in The Italian Job?

Hope springs eternal The next day dawns stunningly bright and cheerful. As soon as I meet Sébastien, I know that we are in good hands. Within a couple of hours, the troublesome overdrive is stashed in the back and we’re enjoying a pizza in the next village. A few route tips from Sébastien and we’re on our way again, for another nine hours behind the wheel, to get to the campsite at Rolle. The site closes its gates at 10pm and it’s now 10.45, so we have to sleep in the car park. Who knows what the next day of ‘adventure’ will bring...?

Entente cordiale goes into overdrive

November 2015 LRO 89


Our Land Rovers Not just another old crate

Peter Skilton

CONTRIBUTOR

‘Defender of the faith; faith in the Defender’s Waxoyl treatment’ HOW FAR? 2856 miles HOW THIRSTY? 25mpg OWNED FOR: Three months JOB DONE! Running in DON’T MENTION… The depleted savings account

B

uying a new Defender wasn’t an impulse. It had been a dream for years but it just never seemed viable. That was until a long, uncomfortable coach journey to the Alps in December 2013, which persuaded me to make it happen. The next skiing trip would be by Land Rover. By this time, rumours that Defender production was ceasing in 2015 were almost accurate and the aim became to own a model produced in the last year of production to use alongside my trusty Hi-Cap.

‘Even though the 110 is brandnew, there’s no forgetting you’re in a Defender’

2015 DEFENDER 110 UTILITY

A new

FLAGSHIP

Delivery of another 110 gives Peter a fleet of two

The 110 Utility has always seemed to be one of the more practical models. Seating for more than three was needed, ideally all forward facing, and this ruled out a 90. Some decent room for luggage was also on the wish list and the station wagon’s tax seemed excessive. I finally placed an order with Harwoods in Sussex in November 2014, and picked it up in March this year. Everything I thought I might need in the future was specified from new to avoid the need to mess with anything while it’s still under warranty. It’s been given extra security and a good coat of Waxoyl. The rear has also been lined with rubber matting to protect the exposed metal and reduce road noise. On the outside the upgrades include LED lights and a rear bumper step, as seen on the SVX. Another SVX-inspired option is the dual-finish alloy wheels but

fitted with Continental Cross Contact tyres. The interior is fitted with Ebony premium leather seats and the audio upgrade kit. Both have proved their worth in the first 3000 miles, the majority of which

have been clocked up on longdistance trips to Cornwall, Wales and the Lake District. Even though the 110 is brandnew, there’s no forgetting you’re in a Defender. If you ask me, that’s no bad thing.

Ready for collection

A nice touch from the dealer

Premium seats are worth it

November 2013 LRO 91


Our Land Rovers

2002 RANGE ROVER Td6

Bye bye Russ prepares to say goodbye to his L322... and another family member We’ve been saying Russ needs a wash/wipe for ages

Russ Brown

CLUBS EDITOR

‘It all brought back fond memories of my 54,000 miles of ownership’ HOW FAR? 98,400 HOW THIRSTY? 25.2mpg OWNED FOR: Eight years JOB DONE! Getting ready to sell DON’T MENTION... How much I will miss her (and my daughter)

Just like painting Airfix, only bigger

92 LRO November 2015

W

ith my daughter about to go off to university, my L322 will no longer get much use. So the tough decision that so many owners have had to face could not be avoided. After eight wonderful years of ownership, Catherine had to go (Catherine’s the Range Rover, not my daughter…). Looking at your own car as if you’re about to buy it gives an interesting perspective. The first thing that glared out at me was the nearside front sidelight that had gone green inside. I had a look on eBay, but surprisingly there were no secondhand ones to be had. Perhaps they all go green... A brand-new XBD000053 at £59.95 was the solution. It’s an easy replacement – just undo a white plastic knob. However, getting my plate-sized mitts on

‘Looking at your own car as if you’re about to buy it gives an interesting perspective‘

said knob was a challenge, overcome with gritted teeth. Looking at the back end, the strip of gaffer tape that had protected the spoiler from my bike rack on family holidays would have to go. The L322’s other best friend, WD-40, in conjunction with a fresh Stanley blade, cleaned it off a treat. The rear wash/wipe had become a tad sluggish. A strip down revealed that the nonreturn valve needed replacing – it was, for £2.95 from Halfords. That and a clean-up of the nozzles with tinned copper wire got the flow gushing like new. Electrolytic corrosion had left half the park sensors looking shabby, resolved by a rub-down with my Dremel’s sanding bit, a

coat of grey primer and two coats of Epsom Green touch-up paint. My tip: don’t use the skinny little brush in the paint tube, a modelling paint brush will do a much tidier job. While on the subject of paint, the ‘Range Rover’ lettering on the bonnet was looking tired. My secret to colour matching – Humbrol #53 gunmetal enamel model paint, followed by a coat of clear lacquer. The last job, reinstating the original 18in wheels, gave the opportunity to inspect the brakes and discs, which were in great condition. After a wash and polish she looked gorgeous. It’s hard to say goodbye, but these cars need to be driven. I hope the new owner appreciates her as much as I have.


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Your Land Rovers

See your vehicle here! Email theo@LRO.com

1989 RANGE ROVER CLASSIC

G4 Challenge Olivier Aebersold’s tribute o

e amous orange compe

on vehicles

Big bash plates, just like a real G4

Profile NAME: Olivier Aebersold LAND ROVERS I’VE OWNED: Three Range Rover Classics, including a bespoke cabriolet!

DREAM LAND ROVER: Range Rover CSK

OTHER HOBBIES: Golf 94 LRO November 2015


Boost-inspired 18-inch alloys

Check out that proper GPS!

No performance add-ons, G4 style

Swish off-roader is Swiss-owned

I

fell in love with the Range Rover Classic the day I saw my first one, when I was 10 years old. For a long time the only ones I owned were Corgi or Dinky models. My first full-sized version was a secondhand two-door, which I replaced in 1989 with a brandnew four-door 3.9 V8 auto. Even though four doors are considerably more practical, the two-door remains, at least for me, the best design. Eventually, in 1999, luck (or maybe it’s my obstinacy) helped me find a fantastic, imported, 3.9-litre automatic two-door. After using it as my everyday car for two years, I decided to get more involved with off-roading, but of course I didn’t want to ruin my existing Range Rover. So I

started searching France for a base vehicle and found one that was exactly right. After driving it back from Perpignan to my home in Geneva, Switzerland, I immediately set about deciding what my off-road-dedicated Rangie should look like. Camel Trophy replica or the Lara Croft look were my first thoughts but, soon after that, the first G4 Challenge cars started appearing in magazines. There was no turning back – it would be Tangiers Orange and look like the kind of official G4 Range Rover Classic that Land Rover would have produced if it had still been making this Range Rover in 2003. Now, getting my hands on the right accessories to give it the proper look was quite a task. But after three years and different

versions, the goal was finally achieved. Just like the genuine G4 vehicles, only underbody protection and a few practical enhancements were added; I didn’t fit any performance features such as differential lockers or additional fuel tank. To complete my ‘G4 Tribute’ Range Rover, I also bought the ‘mandatory’ Khayam igloo tent along with the mountain bike – in fact, I’m only missing the kayak!

‘I also bought a Khayam igloo tent and mountain bike – I’m only missing the kayak!’

The car only has two seats (a low-tax option for French owners) but this helps to give me a great loadspace to pack in lots of gear when travelling in the Classic. Since completion, I have been to a number of events in France, the UK and Spain, and have also travelled to Morocco and Croatia. One of my most memorable trips so far was to the forests of Croatia, where signs saying ‘Danger: Mines’ would suddenly appear on both sides of the track… I have recently upgraded the wheels to new black Boostinspired 18-inch alloys with terrific 275/65 R18 Cooper Discoverer STT tyres. Future enhancements will include Recaro seats, LED Headlights and a Warn Zeon Platinum winch. November 2015 LRO 95


Your Land Rovers

Profile NAME: Terry Baker LOCATION: Wickford, Essex LAND ROVERS Iâ&#x20AC;&#x2122;VE OWNED: Three 110s DREAM LAND ROVER: â&#x20AC;&#x2DC;Fully loadedâ&#x20AC;&#x2122; Defender HOBBIES: Walking, archery

2001 DEFENDER 90 Td5 STATION WAGON

You canâ&#x20AC;&#x2122;t keep a good

Defender down This Td5 load lugger cost its owner less than ÂŁ6000

Youâ&#x20AC;&#x2122;d have to try a lot harder to really kill a Land Rover Defender

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Handmade in South Africa available from Nene Overland


A spot of winching at Paddington Station, no less

I

I bought my Defender in 2011, when my son-in-law Alex was working for a company that purchased insurance write-offs. It had major crash damage, so the insurers had written it off as a Cat C. Alex has been around Land Rovers all his life and realised the main section of the chassis was unaffected, with just an outrigger requiring to be cut away and a new one welded back in place. The only other bits it needed were a new front axle and a replacement wing. We noticed the Defender was a bit special, as

it was fitted with an additional fuel tank, air compressor in the engine bay, and air conditioning. It also had a wheel carrier on the rear door that allowed removal by a winding mechanism to lift or drop the wheel without having to physically take the weight, plus a dual-battery system. Intriguingly there were six ‘game reserve’ stickers on the side window for areas in South Africa’s Natal district. It was obviously well-travelled, so we started an investigation… The Defender was a CKD unit, built

That towbar’s seen a lot of action

in Solihull, crated and shipped to South Africa, then re-assembled and badged as ‘Built in South Africa’, where it spent its first nine years. We believe it was driven by a lady, hence some of the labour-saving devices installed. When she came back to the UK she brought the vehicle with her, but shortly after its homecoming it was hit in the side. Auction day came and my daughter Sarah got it for £5050. Some clever eBay purchases for the wing and front axle, plus the new outrigger from a specialist

Savannah Sand is the colour of choice for bush and safari vehicles, for those with beige and light colored interiors or for those looking to cool down the temperature of dark seats. It comes standard with black cloth piping but brown leather piping can be ordered as an optional extra. Land Rover and the Melvill & Moon brand are synonymous with the Grand Safari Era, where both companies have their roots. 0HOYLOO 0RRQDUHWKHRI¼FLDOO\ approved seat cover for Land Rover in South Africa. Charcoal Grey is the most popular colour. It comes standard with black cloth piping but leather piping can be ordered as an optional extra.

dealer, came in at around £400, including the welding. The use of a winch to re-form the bumper, and some fine panel beating, finished off the necessary repairs. Alex then bought a different 110, so I grabbed his old Superwinch X9, fitted a NATO hitch to pull our two Sankey trailers and our Scout group’s cooking trailer. The Superwinch came in handy at Paddington Station where I was asked to winch a historic railway carriage on to the platform. Our Land Rovers are always in demand! LRO


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┬г59.98 ┬г77.99 ┬г89.99 ┬г203.98 ┬г239.98

EVENLY DISTRIBUTED

BLUE

MODEL DESCRIPTION 1   2  

4

5

4

.98 249EXC.VAT ┬г .98 299INC.VAT ┬г

5

            

3*'45  3 *'45  3 *'45 3 45'2 62 3 #$+0'5 3 #$+0'5  3 #$+0'5 3 #$+0'5

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NEW

INC.VAT ┬г203.98 ┬г299.98 ┬г359.98 ┬г478.80 ┬г323.98 ┬г550.80 ┬г502.80 ┬г778.80

TOOL CHESTS/ CABINETS

1.5M TALL

MODEL DESCRIPTION 1    3 %*'45 2   3#$+0'5 3    3 %*'45 4   3 #$+0'5

WI

48"/12 DE 20mm

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23975

4 EXC.VAT ┬г129.98 ┬г299.98 ┬г179.98 ┬г379.00

INC.VAT ┬г155.98 ┬г359.98 ┬г215.98 ┬г454.80

- " %& %%+   '&% '%  ! +  $ ASSEMBLE AS ┬г FROM .98 SHELVING, BENCH EX.VAT OR CORNER UNIT ┬г .98

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BLUE, RED AND SILVER AVAILABLE

DIMS. LXWXH MM  9 9

  9 9    9 9

  9 9 

BOLTLESS SHELVING

ROLLED EDGE UPRIGHTS GIVE:

UNIT KG

.98 179EXC.VAT .98 215INC.VAT

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LOCKABLE FRONT COVERS STORE NEATLY WITHIN CABINET

EXTRA LARGE DRAWER PULLS

HEAVY DUTY BOLTLESS SHELVING

PER SHELF

BLACK & GOLD

┬г

┬г

DIMS WxDxH(mm)  9  9   9 9    9  9  9 9   9 9  9 9  9 9   9

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GREAT LOOKING, BIG 5" INDUSTRIAL CHROME SPOKED WHEELS FOR EASY MOVEMENT

EXTRA LARGE DRAWER PULLS

SIZE DESCRIPTION

┬г

MAX. WEIGHT LOADING 500KG

3

MODEL

.98 169EXC.VAT .98 203INC.VAT

┬г

FULL DETAILS SEE IN-STORE OR VISIT WEBSITE

RUBBER GRIP SIDE HANDLES

* Except on CBB231B & CBB230B

5

-*&$(+ ' !' ) %& ! %&$'&!

ALSO BLUE / YELLOW / BLACK & GOLD

.00 459EXC.VAT ┬г .80 550INC.VAT

PROTECTIVE TOP MAT

THE ULTIMATE IN TOOL STORAGE!

1

3

2

┬г

HEAVY DUTY & PROFESSIONAL

RUBBER GRIP SIDE HANDLES

GREAT LOOKING, BIG 5тАЭ INDUSTRIAL CHROME SPOKED WHEELS FOR EASY MOVEMENT*

.98 49EXC.VAT .98 59INC.VAT

┬г

┬г

EXTRA DEEP DRAWERS

EXTRA LARGE SIDE HANDLE FOR EASY MOVEMENT FITS EITHER SIDE

.99 64EXC.VAT .99 77INC.VAT

┬г

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GAS STRUTS Hold lid open

1

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FULL EXTENSION ROLLER RUNNERS FOR SMOOTH OPENING ACTION

- '"$ #'&+  (' !$ '&!!&( )!$%!"%

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CHESTS/ CABINETS

SEE WEBSITE FOR PACKAGE DEALS WITH TOOLS

Available in Red or Galvanised Finish

SUPERSTORES NATIONWIDE

ALSO ASSEMBLES AS BENCH ALL SIZES/SPECIFICATIONS ARE APPROXIMATE

S

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( + %&$'& &$!   ,$!$ PER SHELF %(%

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350

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OR OVER

,

GENERATORS Honda engine models available

FROM ONLY £ .98 89EX.VAT .98 107INC.VAT

KVA 0.7 1.1 2.4 2.8 3 4.5 5.5

FG3005 HP EXC.VAT £89.98 £149.98 6.5 £189.98 7 £239.98 8 £369.00 11 £479.00 13 £569.00

INC.VAT CHECK £107.98 FRAME £179.98 TYPE WHEN £227.98 ORDERING £287.98 £442.80 £574.80 £682.80

52EX.VAT .59 63INC.VAT

.98 49EX.VAT .98 59INC.VAT

£

ENGINE STANDS

I Rotates through 360˚ Fully tested to proof load *Folds for storage CAPACITY EXC.VAT INC.VAT 340kg £49.98 £59.98 227kg £54.99 £65.99 450kg £69.98 £83.98 340kg £79.98 £95.98 560kg £84.99 £101.99 680kg £119.98 £143.98 £

MODEL START BOOST PEAK AMPS EXC.VAT INC.VAT 900 400A 900A £52.99 £63.59 910 400A 900A £59.98 £71.98 4000 700A 1500A £114.99 £137.99 12/241000A@12v 2000A@12v £129.98 £155.98 500A@24v 1000A@24v

MODEL CES340 CES500A CES540 CES750A CES560 CES680F*

NEW NEW NEW NEW

MIG WELDERS

I Quality machines from Britain’s leading supplier TURBO AIR I  All models featured are COMPRESSORS fan cooled FROM ONLY I Superb range ideal £ .98 BIG 2HP (except 179EX.VAT for DIY, hobby & semi7.5CFM PRO90) £ .98 professional use See online 215INC.VAT FROM ONLY for inc. accessories £ .98 79EX.VAT 8/250 * was £490.80 inc.VAT # was £539.98 inc.VAT £ .98 MODEL MIN-MAX AMPS EXC.VAT INC.VAT 95INC.VAT PRO90 24-90 £179.98 £215.98 HUGE CHOICE OF 110E 30-100 £214.99 £257.99 SPRAY GUNS & 135TE Turbo 30-130 £239.98 £287.98 AIRTOOLS 30-150 £269.98 £323.98 151TE Turbo *Stationary belt driven ‡ V-twin 165TEM Turbo 30-155 £339.00 £406.80 MODEL MOTOR CFM TANK EX VAT INC VAT 175TECM Turbo* 30-170 £399.00 £478.80 Tiger 8/250 2HP 7.5 24ltr £79.98 £95.98 205TE Turbo# 30-185 £429.00 £514.80 Tiger 7/250 2HP 7 24ltr £89.98 £107.98 Tiger 11/250 2.5HP 9.5 24ltr £119.98 £143.98 QUALITY Tiger 8/510 2HP 7.5 50ltr £129.98 £155.98 Tiger 11/510 2.5HP 9.5 50ltr £149.98 £179.98 CAST Tiger 16/510‡ 3HP 14.5 50ltr £219.98 £263.98 IRON Tiger 16/1010‡ 3HP 14.5 100ltr £269.98 £323.98

STOVES

249EXC.VAT .80 298INC.VAT

£

‡ NEW

INC.VAT 107.98

£

M L MAX TORQUE EXC.VAT INC.VAT Corded CEW1000 450Nm £56.99 £68.39 Cordless CIR450C‡ 450Nm £119.98 £143.98

PETROL POWER WASHER

NEW RANGE

Can now draw FROM ONLY own water £ EX.VAT 179.98 from butt/ £ PLS195 INC.VAT barrel 215.98 PRESSURE ENGINE PRICE PRICE MODEL BAR/PSI HP EX.VAT INC.VAT Tiger1700 110/1595 2.6 £179.98 £215.98 Tiger2500 170/2465 4 £249.98 £299.98 Tiger3000 200/2900 6.5 £329.98 £395.98 PLS195 186/2698 6.5 £399.00 £478.80 PLS265 260/3770 13 £599.00 £718.80

AXLE STANDS I Ratchet action for quick height adjustment I Sold in pairs FROM ONLY .98 19EX.VAT £ .98 23INC.VAT £

3 TON & 6 TON MODELS

MAX MIN/ MODEL TONS HEIGHT EXC.VAT INC.VAT CAX-3TBC 3 300-430mm £19.98 £23.98 CAX-6TBC 6 400-615mm £29.98 £35.98

.00

£

24V CORDLESS IMPACT WRENCH

CIR220 I Inc. 17, 19, 21 & 23mm chrome vanadium sockets HEAVY CIR220 ONLY DUTY I1 hour fast £ charger EX.VAT 89.98

PRICE CU S & NEW PRODUCTS

6kW BUCKINGHAM FLUES, COWLS & ACCESSORIES AVAILABLE

6.9kW

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£ 89.98 EXC.VAT 107.98 INC.VAT

£

20 STYLES AVAILABLE SEE IN-STORE OR ONLINE

JET9000

JET8000 & 9000 include hose reel FROM ONLY £ .99 Detergent applicator for £54EX.VAT .99 65INC.VAT extra cleaning power MODEL MOTOR MAX. PRESSURE JS1750 1600w 1522psi JS1900 2000w 1957psi JET8000 2400w 2610psi JET9000 2600w 2900psi

EXC.VAT INC.VAT £54.99 £65.99 £79.98 £95.98 £139.98 £167.98 £159.98 £191.98 .98

£ 99EX.VAT INC.VAT 119.98

£

STRUT SPRING COMPRESSOR

SSC1000

I Foot operated hydraulic powered I Adjustable for springs up to 350mm dia. & 254mm in length I Yoke travel: 340mm

45EXC.VAT FARM JACKS .19 55INC.VAT I Max Load 2000Kg .99

£

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22EX.VAT .99 27INC.VAT

£

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CAG800B INC. DISC & HANDLE

‡ NEW

L ISC (mm) MOTOR EXC.VATINC.VAT CAG800B‡ 115 800w £22.99 £27.99 CON1050B‡ 115 1050w £27.99 £33.59 B&D CD115 115 710w £29.98 £35.98 CAG2350B‡ 230 2350w £42.99 £51.59

ENGINEER’S DRILL PRESS

71INC.VAT

MODEL WATTS/ EXC. SPEEDS VAT CDP5EB 350/5 £59.98 CDP101B 245/5 £79.98 CDP151B 300/5 £109.98 CDP10B 370/12 £169.98 CDP301B 510/12 £199.98 CDP451F 510/16 £239.98 CDP501F 980/12 £429.00 B=Bench mounted F=Floor standing

FROM ONLY 10' RANGE .00 NARROWER WIDTH £ EXC.VAT GREAT WHERE £ .80 INC.VAT SPACE IS TIGHT

219 262

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SIZE (LxWxH) EXC.VAT INC.VAT 4.6 x 3 x 2.4M £219.00 £262.80 4.9 x 3.7 x 2.6M £259.00 £310.80 6.1 x 3 x 2.4M £269.00 £322.80 6.1 x 3.7 x 2.5M £299.00 £358.80 7.3 x 3.7 x 2.5M £379.00 £454.80

23997

LENGTH UP TO 24'

INC. VAT £71.98 £95.98 £131.98 £203.98 £239.98 £287.98 £514.80

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5000KG CAPACITY

.39 20INC.VAT

£

79EX.VAT INC.VAT 95.98

LOG BUST

The fast easy 179INC.VAT way CFC100 for consistent MODEL DESC. EXC.VAT INC.VAT and accurate log 1 CFC500F /2 ton folding £149.98 £179.98 splitting CFC100 1 ton folding £154.99 £185.99 FROM ONLY .98 CFC1000LR 1 ton £199.98 £239.98 £ 109EXC.VAT long reach £ .98 131INC.VAT I Folding and fixed frames available I Robust, rugged construction ‡ NEW * manual LOG BUSTER 7 I Overload safety valve SPLITTING SPLITTING LENGTH FORCE Fully tested to proof load MODEL (mm) (Tonnes) EXC.VAT INC.VAT 10 £109.98 £131.98 Log Buster 4* 444 CAR TRANSPORTER Log Buster 9‡* 355 8 £129.98 £155.98 LASHING Log Buster 7 370 4 £164.99 £197.99 Log Buster 5 520 4 £189.98 £227.98 Log Buster 6 1050 5.5 £365.00 £438.00 £ 99 Log Buster 8 510 10 £549.00 £658.80 16EX.VAT

ARC ACTIVATED HEADSHIE DS

£

CS10BRK I Fast snap connector attachments for quick & easy assembly IHydraulic pump, ram & hose with various tubes, pieces & connectors * Fast action pump I Includes metal case MODEL CAPACITY EXC.VAT INC.VAT CS4BRK 4 tonne £79.98 £95.98 CS10BRK 10 tonne £139.98 £167.98 CS10SBRK* 10 tonne £149.98 £179.98

47EX.VAT Ammeter .59 Multi-position £57INC.VAT charge regulator Overload protection on charging cycle BC520N MODEL MAX AMPS CHARGE/BOOST EXC.VAT INC.VAT BC100N 15/100 £47.99 £57.59 BC130C 15/120 £61.99 £74.39 BC190 38/180 £89.98 £107.98 BC210C 15/120 £94.99 £113.99 BC410E‡ 35/400 £119.98 £143.98 BC205N NEW 30/200 £169.98 £203.98 BC520N# 50/510 £179.98 £215.98 BC430N NEW 60/400 £369.00 £442.80 ‡ was £1 . inc.VAT # was £227.98 inc.VAT

FROM ONLY .99 £

3 TONNE JACKS

44EX.VAT £ INC.VAT 53.99 JACKS ALSO IN STOCK UP TO 5 TONNE

.99 47EX.VAT .59 57INC.VAT

ONLY .98 39EXC.VAT £ .98 47INC.VAT £

£

WET & DRY VACUUM CLEANERS

A range of compact, high performance wet & dry vacuum cleaners for use around the home, workshop, garage etc. MODEL MOTOR CAPACITY WET/DRY CVAC20P 1250W 16/12ltr CVAC20SS* 1400W 16/12ltr CVAC25SS* 1400W 19/17ltr CVAC30SS* 1400W 24/21ltr

* SS = Stainless Steel

EXC. INC. VAT VAT £47.99 £57.59 £59.98 £71.98 £64.99 £77.99 £86.99 £104.39

I 24V available

CWH7 ONLY

IActivates instantly when Arc is struck I Protects to EN379 I Suitable for arc, MIG, TIG & gas welding CWH8

.99 44EXC.VAT .99 53INC.VAT

£ £

ONLY

NEW

SOCKET SETS ONLY .99 Top quality chrome £22EX.VAT £ .59 vanadium steel. 27 INC.VAT 18 Sockets 8-32mm Comfort grip handle

FROM ONLY .98 £

LIFETIME GUARANTEE

79EX.VAT INC.VAT 95.98

£

LT2000 MODEL CAPACITY EXC.VAT LT2000 907kg £79.98 UT3000 1360kg £139.98 S4000 1814kg £299.98

INC.VAT £95.98 £167.98 £359.98

.99 44EXC.VAT £ .99 53INC.VAT £

PRO155

HUGE RANGE OF RATCHETS, SPANNERS AND SOCKET SETS ONLY .98 69EX.VAT .98 83INC.VAT

£ £

HYDRAULIC BOTTLE JACKS

PRO234 62 PIECE 1/2"&1/4" SOCKET & BIT SET

FROM ONLY

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£

CTJ3000G SADDLE HEIGHT EXC. INC. MODEL TYPE MIN-MAX MM VAT VAT CTJ3000QL Quick Lift 195-520 £44.99 £53.99 CTJ3QLG Pro Instant Lift 145-520 £83.99 £100.79 CTJ3000G Pro Garage 120-520 £84.99 £101.99

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CWH6

FROM ONLY £

£

MODEL EXC.VAT INC.VAT 8 tonne £17.99 £21.59 10 tonne‡£69.98 £83.98 12 tonne £24.99 £29.99 20 tonne £34.99 £41.99

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IDEAL ALL-WEATHER PROTECTION

I Ideal for use as a garage/workshop IExtra tough triple layer weatherproof fabric I Heavy duty powder coated steel tubing I Ratchet tight tensioning

ENGINE £ FROM ONLY .98 CRANES £149EXC.VAT .98

I Tables tilt 0-45° FROM ONLY left & right .98 I Depth gauge £59EXC.VAT £ .98 I Chuck guards

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01642 677881 01603 766402 0115 956 1811 01733 311770 01752 254050 01202 717913 023 9265 4777 01772 703263 0114 258 0831 0208 3042069 023 8055 7788 01702 483 742 01782 287321 0191 510 8773 01792 792969 01793 491717 020 8892 9117 01925 630 937 01942 323 785 01902 494186 01905 723451

1/2" TORQUE WRENCH - CHT141

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You Say

With the Freelander 2 now history, is JLR missing a key market?

Readers’ letters, rants & raves

STAR LETTER

Driving into a big hole?

I have looked forward with interest and eager anticipation over the last four or five years to the introduction by Jaguar Land Rover (JLR) of a raft of

SOMETHING TO SAY?

Tell Editor Mike Goodbun. Email: mike@LRO.com Or by post: LRO Readers’ Letters, Media House, Lynchwood, Peterborough PE2 6EA

new models from the Evoque, Range Rover, Range Rover Sport and most recently the Discovery Sport. All great vehicles. However, I wonder whether the forward product planning at JLR is as commercially astute as it should be. With the demise of the Freelander and the imminent end of Defender production, a massive gap has been left for vehicles in the £20,000 to £30,000 price bracket, which the Japanese and Koreans are exploiting to the full and reaping the financial rewards for doing so. JLR desperately needs replacement vehicles to fill this void now, not in two to

three years’ time when its loyal following of customers and other potential buyers may well have tired of waiting for an affordable 4x4 and reluctantly switched to other brands. Vehicles bristling with technology, some of whose usefulness is debatable, aren’t necessary. Good, basic, competent and reliable fourwheel drive vehicles are all that is required.

Graham Edwards We really want to see that £20k-30k segment filled too, Graham, and have been critical of the Discovery Sport’s pricing/ move upmarket since its launch. We fear there isn’t anything imminent within the next couple of years, though – Mike

Win a set of TRED 800s! Thanks to Nene Overland, our Star Letter winner gets a pair of innovative TRED 800 recovery tracks, worth £199 – an essential addition to your recovery kit, whether at home or abroad. For more details, and to buy, call 01733 380687 or visit 4x4lifestyleshop.co.uk.

Park deserves his plaudits

Proper wheels? Good Sport

It was so great to see Mike Park in September’s issue of the magazine (Freelander Turbo, p68). What a great bloke he is: hard working, honest, and knows what he’s doing. After I’d had my Defender (which I still drive) for four months, I was looking around for a good mechanic. I found him online and am glad I did. So, thank you Mike for working on my Defender; I will have the tea ready for next time. And thank you all at Land Rover Owner International for a great magazine.

I was just reading about your D3 and plans to put bigger brakes on. I have a Range Rover Sport and recently put on 18in wheels from Compomotive with Cooper AT3 tyres. I don’t have the

Paul Georgiades 100 LRO November 2015

Brembos, but they apparently are specially made to fit (they were designed for Bowler). I get some funny looks when out and about – people are more used to seeing the Sport with 22in wheels rather 18in,

but they are much better for off-roading – which I do a fair bit – and actually give a much better ride quality. Personally I think they look great too. Great job on the magazine – maybe one day I’ll have the space for a Defender as well as the Sport!

Dave Wrightson Great choice Dave, the trend for huge wheels and skinny tyres on off-road vehicles makes no sense to us. Standard-fit diamond-cut rims are threatened by kerbs, let alone ruts and rock crawls! Pointless. – Mike


A feature in the flesh

I was reading through the July 2015 issue and was pleasantly surprised to see the article about the Land Rover that Robert Bateman and Bristol Foster drove around the world in the late 1950s. I stumbled across it on display outside the Bateman Gallery in Victoria, British Columbia on June 25. A long-time admirer of Land Rovers, I had to stop and take a look at it. It was truly a nice vehicle and I even had the opportunity to speak to Bristol Foster for a few minutes. What

an adventure he and Robert Bateman must have had! I took this photo of the restored vehicle, and would like to share it with you and the readers of your magazine (see below). Although a fan of all things Land Rover, I have only just bought my first Land Rover – a 2002 Discovery 2 ‘Westminster’ edition. I have put almost 2000km on it in the last month and love it.

Social chat Twitter @LANDROVEROWNER

Let us know what you’re doing in yours! @LREScotland A big welcome this morning to @ LandRoverOwner @ballathiehouse competition winners.

Andrew Dolan What a great ‘stumble’! Enjoy your trip(s) in your D2… – Mike

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What’s going on in LRO’s world…

Reader Andrew Dolan had a grizzly encounter

CHEERS FOR THE OPENER I just wanted to send you a photo of my dad, Howard, putting his ‘one bottle, open it’ bottle opener to good use on holiday in Italy. He was chuffed when I brought a copy of the magazine for him; it fulfilled his love of Land Rovers and beer! My dad loves going off-roading along with his friend Rob, and I know it would make his day if you could print it somewhere in your magazine.

Our new recruit Calum Brown, who lives in a web (or on LRO.com, at least), had a trouble-free 330-mile drive in his Series III. Your proudest journeys followed! CHARLIE McCREADY Try 16 hours on patrol around backstreets of Belfast in a 1960s Land Rover, with no synchro, a clutch designed for weightlifters, and having to hold the driver’s door open to get a draught of air, slightly cooler than the scalding interior.

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ED KIERNAN I once drove an £800 Range Rover Classic from Lincoln to Edinburgh. The only lock that worked from the outside was the tailgate.

BLAIR HILL 200Tdi 90 from Devon to Berlin and back: 2000 miles.

Got a question, or comment? Join the debate on the forum at LRO.com

Fliss Barker

Dipstick’s Dirty Doings BY PETE WILFORD

November 2015 LRO 101


COMMENT

JOHN PEARSON

OUR MAN AT LARGE John reflects sadly that he will never again test a new Defender, lambasts fuel-use figures, and salutes the spirit of older Land Rover drivers

was driving north to Yorkshire to join LRO’s Neil and Mike for this issue’s UK Adventure in the three Celebration Series Defenders (see p12), when a realisation hit me. This would be LRO’s last ever test in a new version of the current Defender. This magazine has tested more new Defenders than any other publication in the world. We were around when the Ninety and One Ten actually became the Defender in 1990, and we’ve sampled every variation and improvement since then. During my time on LRO there haven’t really been many significant changes to the Defender. Fitting central locking and electrically operated front windows to the Td5 (which some readers complained about) plus optional ABS in 2002 was a big deal at the time, and there was the introduction of the TDCi Ford Transit engine in 2007 (where I was the only journalist who actually turned up on my driving day in a Defender). We’ve seen various special editions appear over the years, the most recent of them being the 60th anniversary SVX and 65th LXV – and now these final three, Heritage, Adventure and Autobiography. However, unlike every other model in the Land Rover and Range Rover line-up, that basic, most instantly recognisable shape has remained

‘This magazine has tested more new Defenders than any other publication in the world’

largely unchanged over a very long time. Now, it will soon be gone – but not forgotten.

Optimistic trip computers On a recent adventure with Atlas Overland in Iceland I was chatting to one of the Atlas team, Leslie Carrick-Smith (known as Carrick to everyone), about over-optimistic fuel consumption readouts on modern Land Rovers. Carrick told me he has recorded every drop of fuel he’s put in two Discovery 4 SDV6s and a TDV8 Range Rover he’s owned, going back to 2006 – and noted every trip-computer consumption readout. Over 26 months and 25,056 miles, Carrick filled his latest Disco’s tank to the brim 91 times and worked out an average of 28.8mpg. The mean vehicle computer average was 32.9mpg – a 14 per cent discrepancy. Then, in an effort to ensure total accuracy, he tested the D4’s odometer against a GPS and found it to be 2 per cent low. So he’s corrected the recorded fuel discrepancy to 12 per cent – still far too optimistic, in my humble opinion. His previous Disco averaged 26.3mpg, with a computer readout disparity of 3.4mpg – that’s 12.8 per cent. The Range Rover achieved 26.6mpg, only 1.5 per cent different to what the computer said. And, you will have noticed, it’s better than the D4’s consumption. Carrick’s very thorough figures back up our opinion that computer readouts are far too optimistic – in fact they are misleading owners.

One Life, Live It On that same Icelandic adventure I met up again with Ian and Terri Redhouse. What’s special about them is that Ian is now 79 and Terri’s also into her 70s and has health issues, yet they show no signs of giving up tough adventures such as that Icelandic one. Ian told me they almost didn’t make it to Iceland.

He had to surrender his driving licence after a fall on ice caused a blood clot on his brain, which required major surgery. After various administrative hiccups he only got it back a few days before the trip. They now use a Toyota, because they can sleep comfortably inside it, but Ian is still a hardcore Land Rover fan and drives a 110 as his everyday vehicle. On a French adventure earlier this year, a sticker stating ‘Adventure before dementia’ on the back of a Defender 90 led me to think that the driver may not be a youngster. Indeed, Peter Cooke revealed that he’s in his 80s and making up for lost time by doing as many adventures as he can after only getting into Land Rovers a couple of years ago. I really admire Ian, Terri and Peter’s spirit for adventure. They’re not letting age prevent them from seeing far-flung places. The ‘One Life, Live It’ slogan springs to mind, and these inspirational people are doing just that.

Tag-tastic I’ve driven in France for many years – and listened to my partner Pat’s curses when, as passenger in our right hand-drive Defender, she has to deal with the frequent autoroute tolls. Fortunately, I discovered that UK drivers can get an electronic transponder (tag) for télépéage barriers. It’s such a time- and frustration-saver when the barrier opens as you approach, and the money is taken direct from your account (see saneftolling.co.uk). Since last November the M25’s Dartford Crossing has done away with paying at the barriers and you have to pay online. Sanef, which provides tags for French autoroutes, also collects Dartford tolls, so it would be sensible to use the French tag there too. But you can’t. The website says customers will be emailed if this changes. I say get on with it and make life a lot simpler for many users. LRO

John Pearson edited LRO for more than 10 years before passing on the baton in 2012 to allow more time for travelling around the world in Land Rovers. John has owned a succession of Defenders, the current one being his ex-G4 Challenge 110. November 2015 LRO 103


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COMMENT

SAM WATSON

THE OVERLANDER Sam ponders the importance of planning, reports on how the Defender’s death is causing dismay to aid workers worldwide, and gets wench-happy

his month’s column comes to you from my laptop – in a Land Rover Hennessy Hammock slung between a Defender 130 and a hooch made of rattan and bamboo. I’m camping on the shores of the Prey Pas lake in central Cambodia, and there’s a spider the size of a soup plate hanging on the outside of the mosquito net, eyeballing me. I would give him a prod, but I think his teeth are bigger than mine. There’s a big tropical storm rolling in, and spectacular forked lightning is strobing across the landscape – getting nearer... I’ll be revealing more about this trip in a future issue of LRO, but there’s one useful tip I’ll pass on now. I left medical preparation for the trip until the last minute (as usual) and because I spend a big chunk of my time living in Cairo I’m no longer on the books of my local Yorkshire GP. In my attempts to sort jabs for south-east Asia, help came from a surprising source. High-street chain Superdrug now has a network of clinics up and down the UK providing a range of medical services – and my experience of them has been very positive. They were brilliant in prepping me for this trip at very short notice. I was able to get an appointment at my local branch with less than 24 hours’ notice, walked straight in, no queue, the nurse on duty was very experienced and

‘You need to strike a balance between what needs to be strictly timed, and what can be built-in at the last minute’

we had a detailed chat about my itinerary and needs. I got my set of vaccinations with very little hassle and cost; highly recommended as a one-stop-shop for travel medicines. Surf to onlinedoctor.superdrug.com/travel.

Making a flexibly rigid plan I’ve had a busy few weeks’ travel on three continents lately. I’ve been very lucky to meet and overland with LRO readers from many countries, and many things have become clear about trip planning. Perhaps the biggest is that it’s important to be both rigid and flexible. Certain things are set in stone – important meetings, ferry timings, events you want to attend. Aim to deal with these with a realistic sense of time, plus awareness of traffic, road conditions and weather. Don’t trust the satnav – it doesn’t know about the rainy season or that Kenyan trucks climb hills at 8mph (this summer in Kenya, I was stuck behind one truck doing 12mph, which was overtaking another doing 8mph. At night. At least they had some working lights). So be rigid and strict about the timings that need to be adhered to. But remain flexible enough to build in new stuff – interesting new friends, cool markets or places, unforeseen trouble. Striking a balance between what’s important enough to be strictly timed, and what’s important enough to be built-in at the last minute is a big skill in overland travel.

Aid workers’ dilemma It’s been very apparent in my travels lately how many conservation and humanitarian groups rely on Tdi Defender 110s as their workhorse in awful conditions. I’ve recently spent time with the Halo Trust mine-clearing teams and Global Village Housing outreach groups in Cambodia, and Tsavo Hope and other conservation groups in Kenya. They’re

all lovers of the Green Oval, and they all ask the same thing: why is Land Rover moving away from the field-maintainable hardcore trucks upon which it built its name? Surely in a stable of gleaming Discoverys, Sports and Range Rovers, there is room for one growling, hairy monster? They want a solid, reliable vehicle that they can trust to do extreme work in extreme conditions for the betterment of the world around them – and their tired mid-1990s 110s are feeling the strain. They don’t want Japsubishi, they want to replace them with another Land Rover – but in these twilight days of the Defender, there isn’t one! It breaks my heart. Land Rover’s image is built on the Defender – and the Defender’s image is, at least in part, built on square-jawed, big-hearted aid workers, wildlife rangers and medics in white or green 110s striding out to Do Good. Surely there’s room for a utility model? Maybe built abroad as complete knock-down kit?

Wenching challenge At the risk of embarrassing a nameless friend, I must pass on a communication he sent me which reminded me of a similar episode in the famous First Overland tale. He has a new-ish 110 and was wondering how suited it was for overland work. Listing its modifications, he said he felt it needed a recovery wench. My sense of humour went into overdrive. A recovery wench. Yes, I can see the need for one. Perhaps an electric wench, which can work at two speeds. Perhaps a hydraulic wench with huge pulling power. Maybe a PTO wench, but they’d need experience to get the best from that. Would you equip your wench with rope, or cable? Obviously the wench needs neoprene gloves and a good blanket. I’d better shut up now, before I get into even more trouble than I already have... LRO

Sam has been travelling the world by Land Rover since childhood, falling in love with the Sahara 35 years ago. He now lives mainly in Egypt, allowing him to indulge his passion for desert expeditions in his Defender as often as he likes. November 2015 LRO 105


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COMMENT

PETER GALILEE

THE KNOWLED Peter mulls Land Rover’s Slovakian future (and secret past, allegedly) and tells of a meeting of kindred spirits at a new event that rails against blinkered over-restorers

y musings on Defender production (September issue) had no sooner gone to print, than I was informed by sources at Solihull that Defender production is to cease completely. I’d speculated that the Defender as we know it could live on, with production shifted out of the UK and the ‘old’ Defender continuing to be supplied to places less sensitive about safety regulations, and to various armed forces. Production could continue in India, I reckoned, and therefore some portion of current outside-UK customers could continue to buy. Seemed logical... but it seems that I guessed wrong.

The Slovakian question I’ve since been told in no uncertain terms (ie, this is the company’s official position) that all Defender production is to completely cease when the last one rolls off the line at Solihull. Maybe this is to clear the decks fully for the Defender’s replacement (whatever that may turn out to be). Meanwhile, Land Rover production outside the UK is set to expand – Jaguar Land Rover recently announced it has signed a letter of intent with the Slovak government to explore the possibility of a new production facility in Slovakia. It may seem a strange choice of country, but not as strange as you might think, as I know from experience. As part of my varied working life, I used to install machinery around the world. I was in Slovakia doing just that about eight years ago; I’d got a flight to Bratislava, and arrived at Trencin (near the Czech border) by road. Entering Trencin, I passed a big, new sign: ‘Land Rover’, with a big arrow pointing to an undisclosed location. Frustratingly, this was just pre-smartphone era (for me, anyway) so I couldn’t get a snap of

the sign. I had no chance to get a look at wherever the sign was pointing to, either, but I quizzed locals, who told me that Land Rovers were being assembled there. Slovakia has a well-established auto industry, including a lot of high-quality component suppliers, so it’s not such a surprising location for a new Land Rover facility. Porsche Cayenne bodyshells have been built there for a while, for instance, and complete Cayenne production in Slovakia has been predicted. Volkswagen, Kia and Peugeot Citroen have all established production facilities in Slovakia. But here’s the odd thing: later, I asked a few Land Rover company people – the kind of people who would know – what was going on in Slovakia? Answers: nothing, nothing at all, definitely nothing. Nothing Land Rover happening in Slovakia. Absolutely not. Well, well. And now there is something happening in Slovakia. I wonder if we’ll ever get to know what was happening there before! Oops, sorry, I forgot – it definitely wasn’t. Or so I was told in no uncertain terms...

Want to shine? I don’t... Something happened earlier this year that went under the radar of many Land Rover aficionados – the first ‘Patina Nationals’. Dreamed up by John Carroll, (for many years an LRO contributor) it was simply a line-up of non-shiny Series Is at the ALRC National Rally

‘The Patina Nationals puts down a marker for celebration of all those Land Rovers that wear their history with pride’

at Eastnor Castle this summer. The remit was wide – time-warp barn finds, everyday vehicles that had acquired a patchwork of repairs and paint, whatever. But not ‘restored’. The Patina Nationals puts down a marker for celebration of all those Land Rovers that wear their history with pride. Not that I’m against restoration. It’s just that, with a full restoration, something of the vehicle’s character is lost. It’s a choice: you want perfection and you’re relaxed about losing the vehicle’s character, or you’re keen to keep the character and so are prepared to tolerate imperfections. Now, restoration is hard enough, but starting with a bad ‘un makes it harder. So you’re looking for a vehicle that’s complete, original-specification, un-battered, not too corroded. Wait a minute, though... such a thing could easily be fixed up, recommissioned and put back on the roads, complete with patina. So all buyers are looking for decent vehicles – restorers want to pull them apart and rebuild, other enthusiasts want to keep them looking old and worn. Unexpectedly, not so long ago, someone suggested my December 1957 station wagon would be a great basis for restoration. Nice straight panels, all the right bits present, even the galvanising was ‘not bad’, apparently. The seats would need re-trimming, or so I was told. Well, as I said, it’s a choice. And my choice is this – a restoration definitely won’t be happening. Most of the paint is original, almost all the interior trim is original – hardly any Series I short station wagons survive in this sort of condition. And yet the person suggesting it would ‘make a good basis for restoration’ was straight-faced, serious. The thing is – he’s absolutely right! So it seems ‘patina’ is still the underdog in most people’s estimation. That’s why the Patina Nationals are important. I hope they continue. LRO

Peter Galilee started with a rusty Series IIA, then had two that were even worse. He’s worked on three 80-inchers, and has owned a Rolls-Royce-powered 81-inch and two 90s. He currently has a 1957 Series I and a pre-production Freelander 2 i6. November 2015 LRO 107


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Classic

Owning, restoring & enjoying Series & Range Rover Classic legends Ward off the winter assault

HARD AT WORK

LOAD LUGGER Trusty old Series IIA is the perfect workhorse for the Amberley Museum and Heritage Centre in West Sussex p112

With the long winter nights drawing in and the prospect of tonnes of road salt covering our roads, it’s that time of year when classic Land Rover folk begin thinking about those jobs they’ve been putting off. Jobs like cleaning and oiling leaf springs, sorting out those crinkly bits of wiring that always cause trouble and perhaps overhauling drum brakes and shoes. All very important things to attend to, but don’t forget to take your faithful friend out for ‘exercise’ to keep those seals and bearings lubricated. Naturally, you’ll do your best to avoid wet, salty roads, but sometimes you can’t. In which case, you’ll be pleased with yourself that you had the foresight to get your Land Rover’s underside and box-sections protected with rust-resistant waxes and oils. You did do that, didn’t you? If you own a Series, Forward Control or Range Rover Classic, just email me: mark@LRO.com Mark Saville

110

Les Séries en Helvétie Gathering of more than 50 Series Land Rovers in Switzerland

112

p127

p125

Series IIA busy ‘bodging’ in Amberley

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Your Classics Series IIA and SIII plus modified Corgi models

CLASSIC PICK OF LRO.COM 1971 SIIA 109in £800 Described as: ‘Project chassis needs attention. Last of the Series IIA, hence the Series IIIstyle headlight set up. Lots of new boxed spares included, ready to fit, e.g. door tops all seals and rear springs.’ Call seller on: 07960589734. Ad ref: DIY942855

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The Land Rover Years: 1962 Recalling the first flight of the Hover Rover

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November 2015 CLASSIC LRO 109


CLASSIC LRO CLASSICS ON SHOW

Les Séries en Helvétie

Amid glorious scenery, Mark Saville and his Series I bask in piercing sunshine with a bunch of fellow Series fans from across Europe PHOTOS: ADAM ATKINS

ore than 50 Series Land Rovers from across Europe met up in Switzerland for the fourth Les Séries en Helvétie. The biennial event at Bière, near Lac Leman, was organised by Yves de Mestral and his friends in the Land Rovers of Switzerland club. It’s a fantastic weekend of fun, food and greenlaning, solely for Series Land Rovers. When I was invited last year, I couldn’t resist – and, ever since, I’d been looking forward to driving my 1957 Series I 88in the 640 miles

from Northampton to the stunningly beautiful Jura Mountains where the event took place in July. The full story of this amazing weekend will be told in a future issue of LRO – but in the meantime turn to page 118 to see how it all nearly fell apart in the middle of France. The weekend neatly divided into two main activities: driving forest tracks and mountain trails, and the social side of a club meet where everyone joins together to chat about their Land Rovers. Everyone was very friendly indeed. Yves has already booked the same campsite for the 2017 event. I for one hope to go again.

Rob and Galina Wyss, plus Juna their dog Vehicle: 1973 Series III 109-inch station wagon Rob is the area rep for the Land Rover Series One Club in Switzerland. ‘I’ve been to all three previous events – 2009, 2011, and 2013,’ he says. ‘I don’t think there are quite as many Land Rovers here as last time, but I need to be here – it’s an addiction.’ If you think Rob and Galina look familiar, that’s because they appeared in LRO’s August 2013 issue in The Dunes are Alive, which told the story of their trip to the Sahara with a group of fellow Series owners.

110 CLASSIC LRO November 2015


Paul Mercer – a long way from Thames Valley Vehicle: 1966 ex-military ‘Rover 9’ ambulance, 2.25 petrol, gasflowed head, dynamo, Solex carb, no overdrive ‘It’s our first time here,’ says Paul Mercer from Reading, who won the award (below) for travelling furthest to the event. ‘It was a very long drive from Thames Valley, but well worth the mileage – somewhere new, and with much better scenery.’ Paul was formerly the area rep for the Series 2 Club and he recruited Mark Stevens (right), who lives half a mile from him. Mark owns a 1969 SIIA 88in with hand controls and a 1984 110 V8 auto. ‘It’s my first event across the Channel,’ he says. ‘The show’s very jolly. Best things are the scenery and the trails.’

Joseph Said, owner of the ‘Luckiest Land Rover’ of the show Vehicle: 1977 Series III 109in, 2.25 diesel Joseph Said from Gozo, Malta, won the ‘Luckiest Land Rover’ prize, a unique trophy made from a steering column and wheel crowned with a tabletop (below). Although 1250 miles from home, Joseph only had to drive 300 of them – the ferry did the rest, a lucky break for his Series III. ‘I’ve owned it for 11 years or more,’ he says. ‘I’ve only driven Series Land Rovers since passing my driving test.’

Chris and Claudia Gale, Zurich Vehicle: Series II/III (SII front, SIII back) 109in, 2.6-litre six-cylinder petrol The couple have owned their ‘hybrid’ camper, which was made by the previous owner, since 2010. Both of them thoroughly enjoyed themselves – as did Bianca, their dog. ‘We were

hoping to have fun, and we have had,’ says Chris. ‘We’re definitely coming again.’ Want more info on Les Séries en Helvétie? Yves de Mestral, +4179 204 18 72 info@domainemaisonblanches.ch

November 2015 CLASSIC LRO 111

LRO


CLASSIC LRO HARD AT WORK

PARTNERSHIP SERIES IIA + SANKEY Is there a more charming working vehicle combination? Beats a Transit in the mirror...

112 CLASSIC LRO November 2015


BODGER’S MATE

Theo Ford-Sagers visits a Series IIA that’s helping to revive an ancient English trade in the heart of the South Downs PHOTOS: LAURENS PARSONS

November 2015 CLASSIC LRO 113


CLASSIC LRO HARD AT WORK

W

e often call a working Land Rover a ‘workhorse’, but in the case of this 1964 Series IIA, known as Harvey (or ‘arvey to his friends), the term has a particular relevance. His duties echo those of working horses for hundreds of years. Harvey is the steed of choice for the man known locally as the Amberley Bodger – or Colin Wells when he’s not wearing his flat ‘at. Colin may be a bodger but that doesn’t mean he’s slapdash about his work – far from it. Bodger is an old term for the skilled craftsmen who created

wooden items, mostly furniture legs, with a pole lathe. By the 19th century the Buckinghamshire bodgers were powering a flourishing English furniture industry, with their hand-turned items being considered superior to the machine-made alternatives that were becoming available. Colin is reviving this ancient trade from a leafy HQ that nestles in a corner of the Amberley Museum and Heritage Centre, in the heart of the South Downs. Other craftsmen and volunteers have joined him over the years, each practising their own craft, adding their own workshops to the Greenwood Village. Today a few visitors are mooching about, while an ancient stationary

‘It’s the only suitable vehicle’ OWNER: COLIN WELLS, THE AMBERLEY BODGER Colin’s woodland pastime belies a previous high-octane motorsport career at venues such as Brands Hatch. From 1979 he ran his own driving school based at Goodwood, and later escapades involved giving punters hot laps in a Porsche 962

Perfect loadbay for the traditional 18in ‘butts’ of uncut wood

114 CLASSIC LRO November 2015

race car, ‘but I’d always had a passion for wood,’ he explains, a passion that he’s been exploring since 1989. These days Colin’s time is devoted to woodworking at the Greenwood Village, which he established here at Amberley six years ago.

diesel engine smokes back into life for the first time after decades of dereliction. And in the middle, with a Sankey trailer, is Harvey.

Neigh bother

The bodging profession used to require a fourlegged beast of burden to haul the uncut wood, lug crafted items in bulk to the ‘chair master’ for assembly, and probably heave some tools and provisions around in between times. Chair parts were being delivered by horse as late as 1958. Harvey’s duties are hardly different. His loadbay gets filled with straight logs (known as ‘butts’) prior to splitting, longer timbers are loaded on the full-length roof rack, and the bumpermounted 6000lb winch is sometimes called into action to drag timber about. The Sankey trailer is mainly used when Colin is demonstrating his craft at shows, and needs the extra carrying capacity to transport his lathe, wood and tools. Up front are freewheeling hubs, an orange light at the back wards off lorries on the M25 when Colin is towing at 45mph… and that’s about it as regards modifications. The windscreen wipers are the early twin-motor type, and there isn’t even a heater (they were an optional extra in the ‘60s). Part of the beauty of an old Land Rover is the ability of such a simple


The bodger’s traditional wood-turning workshop

Visit the museum The Amberley Museum and Heritage Centre promotes the region’s industrial past, and runs a calendar of public events throughout most of the year. Visit amberleymuseum. co.uk for details. If you’d like to learn more about Colin’s woodworking trade, or book yourself on to one of his courses at Amberley, visit his own website at greenwoodworker.co.uk.

‘The beauty of a Land Rover is its ability to perform important duties with minimal changes‘

IT’S THE LITTLE DETAILS

Sankey trailer attaches to the Series with a Nato hitch

This will see Harvey out of most spots of bother

Flashing light wards off M25 lorries

Full-length roof rack is for carting lengths of timber to the workshop

TECH SPEC ● Model: 1964 Series IIA 88in ● Engine: 2.25 litre 4cyl petrol ● Power/torque:

77bhp @ 4250rpm/124lb ft @ 2500 rpm ● Transmission: Selectable 4WD with low

range transfer box. Selectro freewheeling front hubs ● Tyres: Atacama Sport 7.50 R16 ● Winch: Britpart BD6000

November 2015 CLASSIC LRO 115


CLASSIC LRO HARD AT WORK machine to perform a range of important duties with minimal changes from standard.

I believe in Harvey’s dents

‘I couldn’t have it looking shabby for your visit, so I got the roller out the other day and gave him a lick of paint,’ says Colin, putting on the Kelly kettle and welcoming us into his ‘hovel’. That’s the traditional name for the bodger’s workshop, but there’s nothing decrepit about this one. It’s fantastically warm and inviting. ‘I wouldn’t want to go too crazy restoring Harvey, though. That vehicle’s spent all its life collecting all it’s dents and bumps. Why spoil it’s character?’ And character it certainly has, by the bundle. Everything about it says ‘working vehicle’, from the almost-ordered clutter in the cab, to the way the 2.25 petrol purrs sweetly into life at the first twist of the key. Nothing’s seized, badly corroded or gummed up – impressive considering this 51-year-old vehicle has never been rebuilt. In a former life Harvey worked on a local estate, later passing into the ownership of a chap called Paul Austin, the vehicle’s last owner, who still looks after its maintenance to this day. ‘Harvey’s had the usual bit of welding on the rear crossmember and around the bulkhead, but it’s pretty good, really,’ says Colin. ‘When Paul bought it, the underside was completely caked in chalk. We think that may actually have helped to preserve it.’

‘That vehicle’s spent all its life collecting all its dents and bumps. Why spoil its character?’

Roaming about We pile into the cab of Harvey for a tour around the Amberley museum complex. Harvey feels right at home as we weave through this fantastic maze of industrial heritage, with old curiosities, machines and crafts being exhibited around every corner. Modern vehicles aren’t allowed here, but Harvey is such a valuable addition to the site that Colin has special permission to use him.

It’s certainly a lot warmer than riding a horse – even without a heater

116 CLASSIC LRO November 2015

There may be something in this. I’m no chemist, but some quick research confirms my suspicion that corrosion of steel is indeed inhibited by an alkaline environment.

Solid as an oak

Harvey’s a tool, but it’s clear that this is a bit more than just another working vehicle to Colin. ‘It’s robust, it goes anywhere and, being an old Land Rover, it looks the part at the museum.’ Any breakdowns? ‘Nope, he’s never let me down. Ah, well…’ Colin stops himself, and points out some welding at the bottom of the gearlever. ‘There was the time the gearlever broke off when I was on the way to a show... ‘ Anyone who’s familiar with the ‘enthusiasm’ that some Series gearboxes provoke from the Engine gets smoothly into action without fuss

driver, will sympathise... ‘Fortunately I was in second gear at the time, so I was able to crawl the rest of the way there! ‘Sometimes when I’m extracting wood from local woodland, a Land Rover’s the only suitable vehicle. A while back I ran a woodworking course that was based in some woodland. I often had to put Harvey in low box to pull through the mud and I was crabbing about all over, but it got me around the place! Of course, the original bodgers didn’t have Land Rovers to help them; they had horses instead.’ A good workhorse, whether carrot- or petrolpowered, will always earn its place in its owner’s affections. Another reason why it’s so easy to have a soft spot for old Land Rovers like Harvey. LRO


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CLASSIC LRO YOUR STORIES

YOURclassics We love to hear tales of owning, enjoying and tinkering with Series Land Rovers and Classic Range Rovers. Email yours to mark@LRO.com – you might see it featured here

Profile NAMES: Ed and Mimi Arata LOCATION: California, USA VEHICLE: Series IIA MODEL: 88in soft top YEAR: 1964 ENGINE: 2.25 petrol FIRST LAND ROVER: This one OTHER LAND ROVERS: None OTHER HOBBIES: International travel, wreck diving, fire history programme in our community and other local history FIRST INTO LAND ROVERS: I’ve loved them since the 1970s

SERIES IIA 88in

Army

on patrol Ed Arata’s military machine is a dream

Precious cargo heads home

118 CLASSIC LRO November 2015

I

n the early 1970s, my wife and I spent two years in Botswana working at a secondary school as American Volunteers. We lived on the edge of the Kalahari Desert and friends of ours had Land Rovers in which we did trips into the desert to look for game at weekends; our first exposure to Land Rovers. We also had time to do longer trips, so on occasion we would take the train north to Rhodesia and then up to the Victoria Falls area where the Rhodesian Army was patrolling the border, along the Zambezi River. We saw many Land Rovers in use as part of these patrols; they made an indelible impression on me, and my interest in older Land Rovers was firmly planted. In the late Eighties we spent two years working in rural Nepal


Just in case the engine gets cold...

Rifle is a talking point at shows

Chassis was in pretty good nick

where a good four-wheel drive was essential for getting about on remote routes; so more exposure to rugged road conditions and four-wheel driving reinforced the appeal of a simple 4x4. In about 2010, I decided that I needed a project and that a Series Land Rover would be just the ticket. My early career training and experience was in automobile mechanics, but more recent jobs have taken me out of that area. With so many intervening years between that mechanical training and the present, I wanted a basic, rugged vehicle that was reasonably easy to work on. I shopped around, mainly online; and after several months I found a vehicle that I liked in Pennsylvania. The owner had worked in England for a number of years and had bought the Land

Rover for use while living there and then shipped it back to the States. At some point the decision was made to sell it and it came my way via an auto carrier. The Land Rover was in generally good shape and just needed a few repairs – left front wheel bearings and stub axle were totally ‘gone’ and needed replacement. I couldn’t easily find a good used stub axle in the US, so one was supplied out of the UK. I also replaced all the

‘The chassis was in good shape with limited rust, so this was a clean-up and paint job’

hub and axle seals, rebuilt all the brake cylinders and drained all of the fluids and refilled with fresh lubes. The chassis was in generally good shape with limited rust, so this was basically a clean-up and paint job. When it first arrived, the Land Rover was six shades of green, so after the mechanical repairs had been done, we began prepping for painting. We converted our car port into a paint booth and did most of the work in the driveway and car port. I have a good friend who previously had his own custom car shop and he took far more effort than I ever would have on prepping for paint – but in the end, his efforts paid off and it looks great. The paint scheme is semi-flat military olive drab with Rhodesian Army insignias. I’m a historian,

and inspired by my experience of seeing the Land Rovers in action in Rhodesia, I took mine in that direction. I wanted to add the landmine protection and roll-over bars as the Rhodesians did, but my wife Mimi has put her foot down on that detail. The interior is decorated along military lines complete with jerry cans, ammo boxes, and an Enfield-type rifle (Ishapore 2A1 - 7.62). This Land Rover is mainly driven around our small town and around the county on the weekends. We take it to local car shows and it gives folks something to look at rather than all those shiny hot rods and classics. In most cases, we’re the only armed vehicle in the show – and visitors ask more questions about the rifle than they do about the Land Rover. November 2015 CLASSIC LRO 119


CLASSIC LRO YOUR STORIES

YOURclassics James used this to tow a caravan, just like dad

SERIES III SAFARI STATION WAGON

Like father

Like son

Dad’s was a diesel; this is a quieter petrol

James Butler has achieved his goal – owning a Land Rover just like his dad’s and working it hard

I Profile NAME: James Butler LOCATION: Banbury, Oxfordshire PREVIOUS LAND ROVERS: Other Series IIIs, a V8 Range Rover and 300Tdi Discovery OTHER HOBBIES: Off-roading, caravanning, Northants 4x4 Response work, canal restoration OTHER LAND ROVERS: Not currently – just a Volvo XC90!

n 1994, when I was 12 years old, my dad decided a Series III Land Rover would be ideal for towing our family caravan. The first one he bought lasted literally ten minutes before the gearbox ‘exploded’; he returned it and got his money back. The search then started again, with him circling potential Land Rovers in Auto Trader. My brother and I were dragged around the country looking at potential purchases, but in the end my dad went for one 40 minutes from home, on a farm in Pangbourne. It was a cream-coloured 88in Series III Safari with a 2.25-litre diesel engine, registration number DHO 864Y (I think). My dad used it as his everyday car, and it made two 1000-mile treks to the south of France, hauling the caravan at a stately 45mph. Two years later, my dad bought a Rover 620 which became mine when I turned 17 – and ever since he sold the Land Rover, I had always wanted one of my own,

like his – but a petrol version for reduced noise, and tax exempt to save on road tax costs. After he passed away in 2005, the urge became stronger, and then two years ago I heard a friend of a friend was selling the exact car I wanted. I went down the next day and bought it. I’ve also owned other Series IIIs, a V8 Range Rover and a 300Tdi Disco. In memory of my dad and our adventures, I made it my goal to tow our caravan with the Land Rover – and achieved it last year. I’m amazed how well it tows, but the mpg is shocking! I’m not planning on taking it to the south of France, that’s for sure.

‘My dad’s Land Rover hauled a caravan to the south of France twice. I wanted one like his’

All aboard for happy holiday memories...

November 2015 CLASSIC LRO 121


CLASSIC LRO YOUR STORIES

YOURclassics Frank’s fine brace of revived Corgis

Profile

CORGI 109s

Model

Citizen Frank Cnudde doesn’t just collect, he modifies his miniatures s I mentioned in Classic LRO (January 2015) when I wrote about my 1977 Series III 88in 2.25 petrol, I’m a keen model collector. I bought these two Corgi Land Rover 109s on eBay. They were both well playedwith and incomplete. The

A

Breakdown Service Tow Truck was minus the crane, the tow hook, the canopy and the tyres. The other truck, Corgi’s Daktari model, had no spare wheel and its other tyres were worn. Both were ideal for modifying. I hate plastic windows and interiors – which is why I only collect Dinky toys up to 1958 – so

I drilled out the rivets and removed them from both trucks. I stripped both toys thoroughly, cleaned them and repainted in several thin coats: two of primer and three of top coat. Painting the wheel-hubs is much easier when the trucks are dismantled. I was lucky with the axles of both trucks – they were straight.

NAME: Frank Cnudde LOCATION: Pajottenland, Belgium VEHICLE: 1977 2.25 petrol Series III 88in DREAM LAND ROVER: TDCi Defender, before it’s too late! OTHER HOBBIES: Collecting 1940s Dinky toys

‘I hate plastic windows and interiors, so I drilled out the rivets and removed them’

SERIES III

High Thyme

For Rosemary

Profile NAME: Marc and Natasha Ive LOCATION: Devon VEHICLE: Land Rover ‘Rosemary’ MODEL: Series III YEAR: 1981 ENGINE: 2.25 petrol FIRST LAND ROVER: 1997 300Tdi Defender County OTHER LAND ROVERS: Td5 Defender 90 XS OTHER HOBBIES: Adventures with the family, travelling, boats

Far-from-mint ex-TV star in new role

Rosemary is still giving herbs a lift

It’s a case of sage before beauty

122 CLASSIC LRO November 2015

F

or years, my wife Natasha has loved Rosemary & Thyme, the TV series starring Felicity Kendal and Pam Ferris. I think they’re still running repeats of the series on TV even now. About three years ago, purely by chance, I came across ‘Rosemary’ the Land Rover that featured in all but one of the TV series. To cut a long story short, I bought her for my wife for her birthday. The Series III then looked, and pretty much still does, the same as it did in the TV series. I call it ‘shabby chic’. I believe Rosemary originally started life as support vehicle on an airfield, which is why it’s got a later registration number; I think it was

part of the fire service. Anyway, following numerous owners it was eventually purchased by a film production company, Celador Entertainment, to be featured in the television series. I’m told that Felicity Kendal got quite attached to it, and when filming finished she acquired Rosemary. Apparently, she gifted it to a Cornish donkey sanctuary that she later became patron of. We used Rosemary for a few years for trips to the beach and for trundling around the Devon lanes, but in the past couple of years she’s been sat on the drive and needs work to get her back on the road, although she starts and runs great. I just need to make time for her.


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NOSTALGIA CLASSIC LRO Fertile minds thought up the Hovertruck

1962 T

The Sixties was a time of innovation – though not everything worked well

he 1960s was an exciting decade of creative engineering, breaking new boundaries with fantastic results – NASA’s space missions, Concorde and Sir Christopher Cockerell’s hovercraft – to name but three examples. It seemed that anything was possible; if you could think it, someone could probably make it happen. While dad was busy at work, the kids were probably up to their elbows in Meccano – everyone was inventing stuff. On April 11, 1962, Vickers-Armstrong demonstrated its revolutionary Hovertruck. This spectacularly modified 109in Series IIA was

proposed as a solution for farmers working on soft or fragile soils, where a conventional vehicle would become bogged down or seriously compact the ground, hampering crop growth. It required a second engine, just to power the two fans for the air cushion. The extra weight of the conversion reduced the payload it was able to carry. In contrast to the company’s very successful monster-sized passenger hovercraft that went on to provide cross-channel sailings for many years, the Hovertruck was simply impractical. Still, we want one for the office car park...

Other things that happened in 1962… ● Rover MD Spencer

Wilks retires; William Martin-Hurst takes his place ● Santana Land

GOING FORWARD In response to customer demand for bigger payload capacity, the company launched the 109in SIIA Forward Control. It was available with three engine choices: the 2.25 petrol and diesel engines, plus the more powerful 2.6-litre six-cylinder unit.

UK to Australia The 1960s was a time when many responded to the urge to explore the world they lived in. Some trundled off towards India, others headed down through Africa. This particular group (L-R: Richard Banham, Alan Stewart, Timothy Groome, Jim Stich, Angus Gibbs, Samantha Anstis) each paid £150 to cover the trip to Australia by Land Rover. Did they get there? If you know, please email mark@LRO.com

American to orbit the earth, aboard Friendship 7 ● Norwich City beat Rochdale, to win the English League Cup ● Israel hangs Nazi Adolf Eichmann in Ramla prison ● Algeria gains independence from France ● The United States announces embargo against Cuba ● The first Daytona 24 Hours race is held

© REXFEATURES

1962 SIIA Forward Control on test

Rover, in Spain, begins exporting to Colombia ● John Glenn becomes the first

PHOTO: RON CASE/STRINGER

The Land Rover Years

November 2015 CLASSIC LRO 125


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NOSTALGIA CLASSIC LRO

Roverphile

WITH JAMES TAYLOR

Think you know everything about the history of Land Rover? Delve into the archives with the world’s leading expert

TWR titbit

Walkinshaw’s RR in the full TWR bodykit

Tom Walkinshaw Racing established a good relationship with British Leyland and its marques, notably preparing racing Jaguars and Rovers in the early 1980s. Walkinshaw then set up TWR Special Vehicles as an offshoot of the business, backed up by TWR Design, and it’s the latter that interests us here. It’s well known that the bodykit used on the Range Rover in Brooklands Green in 1992 was the work of TWR Design. Less well known is that the company originally designed that bodykit with a roof spoiler and special rear pillar covers. And even less well known is that TWR came up Spoiler alert: top part of original kit

with a neat black plastic filler that disguised the yawning gap between the front of the bonnet and the bodywork beneath. All these could be bought direct from TWR, but not through Land Rover. I was so impressed after I’d borrowed the demonstrator vehicle in 1993 (Walkinshaw’s own Range Rover, TOM 4, shown here) that I thought I’d get one of those filler pieces for my Range

Rover. Then I found out how much it cost. I think it was £91, which seemed a lot of money for a bit of plastic back then. I wonder if anyone ever bought that filler piece. I also wondered if that whole bodykit was the work of Ian Callum, who was the designer at TWR and, of course, is now the design chief for Jaguar. So, editor Mike asked him…: ‘Yes, I think I did it. Funny old thing!’

SPECIALIST SIX APPEAL

Dead but read Inspired by Geoff Maeder’s picture of a Series IIA that is enjoying a second career as a bar ornament in the US (Roverphile, August), Patrick Sutcliffe sent me this one showing the back end of an 88-inch station wagon in use as a library at the Kande Beach camp in Malawi. We await the arrival of ‘Uses For The Rear End of a Series Land Rover No 3’ with keen interest.

Townley Cross-Country Vehicles was a Land Rover dealership at Bexleyheath, Kent – and a particularly interesting one, because it built its own conversions with Land Rover approval. Most of them probably went abroad, and I’ve come across commercial utility types, military specials and luxury Range Rovers, all dating from the 1980s. The one pictured here was a demonstrator, and I don’t know whether any ‘production’ examples followed. It’s a military reconnaissance vehicle based on the Stage 1 V8, converted to three-axle

Did Townley 6 make it past this demo?

configuration with selectable six-wheel drive. Did Townley carry out the chassis conversion itself? I’m wondering if it was actually done by SMC, because the claimed wheelbase of

138.5in is pretty close to the 139in of the Sandringham 6. Even the names are similar – the Townley conversion was called the Townley 6. Do you know more? November 2015 CLASSIC LRO 127


CLASSIC LRO NOSTALGIA

INTRIGUING INJECTION Tim Race sent me these pictures from Botswana, and wondered if I knew what they showed. The vehicle is (allegedly) an ex-Rhodesian Army Series IIA, with some sort of water injection system. A glass gauge on the dash seems to draw water from a reservoir next to the radiator, and inject it via a pipe into the carburettor. My guess is it was used to prevent pinking if the engine got very hot. But, as always, I’d love to hear from anybody who knows better!

Mat finish

Blade runner When Arthur Ansell read my feature on the ultra-rare Series II 109 FFW station wagon in the August issue, he wondered if the vehicle might have seen service in the colonies, perhaps in Kenya during the Mau Mau insurrection. Arthur says the weapon in a holster alongside the seat box looks like a copy of a Masai sword, many of which were made by modifying a commercially available ‘panga’ (used for cutting vegetation in the jungle). As he says, its position is obviously handy for close-in support or for hacking fallen trees and the like. He could be right. Any ideas?

128 CLASSIC LRO November 2015

that had just spent millions on making their premises look upmarket were rather less than keen on having a load of grubby Land Rover enthusiasts blocking g up their forecourts on a Saturday morning on the hunt for parts. So the idea bit the dust quite soon after it had been started. My mouse mat was one of the promotional items produced at the time. So here it is for all to see.

Got a question? Ask James...

Is this to give a carb a cool drink?

If you want to know more about something obscure, or can add to something you’ve read in Roverphile, contact James at roverjames@btinternet.com or via roverphile.co.uk

PHOTOS: TIM RACE

It had never occurred to me that my mouse mat might become an interesting artefact, but... About 10 years ago, Land Rover tried to establish a Classic Parts business, with the aim of reclaiming sales from companies that made reproduction parts. It was a good idea in theory, but it didn’t sit well with the way the company was changing. If I remember rightly, dealerships

MODERN Roverphile Nuggets from more recent history…

SAFEST DISCO IN TOWN MacNeillie’s of Walsall was Land Rover’s favoured armouring specialist for the first-generation Range Rover, so it was no surprise that it did some similar work on the first-generation Discovery. Armoured Discoverys were rarer than armoured Range Rovers. The latter were often built on a 110-inch wheelbase chassis, and those extra inches

were valuable for packing in not only the armour plate but also survival systems such as oxygen containers. So the MacNeillie armoured Discovery was also stretched. The brochure for the model stated the stretch was 250mm, which is just over 9.8 inches. But I bet it was really the same 10 inches (254mm) to which the Range Rover was treated.

I’ve recently added these two pictures to my collection. The exterior view shows how discreet the conversion was (but spot the heavy-duty steel wheels), and the interior view shows a division between driver and passenger compartments. On the seat is the face mask of the emergency breathing gear. Do you know more about these conversions? LRO


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WORKSHOP 26 PAGES The best Land Rover technical know-how in the business HOW HARD?

Where relevant, we’ve rated the difficulty level of workshop jobs from one spanner (beginner) to five spanners (expert), to give you an idea of what you’re letting yourself in for!

STAY SAFE

When working on your Land Rover, you should always… ■ Wear boots with reinforced toecaps ■ Use disposable or mechanic’s gloves ■ Wear safety specs to guard against stray sparks and harmful liquids ■ Wear clean overalls. They don’t just smell better – oily ones are bad for your skin and catch fire more easily

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The Big Project: Td5 Discovery 2

New input shaft oil seal stops transfer box leak

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Freelander 2 key fob repair

Cure this fiddly nuisance

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Fix a pinion oil seal leak How to do the job on most Land Rovers

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Get your wheel alignment right

Six-page special on running straight and true

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Fit Defender side windows

Make them rattle-free

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Swap brake drums for discs

Convert Series II/IIA/III to Defender-type brakes

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148 146 ■ The LRO Workshop section is sponsored by Britpart, the leading independent wholesaler of parts and accessories for the entire Land Rover marque – a one-stop shop for everything from O-ring oil seals through to engine and exhaust systems and much more in between. Britpart is approved by Lloyd’s Register Quality Assurance to BS EN ISO 9001:2008 and now all Britpart’s products are covered by an industry-leading 24-month guarantee.

www.britpart.com sales@britpart.com

Ask LRO

Your queries answered

VEHICLES IN THIS ISSUE’S WORKSHOP Series I Series II Series IIA Series III Defender Freelander 1 Freelander 2 Discovery 2

p155, p158 p148 p148, p155, p156 p148 p146, p155, p157 p156 p136 p132, p154, p155, p157 Discovery 3 p157 Range Rover Sport p157 Range Rover L322 p158 Range Rover Classic p158

November 2015 LRO 131


Rolling project HOW LONG? One day

HOW MUCH? ● ICV100000,

transfer box oil seal, £3.20 ● FRC3602, propshaft flange bolts, 90p each ● FTC4941, propshaft flange shield, £7.50 ● FRC2464, propshaft flange felt washer, 88p ● ESR3737, exhaust gasket, £2.24

HOW HARD?

Refit bolts in the wrong place and this will happen

THE BIG PROJECT

Part 6 DISCOVERY 2 ROLLING REFURB The masterplan

Editor-in-chief John Pearson bought this 2002 Discovery 2 Td5 (pre-facelift) as an everyday vehicle, freeing up his ex-G4 Challenge Defender just for adventures. The Disco came with a service history and a wad of dealer invoices detailing past repairs. Britpart’s Steve Grant gave it a full check for faults and now we’re fixing them. In previous episodes we’ve cured an engine oil leak, flushed the auto transmission, replaced rear suspension bump stops/height sensors/Watts linkage, fitted a camshaft and overhauled the brakes.

What’s next?

PHOTOS: TOM CRITCHELL

Tracing and curing stiff steering.

LT230 transfer box leak sorted Here’s how we replaced the input shaft oil seal y Discovery’s transfer box was becoming increasingly incontinent, leaving black patches of oil wherever it was parked. Fixing the leak became a major priority. Britpart’s Steve Grant diagnosed the fault as a leaking oil seal where the input shaft goes into the transfer box, so the box had to come out to fit a replacement seal. Unfortunately, as we’ve found with other jobs on this Disco 2, some things had been bodged. The top front transfer box securing bolt was exceptionally tight and mangled its thread coming out. Steve knows from experience what will have caused this. Some bolts are longer than others and the wrong one had been fitted. The protruding bolt gets clobbered by the transfer box gears and you can see the result in our inset

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picture above. Fortunately this was the only damage, so we were able to fit a Helicoil to replace the thread. So, make a note which bolts go where and put them back in the same positions.

Tools and kit used ■ Metric spanners and sockets, torque wrench, impact driver, pliers, circlip pliers, screwdrivers, jack and axle stands (or vehicle lift), transfer box support plate (or blocks of wood), 9⁄16in AF propshaft nut socket (Britpart, DA1119), penetrating oil, grease, Loctite SI5980 Quick Gasket, Helicoil set, puller.

Safety advice ■ This job can be done with the vehicle jacked up and on axle stands, but the transfer box is a heavy item, so you will need help to remove it.

The Expert Steve Grant Steve is Britpart’s chief technician. He owns a purposeful Defender 110 doublecab and Series IIA Lightweight. Steve is also spannerman on the MSA British Cross Country Championship Land Rover raced by Britpart MD Paul Myers.

Britpart, The Grove, Craven Arms, Shropshire SY7 8DA, England


Remove window switch console

Disconnect handbrake cable

Remove crossmembers

First gently ease the electric window switch faceplate away. Use a small screwdriver to lever it and make sure it comes out squarely to avoid breaking the four small pins. Then undo the four screws that hold this switch console in place and pull it out of the way.

Roll the handbrake gaiter up the lever, out of the way. This allows access to the clevis pin which attaches the cable to the lever. Prise off this clip, which secures the pin, then remove pin. Next, get underneath the vehicle and wiggle the outer cable down and out.

The Discovery has two chassis crossmembers that need removing. Use a 10mm socket to undo the four securing bolts on each side. They’re exposed to road salt under here and could be corroded; give the threads a good dousing with penetrating oil.

Off with the front pipe

Remove propshafts

Check propshaft joints

The exhaust front pipe needs removing. The fixings will be rusty, so also spray them with penetrating oil. Use 17mm spanner to undo from main silencer and 15mm socket on long extension at turbo end – you can also get at it from under the bonnet.

Both the front (shown) and rear propshafts have to be taken off to allow the transfer box to be removed. A normal socket is too fat to go on the nuts, but Britpart sells this 9⁄16in AF socket with extension, which allows you to use a ratchet or bar to undo them.

Check that the universal joints move smoothly and there’s no free play. Steve spotted that the flange bolts where the rear shaft connects to the back of the box were damaged. Also check rubber doughnut at the rear for splits or perishing.

Disconnect high-low cable

Undo connector and breather

Slacken mountings

Disconnect the high-low cable – the securing clevis pin is held by a clip and the outer cable to its bracket by a C-clip. Also disconnect the difflock, where fitted; although most D2s don’t have an operational one, the 2002 facelift models finally got it.

Undo this connector, which is for the wiring that sends signals from the high-low detect switch to allow various systems to determine engine fuelling and autobox mapping, and enable activation of hill-descent. Also release plastic breather pipe from its clip at front.

Next step is to move on to the gearbox and transfer box mountings. Slacken the bolts on the gearbox side (15mm spanner), then move to the transfer box side. But don’t remove any bolts yet until you’ve put some form of support under the gearbox.

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November 2015 LRO 133


Rolling project

Remove mountings

Remove exhaust mountings

The special bracket

Next job is to position a sturdy and secure form of support under the gearbox, which will enable you to lift it slightly to remove the mountings and then hold it when you remove the transfer box. A trolley jack is ideal, but you’re also going to need another later on.

With the gearbox/transfer box mountings removed you can lower the jack slightly to allow access to detach the electrical cable that goes across the top. Then remove the mountings from the main silencer and hook it over to the side with a bungee.

12 This fits on to his transmission jack and is secured to extended threads on the bottom of the box (look online for plans for LRT-99-010 if you want to make one). Alternatively, use a trolley jack and block of wood.

Fit two dowels

Remove transfer box

Here’s the cause of the problem

As he removes the transfer box bolts Steve fits two dowels he’s made; one here in the lowest position and one opposite. These help with alignment when refitting and avoid damaging the input shaft seal. Note which bolt came from where – they are different.

Right, we’re now ready to pull the transfer box away from the gearbox. Steve can do it by himself with the home-made adaptor and transmission jack, but if doing the job on your driveway you’ll need the help of an assistant; it’s too heavy to lift out by yourself.

15 workbench it’s easy to spot the cause of the

Disco’s incontinence. The input shaft oil seal has been leaking. Now you can see why the dowels are used to held keep the shaft central when refitting the box.

Drain the oil

Remove bottom cover

Fit a Helicoil

Steve suspends the transfer box and removes the oil drain plug, catching the smelly old oil in a container. We were worried that the wrongly-fitted bolt might have caused internal damage, but fortunately nothing metallic was on the magnetic drain plug.

Eight bolts secure the bottom cover (10mm socket) and there are two nuts on studs, which are the ones used for mounting the adaptor. Once that’s off, clean all old sealing compound from the cover and casing. Also examine gears for signs of damage.

18 thread in the casing, so Steve fitted a Helicoil

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Britpart, The Grove, Craven Arms, Shropshire SY7 8DA, England

Steve’s made his own transfer box adaptor plate.

Once we’ve got the transfer box out and on the

Removing the dodgy bolt had damaged the

thread insert. This entails drilling with a supplied bit (with grease on it to collect swarf), cutting a new thread then screwing in the Helicoil insert, with tool shown.


Out with the dodgy seal

Fit the new seal

Replace propshaft bolts

With the Helicoil fitted and the tag that breaks off the end of it recovered from the transfer box with a magnet, the next job is to remove the oil seal. You can use a pukka seal remover, but it’s ok to ease it out with a pry bar. Just avoid damaging the casing.

You can also use a seal fitting tool, but there’s a simple DIY method. This is to push it in by hand, making sure it’s square, then tap gently with a hammer until it’s fully flush with the outer face. The seal is pre-lubricated where it contacts with the input shaft.

21 rear propshaft to the flange at the rear of the

transmission brake had damaged threads and needed replacing. The handbrake drum securing screw is usually tight; Steve undid this with an impact driver.

Remove the flange

Lever-off dust shield

New felt washer

The transfer box drive flange has to come off to replace the bolts. Steve whizzes off the securing nut with his powered wrench (30mm socket), but if you don’t have one it can be undone with a socket and bar, if the flange is restrained with a lever or holding tool.

With the flange withdrawn from its shaft with a puller, Steve holds it in a vice and levers off the dust shield. After this he can remove the large circlip, which then allows the bolts to be replaced. He taps a new dust shield on with a 46mm socket, to avoid damage.

24 here. Before fitting Steve puts a smear of oil

around the inside of the flange, then pushes in the seal. Torque the nut to 109lb ft; you need to hold the flange to prevent it turning, but take care not to damage it.

Clean brake shoes and drum

Refit bottom cover

And the box goes back in

Oil from the transfer box had worked its way inside the transmission brake. So Steve gave the internals, especially the shoes and drum, a thorough going over with brake-cleaning solvent, then wiped them with a rag. Then he refitted the brake drum.

Loctite SI5980 Quick Gasket silicone sealant is used on the bottom cover to make sure there are no leaks. Then the cover is refitted, remembering to fit the two studs in the correct position to re-mount the adaptor. Don’t refill with oil until you’ve refitted it.

27 transmission jack, Steve pushes it into position

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www.britpart.com sales@britpart.com

We found that the four bolts which secure the

The flange goes back on with a new felt washer

With the transfer box remounted on the

and carefully eases it onto the transmission. The dowels certainly help with this. Then it’s just a matter of LRO refitting everything in the order you removed them.

November 2015 LRO 135


How to

Fix Freelander 2 key fob The infamous key fob: tiny dead batteries and broken plastic – easily fixed! s Freelander 2s get older, their remote key fobs are starting to fail. These contain a rechargeable battery – you should rotate your two key fobs and charge each in turn. Even so, they’ll eventually reach a point where they rapidly lose charge. The key-fob’s still useable – manual key into left-hand doorhandle gets you in, then fob into docking station stops the alarm. Your car should still start, even though the fob battery is flat. But a dud battery isn’t the only problem. The key-ring attachment point wears right through, the flexible plastic casing can split around most-used buttons and damp can cause intermittent malfunctions.

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Because of all this, lots of Freelander 2 owners have one key that’s now effectively a ‘spare’ – not fully operational, but useable. The good news: replacement keys are available from your main dealer. The bad news: that’ll be £181, sir. Oh, and £108 for coding it to suit your car. Surely there is a less expensive solution? Yes there is, if you can do a bit of soldering, and we’re going to show you how to do it…

Safety advice ■ Prop soldering iron securely when not in use. Fumes from soldering may cause irritation.

Tools used ■ Screwdrivers, mole wrench, matches, small soldering iron and solder, solder-sucker, craft knife, small flat file, bench vice, 1.5mm drill bit, superglue.

The Expert Peter Galilee I’ve had my Freelander 2 for almost three years. I haven’t gone cheap on maintenance, but, on the other hand, I don’t count spare keys as maintenance and they’re expensive. So, let’s take a look …

HOW LONG?

Less than one hour.

HOW MUCH?

● Remote key fob

case: £24.95 ● Uncut new

key with plastic base: £8.99 (both from Chequers Motorstore, 01454 615444) ● VL2330 lithium battery: £3.84

HOW HARD?

Yesss! It flashes, it unlocks! Peter checks out the repowered circuit board

Britpart, The Grove, Craven Arms, Shropshire SY7 8DA, England


Cut or split? Your choice

Join line, battery

Un-soldering battery terminals

Stripping: cut down external lines and you’ll keep the exterior tidy – but you’ll cut through internal tongue-and-groove join line, and if you slip you could scrape the circuit board. Alternatively, split apart with two screwdrivers in the key recess.

Here’s the tongue-and-groove join between the two halves. The battery locates in a plastic carrier. The carrier clips to the edges of the circuit board, which fits nice and snugly in the fob casing. It’s not fixed and a tap will shake it out.

The two battery terminals protrude through the circuit board. Here, a terminal is being un-soldered. Soldering iron is on the right, and solder-sucker is on the left (it’s a kind of spring-loaded suction pump to vacuum away excess solder).

Spring free the terminals

Battery out of its carrier

New battery in position

Trouble is, though, the battery doesn’t just drop away. As soon as you stop un-soldering, the solder sets again. Force a shaved match or cocktail stick gently behind the battery carrier, this helps to spring the terminal free.

Prising the battery out of its carrier is particularly difficult, because it’s small! Be patient and wedge tapered matches under the battery so it springs out easily when you pull the retaining lugs. Use a VL2330 battery that looks like this.

We have checked the new battery with a multimeter and it’s in position in its carrier with terminals (shown) pushed through the circuit board. It’s ready to solder, but take a minute to study what’s near the soldering points…

Soldering the terminals

Scrap key base is replaceable

Glue halves together, and then...

…because everything you’re working with is tiny. Circuit-board components and pathways are close to your soldering iron and are easily damaged. A brush with flux will make things easier, even if the solder’s flux-cored. Don’t over-heat, but the solder must flow.

Here’s the key which fits into the side of the fob. If yours has a pulled-through key-ring hole, just that bit can be swapped. Put the key in a vice, use a 1.5mm drill-bit held with mole-grips to punch out the pins, then swap the blades.

The pull-out key locates to the fob casing with a spring-tab – this is too bulky on reproduction items and needs reducing. Whittle down outside edges, then reduce height with a small flat file until the fit is easy. Finished fob (left) looks smart. LRO

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ovember 2015 LRO 137


Quick fix HOW LONG? 10 minutes

HOW MUCH? ● Pinion oil seal

FRC4586G, £5 ● Split pin

PS608101L, 10p ● Propshaft nuts

and bolts, £2

HOW HARD? Remove the flange Remove the bolts securing the propshaft and swing out of the way. The flange is fixed with a castellated nut and split pin. Remove the split pin, undo the nut and withdraw with the washer. Remove the flange. Use a slide-hammer if it is stubborn.

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A tad awkward: yes. Difficult: no

Oil leak repair Replacing troublesome pinion oil seal is doable ost older Land Rovers mark their territory with oil, and pinion oil seals are among the worst culprits. Being low-down a failed pinion oil seal doesn’t just let oil out, it lets mud and water in – seriously reducing the lifespan of differential bearings. Many owners put it off as it can appear to be daunting, but the reality is that unless you encounter a stuck drive flange, which may call for a slide hammer to move (threehole 300Tdi Discovery 1 rear flanges can be particularly stubborn), it’s actually just a 10-minute job. This sequence works for all Rover diffs from Series I onwards, though early Series I

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Hook out the oil seal Differentials fitted to earlier Series Land Rovers have the bolt-on seal housings. Undo the bolts and remove the housing, and knock the seal out. Later versions have the seal pressed into the housing, but here you lever the seal out.

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and SII/IIA have a bolt-on seal housing. It is possible to replace the oil seal with the bolt-on housing in-situ, but it’s much easier to remove it from the diff casing and knock it through. This job can be done with all four wheels on the ground, but room to swing the torque wrench will be limited and although the nut is only tightened to 85lb ft, you may need to ‘shock’ the nut off.

Safety advice ■ Chock the wheels front and back. Secure the propshaft out of the way so it won’t fall on you.

The Enthusiast Neil Watterson Neil hates this sort of job, lying under the vehicle. Not because the job is difficult, but because he’ll invariably find other stuff that will require his attention while he’s under there. They say ‘ignorance is bliss’. Well, Neil enjoys being ignorant.

Britpart, The Grove, Craven Arms, Shropshire SY7 8DA, England.

Clean and refit Clean the oil seal housing and smear the outer of the seal lightly with RTV sealant. Fit the seal with the flat face away from the diff (main picture) and knock into place. Replace flange and washer and tighten nut to 85lb ft. Fit new split pin. Refit propshaft.

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How to Wheel alignment is critically important to your safety

HOW LONG?

Few minutes to a couple of hours

HOW MUCH?

● Basic checks are

free. Full four-wheel alignment varies: from £20

HOW HARD?

Drive straight and true Keeping your Land Rover in a straight line is an art, finds Neil Watterson sk any tyre fitter about what causes the most wear on a tyre and they’ll reply wheel alignment. But wheel alignment doesn’t just affect tyre life – it has an impact on how your Land Rover steers, handles and brakes. Even the fairly crude suspension system fitted to leaf-sprung Land Rovers has loads of points where even small amounts of wear will encourage wander on the road – independent suspension is worse. Most people understand the importance of getting their wheel alignment checked, but few will actually do anything about it unless the tyre tread is getting scrubbed off. But before you take your Land Rover

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to an alignment centre you should make sure the suspension is in good condition – spending a bit of time preparing the vehicle will give you the best results and can transform your vehicle’s handling, as well as making it easier to drive. Most of the checks and adjustments can be done on your own driveway with basic tools – you’ll just need some string and a tape measure to do the basic checks.

Safety advice ■ Any adjustments you make to the steering must be correct and bolts must be torqued correctly (figures are given in workshop manuals). If a bolt comes loose you could lose control of your vehicle. ■ Get any adjustments checked. ■ Properly support the Land Rover when you are working on it.

The Expert Chris Clark Chris has worked as a tyre fitter for Southam Tyres, part of the 4Site4x4 group (4site4x4.co.uk), for more than a decade and has been doing wheel alignment for the past three. His pet hate is working on Land Rovers where the fixings are seized!

Britpart, The Grove, Craven Arms, Shropshire SY7 8DA, England


True vertical

Steering axis inclination

Camber

Steering axis

Camber angle is fixed on beam axles – the wheels will generally be perpendicular to the ground, or a small amount may be built-in. It is adjustable on independently sprung models. Negative camber – where the top of the wheel leans inwards, as illustrated excessively above – can improve grip when handling, but it only needs to be a small amount. Too much negative camber will rapidly increase tyre wear and heat build-up. Beam axle vehicles often have slightly positive camber. Tyres wear at an angle to the tread.

Steering axis, or kingpin inclination, is the angle formed through the top and bottom swivel pins on a lateral axis and helps with self-centring of the steering. The angle is fixed on beam-axled Land Rovers, but can be adjusted on independently sprung models.

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Toe-in

Thrust line Thrust angle

Toe setting

Thrust angle

Toe setting is the amount the front wheels are ‘out’ from parallel. Slight toe-in increases straightline stability, though Defenders are set toe-out. Toe setting is the only steering setting that can be adjusted on all Land Rovers. Excessive setting feathers tyre edges.

The thrust angle is the difference in the direction the rear wheels are pointing relative to the centre line of the Land Rover. If a rear axle isn’t square to the chassis it will produce a thrust angle (negative if it is pointing towards the centre of the road/driver, positive if it points towards the kerb). If the thrust angle isn’t 0º, you will have to turn the front wheels (left in the drawing above) to compensate for the wheels being out of line. The thrust angle needs to be sorted before the front wheels are aligned.

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Caster angle

Steering damper

The caster angle is the angle around which the wheel revolves when the steering is turned. This angle can be adjusted on all Land Rovers (use wedges on leaf-sprung vehicles) and is affected by changes in suspension geometry. The angle is set so a line drawn through the centre of the pivots would meet the ground just in front of where the tyre’s footprint is. Too little caster angle will reduce directional stability; too much will make steering heavy. Care should be taken to get the correct caster angle on lifted vehicles to maintain steering stability.

In an ideal world with smooth roads, properly set-up steering shouldn’t require additional damping but the reality of driving fast on bumpy roads makes it necessary. A damper helps control undesirable movement and oscillation through the steering.

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November 2015 LRO 141


How to ALL MODELS

Tyre size

Wheel offset

Chassis sitting level

Overall sizes can vary between different tread patterns from one manufacturer, even though their displayed sizes are the same. At least try to match tyre size/type/brand on an axle, but a matched set of four is best. Make sure the pressures are correct.

Few modern Land Rovers run non-matched wheels as they look ‘wrong’, but Series Land Rover owners may find the offsets on their wheels differ – they changed over the years. Check the part numbers and measure the offset of each on a flat surface.

You’ll never get your Land Rover wheel alignment right if it doesn’t sit level. If it is squatting down on one corner, resolve that issue before delving any further – it could be that the spring has failed or is simply incorrectly rated for the load it’s carrying.

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Chassis squareness

Loading

You’ll never get your steering correct if your chassis is out of line – something that is a real possibility on accident-damaged or badly repaired vehicles. To check your chassis correctly you will have to get the chassis parallel with the ground (support it at each corner if needs be), then drop a plumb line from the suspension pick-up points and make chalk marks on the ground. Wheel the Land Rover out of the way, then measure the diagonals between the points. If there is any discrepancy between the measurements the chassis may be out of square.

Ideally, loads should be spread evenly around the vehicle. If the loading is imbalanced it will affect how the suspension deals with bumps. If your Land Rover is normally run fully laden, get the alignment checked when it is loaded, not at kerbweight.

Wheel and swivel bearings

Steering lock stops

Wheel balance

Even a small amount of play in a wheel bearing will affect the wheel; 0.1mm of play in a bearing gives more than 0.7mm of play at the wheel rim. Toe-in as little as 1.2mm can easily throw the readings out on Series Land Rovers, so get them sorted.

Lock stops prevent the wheels from exceeding their designed movement and are adjustable for different wheel/tyre combinations. They must be correctly adjusted to prevent tyres catching the chassis and suspension components, which causes damage.

Apart from causing irregular wear and an irritating vibration through the steering, an out-of-balance wheel will put undue stress on the other steering components, shaking bolts loose. Tyres should be balanced routinely – they can creep on the rim.

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Britpart, The Grove, Craven Arms, Shropshire SY7 8DA, England

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ROUGH CHECKS

String gauge

Measuring wheelbase

Measure the track

On flat ground run a length of string round the wheels at axle height with the steering straight. If there is a gap between the string and front of rear tyres, you have toe in; rear of front tyres you have toe out. If there’s a gap on one side only, the rear toe is out.

Measure the wheelbase at kerbweight with the wheels straight – and be aware that some wheelbases aren’t the same as the model name (a 90 actually has a 92.9-inch wheelbase). Take a further measurement from a fixed point on the chassis.

The distance between the wheel rims, front and rear, gives you the toe setting. Older, beam-axled vehicles have a figure given as a linear measurement. Land Rovers with independent suspension have it as an angle as well as a linear measurement.

Proper alignment

Eccentric bolts

Rear toe adjustment

Vehicles with independent suspension need to be aligned properly, but you can still do a basic check using string (as shown above) to see whether it’s worth taking in for a full check. Always get a four-wheel alignment check after doing suspension work.

The lower arms on most vehicles L322-on are located using eccentric bolts in a factory-set position. If they have come loose, or the lower arm has been replaced by someone who didn’t mark the position correctly, the camber and caster will be wrong.

Rear toe setting is adjusted by loosening the lock nuts on the adjuster arm and rotating the rod, using the flatted area along the length. The rod has a significant amount of adjustment built in, so you can get it very badly wrong if you’re not careful!

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INDEPENDENT SUSPENSION

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FREELANDER 1

Front adjustment

Freelander 1 rear toe setting

Freelander 1 front toe setting

The front toe setting on most independent models is adjusted towards the front of the wheel. Loosen the locknut on the track rod and rotate the bar to increase or reduce the toe setting. Make sure the steering is straight ahead before adjusting it.

The toe setting can be altered on the rear wheels using the adjuster rods at the rear of the suspension. Loosen the locknuts and rotate the adjuster rod to alter the toe setting. These will invariably be rusty, so use plenty of penetrating fluid.

Toe setting is varied using the adjustable track rod behind the spring. Set the steering wheel central then loosen the two clamp bolts to the side of the adjuster and turn the adjuster. When the setting is correct, tighten the lock nuts to 66lb ft.

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November 2015 LRO 143


How to LEAF-SPRUNG LAND ROVERS

Check bushes

Axle height

Spring location

Worn bushes in the spring eyes or chassis will allow the axle to shuttle backwards and forwards as you drive, skewing the axle every time you hit a bump or pothole. As the axle moves, the thrust angle moves, so you could end up crabbing along.

If the gap between the axle and chassis is significantly different on each side of a vehicle, the wheelbase on one side will differ slightly to the other. Check the heights with a driver seated, as the suspension is designed to be level then.

Many alignment problems on leaf-sprung Land Rovers can be attributed to the spring dowel not locating properly in the hole in the bottom of the axle casing. Springs could have been fitted incorrectly or the dowel could have sheared following an impact.

Check for loose U-bolts

Ball joint condition

Set the steering relay arms

If the U-bolts haven’t been tightened sufficiently the axle will shift as power is applied, which can damage the spring’s dowel. If you have been driving round with loose U-bolts don’t just tighten them – replace the U-bolts as they will have been damaged.

A worn ball joint will introduce free play into the steering. Two types of ball joints are available; those with collars and those threaded along the entire length. They are not interchangeable, even though they will physically fit the steering rods.

Earlier Series Land Rovers were designed to have the top and bottom steering relay arms at 90º to each other. Later (Series III) models have the angle reduced to 81º. Push the arms up and down to check for play in the relay, giving sloppy steering.

Track rod length

Centre the steering

Steering box adjustment

The track rod length adjusts how much toe-in your Land Rover has. This is the only adjustment you can make to a Series Land Rover’s wheel alignment. Check the workshop manual to find out exactly what the toe-in should be.

Adjust the length of the drag link so the lower relay arm points forward when the wheels do. Then centre the steering box by loosening the pinch bolts on the longitudinal rod (between steering box and relay) and rotating the bar to centre it.

It can be easier to lift the front wheels to check for full movement/centred steering. Once the steering is centred, remove any slack in the steering box by loosening the locknut and turning the adjuster to remove free play. Make sure it is filled with oil.

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COIL AND AIR BEAM AXLES

Caster angle

Panhard rod

Bushes

If you’ve fitted a suspension lift or lowering kit to your Land Rover you may need to fit caster correction. As a rule of thumb, if the change is an inch or so you don’t need to do anything. If it’s more, you should adjust it, using either bushes or adjusted arms.

The Panhard rod locates the front axle and prevents lateral movement. If the bushes are worn, it will allow the axle to move sideways, affecting steering. If you’ve fitted a significant suspension lift, it will pull the front axle out of line.

Worn bushes will cause poor axle location and allow the axle to wander, especially in ruts on tarmac roads. If the centre bushes (A-frame, Panhard rod or Watt’s linkage) are sound, the axles will pivot round them, altering the thrust angle.

Rear axle location

Damper performance

Ride-height sensors

If the A-frame and Watt’s linkage bushes are worn, the rear axle won’t locate properly and allow the body to move laterally when cornering. Coupled with worn bushes it can make for very erratic handling from the rear, especially when towing.

Faulty dampers won’t keep the axles under control, so the tyre won’t track the ground properly. This is annoying on straight roads, but can throw steering out on corners or when straightening back up after cornering as the axles bounce.

If an air-suspension sensor is damaged or misaligned it will give incorrect readings, causing the vehicle to lean. Apart from being uncomfortable, it will alter suspension performance. Some ECUs need to be calibrated to teach the ECU the new settings.

Ball joint and UJ wear

Track rod length

Centre the steering box

Worn ball joints and universal joints in the steering column will reduce steering feedback and allow the wheels to move independently of the steering wheel. Rock the steering gently while holding the joints to feel for undue movement.

The track rod alters the toe setting of the steering and is susceptible to damage from off-roading. If the bar gets bent it will give extreme toe-out, as shown, scrubbing the tyres and making the Land Rover wander. If the bar does get bent, it is normally scrap.

The steering box has a threaded hole to align with the drop arm when setting the drag-link length. Make sure you remove the bolt before turning the steering wheel. Centre the steering wheel at the same time. Adjust the track-rod length. LRO

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November 2015 LRO 145


Fitting guide

Defender side window seals Defenders often have rattles, even when new. Steve Hoare explains how to stop one of them he felt seal in the bottom channel of the Defender side windows either rots or is compressed by the weight of the glass, causing the window pane to rattle against the frame. Like most owners, I was content to jam a cuddly toy or work mat between the rear seats and the window. It helps but doesn’t offer an ideal fix/cure. Enter Garrison Outfitters (garrisonoutfitters.com). The team has developed a rubber seal that replaces the Land Rover one, et voilà – no more rattle and the cuddly toy can be returned to its rightful owner. The job looks daunting but the kit comes complete with seals, channel cleaner, scrubber mat and even a Pozidriv bit to undo the tiny frame screws. There is even a list of suggested hand tools and so on. So, one Saturday morning, I dived in and pulled at the first seal to expose the window frame mounting rivets. From start to finish took around two hours per side. Most of that time was taken up by cleaning

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the frame around the body opening – so if you had another pair of hands helping, that would make life easier. The fitting procedure is straightforward and the kit instructions also lists a YouTube link that shows the fitting in several videos, so you know where to look to get additional advice. Now the rattle has disappeared, the interior is much more refined on long drives.

Prepare the area Use a cardboard sheet to place the assembly on, so you don’t scratch the window frame on the ground or concrete floor. Better still, erect some wooden boards across trestles to save bending over. The window frames are the same on 110 and 90 models.

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Tools needed ■ Power drive ■ 5⁄32in (3.9mm) drill ■ Screwdriver or power screw gun ■ Pop rivet gun ■ Needle nose pliers, household scissors or snips ■ Utility knife ■ ¾in (19mm) electrical tape ■ Eye protection ■ Paper towels or rags ■ Soap and water ■ Household cleaner/degreaser Kit includes: ■ Two 5ft sections of rubber window channel ■ 50 sealed pop rivets ■ 3M scrubbing pad ■ 3fl oz bottle of Goo-Gone ■ Wooden width gauge disc ■ #2 Pozidriv ACR bit. Kit from garrisonoutfitters.com.

The Expert Steve Hoare Steve enjoys maintaining his personal fleet of Land Rovers. His favourites are his 1949 Series I and 1984 Defender 110 because neither of them needs an electronic scanning tool – everything is readily accessible with basic hand tools.

Detach and clean frame Pull frame away from the body. Lay frame down. Remove the rubber channel from each end of the window assembly. Using the Pozidriv, remove the single screw on top of the frame connecting the centre pillar. Don’t remove corresponding screw on bottom side.

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HOW LONG?

Around two hours

HOW MUCH?

● £84 approx ($130), garrisonoutfitters. com Also available through Allmakes, Bearmach, MUD-UK

HOW HARD?

Britpart, The Grove, Craven Arms, Shropshire SY7 8DA, England

Slice the upper flange Slice the upper flange of the rubber extrusion to either side of the window lock notches. Cut out the upper flange over the notches. You can either notch out the individual window latch positions or remove the entire length between the first and last notches.

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Protect the body

Expose the rivets

Drill-out rivets

The frame is riveted to the back body and the rivets are covered by the centre seal. Be sure to tape cardboard/paper across the length of the window to keep metal swarf and rivet nails off the body. The cardboard or paper should be taped along the waist.

The centre seal typically starts and finishes along the bottom edge, in the middle. Pull either end of the centre seal and it will release from the channel, exposing the pop rivets. Be careful, as you will want to re-use this seal on reassembly.

Using a 5⁄32in/3.9mm drill, drill-out the rivet heads around the perimeter of the window frame. Be sure to keep the drill square (90º) to the frame, as you’ll be using new rivets in the same holes on reassembly. The frame will not fall out when you drill the last rivet.

Slice seal foam, remove screws

Remove old felt

Feed in the new rubber

Using a knife, slice the grey weather seal foam at each end of the window frame where upper and lower halves meet. Remove two screws at each end of the frame. This allows you to disassemble the upper and lower halves, and remove the sliding window.

Remove old felt from the frame channel. Use scrubbing pad and Goo-Gone to clean felt residue and grime from the channel. Leaving the Goo-Gone to soak for an hour makes cleaning easier. Be sure the channel is clean and dry before proceeding.

Beginning at the back of the sliding window frame channel, work the new rubber into the channel along the entire length. Using a pair of pliers and the wooden width gauge, be sure that the rubber extrusion is fully seated.

Set window position

Reassemble frame

Refit pop rivets

Tape and secure the window lock into the open position. This will make for easier reassembly of the window frame. Set the sliding window back into the track in the bottom frame section. Prepare some soapy water for the next stage...

Replace rubber seal around fixed window. Stop before centre pillar. Apply water along rubber seal on fixed window glass. Put windows into tracks in upper frame. Reassemble upper/lower sections. Trim rubber extrusion, replace rubber channel covers.

12 the inside edge of the window frame. Once the

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We ran a light bead of RTV silicone sealer along

window frame is back in the body aperture, position the pop rivets in the mounting holes. Start popping the rivets from the top centre. Replace the centre seal. LRO

November 2015 LRO 147


How to Drum-to-disc conversion is increasingly popular

HOW LONG?

Jake Wright take about 16 hours – it could take longer depending on your DIY skills.

HOW MUCH?

● Heystee Series III

front and rear kits, £1395. See heysteeautomotive.com. You’ll also need these standard Land Rover parts: ● 4 calipers, £215 ● 4 discs, £100 ● 4 pads, £38 ● 2 brake pad fitting kits, £12 ● Caliper bolts, £22 ● Flexi hoses, £12 ● £18 for brackets, positioning front brake flexi-hoses Jake Wright’s used: ● Master cylinder, 90569128, £65 ● Pressure-reducing valve, £65 ● Lockheed remote servo kit, £315 Jake Wright charges £420 to do the job for you.

HOW HARD?

SERIES II, IIA, III

Swap drums for discs Convert your Series II, IIA or III to Defender-type disc braking? Yes, it’s possible – as Peter Galilee finds when this early Series III gets uprated f Land Rover drum brakes are perfect, they’re effective. But modern brakelining material is harder than it was when your Series Land Rover was produced – so hard, it’ll eventually wear your drums, then they’ll need skimming or replacing. If drums aren’t completely even-surfaced, new linings can’t contact the drum’s surface fully. In times past, linings were softer and bedded-in quite quickly – modern, harder linings do bed-in eventually, though they’ll probably never be as quite good as original-specification asbestos linings. And the period when your linings are beddingin can be quite long – in effect, you’re running your Land Rover knowing the brakes are substandard.

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Plus, if your brake components need replacing, you’ll be spending anyway – so maybe that money would be better put towards the cost of an upgrade to discs? For best results, conversion should be both front and rear. The result – Defenderstandard braking. We’re looking at the fitment of a Heystee conversion kit to a Series III 88-inch. The Heystee kit is compliant with German TÜV regulations and uses standard Defender discs, so you’ll always be able to get replacements.

Safety advice ■ Keep falling dirt out of eyes and ears with suitable protection. Never get under a vehicle that’s supported only by a jack. Use suitable axle stands and check the vehicle is securely supported.

Tools used ■ Vehicle lift or jack/stands ■ Toolkit sockets ■ Spanners ■ Screwdrivers ■ Drill and bit ■ Brake Pipe forming tools ■ Brake bleeding kit

The Expert Paul Greaves Paul has worked at Jake Wright Limited, Burley-in-Wharfedale for 15 years. There he gets to spanner everything from early 80ins to more modern Discos and Range Rovers. See jakewright.com or phone 01943 863530.

Britpart, The Grove, Craven Arms, Shropshire SY7 8DA, England


FRONT AXLE

Dust cap, or freewheel hubs

Releasing the front hub

Removing the brake backplate

Raise vehicle at front and remove roadwheel. If you’re working on a standard vehicle, prise off the dust cap. Our Series III has Fairey freewheeling hubs, so they have to be removed first – remove the screw and pull the nylon strip to release the hub outer.

With dust cap or freewheel hub off, remove the driving flange (six bolts). Then remove the split pin and castellated nut, punch back large lockwasher, remove two large nuts and bearings. Hub and drum won’t be re-used; they can be pulled off together.

With hub and brake drum removed, disconnect the front brake pipe (which is different on the disc-brake system). Here, Paul Greaves is flattening back the lockwashers so he can remove six bolts that secure the brake backplate to the axle.

Backplate and brakes together

Stub axle, driveshaft

Release track-rod ends

The drum-brake set-up isn’t going to be re-used, so there is no point stripping everything down to its component parts. After flattening the lockers and removing the six bolts, Paul just pulls the whole unit off over the stub axle.

When drum brake components have been removed, the stub axle can be pulled off. Here, with the stub axle already gone, Paul is removing the driveshaft. Have somewhere clean to lay it – you don’t want grit sticking to its oily surface.

Next, release track-rod ends from the steering arm. They’ll often come free after a few shocks from a steel hammer, otherwise you’ll need to use a puller. Don’t bash away at the exposed threaded part – that just mashes up the threads.

Swivel pins and rear seal

Removing the steering arm

New swivel pin housing, ready

Paul is pulling out the top swivel pin (keep the shims). He’s already removed a ring of bolts at the back of the swivel pin housing, releasing the big oil seal that wipes the chrome surface of the swivel bearing housing.

With the top swivel pin removed, the swivel pin housing can be lifted off. Here, Paul is removing the steering arm, which of course incorporates the lower swivel pin. The swivel pin housing is now redundant, but we need the arm.

Here’s the new Heystee swivel pin housing – it’s basically the same as what was removed, except that it incorporates two lugs (seen on the right), which are for mounting the disc-brake components. Paul has already fitted the original steering arm.

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November 2015 LRO 149


How to

Basic maintenance

Bearings clean and greased

Fit new swivel pin housing

Not strictly part of the job, but now is a good opportunity to renew the swivel bearings. It’s worth doing while everything is accessible, and doesn’t cost much. The same applies to the chrome ball’s big wiping seal, though ours was good.

If you’re re-using the original bearings and seals, be really scrupulous about cleanliness – wash in spirit and blow clean if in doubt. This is yet another reason why renewal is a good option, of course. Work fresh grease in thoroughly.

12 He locates the bottom bearing, then pushes in

the top swivel pin to hold things together. For now, shims under each pin are being re-used. They can be adjusted later if necessary.

Refitting the wiping seal

Swivel is reassembled

Halfshaft, stub axle

Paul is tightening the bolts that retain the chrome ball’s big wiping oil seal. He’s also added a bracket for the brake pipe (top left, behind Paul’s spanner). In foreground, the track-rod ends await re-attachment to the steering arm.

Swivel pin housing is adjustable up/down by adding/subtracting shims under pins, to align chrome ball’s seal. They give pre-load for steering damping – a spring-balance test is specified, Paul does it by feel. Here, the top pin’s nuts are locked.

15 reverse of disassembly. Paul has replaced the

front driveshaft, and here he’s refitting the stub axle – with a new gasket and a new felt/rubber washer on the end of the shaft.

Hub and disc go on

Setting tightness of bearings

Locking the bearings

The moment we’ve all been waiting for! Paul has bolted a standard 90 front disc to the Heystee hub, and here it’s being pushed into position. Though it looks different, original bearings and lock-washers all refit in the same way.

Setting bearing tightness is one of those jobs done by feel. Too slack and the bearings wear and fail quickly. Too tight and they overheat. Just right: the hub spins freely but there’s no feeling of play in the bearings.

18 under. When this is done, re-check the hub still

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Britpart, The Grove, Craven Arms, Shropshire SY7 8DA, England.

Here, Paul offers up the new swivel pin housing.

Now it’s more or less a matter of re-assembling,

Then the outer nut goes on, with its lock-washer

spins as freely as before. Lock-washers can sometimes be re-used, but new is better – and what was recommended by the factory.


Replace drive flange & cap/hub

Where the brake caliper unit fits

Fitting the brake caliper unit

With the big bearing nuts adjusted and locked, refit the castellated locking nut and its split pin, then refit the driving flange – six bolts. Finally, fit the dust-cap (if standard) or reassembly of the freewheel hub (if fitted – as seen here).

Now, on to the interesting bits. These two big bolts with a thread-locking compound screw into the two lugs on the swivel pin housing (seen in photo nine above). They provide mounting points for the brake caliper unit.

21 the two bolts seen in photo 20. He’s tightening

the bolts. Thread-lock on these bolts is supposed to be a one-time use only – if you disassemble it all again, use more thread-lock.

New brake pipework

Fit pads to front

Track-rod ends, then we’re done

The next job is the brake pipework. Paul has made up the short linking pipe that connects to the front brake flexi-pipe via the bracket seen in photograph 13. You will require a new front flexi-pipe as well.

Then fit the pads – as normal, just a tiny smear of copperslip where the pads contact the pistons is a good idea. Then fit the retaining pins with their springs, pinned in position – that completes front brake work.

24 matter of preference, but you can wipe the

contact surfaces – only very lightly – with copperslip. It’ll help when they next need to be split. Fill the swivel housing with oil and it’s job done.

And now for the back

Stripping the rear

Removing the hub nuts

Here, Paul shows the Heystee rear hub and standard Land Rover front disc. The first job is to bolt them together – standard Land Rover fixings are used. Note: rear discs are 110 specification – part number FTC 902.

We start by removing the old components. Here, Paul has removed the six bolts securing the drive flange, and he’s pulling out the flange and rear driveshaft – two separate components, but they can be removed and refitted as one unit.

27 front axle – lockwashers, big nuts, bearings and

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Here, Paul has fitted the brake caliper unit with

The final job is to refit the track-rod ends. It’s a

REAR AXLE

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www.britpart.com sales@britpart.com

The procedure here is much the same as for the

so on. Here, Paul is loosening the big nut. We don’t need the brake drum or the hub, so they can be removed as one unit.

November 2015 LRO 151


How to

Releasing the brake backplate

Goodbye to the brake shoes

Drilling caliper carrier bracket

Next, disconnect the rear brake pipework – there’s no need for finesse, it will have to be re-made anyway. Then it’s the turn of the brake backplate. Paul has the luxury of an air-gun to free off the six bolts…

It’s the same procedure here as for the front: we won’t be needing any of the drum braking system parts, they’re all going to be superseded by disc components. So rather than waste time disassembling to individual items, Paul removes the lot.

30 through four of the holes on the axle flange that were previously used to secure the brake backplate. Metric bolts are used, so the four holes need to be drilled out very slightly.

Carrier bracket for brake system

Position of carrier bracket

Hub, disc, bearings…

Here’s the Heystee carrier bracket and spacer. The four black bolts fix it to the axle flange – they’re the ones the holes were drilled for in photo 30. The two silver bolts are where the brake caliper will be attached.

The bracket fits with its spacer between bracket and back face of axle flange. Here, Paul is just checking for fit. The flange could be rusty or paintcovered – make sure the bracket can sit down cleanly when bolts are tightened.

33 disc, which Paul assembled earlier. Bearings,

nuts, lockers and so on are all much the same system as for front axle, and the procedure for setting up bearing tightness is the same.

Halfshaft and drive flange

Hub and disc finished

Brake caliper goes on

With the bearings all adjusted and done, spin the hub once more to double-check it still rotates freely. Then the half-shaft and drive flange, which were removed as one unit, can be replaced. There are six bolts to secure the drive-flange.

Now the assembly of the hub and disc components is complete, and the brake caliper carrier bracket and spacer were fitted earlier. Everything is ready for the brake caliper unit to be fixed with two bolts – similar to photos 20-21 above.

36 pipes need re-making. Oil axle, bleed brakes,

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Britpart, The Grove, Craven Arms, Shropshire SY7 8DA, England.

The disc-brake system’s carrier bracket bolts

Now it’s time to fit the Heystee hub and brake

This is the same procedure as for the front. Brake

then it’s finished. Wright’s also fitted a 109-inch master cylinder and pressure-reducing valve. When tested, brake readings were comparable to Defenders. LRO


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November 2015 LRO 153


Ask LRO

Your queries answered Any Land Rover, any question – if you have a tech problem just ask LRO! GOT A PROBLEM? Whatever is baffling you – and whichever model of Land Rover you have – our trusted team of technical experts are here to help. Email your query to LRO. workshop@bauermedia. co.uk – please include your postal address and as much detail as you can, including a photograph of the problem area if possible. You can write to Land Rover Owner, Media House, Lynchwood, Peterborough PE2 6EA or get in touch via Facebook and Twitter. Sorry, but we can’t answer your queries over the phone.

DAVID LONG Newer and currentmodel specialist

JULIAN GILLING Range Rover Classic and P38 specialist

PETER GALILEE Series I technical expert/historian

DISCOVERY 2

My Disco 2’s electrics have completely died on me I live in rural Australia and have a dead Discovery 2 Td5 automatic. What started as a fairly small problem got much worse after I changed the injector pump to stop diesel running into the sump. After this, fuel seemed to take longer than usual to reach the cylinders, so I installed a fuel pump with a hand primer and pumped fuel through until it was returning via the cooler. The engine continued to turn, but it wouldn’t fire. Hoping to cure this, I cleaned the crank sensor, removed the injector wiring, blew it through with an airline and hung it in the sun for a day – but there was still no combustion. Next, I checked all the fuses, replaced all the relays, and stood the ECU in the sunlight to get rid of any oil – after which the engine stopped turning. Many days of checking followed, but they left me with inert engine management circuits in the under-bonnet fusebox. Fuses 22 and 23 (starter and engine) under

the dash were also inert, and the red-and-white wire to the ignition switch was dead. There was power at the fuel cut-off switch, but none at the fuel pump. A starter button bridged to the under-bonnet wire to the starter made the engine turn, but turning the ignition key didn’t. Thinking it might be a faulty transponder, I tried the spare key, but with no success. A secondhand BCM brought the engine management fuses under the bonnet back to life, but nothing else changed. The only person living near me with a Land Rover Notebook keyed in the BCM, but it made no difference. For about a week before all this trouble started, starting the engine had taken two or three turns of the key. The nearest Land Rover mechanics are more than 200 miles away, and it would cost me a fortune to get the Disco to them. Any advice you can give would be greatly appreciated. David Snadden, Australia

You’ve treated your Td5 like a Toyota FJ, and by doing that you’ve destroyed the evidence of what’s wrong with it. Remember – it’s a computer on wheels and needs treating as such. I deduce from what you say that you traced the poor starting problem to fuel leaking into the sump, which you have now cured. However, I don’t think it was a good idea to leave components in the Aussie sun, particularly electronics. I suggest you try two things initially. First, replace the injector harness with a new one and clean the plug in the ECU with contact cleaner or similar solvent. Next, get the starter working on the key. Make sure you have a live feed (brown) to the back of the ignition switch and that the white and red goes to 12v. You may need to check the wiring to the relay that operates the starter. Also check you have fitted the correct replacement relays. Once you’re at that stage, you should be able to test for possible faults if it still won’t start. Steve Jones

HARRY HOLTOM Tyre and wheel specialist

STEVE JONES Specialist on electrical issues

DAVE SMITH Engine troubleshooting guru

ANDREW VARRALL Suspension/ Discovery specialist

CHRIS BISHOP Range Rover Classic specialist

Fixing electrics in the outback isn’t easy

Britpart, The Grove, Craven Arms, Shropshire SY7 8DA, England.


SERIES I SWB

How can I discover the serial number of my Series I’s engine? I own a short-wheelbase Series I from 1953. I believe the engine is the original and I need to find its number so I can order spares. It was very dirty, so I cleaned parts of it to look for the number. I searched online to find where the number should be, but it isn’t there. There is a number partly stamped and partly cast on the rear of the engine, but I’ve been told this is a date. What can I do? S Erdhart, London There were two models of shortwheelbase Land Rover produced in 1953. Rover described its Series I Land Rovers by model-year. A 1953 model-year

80-inch would have been produced between summer 1952 and summer 1953, and both the vehicle and the unit numbers (engine, axles, gearbox, etc) were eight-digit numbers starting with 361. A 1954 model-year 86-inch would have been built between summer 1953 and summer 1954, and its vehicle and unit numbers were eight-digit numbers starting 461. These are the sort of numbers you want to find. The engine number should be located on the top front corner of the machinedflat exhaust manifold mounting face. The punching was sometimes light, and metal is hard – so, scrub well with a wire brush. If it isn’t there, it’s virtually certain that your

engine is not the original unit – or if it is, something has happened to it. Perhaps the original engine freeze-cracked and was rebuilt with a new block. Military rebuilds often had the number skimmed off and then stamped elsewhere (see photo), so check carefully. Finally, look for a small rebuild plate adjacent to the bottom of the dipstick tube. Numbers on the back of the engine (which aren’t always present) are for the date. Numbers cast into the metal (ie raised above the surface) refer to the particular casting they’re on. Engine numbers are always punched into the metal. Peter Galilee

Number skimmed in a military rebuild

361 suffix means it’s a 1953 model Series I

DEFENDER

SERIES IIA

I can’t bleed my new brake system

New gearbox is leaking oil

I’ve fitted a complete new brake system to my 1967 Series IIA, but I can’t bleed it. What do you suggest? Len Randell, Nuneaton, Warwickshire

I’ve just had a new Ashcroft gearbox fitted; it shifts nicely and was worth the money. However, I do have a problem: after I picked my Defender up and gave it a run, gear oil started coming out of the extended breather pipe and down the nearside front window. I checked the level and it was a little over-full, so I let the excess drain. Since then it’s covered about 70 miles and has again started leaking from the breather where the extended breather joins the OEM one. The oil in the gearbox is Redline MTL gear oil 70W80. Redline says the oil is a similar spec to MTF94, but better. Any ideas about how to solve this problem? Nick Hutson, Grantham, Lincolnshire

I assume you have a Series IIA 109-inch, which are notorious for being hard to bleed. Try fitting proper rubber flex pipes, then bleeding it

with two of them clamped off, so all the fluid goes to one corner at a time. Another trick you could try at the front is removing the brake drum and using a G-clamp to push the shoes together, to make the space in the cylinders as small as possible. Also, try bleeding the top cylinder via the metal brake pipe. Dave Smith

DISCOVERY 2

Trace your wiring to solve this problem If my 1999 Disco 2 hits a bump such as a sleeping policeman, the traction control light comes on, then the front left wheel brakes. Any ideas? Harold Fitzpatrick, St Arvans, Monmouthshire You have a bad connection, or a short to earth, where the cable from one of the wheel sensors passes through the bodywork, a displaced grommet or similar. To trace it, follow the wiring from both front wheel hubs. Also, run the engine and get someone to wiggle the wiring while you watch the warning lights. Steve Jones

www.britpart.com sales@britpart.com

I’ve always been a great believer in using the oil specified by a manufacturer, in which case your R380 gearbox would be filled with MTF94. However, I don’t think using non-standard oil would make it flow from the breather pipe, so I suggest getting in touch with Ashcroft (01582 496040 or email info@ashcroft-transmissions.co.uk). Ashcroft is very helpful with anything like this and will hopefully shed light on the problem. Andrew Varrall

November 2015 LRO 155


Ask LRO FREELANDER 1

Steering lacks power I recently bought a Freelander GS V6 that was first registered in September 2001. The vehicle has covered about 60,000 miles and appears to be in good condition. I’m generally very happy with it, with the exception of the steering, because although it’s powerassisted, it still feels very heavy. I don’t think the tyres are the problem. It is fitted with Nexen CP641s (215/65R16) all-round and they’re run at the recommended pressures stated in the vehicle handbook. Is this a common problem with this vehicle? The power steering hasn’t leaked and in the two months in which I’ve used the vehicle I haven’t had to top-up the steering fluid. I would very much appreciate your diagnosis. Brian Dixon, Reading, Berkshire

SIIA flywheel may fit SIII

SERIES IIA

Can I fit a Series III flywheel to my Series IIA? I’ve bought a new Series III clutch and have found the cover plate and driven plate will fit on my SIIA petrol flywheel. Is that correct, and can I use it?

I’m finding it difficult to source a Series III flywheel. Can you tell me the difference between SIIA and SIII flywheels? Stuart Morrison, Withernsea, East Yorkshire

Very late SIIAs had a flywheel that will fit to an SIII clutch. Yours is late enough to be one of these, in which case you can use your existing flywheel. Andrew Varrall

I suggest you start by checking the universal joints in the steering column, because they commonly become tight or seize up altogether. Another possibility is that the power steering pump could be at fault. When nearing the end of its life, it can make the steering feel tight, especially on extreme lock. Also, I’ve replaced a few steering racks because of wear in the worm drive. David Long

RANGE ROVER SPORT

Potholes leave an unwanted legacy My Range Rover Sport’s two offside wheels were damaged by large potholes – the incident is an ongoing issue with my insurance company. The garage checked for suspension damage and found none, but the driver’s side lower front arm rear bush was replaced at my own expense for £282. The garage said this wasn’t an insurance issue, even though it had replaced the equivalent passenger side bush eight months (3500 miles) ago and had inspected the driver’s side bush at the same time. The car also completed a fourwheel alignment check and then had an early MoT, where I asked for the suspension to be checked for damage. The tester gave it the all-clear, but pointed out that the car sits about 5mm higher on the driver’s side when on low suspension setting and that the whole front end sits about 20mm higher than the rear when on high (off-road) setting, even with

the engine running. A new air compressor was fitted three years (15,000 miles) ago and the car rises and lowers without problem. The suspension does seem harsher than it used to be, but perhaps the roads are worse. I have 20-inch Land Rover alloys with new General Grabber tyres for winter, and new 22-inch wheels for summer. Any comments will be appreciated. B Craven, Dunsfold, Surrey A vehicle’s suspension ride heights often require recalibration after suspension work has been carried out, especially the sort of work needed after the sort of incident you describe. This must be carried out by a franchised Land Rover workshop or a good independent specialist using Land Rover-specific diagnostic software. With the aid of such equipment, it is possible to interface with the on-board computer system and alter each corner’s ride height. David Long

Britpart, The Grove, Craven Arms, Shropshire SY7 8DA, England.

All because of potholes...


DISCOVERY 3

Intake clarification Is there a difference between the original Discovery 3 raised air intake (VPLAP0018) or the one from Safari (LRO, Jan 2015, page 90)? Does the latter have a better air intake or something else? My Disco 3 had an original intake that looked nice and streamlined, but I sometimes thought it was insufficient because air was always taken in the back of the pipe. Can the Safari’s intake be turned forward to take in the maximum amount of air? Fred Van Eesbeke, Antwerp, Belgium

Check if transfer box grub screw is loose

DISCOVERY 2

Disco’s transfer box won’t go into low range My 2000 Disco 2 automatic 4.0 V8’s transfer box won’t go into low range unless I switch the engine off, then put it into low box and restart the engine. It won’t budge if I go through the correct procedure of foot brake on, handbrake on, and go into neutral. Also, like every Disco 2 with twin sunroofs, it leaked like a sieve. So I removed the headlining and all the plastic trim, then got my partner to stand on a step ladder and put the hose on it for ten minutes. No water came in, so I took it to a car wash and there was still nothing. However, before this, if it rained water poured in through the seat belt

openings and the front light in the headlining, and down the screen pillars. If I reversed off a slope, it would pour in through the rearmost headrests. Now nothing is coming in. I’m baffled. I’ve bought new sunroof seals and three tubes of the sealant used by windscreen fitters. The drain tube connections are sealed perfectly, but I will reseal them because of the work I’ve done so far. Stephen Haywood, Par, Cornwall The problem with the transfer box will either be poor adjustment of the cable or a loose grub screw on the inside of the transfer box.

The reason why you can select either range when the engine is off is because that requires less effort. Either way, you need to remove the centre console and the sealing rubbers beneath it to gain good access. You can then try adjusting the cable. If this fails, remove the plate that the hi/low lever attaches to and inspect the selector linkages for damage. As for the sunroof leak, did your partner spray over both sunroofs and also try around the roof bars, alpine lights and gutters? If so, and there is now no water coming in, then it really is a mystery – but I definitely recommend leaving it alone while it’s no longer leaking! Andrew Varrall

There is indeed a difference between the Land Rover genuine-part raised air intake and the Safari version, for the Discovery 4. The Land Rover version has a fixed ‘mushroom’ style top air intake, which cannot be moved. Furthermore, unless modified, it isn’t sealed for wading. It is designed primarily to raise the height of the air intake to avoid dust or polluted air. The Safari version is a sealed unit with a movable ‘ram air’ top that can be positioned to suit conditions, and can be used for wading, as well as in dusty or polluted air environments to alter the direction of air intake. Thus it is more of a snorkel than the Land Rover version. When preparing a vehicle for wading or other extreme conditions, it is vital to ensure that all steps have been taken to check the integrity of ‘sealed’ systems (engine, air intake etc), and that breathers for the axles and gearbox have been adapted accordingly. David Long

Safari intake is adjustable

DEFENDER

Are damaged valve stem seals to blame for my smoky Defender? I have a problem with my 1996 300 Tdi Defender CSW, which has covered 136,000 miles. On start-up, when cold, there is a puff of black smoke from the exhaust, which I think is normal, but it’s followed by a continuous stream of blue smoke. As I increase the revs, the engine seems to stutter. If I go for a drive and get the engine up to working temperature, the blue smoke disappears and the vehicle pulls really well

with no untoward noises. I have replaced the injectors, but to no avail. There’s no trace of water in the oil, and the turbo, pipework and air cleaner are all clean. Could it be caused by valve stem oil seals or some sort of timing problem? Robert Smith, Keith, Banffshire I think you’re spot-on with your suggestion about valve stem seals. Blue smoke indicates oil being burnt,

www.britpart.com sales@britpart.com

so it certainly won’t have anything to do with the timing. The fact that the smoke goes after a run is what makes me say it’s faulty valve stem seals, because these will let oil run into the combustion chambers while the engine isn’t running; the smoke is this oil being burnt away. The puff of black smoke on start-up is very common on high-mileage Tdi engines – you may reduce it a little by removing and cleaning out the intercooler. Andrew Varrall

November 2015 LRO 157


Ask LRO SERIES I

Should my exhaust have a front bracket? The exhaust manifold flange on my 1949 Series I 80-inch has cracked outwards from the two bottom studs where it meets the exhaust pipe. I’ve clamped the exhaust in place with bolts with big washers, but I’ll have to replace the manifold or get it welded up. I suspect that the weight of the exhaust hanging on the manifold has caused this, because the whole weight of the system from front to rear hangs on the exhaust manifold studs. I’m told there should be a bracket to support the front of the system, but suppliers say not. Is that right? N Thurrow, Oxford. I wouldn’t necessarily blame the exhaust pipe – the manifold is more likely to be the culprit. Some don’t seem very robust; the flange tapers to its outside edge, so there’s not much thickness of metal to hold the studs. I’ve compared quite a few early versions and they tend to vary, so I suspect quality control wasn’t good. It’s also likely that the exhaust pipe has grounded at some time. There may be

Front bracket on early Series I exhaust pipe

no immediate sign of damage when this happens, and failure may occur later. Your bottom studs are the problem – they would suffer if the vehicle grounded on its exhaust downpipe and lurched sideways. I advise against having the manifold welded. It’s possible, but I’ve seen plenty that have been repaired and then failed again. Reproduction exhaust manifolds, fitted with correct BSF studs, are available for £123 from Wadsworth Panels (keith@wadsworthpanels. com, 01422 822200). I can recommend them – I’ve had one (for a later engine) myself. As for a bracket to support the front of the system, you don’t need one. There was a front exhaust support on 80-inch vehicles up to 8665603 (about May 1949), but after that it was deleted. I would guess that engine movements during vigorous off-roading would have stressed this support. Anyway, it isn’t needed. If your vehicle is from May 1949 or earlier and the right-hand bulkhead outrigger hasn’t been repaired, you may be able to see the two holes where the bracket was once mounted. Peter Galilee

Holes show where bracket attached

RANGE ROVER L322

Heater fan problem I have a 2003 Range Rover L322 with a heater fan problem. I have fitted two final stage resistors (part number JG0000021), but it is still intermittent. Can you help? Nigel Salisbury, Narberth, Pembrokeshire

V8’s alternator has three wires

RANGE ROVER CLASSIC

My Classic’s new alternator won’t charge I have a 1982 Range Rover Classic 3.5 V8. The alternator has failed and I have fitted a replacement (RTC 5087E), but despite transferring the two wires from the old alternator to it, I cannot get it to charge. The wires are a thick brown and a brown/yellow. The new alternator has three connections, which

creates further confusion. Can you help me get back on the road? William Robert Richards, Stoke Aldermoor, Coventry Your new alternator is correct for your V8 and should indeed have three connections. The large bolt is B+ and goes to the thick brown wire. The spade (or lucar) connector is

for a suppressor capacitor, which you can take from your old alternator. The smaller bolt is for the brown/ yellow warning light wire. When fitted, check you have 12v at the B terminal and that the warning light comes on with the ignition, because without a functioning warning light it will not charge. Steve Jones

Britpart, The Grove, Craven Arms, Shropshire SY7 8DA, England.

By intermittent, I assume you mean sometimes it runs and sometimes it doesn’t. Let me know if I have this wrong. I suggest you bypass the series speed control resistors, so that it runs at full speed. If it’s still intermittent, suspect worn brushes or a flat on the commutator, in which case you will need to replace the motor. Or it could be a problem with the HEVAC controller, but go for the simpler solutions first. Steve Jones

PICK UP MORE TECH ADVICE ONLINE Masses of technical advice is also available from our web forum users. If your Land Rover has a problem, chances are that someone else has been there too: just click ‘Forum’ on the LRO.com home page, then scroll down to ‘Land Rover Q&A’. You can post your questions on our Facebook and Twitter pages too. Please include as much detail as you can. Because this advice isn’t from our experts, we can’t guarantee its accuracy. If in doubt, .COM ask LRO!

LRO


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Buying TOP OF THE RANGE

For a combination of refinement and indulgence, no other premium car or 4x4 can match a Range Rover. Here are three to suit every budget WORDS: PETER SKILTON

RANGE ROVER CLASSIC LSE The vehicle that started Land Rover’s affair with luxury 4x4 motoring £1850-£14,000 The Classic LSE was the first Land Rover to transform the boundaries of 4x4 luxury. A longer wheelbase made it so much more comfortable for rear-seat passengers that it encouraged some first owners to decide that being chauffeured around was preferable to taking control of the 4.2-litre V8-powered vehicle themselves.

TURNTO PAGE 162

RANGE ROVER P38

RANGE ROVER L322

Much-publicised failings have put buyers off – but should they? £515-£6100

A long production run means you can find one for almost any budget £3315-£57,480

The P38 has had a lot of criticism, but bearing in mind Land Rover’s ownership problems during the model’s development it’s amazing it turned out as well as it did. Find a good example and look after it properly and you’ll be rewarded with a superb car.

Just like its Range Rover predecessors, the L322 came along and immediately shook up the 4x4 industry. Better off-road capability and a more luxurious interior combined with sharp looks to make it one of the most popular Range Rovers ever built.

TURNTO PAGE 164

TURNTO PAGE 166 November 2015 LRO 161


Buying

WHAT TO CHECK Wheelarches

Corrosion

Wheels

Air suspension

Open the rear doors and inspect the sills and arches. Check below where the seatbelts are mounted.

The body may look fine, but check the chassis carefully, especially above the rear axle.

Original five-spoke alloys are hard to find and should be preserved if they’re fitted.

Airbag holes will make it sit lopsided; leaks make the compressor run full-time, burning it out.

1992-1995 Classic LSE: £1850-£14,000

T

he Classic LSE was considered so luxurious when it was unveiled in 1992 that the motoring press compared it to the best offerings from Mercedes-Benz, Jaguar and BMW. There was nothing else in its league that could follow it when the tarmac ended. The contribution of the Classic to the motoring industry is probably best summed up by looking at what’s on sale now. Audi, Toyota and Porsche all offer luxury 4x4s, all showing nods towards the everinspiring Classic, which can still hold its own among more modern rivals. The LSE was the most refined of all the Classics, but the biggest improvement for comfort was eight extra inches in the wheelbase,

162 LRO November 2015

which gave rear-seat passengers more legroom and improved luggage capacity. It also benefited from an all-new air suspension set-up that could be electronically controlled to five different positions for variable ride heights, helping to smooth the ride on the road and make loading easier. Many owners have converted LSEs to run on coil springs, but don’t discount the air suspension. Airbags can perish over time, causing small holes to appear, so check a vehicle sits level when it’s parked. Go through the height settings to ensure the vehicle rises and lowers as it should. Parts for faulty systems are now easy to source and affordable, and it’s worth keeping the air system intact purely for the

‘The LSE was the most refined of all the Classics and benefited from all-new air suspension’ comfort it provides. Traction control was added to the LSE, which is a bonus when you venture off-road. Powering the LSE is a 4.2-litre incarnation of the long-serving Rover V8. Its 200bhp easily propels the LSE at speed, and motorway cruising is said to be much more effortless than the smaller 3.9-litre engine. Fuel consumption isn’t

great, with 17mpg as much as you can expect in everyday use. A well looked after V8 sounds sweet when idling, while engines that have been worked hard with little servicing will rattle. Blocks can crack, so look out for excessive coolant consumption and staining in the engine bay. As with any classic Land Rover, condition is everything. Check thoroughly for signs of corrosion, paying special attention to the rear wheelarches and boot floor. Clean interior trim is a bonus because replacements are difficult to find. Production ended after the nextgeneration Range Rover went on sale, so don’t be surprised to see models newer than the earliest version of the P38.


Electrics It’s complex, so check all the switches work, especially those for the seats and suspension.

VITAL STATS Engines: 4.2 litre V8 petrol Length: 4.65m Width: 1.78m Height: 1.84m Weight: 2.08 tonnes Wading depth: 500mm Towing capacity: 3500kg

Bore cracking

Rattling

This is a common problem with the 4.2 V8. Liners can move too. Fixing means a full stripdown.

Many LSEs have been run on a tight budget, with oil changes neglected. Listen for signs of wear.

FAQs

THE BEST Stainless steel STUFF exhaust system TO ADD £660 From: rimmerbros.co.uk

One of the LSE’s best assets is its 4.2-litre V8. It’s more powerful and smoother than the 3.9 and sounds lustier. A stainless steel exhaust sounds better still and helps it to breathe more easily, with small gains in performance.

I DRIVE ONE: SIMON BELL ‘The LSE is an affordable, luxurious and excellently specced dream vehicle of the Classic shape. Importantly, it’s suitable for home maintenance.’

My LSE sits down on one corner when it’s parked. I think the problem is an airbag – is this easy to replace? Replacing an air spring is no harder than swapping a coil. First, disable the suspension with the switch under the driver’s seat. Leaving a door open will make sure it won’t try to adjust. Disconnect the air lines and remove the retaining clips to remove the old airbag. Can I tell if a cam is worn out in the 4.2 V8 without stripping or removing the engine? Tappets become worn after around 70,000 miles. A telltale sign is browning of the camshaft, with shiny edges. Even if the lobes look intact, the discolouring suggests the cam is beginning to fail. Replacing it before it wears further will help to extend the life of the engine.

For sale on LRO.com 1993 LSE, £4500

1994 LSE, £8250

1994 LSE, £8500

Cheaper LSEs don’t all need major repairs. High mileage can bring the price down; 200,000 sounds a lot, but with regular servicing there can be plenty of life left.

Condition is one of the main things to look for, as well as ensuring everything works. This LSE is fitted with the desirable Brooklands body kit and appears to be in good order.

If the 4.2 V8 doesn’t have enough grunt, this Overfinch LSE with a JE Engineering 4.5 V8 might be more enticing. It’s done just 2000 miles since it was fitted.

Top fact The LSE is the most powerful Range Rover Classic, with 200bhp and a top speed of 110mph. November 2015 LRO 163


Buying

WHAT TO CHECK Wheelarches

Keys

Wheel bearings

ABS

Look for rust hidden by the plastic trim. The weak spot is the rear outer sill on the right-hand side.

Make sure any P38 comes with two keys and that both work – they’re expensive to replace.

These commonly fail at around 130,000 miles. Vibration through the steering wheel is a symptom.

Listen for the pump priming on start-up. It has a leak if it buzzes every time you touch the brakes.

1994-2002 Range Rover P38: £515-£6100

T

he P38 has a bad reputation. Some of it is justified, because it hasn’t been a stranger to mechanical issues. However, there are some P38s out there that will be rewarding to own – so it’s a case of ensuring you find a good example. These cars are now very cheap, making them an enticing prospect for buyers on a lower budget. But be careful if buying a very cheap example, and aim to spend as much as you can afford. BMW took over too late to have much impact on development, but it did supply the straight-six diesel engine. Although reliable, it turned out to be underpowered in the P38, and V8-engined models were more popular when new.

164 LRO November 2015

Although more expensive to run, the 4.0-litre and 4.6-litre V8s offer a better driving experience. With regular servicing, they’re also generally problem-free. Potential problems include slipped liners and cracked blocks. Also look out for rock-hard hoses, which indicate internal problems. If the engine has overheated, you’ll tell by oil in the coolant and sluggish performance. Walk away if you suspect such problems, which can be expensive to fix. Check that the heating of diesel engines works properly, because failure to heat up could indicate water pump problems, known to cause an engine to overheat. Keeping an eye on the temperature gauge will tell if the engine can maintain a stable

‘These cars are now very cheap, making them an enticing prospect for buyers on a low budget’ temperature. If it creeps up when idling, it’s another sign of trouble. Transmissions generally prove to be trouble-free. Just be sure to check that the four-speed ZF autobox shifts into Sport mode on demand, and test every manual shift to ensure that it changes from third to second smoothly. If not, it may need a new gearbox.

One of the most notorious P38 issues is the air suspension, which suffers from perished air springs. The trend used to be to convert them to coil springs, but the P38 was never designed to be run this way and the ride is severely compromised. Replacement air setups are now cheaper. Make sure all five height settings can be selected and change easily. Slow movement indicates the compressor needs replacing. Check that all the electrics work, including the seat motors and both keys, which are costly to replace. Remember that someone once spent more than £40k on this car. Take your time and find a nice example and you will be rewarded with a luxury car at a bargain price.


Ball joints Vague steering could be caused by worn ball joints, but they’re not difficult to replace.

VITAL STATS Engines: 2.5 diesel, 4.0/4.6 V8 petrol Length: 4.71m Width: 2.23m Height: 1.82m Weight: 2.09 2.15 tonnes Wading depth: 500mm Towing: 3500kg

Radiator

Head gasket

Check the temperature remains steady when idling and that no puddles appear under the car.

Overheated engines mean problems. Oil in the coolant indicates the cylinder head gasket has failed.

FAQs

My P38 struggles to engage drive when I first start the engine. It’s worse in colder weather. What could be the problem? Transmission oil is more viscous when cold, so it doesn’t flow freely. If your filter is blocked, it will delay the flow of oil further, which would explain why the problem is worse when cold. Try changing the filter, but do it as soon as possible to reduce clutch wear.

THE BEST STUFF TO ADD

Light conversion kit £370.63 From: lrparts.net

When it came to giving the P38 a facelift in its later years, Land Rover engineers fitted clear light lenses that instantly updated the look compared with the traditional amber lenses. It’s a modification that’s popular with many owners who use a simple-to-fit lens kit.

I DRIVE ONE: GILES BROWN ‘After owning an early P38, I really rate my later model. If well looked after, later models continue to provide a wafting-on-air driving experience.’

The passenger footwell of my P38 is constantly damp. Where is the leak? If it’s water, you probably have a blocked drain tube from the air conditioning evaporator. If it’s coolant, you need to replace the heater core’s two O-rings. They’re located above the footwell and cost only around 40p each, but access is difficult and the job can take a long time.

For sale on LRO.com 1997 4.6 V8, £2950 A well-sorted P38 makes a superb everyday vehicle. This one has been thoroughly looked after, judging from its comprehensive sales listing that lists every minor scratch.

1999 4.0 V8, £1650

2001 2.5 DHSE, £5750

P38s cost £40k new, but are now on sale for less than a small hatchback of the same age. It’s a lot of car for the money, as this V8 – complete with air suspension – demonstrates.

Diesels are more desirable than V8s because they’re cheaper to run, but they’re also more expensive to buy. This low-miler has a leather interior, 18-inch alloys and plenty of history.

Top fact The name P38 is derived from Solihull building 38A, which housed the model’s design team. November 2015 LRO 165


Buying

Oil leaks Look underneath after running the vehicle. A common leak is from the oil filter seal.

WHAT TO CHECK Brakes

Front differential

Turbocharger

Exhaust

These should work without any grinding noises. Pads need changing every 30,000 miles.

Many vehicles were recalled to sort diff problems, so check whether this has been done.

Whining on Td6 models is a warning that the turbocharger is on the way out.

If the exhaust sounds tinny, it’s likely that the catalytic converter is shot – a costly part to replace.

2002-2013 L322: £3315-£57,480

T

he Range Rover reached a new level of luxury when the L322 was launched in February 2002. Comfort was far superior to the P38 and the design was much more modern. Off-road ability was also much improved, although few ventured off tarmac with their first owners. The split personality means that onroad handling is perfectly balanced, with off-road prowess making it the ultimate do-all vehicle. To begin with the L322 was powered by BMW-built engines – a 184bhp 3.0-litre Td6 diesel and a 290bhp 4.4-litre V8 petrol. Ford was keen to shoehorn its own engines in and in 2006 the V8 was replaced by a 306bhp Jaguar 4.4-litre V8, while the Td6 was ditched in

166 LRO November 2015

favour of a 272bhp 3.6-litre TDV8. A 4.2-litre supercharged petrol V8 also joined the line-up. In 2009 the supercharged V8 grew to 5.0 litres, and in 2010 the 3.6 TDV8 was boosted to 4.4 and 313bhp. Transmissions developed along with the engines and the offering grew from a five-speed auto to a six-speed in 2006 and an eightspeed in 2010. Spec levels are HSE, Vogue, Vogue SE and Autobiography, plus special editions including the Westminster run-out model of 2012. Fuel economy makes the diesels the most desirable, although the petrols’ better performance thrills. Petrols are also more robust, generally only requiring regular servicing. Some owners fit LPG to

‘Well balanced on-road handling plus off-road prowess make this the ultimate do-all vehicle’ V8s – if so, check it has been fitted properly and has a certificate. The drivetrain’s weak point is the gearbox – check for abrupt gear changes and that drive and reverse both engage smoothly when selected. Front diffs don’t have the best reputation either, but many have had the propshaft coupling replaced under warranty.

Corrosion concerns should be minimal, but look underneath anyway. It’s worth inspecting the exhaust because these systems can be expensive to replace. Many L322s were serviced at a main dealer for the first few years, and then by an independent specialist. This shouldn’t be a concern, but do check the history is all there and that the vehicle has been regularly maintained. The L322’s weight can put strain on the air suspension, so check it all works and the car sits level. On the move, listen for knocks over bumps that could suggest worn bushes. Test every switch to makes sure all the electrics work properly. As with any car this complex, there are a lot of things that could go wrong.


VITAL STATS Engines: 3.0 Td6, 3.6 TDV8, 4.4 TDV8, 4.4 V8, 4.2 V8, 5.0 V8 Length: 4.95m Width: 2.22m Height: 1.9m Weight: 2.57 2.77 tonnes Wading depth: 700mm

Low range selection

Make sure both ranges work – lack of use can seize the low range linkage.

I’ve been told the auto transmission is sealed for life. Is this true, or should I change the oil? Despite claims that the fluid won’t need changing on the GM or ZF automatic gearbox, early transmissions are prone to failure at around the 60,000-mile mark – so it’s worth carrying out a precautionary oil change at least every four years, and certainly every 50,000 miles.

Lynx diagnostics tool From £294 From: island-4x4.co.uk

‘My L322 is my fourth Range Rover, after two Classic LSEs and a P38. I have no plans to replace it anytime soon as it’s reliable and easy to maintain.’

Adjust the wheel to suit you. If it won’t shift, the drive motors have probably failed.

FAQs

THE BEST STUFF TO ADD

I DRIVE ONE: PHILIP SMALLSHAW

Adjustable steering

With this diagnostics tool, it’s easy to read fault codes and understand any problems before deciding whether to tackle it at home or send it to an expert. Lynx diagnostics is Windows-based and powered by Omitec, who build T4, Land Rover’s own diagnostic system.

My L322 suddenly lost power and went into ‘limp home’ mode. Is this a common fault? If so, what is the cause? One of the most frequent reasons for this is a split intercooler hose, so check here first. The split hose lets warm air into the air intake, which confuses the ECU and shuts down the engine. Hoses are cheap to buy, so it’s an easy fix.

For sale on LRO.com 2004 L322, £7795

2007 L322, £16,490

2011 L322, £54,995

Early petrol V8s are the most affordable of all the L322s. Expect high mileages, although models that have been well looked after should still have plenty of life left in them.

The 3.6 TDV8 is more desirable than the 3.0. It brought more power and improved refinement, but you will pay a premium. The 4.4 TDV8 is more desirable again.

As you’d expect, late examples are the most expensive L322s. This Vogue has done just 12,000 miles and has every extra you might need. It also has the favoured 4.4 TDV8 engine.

Top fact The L322 was the first Range Rover to ditch its chassis and move to monocoque construction.

LRO

November 2015 LRO 167


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shearwater-insurance.co.uk November 2015 LRO 173


PRICE GUIDE Up-to-date values and specs for more than 235 Land Rovers

UNDERSTANDING OUR PRICE GUIDE

LEZ c ompli ant Width (mm) Leng th (m m) Heigh t (mm )

USED Trade Typical trade-in offer. Refers to earliest models of date range – newer should achieve more. USED Price 1 MoT’d, but will need work to pass another. Expect newer Land Rovers to be shabby. USED Price 2 Not perfect, but shouldn’t need major repairs. Body should be straight and well cared-for. USED Price 3 On newer vehicles this is for top-spec, mint examples, with low mileage and full service history. For older ones, they should be the best around and worth paying a bit more for.

Max po (bhp/ wer rpm) Max to (lb ft/ rque rpm) 0-60 (sec) Top s peed (mph ) Weig ht (kg ) Seats

e

3 Price

Engin

2 Price

CLASSIC Project A complete vehicle for rebuild or recommissioning. May even have some MoT left. CLASSIC Price 1 May be MoT’d, but will need work to pass the next test. Factor in the cost of remedial work before considering. CLASSIC Price 2 Good runners that look okay. No major work (eg, chassis or bulkhead repairs) in the next few years. May be faults, but nothing major. CLASSIC Price 3 Mint condition if restored/rebuilt, or fantastically original and correct specification. Ins gr oup Comb ined mpg RWT mpg CO2 ( g/km ) VED

1 Price

CLASSIC VEHICLES

Proje ct pric e

ricing a used Land Rover is tricky. Once it’s more than about eight years old, condition matters more than age. Rarity or desirability pushes classic values up. Prices here are for standard-spec Land Rovers – or as standard as possible. Each model has four prices to help guide you. Dealers will charge more, but they have to factor in costs such as warranties that private sellers don’t.

RWT = LRO Real World Test route result

SERIES I Everyday use  Off-road ability  Spares  Kit & accessories  To many besotted owners, Series Is are the original and best Land Rovers. Even the youngest vehicles are now well into their 50s and prices for the best examples reflect their vintage credentials. Rotten bulkheads, decaying chassis, expired engines and bodged repairs separate the project vehicles from the concours specimens, because restoration is expensive. INFO: Payload 80/86/88-inch 454kg; 107-inch 680kg; 109-inch 907kg; 960.3kg (diesel on 7.50 tyres) Wading depth 500mm Towing capacity 1040kg Load space 516 litres 80-inch; 609 litres 86/88-inch 80 inch pre prod 1948

7000

15,000

30,000

45,000

2

25

n/a

n/a

£0

1595/4/p

50/4000

80/2000

n/a

50

1176

3

Yes 1524 3353 1829

80 inch 1.6 litre 1948 50

4250

9000

18,500

30,000

2

25

n/a

n/a

£0

1595/4/p

50/4000

80/2000

n/a

50

1176

3

Yes 1524 3353 1829

80 inch 2.0 litre 1950 53

3500

5750

15,500

24,000

2

22

n/a

n/a

£0

1997/4/p

52/4000

101/1500 n/a

55

1176

3

Yes 1524 3353 1829

86 inch utility 1953 56

2250

3600

7250

14,000

2

21

n/a

n/a

£0

1997/4/p

52/4000

101/1500 n/a

60

1225

3

Yes 1590 3574 1930

86 inch SW 1953 56

2500

4000

8000

15,000

2

21

n/a

n/a

£0

1997/4/p

52/4000

101/1500 n/a

60

1225

7

Yes 1590 3574 1930

107 inch utility 1953 58

2200

4000

8000

14,500

2

20.4

n/a

n/a

£0

1997/4/p

52/4000

101/1500 n/a

60

1375

3

Yes 1590 4407 2121

107 inch SW 1956 58

4000

7250

15,000

25,000

2

20.4

n/a

n/a

£0

1997/4/p

52/4000

101/1500 n/a

60

1562

10

Yes 1590 4407 2121

88 inch utility 1957 58

1750

3000

6250

11,000

2

21

22.8

n/a

£0

1997/4/p

52/4000

101/1500 n/a

60

1245

3

Yes 1590 3624 1930

88 inch SW 1957 58

2000

3500

7000

12,000

2

21

22.8

n/a

£0

1997/4/p

52/4000

101/1500 n/a

60

1245

7

Yes 1590 3624 1930

109 inch utility 1957 58

1850

3200

6500

11,500

2

20.4

n/a

n/a

£0

1997/4/p

52/4000

101/1500 n/a

60

1245

3

Yes 1590 4457 2121

88 inch utility diesel 1957 58

1500

2650

5250

10,000

2

29.5

n/a

n/a

£0

2052/4/d

52/3500

87/2000

n/a

50

1331

3

Yes 1590 3624 1930

88 inch SW D 1957 58

1600

2900

5750

10,500

2

29.5

n/a

n/a

£0

2052/4/d

52/3500

87/2000

n/a

50

1331

7

Yes 1590 3624 1930

SERIES I 80-INCH

SERIES II/IIA Everyday use  Off-road ability  Spares  Kit & accessories  Often called the prettiest Land Rover of them all, the Series II and IIA set the basic style of the Land Rover for the next 50 years. Its 2.25-litre petrol engine is all but bulletproof; not that powerful but very strong. Alloy body panels survive the passage of time better than the steel bulkhead and chassis. Look out for Series IIIs masquerading as Series IIAs to get free road tax – view models with a Series III bulkhead and front wings with suspicion, though it may be legit. INFO: Payload SII/SIIA 88-inch petrol 454kg; SII 109-inch 2.286cc and 2.6 petrol 907kg (SII diesel + 53kg, SIIA diesel + 76kg) Series II 88 Wading depth 500mm Towing capacity 2000kg Load space 876 litres 88-inch; 3062 litres 109-inch; 4400 litres ambulance inch SW SII 88 inch utility diesel 1958 61

825

1950

4750

10,500

2

28

n/a

n/a

£0

2052/4/d

52/3500

87/2000

n/a

50

1404

3

Yes 1625 3612 1968

SII 88 inch SW diesel 1958 61

900

2200

5250

11,000

2

28

n/a

n/a

£0

2052/4/d

52/3500

87/2000

n/a

50

1404

3

Yes 1625 3612 1968

SII 88 inch utility petrol 1958 61

850

2000

5000

11,000

2

18.3

n/a

n/a

£0

2286/4/p

77/4250

124/2500 36.1 69

1315

3

Yes 1625 3612 1968

SII 88 inch SW petrol 1958 61

950

2350

5500

11,500

2

18.3

n/a

n/a

£0

2286/4/p

77/4250

124/2500 36.1 69

1315

3

Yes 1625 3612 1968

SII 109 inch utility petrol 1958 61

850

2100

5250

11,500

2

18

n/a

n/a

£0

2286/4/p

77/4250

124/2500 n/a

69

1497

3

Yes 1625 4445 2057

SII 109 inch SW petrol 1958 61

900

2600

5750

12,000

2

17.5

n/a

n/a

£0

2286/4/p

77/4250

124/2500 n/a

69

1739

12

Yes 1625 4445 2057

SIIA 88 inch utility diesel 1961 71

750

2350

5750

12,000

2

28

n/a

n/a

£0

2286/4/d

62/4000

103/1800 n/a

67

1404

3

Yes 1625 3612 1968

SIIA 88 inch SW diesel 1961 71

800

2500

6250

12,500

2

28

n/a

n/a

£0

2286/4/d

62/4000

103/1800 n/a

67

1404

3

Yes 1625 3612 1968

SIIA 88 inch utility petrol 1961 71

775

2400

6000

12,250

2

18.3

n/a

n/a

£0

2286/4/p

77/4250

124/2500 36.1 69

1315

3

Yes 1625 3612 1968

SIIA 88 inch SW petrol 1961 71

Yes 1625 3612 1968

900

2700

6750

13,000

2

18.3

n/a

n/a

£0

2286/4/p

77/4250

124/2500 36.1 69

1315

3

SIIA 88 inch Lightweight 1968 71 1525

3750

7500

13,500

2

18

n/a

n/a

£0

2286/4/p

77/4250

124/2500 n/a

69

1456

3

Yes 1524 3658 1956

SIIA 109 inch utility petrol 1961 71

2500

5750

11,250

2

18

n/a

n/a

£0

2286/4/p

77/4250

124/2500 n/a

69

1497

3

Yes 1625 4445 2057

750

SIIA 109 inch utility diesel 1961 71

750

2250

5250

10,750

2

28

n/a

n/a

£0

2286/4/d

62/4000

103/1800 n/a

67

1497

3

Yes 1625 4445 2057

SIIA 109 inch SW petrol 1961 71

800

2250

7250

15,000

2

17.5

n/a

n/a

£0

2286/4/p

77/4250

124/2500 n/a

69

1739

12

Yes 1625 4445 2057

SIIA 109 inch SW diesel 1961 71

825

2750

6000

12,500

2

28

n/a

n/a

£0

2286/4/d

62/4000

103/1800 n/a

67

1739

12

Yes 1625 4445 2057

SIIA 109 inch 2.6 litre 1967 71

800

3000

6250

12,500

2

13.8

n/a

n/a

£0

2625/6/p

85/4500

132/1500

29

75

1569

3

Yes 1625 4445 2057

SIIA 109 inch military ambulance

900

2500

5500

11,000

3

17.5

n/a

n/a

£0

2286/4/p

77/4250

124/2500 n/a

65

n/a

2

Yes

174 LRO November 2015 Find more than 4500 Land Rovers for sale at LRO.com

n/a

n/a

n/a

Diesel 1960 £10000 42 year old, living at PE27, Marketing Manager, 2nd Vehicle.

£82.20 (or £99.20 with Agreed Value)

SERIES II HARD TOP


Ca

aq

uo

te

LEZ c ompli ant h (mm ) Leng th (m m) Heig ht (m m)

or

to

da

yo

n0

Widt

eed ( mph) Weig ht (k g) Seats

(sec)

Top s p

0-60

Max t (lb ft orque /rpm )

Max p (bhp ower /rpm )

Engin e

CO2 ( g/km ) VED

mpg

RWT

3 Price

up Comb ined mp

2 Price

Ins g ro

1 Price

CLASSIC VEHICLES

Proje ct pric e

g

ll f

14

80

SERIES III Everyday use  Off-road ability  Spares  Kit & accessories 

48

Series IIIs are still relatively cheap, but really clean, unmolested examples are becoming harder to find – and dearer to buy. Many suffer from ‘chequerplate rash’ and white eight-spoke wheels. Tdi engine upgrades ruin originality but make the vehicle a great daily driver. Late-1970s examples have a reputation for rust, so are best avoided unless they’ve already had a galvanised chassis fitted. Free road tax now extends to those built pre-January 1, 1975. INFO: Payload 88-inch petrol 454kg; 109-inch 2286cc and 2.6 petrol 907kg Wading depth 500mm Towing capacity 2000kg Load space 876 litres 88-inch; 649 litres Lightweight; 3062 litres 109-inch; 4000 litres Hi-Cap 88-inch utility petrol pre-1973

700

1400

4250

8500

2

18.3

n/a

n/a

£0

2286/4/p

77/4250

124/2500 29.1 69

1339

3

Yes 1676 3612 1968

88-inch utility diesel pre-1973

675

1350

4100

8250

2

29

n/a

n/a

£0

2286/4/d

62/4000

103/1800 n/a

67

1405

3

Yes 1676 3612 1968

88-inch station wagon pre-1973

750

1600

4500

9000

2

18

n/a

n/a

£0

2286/4/p

77/4250

124/2500 29.1 69

1454

7

Yes 1676 3612 1968

Lightweight pre-1973

1350

2650

6500

11,500

2

17

n/a

n/a

£0

2286/4/p

77/4250

124/2500 n/a

69

1456 2/3 Yes 1524 3658 1956

109-inch utility petrol pre-1973

700

1900

4950

10,000

2

18

n/a

n/a

£0

2286/4/p

77/4250

124/2500 n/a

69

1497

3

Yes 1676 4445 2057

109-inch station wagon pre-1973

750

2000

5250

10,500

2

17

n/a

n/a

£0

2286/4/p

77/4250

124/2500 n/a

69

1739

12

Yes 1676 4445 2057

109-inch utility 2.6 petrol pre-1973

650

1950

4750

9750

2

15

n/a

n/a

£0

2625/6/p

86/4500

132/1500 31.7 73

1569

3

Yes 1676 4445 2057

109-inch S/W 2.6 petrol pre-1973

675

2000

5000

10,250

2

14

n/a

n/a

£0

2625/6/p

86/4500

132/1500 n/a

73

1739

12

Yes 1676 4445 2057

88-inch utility petrol 1973-84

550

1150

3100

7000

2

18

20.5

n/a 230

2286/4/p

77/4250

124/2500 29.1 69

1339

3

Yes 1676 3612 1968

88-inch utility diesel 1973-84

525

1100

3000

6750

2

29

n/a

n/a 230

2286/4/d

62/4000

103/1800 n/a

1405 2/3 No 1676 3612 1968

88-inch station wagon 1973-84

575

1200

3500

8000

2

18

20.5

n/a 230

2286/4/p

77/4250

124/2500 29.1 69

1454

Lightweight 1973-85

1200

2450

5000

9500

2

17

n/a

n/a 230

2286/4/p

77/4250

124/2500 n/a

69

1456 2/3 Yes 1524 3658 1956

109-inch utility petrol 1973-83

525

1100

3300

6750

2

18

n/a

n/a 230

2286/4/p

77/4250

124/2500 n/a

69

1497

3

Yes 1676 4445 2057

109-inch station wagon 1973-83

550

1250

3500

7400

2

17

n/a

n/a 230

2286/4/p

77/4250

124/2500 n/a

69

1739

12

Yes 1676 4445 2057

109-inch utility 2.6 petrol 1973-79

550

1150

3300

7000

2

15

n/a

n/a 230

2625/6/p

86/4500

132/1500 31.7 73

1569

3

Yes 1676 4445 2057

109-inch SW 2.6 1973-79

550

1200

3400

7350

2

14

n/a

n/a 230

2625/6/p

86/4500

132/1500 n/a

73

1739

12

Yes 1676 4445 2057

109-inch Hi-Cap 1982-83

725

1550

3300

7400

2

28

n/a

n/a 230

2286/4/d

62/4000

103/1800 n/a

67

1562

3

No 1790 4622 2057

109-inch 1-ton utility 1973-79

700

1500

3400

7200

2

12

n/a

n/a 230

2625/6/p

86/4500

132/1500 n/a

45

1763

3

Yes 1676 4445 2134

67

7

SERIES III HARD TOP

Yes 1676 3612 1968

109-inch Stage 1 utility 1979-83

875

1800

3750

7650

2

17.2

n/a

n/a 230 3528/V8/p

90/3500

166/2000 27.1 86

1540

3

Yes 1676 4445 2057

109-inch Stage 1 SW 1979-83

950

1950

4400

8400

2

17.2

n/a

n/a 230 3528/V8/p

90/3500

166/2000 26.1 86

1702

12

Yes 1676 4445 2057

FORWARD CONTROL Everyday use  Off-road ability  Spares  Kit & accessories  Forward Controls are quirky machines, unlike anything you’ve ever driven before. The civilian SIIA and SIIBs are now rare, though it’s not too hard to find an ex-military 101 looking for a new home – but choose carefully. Before you buy one, make sure you’ve somewhere to park it and that you can afford the fuel bill; 101s were all V8-powered. An LPG conversion will lower running costs once the cost of the conversion has been paid back. INFO: Payload FCIIA and FCIIB 1524kg; 101-inch 1016kg Turning circle FCIIA 14.88m; 101-inch 11.3m Wading depth 600mm Towing capacity n/a Load space 3314 litres SIIA 109-inch FC 1962-66

1250

2000

3850

7500

2

12

n/a

n/a

£0

2286/4/p

77/4250

124/2500 n/a

45

1905

2

Yes 1918 4902 2591

SIIB 110-inch FC 1966-71

1200

1800

3600

6750

2

12

n/a

n/a

£0

2286/4/p

77/4250

124/2500 n/a

45

1905

2

Yes 1918 4902 2591

SIIB 110-inch FC diesel 1966-71

1200

1900

3750

7000

2

20

n/a

n/a

£0

2286/4/d

62/4000

103/1800 n/a

45

2043

2

Yes 1918 4902 2591

SIIB 110-inch FC 2.6 1966-71

1200

1800

3600

6500

2

11

n/a

n/a

£0

2625/6/p

86/4500

132/1500 n/a

45

2050

2

Yes 1918 4902 2591

101-inch Forward Control

1350

2600

5600

9200

2

15

n/a

n/a 230 3528/V8/p 135/4750 205/3000 n/a

60

1833

2

Yes 1842 4127 2235

SERIES IIB FC

RANGE ROVER CLASSIC Everyday use Off-road ability Spares  Kit & accessories  Once the flagship of the fleet, most Range Rover Classics are now well within reach of most budgets. Sadly, many have succumbed to terminal rot – but there are still plenty of good ‘uns out there. Problem areas are rotten outer and inner sills, as well as the doorposts and rear wheelarches. High-mileage V8 engines can become rattly and are prone to water leaks. Prices are starting to pick up now, with good ones starting to command strong prices. INFO: Payload 680kg Turning circle: 11.3m Wading depth 500mm Towing capacity (trailer with overrun brakes) 2000kg up to 1983; 3500kg 1983 onwards Load space 1968 litres (seats folded) 2-door V8 1970-1972

1250

2000

3850

7500

10 16.3

n/a

n/a

3528/V8/p 130/ 5000 185/2500 14.6 96

1799

5

Yes 1778 4470 1780

2/4-door V8 1973-85

1200

1800

3600

6750

10 16.3

n/a

n/a 230 3528/V8/p 130/ 5000 185/2500 14.6 96

£0

1799

5

Yes 1778 4470 1780

4-door V8 1985-89

1200

1900

3750

7000

10 16.5

n/a

n/a 230 3528/V8/p 165/4750 206/3200 11.9 106 1968

5

Yes 1778 4470 1780

2.4 VM turbodiesel 1986-89

1200

1800

3600

6500

10

26

n/a

n/a 230

1938

5

Yes 1778 4470 1780

4-door 3.9 Vogue SE 1989-96

1350

2600

5600

9200

10 18.2

n/a

n/a 230 3947/V8/p 185/4750 235/2600 11.3 108 1988

5

Yes 1778 4470 1780

2.5 VM turbodiesel 1989-91

500

800

1500

3000

10 25.4

n/a

n/a 230

97

1938

5

Yes 1778 4470 1780

CSK 2-door 1990

5000

9000

18,500

30,000

10

18

n/a

n/a 230 3947/V8/p 185/4750 235/2600 9.9 114

n/a

5

Yes 1778 4470 1780

LSE 4.2-litre V8 1992-95

2250

5000

9000

15,000

10 16.7

n/a

n/a 230 4192/V8/p 200/4850 250/3250 10.8 110 2079

5

Yes 1778 4648 1835

200Tdi 1992-94

500

800

1850

2750

10 32.9

n/a

n/a 230

2495/4/d

111/4000 195/1800 16.6 94

2052

5

Yes 1778 4470 1780

300Tdi 1994-96

650

950

2000

3000

10 32.9

n/a

n/a 230

2495/4/d

111/4000 195/1800 16.6 94

2058

5

Yes 1778 4470 1780

2393/4/d 2500/4/d

112/4200 183/2400 14.5 97 119/4200 209/1950 n/a

Range Rover 2.5 VM Turbo diesel 1990 - £2000 42 year old, living at PE27, Marketing Manager, 2nd Vehicle.

£122.97 (or £139.97 with Agreed Value)

LAND ROVER INSURANCE Up to 25% discount for car club members

01480 484 831 Find more than 4500 Land Rovers for sale at LRO.com November 2015 LRO 175

48

31


LEZ c ompli a nt Width (mm) Leng th ( m m) Heigh t (mm )

Max po (bhp/ wer rpm) Max to (lb ft/ rque rpm) 0 -6 0 (sec) Top s peed (mph ) Weig ht (kg ) Seats

Engin e

3

Ins gr o up Comb ined mpg RWT mpg CO2 ( g/km ) VED

Price

Price

2

1 Price

Trade p

USED VEHICLES

rice

Price Guide ¹RWT = LRO Real World Test route result

DEFENDER 90 Everyday use  Off-road ability  Spares  Kit & accessories  The most capable off-roader, with Tonka Toy looks and Meccano build quality. Many get used off-road and end up looking tired as a result. Chassis rust becomes evident on all models at 15 years, unless they’ve been protected. Bulkhead rust is also a problem.

Ninety petrol (1984 1990)

1000

1400

2750

6000

10

19

n/a

n/a 230

2495/4/p

80/4000

Ninety 2.5 diesel (1984 1990)

1000

1400

2750

6000

10 21.8

n/a

n/a 230

2495/4/d

65.5/4000 113/1800 n/a

129/2000 n/a

77 1701

7

Yes 1790 3883 1963

Ninety 2.5 T/Diesel (1986 1990)

1000

1500

3000

6200

10

18

n/a

n/a 230

2495/4/d

85/4000

150/1800 22.1 76 1793

7

No 1790 3883 1963

Ninety V8 petrol (1985 1990)

800

1300

2950

6000

10 14.5

n/a

n/a 230 3528/V8/p 113/4000 185/2500 14.7 86 1721

7

Yes 1790 3883 1963

200Tdi commercial (1990 1994)

1250

1750

3000

6500

10 28.5

n/a

n/a 230

2495/4/d

107/4000 195/1800 n/a

86 1694

3

No 1790 3883 1963

200Tdi s/wagon (1990 1994)

1400

1850

3250

7200

10 28.5

n/a

n/a 230

2495/4/d

107/4000 195/1800 n/a

86 1793

7

No 1790 3883 1963

300Tdi commercial (1994 1998)

1600

2500

5250

7500

10 28.5

n/a

n/a 230

2495/4/d

111/4000 195/1800 n/a

80 1746

3

No 1790 3883 1963

300Tdi s/wagon (1994 1998)

2100

3400

7250

10,230

10 28.5

n/a

n/a 230

2495/4/d

111/4000 195/1800 n/a

80 1793

7

No 1790 3883 1963 The insurance

Td5 commercial (1998 2001)

3635

4200

5395

7180

10 28.2

n/a

n/a 230

2495/5/d

122/4200 221/1950 n/a

85 1815

3

No 1790 3883 1963 industry’s centre at

Td5 station wagon (1998 2001)

4500

5320

6660

9640

10 28.2

n/a

n/a 230

2495/5/d

122/4200 221/1950 n/a

85 1870

7

Yes 1790 3883 1972

Td5 commercial (2002 03)

5040

5565

6800

9000

10 28.2

n/a

282 225

2495/5/d

122/4200 221/1950 n/a

85 1770

3

Yes 1790 3883 1963

Td5 station wagon (2002 03)

6240

7000

8780

12,000

10 28.2

n/a

282 290

2495/5/d

122/4200 221/1950 n/a

85 1815

3

Yes 1790 3883 1972

Td5 commercial (2004 05)

6800

7295

8800

11,935

10 28.2

n/a

282 225

2495/5/d

122/4200 221/1950 n/a

85 1770

3

Yes 1790 3883 1963

Td5 station wagon (2004 05)

8250

9290

11,470

15,000

10 28.2

n/a

282 290

2495/5/d

122/4200 221/1950 n/a

85 1815

3

Yes 1790 3883 1972

Td5 commercial (2006 2007)

9000

9660

11,640

15,800

10 28.2

n/a

282 225

2495/5/d

122/4200 221/1950 n/a

85 1770

3

Yes 1790 3883 1963

Td5 station wagon (2006 2007)

10,945

12,300

15,190

19,170

10 28.2

n/a

282 505

2495/5/d

122/4200 221/1950 n/a

85 1815

3

Yes 1790 3883 1972

TDCi commercial (2007)

10,000

10,660

11,185

11,770

12 27.5

n/a

274 225

2401/4/d

122/3500 265/2000 14.7 81 1750

2

Yes 1790 3894 2021

TDCi station wagon (2007)

13,585

15,280

17,700

19,845

12 28.8

n/a

266 505

2401/4/d

122/3500 265/2000 14.7 81 1889

4

Yes 1790 3894 2021

TDCi commercial (2008)

10,680

11,000

11,700

12,260

12 27.5

n/a

274 225

2401/4/d

122/3500 265/2000 14.7 81 1750

2

Yes 1790 3894 2021

TDCi station wagon (2008)

14,300

16,000

18,695

20,925

12 28.8

n/a

266 505

2401/4/d

122/3500 265/2000 14.7 81 1889

4

Yes 1790 3894 2021

TDCi commercial (2009)

11,270

11,730

12,335

12,960

12 27.5

n/a

274 225

2401/4/d

122/3500 265/2000 14.7 81 1750

2

Yes 1790 3894 2021

TDCi station wagon (2009)

15,370

16,790

19,450

22,150

12 28.8

n/a

266 505

2401/4/d

122/3500 265/2000 14.7 81 1889

4

Yes 1790 3894 2021

TDCi commercial (2010)

11,495

12,160

12,535

12,975

12 27.5

n/a

274 225

2401/4/d

122/3500 265/2000 14.7 81 1750

2

Yes 1790 3894 2021

TDCi commercial (2011)

12,000

12,800

13,000

13,260

12 27.5

n/a

274 225

2401/4/d

122/3500 265/2000 14.7 81 1750

2

Yes 1790 3894 2021

68 1656 3/7 No 1790 3883 1963

DEFENDER 90

THATCHAM RATINGS EXPLAINED Thatcham, Berkshire, has operated a star rating for new vehicles since 1993, indicating how difficult it is to (a) steal the vehicle and (b) steal something from inside the vehicle. The target is five stars.

DEFENDER 110 Everyday use  Off-road ability  Spares  Kit & accessories  There is no more versatile vehicle. Station wagons will carry up to 12 people (up to mid-Td5), though it’s a tight fit. Rust is a problem on the chassis and bulkhead, and lack of maintenance destroys engines. Hard use will take its toll on interior trim, where fitted.

One Ten petrol (1983-1990)

800

1350

2950

5900

10 18.2

n/a

n/a 230

2495/4/p

80/4000

129/2000 n/a

76

1840

3

Yes 1790 4599 2076

One Ten diesel (1983-1990)

850

1400

3000

6000

10 21.8

n/a

n/a 230

2495/4/d

65.5/4000 113/1800 n/a

68

1867

3

No 1790 4599 2076

One Ten 2.5 T/diesel (1986-1990)

900

1500

3200

6400

10

18

n/a

n/a 230

2495/4/d

85/4000

150/1800 22.1 74

2028

12

No 1790 4599 2076

One Ten V8 petrol (1983-1990)

750

1250

3000

6000

10 14.3

17.4

n/a 230 3528/V8/p 113/4000 185/2500 15.1 86

1954

12

Yes 1790 4599 2076

200Tdi commercial (1990-1994)

1000

1600

3000

6750

10 27.5

n/a

n/a 230

2495/4/d

107/4000 195/1800 n/a

86

1913

3

No 1790 4599 2076

200Tdi s/wagon (1990-1994)

1500

2000

3500

7500

10 27.5

n/a

n/a 230

2495/4/d

107/4000 195/1800 n/a

86

2028

12

No 1790 4599 2076

300Tdi commercial (1994-1998)

1500

2750

5600

8175

10 27.5

n/a

n/a 230

2495/4/d

111/4000 195/1800 n/a

80

1913

3

No 1790 4599 2076

300Tdi s/wagon (1994-1998)

2250

4200

8850

13,250

10 27.5

29.2

n/a 230

2495/4/d

111/4000 195/1800 n/a

80

2028

12

No 1790 4599 2076

Td5 commercial (1998-2001)

3750

4345

5525

7400

10 26.9

n/a

n/a 230

2495/5/d

122/4200 221/1950 n/a

85

1920

3

Yes 1790 4599 2076

Td5 station wagon (to 2001)

4845

5700

7180

10,360

10 26.9

n/a

n/a 230

2495/5/d

122/4200 221/1950 n/a

85

2055

12

Yes 1790 4599 2076

Td5 commercial (2002-03)

5185

5725

6990

9315

10 26.9

n/a

282 225

2495/5/d

122/4200 221/1950 n/a

85

1920

3

Yes 1790 4599 2076

Td5 station wagon (2002-03)

6365

7300

9780

13,535

10 26.9

25.4

282 290

2495/5/d

122/4200 221/1950 n/a

85

2055

10

Yes 1790 4599 2076

Td5 commercial (2004-05)

7030

7535

9095

12,300

10 26.9

n/a

282 225

2495/5/d

122/4200 221/1950 n/a

85

1920

3

Yes 1790 4599 2076

Td5 station wagon (2004-05)

9240

10,395

12,790

16,730

10 26.9

25.4

282 290

2495/5/d

122/4200 221/1950 n/a

85

2055

10

Yes 1790 4599 2076

Td5 commercial (2006)

9300

9975

11,550

14,000

10 26.9

n/a

282 225

2495/5/d

122/4200 221/1950 n/a

85

1920

3

Yes 1790 4599 2076

Td5 station wagon (2006-2007)

12,190

13,700

16,295

18,560

10 26.9

n/a

282 505

2495/5/d

122/4200 221/1950 n/a

85

2055

10

Yes 1790 4599 2076

TDCi commercial (2007)

11,000

11,800

13,455

16,000

12 25.5

n/a

295 225

2401/4/d

122/3500 265/2000 14.7 81

2020

5

Yes 1790 4639 2076

TDCi station wagon (2007)

15,170

17,000

19,865

22,200

12 25.7

29.6

291 505

2401/4/d

122/3500 265/2000 14.7 81

2041

7

Yes 1790 4639 2076

TDCi commercial (2008)

11,600

12,440

14,155

17,000

12 25.5

n/a

295 225

2401/4/d

122/3500 265/2000 14.7 81

2020

5

Yes 1790 4639 2076

TDCi station wagon (2008)

16,000

18,000

20,900

23,420

12 25.7

29.6

291 505

2401/4/d

122/3500 265/2000 14.7 81

2041

7

Yes 1790 4639 2076

TDCi commercial (2009)

11,850

13,480

16,000

19,440

12 25.5

n/a

295 225

2401/4/d

122/3500 265/2000 14.7 81

2020

5

Yes 1790 4639 2076

TDCi station wagon (2009)

17,330

18,470

21,675

25,250

12 25.7

29.6

291 505

2401/4/d

122/3500 265/2000 14.7 81

2041

7

Yes 1790 4639 2076

TDCi commercial (2010)

13,550

14,590

17,830

21,250

12 25.5

n/a

295 225

2401/4/d

122/3500 265/2000 14.7 81

2020

5

Yes 1790 4639 2076

TDCi station wagon (2010)

18,350

20,000

23,325

27,000

12 25.7

29.6

291 505

2401/4/d

122/3500 265/2000 14.7 81

2041

7

Yes 1790 4639 2076

176 LRO November 2015 Find more than 4500 Land Rovers for sale at LRO.com

Defender 110 V8 petrol 1989 £4000 42 year old, living at PE27, Marketing Manager, 2nd Vehicle.

£96.62 (or £113.62 with Agreed Value)

DEFENDER 110


LEZ c ompli ant h (mm ) Leng th (m m) Heig ht (m m) Widt

eed ( mph) Weig ht (k g) Seats

(sec)

Top s p

0-60

Max t (lb ft orque /rpm )

Max p (bhp ower /rpm )

Engin e

CO2 ( g/km ) VED

g mpg

RWT

up Comb ined mp

3 Price

Ins g ro

2 Price

1 Price

Trade price

USED VEHICLES

¹RWT = LRO Real World Test route result

127/DEFENDER 130 Everyday use  Off-road ability  Spares  Kit & accessories  The ultimate expedition/off-road work vehicle. Loads of room for all your kit and seating for five or six people. Turning circle is poor, so doesn’t make a great town car. Same rust spots as 90s and 110s. Lack of maintenance and chronic overloading generally kill them.

2.5 T/diesel D/Cab (1986 1990)

1700

1600

3500

5000

10

18

n/a

n/a 230

2086

6

No 1790 5170 2021

127 V8 Double Cab (1985 1990)

1700

1650

3600

5250

10 14.3

n/a

n/a 230 3528/V8/p 113/4000 185/2500 n/a

2495/4/d

85/4000

150/1800 22.1 74 86

2012

6

Yes 1790 5170 2021

200Tdi Double Cab(1990 1994)

1900

2550

4200

7200

10 26.5

n/a

n/a 230

2495/4/d

107/4000 195/1800 n/a

84

2086

6

No 1790 5170 2021

300tdi Double Cab (1994 1998)

2250

4100

7990

11,750

10 26.5

n/a

n/a 230

2495/4/d

111/4000 195/1800 n/a

80

2086

6

No 1790 5170 2021

Td5 Double Cab (1998 2001)

3325

4575

6450

10,195

10

n/a

n/a

n/a 230

2495/5/d

122/4200 221/1950 n/a

80

n/a

6

No 1790 5170 2021

Td5 Double Cab (2002 2005)

4100

5275

8875

13,000

10

n/a

n/a

n/a 225

2495/5/d

122/4200 221/1950 n/a

80

n/a

6

Yes 1790 5170 2021

Td5 Double Cab (2006 2007)

6525

9300

13,650

15,995

10

n/a

n/a

282 225

2495/5/d

122/4200 221/1950 n/a

80

n/a

6

Yes 1790 5170 2021

TDCi County Double Cab (07 09)

10,050

11,875

14,350

16,450

12 25.7

n/a

295 225

2401/4/d

122/3500 265/2000 14.7 81

2120

5

Yes 1790 5170 2021

TDCi County Double Cab (10 11)

12,450

14,350

16,000

18,995

12 25.7

n/a

295 225

2401/4/d

122/3500 265/2000 14.7 81

2120

5

Yes 1790 5170 2021

130 DOUBLE CAB HI-CAP

FREELANDER 1 Everyday use  Off-road ability  Spares  Kit & accessories  Good general-use vehicle, especially Td4. Ground clearance and no low range let it down off-road, but it’s capable on grassy fields. Transmission and 1.8-litre head gasket problems are common (post-2001 fare better). Three-door models are about 20 per cent cheaper.

1.8i 5 door (1997 2000)

190

510

910

1330

10 24.6

29.1

n/a 230

1796/4/p

118/5500 121/2750 10.5 103 1425

5

Yes 1809 4382 1708

2.0 Di 5 door (1997 2000)

325

630

1040

1675

10 29.7

n/a

n/a 230

1994/4/d

96/2000

155/2000 15.1 93

1425

5

Yes 1809 4382 1708

Td4S 5 door (2000 2003)

600

885

1595

2460

10 27.7

n/a

n/a 230

1951/4/d

110/4000 192/1750 14.6 99

1425

5

Yes 1809 4382 1708

Td4S auto 5 door (2000 2003)

635

940

1715

2640

10 27.7

n/a

240 290

1951/4/d

110/4000 192/1750 14.6 99

1425

5

Yes 1809 4382 1708

2.5 V6i GS 5 door (2000 2003)

360

660

1220

1845

12 22.7

n/a

n/a 290 2497/V6/p 177/6250 177/4000 10.1 113 1425

5

Yes 1809 4382 1708

1.8S 5 door (2000 2003)

335

605

1115

1695

10 24.6

29.1

248 290

1796/4/p

118/5500 121/2750 10.5 103 1425

5

Yes 1809 4382 1708

Td4 S 5 door (2003 2005)

1685

2145

3180

4120

10 27.7

n/a

240 290

1951/4/d

110/4000 192/1750 14.6 99

1425

5

Yes 1809 4382 1708

2.5 V6i SE 5 door (2003 2005)

1115

1405

2020

2890

12 22.7

n/a

298 290 2497/V6/p 177/6250 177/4000 10.1 113 1425

5

Yes 1809 4382 1708

1.8E 5 door (2003 2005)

815

1030

1480

2130

10 24.6

29.1

248 290

1796/4/p

118/5500 121/2750 10.5 103 1425

5

Yes 1809 4382 1708

Td4E 5 door (2003 2005)

1400

1790

2650

3435

10 27.7

n/a

205 290

1951/4/d

110/4000 192/1750 14.6 99

1425

5

Yes 1809 4382 1708

Td4 HSE 5 door (2003 2006)

2085

2650

4035

6095

10 27.7

n/a

240 290

1951/4/d

110/4000 192/1750 14.6 99

1425

5

Yes 1809 4382 1708

FREELANDER 1 Td4

FREELANDER 2 Everyday use  Off-road ability  Spares  Kit & accessories  Easy to live with: 35mpg with TD4. If you’re looking for one to take off-road, choose the automatic to save the clutch. Good towing capability. Low-profile tyres mean the wheels sustain damage easily, especially when parked carelessly.

i6 GS 5-door auto (2006-07) i6 SE 5-door auto (2006-07) i6 HSE 5-door auto (2006-07) TD4 S 5-door manual (2006-08) TD4 GS 5-door manual (2006-08) TD4 HSE 5-door manual (2006-08) TD4 HST 5-door manual (2008) i6 HSE auto (2008)(HST add £400) TD4 S 5-door manual (2009) TD4 GS 5-door manual (2009) TD4 HSE 5-door manual (2009) TD4 HST 5-door manual (2009) i6 HSE auto (‘09)(HST add £450) TD4 eS 5-door manual (2010) TD4 eGS 5-door manual (2010) TD4 eXS 5-door manual (2010) TD4 eHSE 5-door manual (2010) TD4 eS 5-door manual (2011) TD4 eGS 5-door manual (2011) TD4 eXS 5-door manual (2011) TD4 eHSE 5-door manual (2011) SD4 GS 5-door auto (2012) SD4 XS 5-door auto (2012) SD4 HSE 5-door auto (2012) SD4 GS 5-door auto (2013) SD4 XS 5-door auto (2013) SD4 HSE 5-door auto (2013)

5120 5880 6395 5365 6030 7700 9335 8570 7700 8675 11,000 11,780 10,300 9075 10,000 11,700 12,900 10,645 11,920 13,780 15,175 16,545 18,675 20,630 18,920 21,365 23,595

5940 6825 7420 6175 6935 8865 10,680 9650 8500 9575 12,240 13,000 11,400 10,000 11,190 12,930 14,250 11,335 12,685 14,665 16,150 17,600 19,875 21,960 20,000 22,745 25,000

7195 8275 8565 7460 8390 10,745 12,275 10,780 9235 10,375 13,245 14,000 12,600 10,750 12,000 13,900 15,290 11,790 13,200 15,260 16,800 18,865 21,300 23,525 21,390 24,000 26,650

8000 9215 10,000 8950 10,000 12,900 13,665 11,895 10,000 11,295 14,485 15,375 14,000 11,665 13,000 15,000 16,600 12,795 14,330 16,560 18,220 20,175 22,770 25,000 22,700 25,650 28,320

13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13 13

25.2 25.2 25.2 33.2 33.2 33.2 33.2 25.2 33.2 33.2 33.2 33.2 25.2 33.2 33.2 33.2 33.2 33.2 33.2 33.2 33.2 40.4 40.4 40.4 40.4 40.4 40.4

n/a n/a n/a 34.4 34.4 34.4 34.4 n/a 34.4 34.4 34.4 34.4 n/a 36.1 36.1 36.1 36.1 36.1 36.1 36.1 36.1 32.7 32.7 32.7 32.7 32.7 32.7

265 265 265 194 194 194 194 265 194 194 194 194 265 194 194 194 194 194 194 194 194 185 185 185 185 185 185

505 505 505 265 265 265 265 505 265 265 265 265 505 265 265 265 265 265 265 265 265 225 225 225 225 225 225

3192/6/p 3192/6/p 3192/6/p 2179/4/d 2179/4/d 2179/4/d 2179/4/d 3192/6/p 2179/4/d 2179/4/d 2179/4/d 2179/4/d 3192/6/p 2179/4/d 2179/4/d 2179/4/d 2179/4/d 2179/4/d 2179/4/d 2179/4/d 2179/4/d 2179/4/d 2179/4/d 2179/4/d 2179/4/d 2179/4/d 2179/4/d

233/6300 233/6300 233/6300 160/4000 160/4000 160/4000 160/4000 233/6300 160/4000 160/4000 160/4000 160/4000 233/6300 160/4000 160/4000 160/4000 160/4000 160/4000 160/4000 160/4000 160/4000 187/3500 187/3500 187/3500 187/3500 187/3500 187/3500

234/3200 234/3200 234/3200 295/2000 295/2000 295/2000 295/2000 234/3200 295/2000 295/2000 295/2000 295/2000 234/3200 295/2000 295/2000 295/2000 295/2000 295/2000 295/2000 295/2000 295/2000 310/2000 310/2000 310/2000 310/2000 310/2000 310/2000

8.4 8.4 8.4 10.5 10.5 10.5 10.5 8.4 10.5 10.5 10.5 10.5 8.4 10.5 10.5 10.5 10.5 10.5 10.5 10.5 10.5 8.7 8.7 8.7 8.7 8.7 8.7

124 124 124 112 112 112 112 124 112 112 112 112 124 112 112 112 112 112 112 112 112 118 118 118 118 118 118

1770 1770 1770 1770 1770 1770 1770 1770 1770 1770 1770 1770 1770 1770 1770 1770 1770 1770 1770 1770 1770 1770 1770 1770 1770 1770 1770

5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5

Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes

2180 2180 2180 2180 2180 2180 2180 2180 2180 2180 2180 2180 2180 2180 2180 2180 2180 2180 2180 2180 2180 2180 2180 2180 2180 2180 2180

4500 4500 4500 4500 4500 4500 4500 4500 4500 4500 4500 4500 4500 4500 4500 4500 4500 4500 4500 4500 4500 4500 4500 4500 4500 4500 4500

1765 1765 1765 1765 1765 1765 1765 1765 1765 1765 1765 1765 1765 1765 1765 1765 1765 1765 1765 1765 1765 1765 1765 1765 1765 1765 1765

Freelander 2 TD4 HSE 5 door manual 2009 - £11500 42 year old, living at PE27, Marketing Manager, 2nd Vehicle.

£180.62 (Subject to 5 years NCD)

FREELANDER 2

Find more than 4500 Land Rovers for sale at LRO.com November 2015 LRO 177


LEZ c ompli a nt Width (mm) Leng th ( m m) Heigh t (mm )

Max po (bhp/ wer rpm) Max to (lb ft/ rque rpm) 0 -6 0 (sec) Top s peed (mph ) Weig ht (kg ) Seats

Engin e

3

Ins gr o up Comb ined mpg RWT mpg CO2 ( g/km ) VED

Price

Price

2

1 Price

Trade p

USED VEHICLES

rice

Price Guide ¹RWT = LRO Real World Test route result

DISCOVERY 1 Everyday use  Off-road ability  Spares  Kit & accessories 

200Tdi 3/5-door (1989-1994)

325

535

825

1000

12

26

28.5

n/a 230

2495/4/d

111/4000 195/1800 17.1 92

2053 5/7 Yes 2080 4521 1928

2.0 MPi 3/5-door (1989-1994)

250

550

1000

1340

11

20

n/a

n/a 230

1994/4/p

134/6000 140/3600 15.3 98

1890 5/7 Yes 2080 4521 1928

V8 (200) 3/5-door (1989-1994)

205

470

725

1000

12 16.5

n/a

n/a 230 3528/V8/p 163/4750 212/2600 11.7 105 1919 5/7 Yes 2080 4521 1928

300Tdi 3/5-door (1994-1998)

410

670

1175

1545

12

26

n/a

n/a 230

2495/4/d

113/4000 195/1800 17.2 91

2053 5/7 Yes 2080 4521 1928

2.0 MPi 3/5 door (1994 1998)

265

585

1050

1450

11

20

n/a

n/a 230

1994/4/p

134/6000 140/3600 15.3 98

1925 5/7 Yes 2080 4521 1928

V8 (300) 3/5 door (1994 1998)

310

685

1275

1710

12 16.5

n/a

n/a 230 3947/V8/p 182/4750 231/2600 10.8 106 1986 5/7 Yes 2080 4521 1928

300Tdi 5 door S auto (1994 1998)

505

840

1335

1670

12

n/a

n/a 230

26

2495/4/d

113/4000 195/1800 17.2 91

DISCOVERY 1 V8i

1986 5/7 Yes 2080 4521 1928

DISCOVERY 2 Everyday use  Off-road ability  Spares  Kit & accessories  Seven-seaters are best, thanks to forward-facing third row (Discovery 1 has side-facing jump seats). Problems with the air suspension are common. Look out for terminal chassis rot, but body rust is not such a problem (unlike Discovery 1). Many have led an easy life.

Td5 S 5/7 seat (1998 2001)

1015

1530

2700

3620

13 26.6

n/a

n/a 230

2020

5

Yes 1793 4705 1940

V8i GS 5/7-seat (1998-2001)

705

1250

2190

2900

15 16.3

n/a

n/a 230 3947/V8/p 182/4750 250/2600 10.5 106 2020

2495/5/d

5

Yes 1793 4705 1940

V8i GS 5/7-seat auto (2002-2003) 1560

2040

3020

3855

15 16.3

n/a

397 290 3947/V8/p 182/4750 250/2600 10.5 106 2020

5

Yes 1793 4705 1940

Td5 S 5/7-seat (2002-2004)

2025

2540

3960

5445

13 26.6

n/a

262 290

2020

5

Yes 1793 4705 1940

V8i GS 5/7-seat auto (2004)

2350

2890

3935

4480

15 16.3

n/a

397 290 3947/V8/p 182/4750 250/2600 10.5 106 2205

7

Yes 1793 4705 1940

Td5 S 7-seat auto (2004)

3600

4270

4950

5795

13 26.6

25.8

262 290

2495/5/d

136/4200 221/1950 16.3 96

2205

7

Yes 1793 4705 1940

Td5 ES 7-seat auto (2004)

4550

5385

6240

7300

13 26.6

25.8

262 290

2495/5/d

136/4200 221/1950 16.3 96

2205

7

Yes 1793 4705 1940

2495/5/d

136/4200 221/1950 16.3 96

136/4200 221/1950 16.3 96

DISCOVERY 2 V8

DISCOVERY 3 Everyday use  Off-road ability  Spares  Kit & accessories  Seven seats and a huge load capacity – versatility assured. Electronics make every driver an off-road expert. Early models had air suspension problems and other electrical faults. Look out for damage under the vehicle, as many are used in inhospitable places.

TDV6 5 seat man (2004 2006)

5235

6220

7665

9155

14 30.7

n/a

244 290 2720/V6/d 190/4000 325/1900

11

112 2494

5

Yes 2190 4835 1837

TDV6 5 seat auto (2004 2006)

5515

6555

8090

9660

14 27.7

27.6

270 290 2720/V6/d 190/4000 325/1900

11

112 2504

7

Yes 2190 4835 1837

TDV6 7 seat man (2004 2006)

5650

6700

8300

9895

14 30.7

n/a

244 290 2720/V6/d 190/4000 325/1900

11

112 2494

7

Yes 2190 4835 1837

TDV6 7 seat auto (2004 2006)

5955

7070

8725

10,400

14 27.7

27.6

270 290 2720/V6/d 190/4000 325/1900

11

112 2504

7

Yes 2190 4835 1837

V8 S 5 seat auto (2004 2005)

5300

6200

7120

8200

16 18.8

n/a

354 290 4394/V8/p 295/5501 313/4001 8.5 121 2536

7

Yes 2190 4835 1837

V8 S 5 seat auto (2006)

6970

7800

8785

9700

16 18.8

n/a

354 505 4394/V8/p 295/5501 313/4001 8.5 121 2536

7

Yes 2190 4835 1837

TDV6 5 seat man (2007 08)

7750

8950

9970

11,975

14 30.7

n/a

244 490 2720/V6/d 190/4000 325/1900

11

112 2494

7

Yes 2190 4835 1837

TDV6 5 seat auto (2007 08)

8160

9425

10,520

12,640

14 27.7

27.6

270 505 2720/V6/d 190/4000 325/1900

11

112 2504

7

Yes 2190 4835 1837

V8 S 5 seat auto (2007)

8240

9135

10,175

11,170

16 18.8

n/a

354 505 4394/V8/p 295/5501 313/4001 8.5 121 2536

7

Yes 2190 4835 1837

Commercial (2006 2008)

7300

8250

10,600

11,850

14 30.7

n/a

244 225 2720/V6/d 190/4000 325/1900

11

112 2494

2

Yes 2190 4835 1837

TDV6 GS 5 seat man (2009)

11,300 12,600

13,415

14,500

14 30.7

n/a

244 490 2720/V6/d 190/4000 325/1900

11

112 2494

5

Yes 2190 4835 1837

TDV6 GS 5 seat auto (2009)

11,915 13,280

14,000

15,280

14 27.7

27.6

270 505 2720/V6/d 190/4000 325/1900

11

112 2504

7

Yes 2190 4835 1837

Discovery 3 V8 S 5 seat auto 2006 £9000 42 year old, living at PE27, Marketing Manager, 2nd Vehicle.

£246.87 (Subject to 5 years NCD)

DISCOVERY 4 Everyday use  Off-road ability  Equipment & accessory availability The latest incarnation of a superb all-round performer, the Discovery 4 has more torque and much livelier performance than the Discovery 3. A fantastic towcar and great family vehicle, with a cavernous interior and seven proper seats.

TDV6 3.0 XS auto (2009 2010)

20,570 22,925

25,520

27,000

38 30.4

n/a

244 490 2993/V6/d 244/4500 442/2000

9

112 2494

7

Yes 2190 4835 1837

TDV6 GS 5-seat man (2010)

16,435 18,320

19,000

19,800

14 30.7

n/a

244 490 2720/V6/d 190/4000 325/1900

11

112 2494

5

Yes 2190 4835 1837

TDV6 GS 5-seat auto (2010)

18,220 20,300

21,175

22,000

14 27.7

n/a

270 505 2720/V6/d 190/4000 325/1900

11

112 2504

7

Yes 2190 4835 1837

SDV6 3.0 GS auto (2010-11)

19,335 21,555

22,880

25,885

39 30.4

25.1

244 490 2993/V6/d 244/4500 442/2000

9

112 2504

7

Yes 2190 4835 1837

SDV6 3.0 HSE auto (2010-11)

26,000 29,000

30,860

34,980

41 30.4

25.1

244 490 2993/V6/d 244/4500 442/2000

9

112 2504

7

Yes 2190 4835 1837

SDV6 3.0 GS auto 255 (2012)

25,235 27,400

28,500

29,425

39 30.4

25.1

244 490 2993/V6/d 244/4500 442/2000

9

112 2504

7

Yes 2190 4835 1837

SDV6 3.0 HSE auto 255 (2012)

33,825 36,730

38,160

39,475

41 30.4

25.1

244 490 2993/V6/d 244/4500 442/2000

9

112 2504

7

Yes 2190 4835 1837

SDV6 3.0 GS auto 255 (2013)

28,195 30,300

31,540

32,575

39 30.4

25.1

244 490 2993/V6/d 244/4500 442/2000

9

112 2504

7

Yes 2190 4835 1837

SDV6 3.0 HSE auto 255 (2013)

37,740 40,575

42,250

43,685

41 30.4

25.1

244 490 2993/V6/d 244/4500 442/2000

9

112 2504

7

Yes 2190 4835 1837

178 LRO November 2015 Find more than 4500 Land Rovers for sale at LRO.com

DISCOVERY 4


LEZ c ompli ant h (mm ) Leng th (m m) Heig ht (m m)

¹RWT = LRO Real World Test route result

Widt

0-60 (sec) Top s peed (mph ) Weig ht (k g) Seats

Max t (lb ft orque /rpm )

Max p (bhp ower /rpm )

Engin e

CO2 ( g/km ) VED

g mpg

RWT

3 Price

up Comb ined mp

2 Price

Ins g ro

1 Price

Trade price

USED VEHICLES

RANGE ROVER SPORT Everyday use  Off-road ability  Spares  Kit & accessories  Stylish, but lacks useable luggage capacity for longer trips. Not many problems reported, so just look for normal damage. Expect a full service history. Adaptive headlights are very expensive to replace if damaged.

Supercharged (2005-2007)

20,570 22,925

25,520

27,000

48 17.7

n/a

374 505 4197/V8/p 390/5750 406/3500 7.2 140 2572

5

Yes 2170 4788 1784

TDV6 S auto (2005-2006)

16,435 18,320

19,000

19,800

41 27.6

n/a

265 290 2720/V6/d 190/4000 324/1900 11.9 120 2455

5

Yes 2170 4788 1784

V8 SE auto (2005-2007)

18,220 20,300

21,175

22,000

44 18.9

n/a

352 505 4394/V8/p 295/5500 313/4000 8.2 130 2480

5

Yes 2170 4788 1784

Supercharged HSE (2006-09)

19,335 21,555

22,880

25,885

41 17.7

n/a

374 505 4197/V8/p 390/5750 406/3500 7.2 140 2572

5

Yes 2170 4788 1784

TDV6 S auto (2007-09)

26,000 29,000

30,860

34,980

41 27.6

n/a

265 505 2720/V6/d 190/4000 324/1900 11.9 120 2455

5

Yes 2170 4788 1784

TDV8 HSE (2006-09)

25,235 27,400

28,500

29,425

47 25.4

23.6

294 505 3630/V8/d 271/4000 472/2000 8.6 130 2675

5

Yes 2170 4788 1784

Supercharged HSE 5.0 (2009-10) 33,825 36,730

38,160

39,475

48 18.9

n/a

353 505 5000/V8/p 503/6000 461/2500 5.9 140 2572

5

Yes 2170 4788 1784

TDV6 SE 3.0 (2009-10)

28,195 30,300

31,540

32,575

41 30.7

n/a

243 490 2993/V6/d 241/4000 442/2000 11.9 120 2455

5

Yes 2170 4788 1784

TDV8 HSE (2010)

37,740 40,575

42,250

43,685

47 25.4

23.6

294 505 3630/V6/d 271/4000 472/1900 8.8 120 2455

5

Yes 2170 4788 1784

Supercharged HSE 5.0 (2011)

28,275 29,475

32,230

34,750

48 18.9

n/a

353 505 5000/V8/p 503/6000 461/2500 5.9 140 2572

5

Yes 2170 4788 1784

TDV6 SE 3.0 (2011)

25,900 26,990

29,225

31,000

41 30.7

n/a

243 490 2993/V6/d 241/4000 442/2000 11.9 120 2455

5

Yes 2170 4788 1784

TDV8 HSE (2011)

28,180 29,365

30,995

32,870

47 25.4

23.6

294 505 3630/V6/d 271/4000 472/1900 8.8 120 2455

5

Yes 2170 4788 1784

Supercharged HSE 5.0 (2012)

32,950 34,350

36,000

38,565

48 18.9

n/a

353 505 5000/V8/p 503/6000 461/2500 5.9 140 2572

5

Yes 2170 4788 1784

SDV6 SE 3.0 (2012)

32,000 33,400

36,000

38,215

41 30.7

25.1

243 490 2993/V6/d 241/4000 442/2000 8.8 120 2455

5

Yes 2170 4788 1784

SDV6 SE 3.0 (2013)

36,000 37,640

40,200

42,525

41 30.7

25.1

243 490 2993/V6/d 241/4000 442/2000 8.8 120 2455

5

Yes 2170 4788 1784

Range Rover Sport Supercharged HSE 2008 £24000 42 year old, living at PE27, Marketing Manager, 2nd Vehicle.

£273.37 (Subject to 5 years NCD)

RANGE ROVER SPORT

RANGE ROVER P38 Everyday use  Off-road ability  Spares  Kit & accessories  Becoming very cheap. Air suspension problems have been well documented. Electrics and controls also cause headaches. Check everything carefully, including the service history. No history and/or very tatty? Walk away – you must choose a P38 wisely.

2.5 DT (1994-2000)

685

1165

1940

3065

13 28.8

29.1

n/a 230

134/4400 199/2300 14.3 105 2115

5

Yes 2228 4713 1817

V8 4.0-litre auto (1994-2000)

475

860

1330

2120

14 14.1

n/a

n/a 230 3947/V8/p 185/4750 235/3000 9.9 118 2090

2497/6/d

5

Yes 2228 4713 1817

V8 4.6-litre HSE auto (1994-2000) 660

1195

1785

2800

16 15.3

n/a

n/a 230 4552/V8/p 225/4750 277/3000 9.3 118 2150

5

Yes 2228 4713 1817

2.5 dHSE (2001-2002)

2000

2790

3945

5000

13 28.8

n/a

304 290

134/4400 199/2300 14.3 105 2115

5

Yes 2228 4713 1817

V8 4.0-litre HSE (2001-2002)

1250

1820

2715

3690

14 14.1

n/a

385 290 3947/V8/p 185/4750 235/3000 9.9 118 2090

5

Yes 2228 4713 1817

V8 4.6-litre Vogue (2000-2002)

1070

1685

2800

3970

16 15.3

n/a

398 290 4552/V8/p 225/4750 277/3000 9.3 118 2150

5

Yes 2228 4713 1817

2497/6/d

RANGE ROVER P38

RANGE ROVER L322 Everyday use  Off-road ability  Spares  Kit & accessories  Very capable and refined, both on- and off-road. Early models had front drivetrain problems and the electronics can play up, especially if aftermarket accessories are fitted. You’ll need a perfectly serviced, fully functioning one if you want a chance of it lasting.

3.0-litre Td6 HSE (2002-2006)

4480

5500

8040

11,500

50

25

25.2

299 290

5

Yes 2220 4950 1902

V8 4.4-litre SE (2002-2005)

3315

4055

5590

8180

50 17.4

n/a

389 290 4398/V8/p 282/5400 324/3600

130 2570

5

Yes 2220 4950 1902

S/charged Vogue SE (2005-2008) 6825

8030

12,870

19,935

50 17.7

n/a

376 505 4197/V8/p 396/5750 413/3500 7.1 130 2687

5

Yes 2220 4950 1902

3.0-litre Td6 Vogue (2006-07)

9315

10,370

12,000

13,915

50

25

25.2

299 505

174/4000 287/2000 12.7 111 2570

5

Yes 2220 4950 1902

TDV8 HSE (2006-2009)

10,510 11,700

15,285

22,000

50 25.4

24.1

294 505 3626/V8/d 271/4000 472/2000 8.5 124 2717

5

Yes 2220 4950 1902

V8 4.4-litre HSE (2006-2007)

7120

7960

9590

11,930

50 17.4

n/a

389 505 4398/V8/p 282/5400 324/3600

130 2570

5

Yes 2220 4950 1902

S/charged Autobiography (2009) 18,185 20,000

22,500

25,000

50 17.7

n/a

376 505 4197/V8/p 396/5750 413/3500 7.1 130 2687

5

Yes 2220 4950 1902

TDV8 4.4 Autobiography (2010-11) 30,800 32,900

38,800

43,600

50 30.1

22

253 490 4367/V8/d 308/4000 516/1500 7.5 124 2774

5

Yes 2220 4950 1902

S/C Autobiography 5.0 (2010-11) 24,980 27,625

31,000

37,470

50

19

n/a

348 505 5000/V8/p 503/6000 461/2500 5.9 140 2710

5

Yes 2220 4950 1902

TDV8 4.4 Autobiography (2012)

40,530 43,000

47,000

50,290

50 30.1

22

253 490 4367/V8/d 308/4000 516/1500 7.5 124 2774

5

Yes 2220 4950 1902

S/charged A/biography 5.0 (2012) 34,630 37,290

40,315

43,320

50

19

n/a

348 505 5000/V8/p 503/6000 461/2500 5.9 140 2710

5

Yes 2220 4950 1902

TDV8 4.4 Autobiography (2013)

54,000

57,480

50 30.1

22

253 490 4367/V8/d 308/4000 516/1500 7.5 124 2774

5

Yes 2220 4950 1902

47,235 49,770

2926/6/d

2926/6/d

174/4000 287/2000 12.7 111 2570 9

9

RANGE ROVER 4.4 V8

RANGE ROVER EVOQUE Everyday use  Off-road ability  Equipment & accessory availability Stylish ‘baby’ Range Rover is hugely sought after. Three-door version looks better, but five-door is more versatile. 2WD models claim great fuel economy figures, exceeding 50mpg. Expect prices to remain buoyant while there’s a waiting list for new vehicles.

2.2 eD4 Pure 2WD 3d (2011)

17,800 19,300

20,000

20,755

28

56

41.3

133 130

2179/4/d

148/4000 280/2000 10.6 112 1595

5

Yes 2125 4355 1605

2.2 SD4 Prestige 5d (2011)

25,360 27,475

28,530

29,560

34

49

n/a

149 145

2179/4/d

187/4000 310/2000 9.5 124 1670

5

Yes 2125 4355 1605

2.0 Si4 Dynamic 3d auto (2011)

23,900 25,900

26,900

28,250

38

32

25.1

199 265

1999/4/p

236/(n/a) 251/(n/a)

7.1 135 1640

5

Yes 2125 4355 1605

2.2 SD4 Prestige 5d (2012)

26,670 28,890

29,750

31,000

34

49

n/a

149 145

2179/4/d

187/4000 310/2000 9.5 124 1670

5

Yes 2125 4355 1605

2.0 Si4 Dynamic 3d auto (2012)

25,925 28,000

29,225

30,750

38

32

n/a

199 265

1999/4/p

236/(n/a) 251/(n/a)

7.1 135 1640

5

Yes 2125 4355 1605

2.2 SD4 Prestige 5d (2013)

28,300 30,365

31,280

32,360

34

49

n/a

149 145

2179/4/d

187/4000 310/2000 9.5 124 1670

5

Yes 2125 4355 1605

2.0 Si4 Dynamic 3d auto (2013)

28,625 30,730

31,950

33,395

38

32

25.1

199 265

1999/4/p

236/(n/a) 251/(n/a)

5

Yes 2125 4355 1605

7.1 135 1640

RANGE ROVER EVOQUE

Find more than 4500 Land Rovers for sale at LRO.com November 2015 LRO 179

LRO


X Eng Range Rover P38 X Brake Heated Seat Kit Fed up with cold seats in the winter? These kits are for two seats and come with comprehensive fitting instructions, 4 x heating elements, 2 x wiring looms, 2 x switches and fixing materials. Price from ÂŁ67

Universal 12V Solar Panel Battery Maintainer / Trickle Charger This uses solar energy to keep your battery levels topped up. Maintains most 12v battery types. Price from ÂŁ39.95

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Our famous Disc transmission brake now available for P38! Price from ÂŁ254.99

NEW PRODUCT Monsta 4x4 Premium Sump / Steering Guard Suitable for Disco 1 â&#x20AC;&#x2DC;89-â&#x20AC;&#x2122;98 & RR Classic. Premium quality Guard made from machined 6mm powder coated aluminium plate.

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Prices include VAT, shipping is extra. Prices correct at time of printing but are subject to change

NEW PRODUCT

The Old Bakery, Rear of Vale Terrace, Tredegar, Gwent. NP22 4HT Email: info@foundry4x4.co.uk

Tel: 01495 717131

180 LRO November 2015

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November 2015 LRO 181


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182 -30 November 15


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November 2015 LRO 183


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184 -30 November 15


Central Scotlands Premier Land Rover Specialists

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*subject to availability from Land Rover

November 2015 LRO 185


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BECAUSE A GREAT BRITISH ICON DESERVES A UNIQUE INTERIOR

Kit Price

ÂŁ375. 00 delivered U

K

The REDBOOSTER servo clutch system is designed for the Defender TDCi Puma, TD5, 200 & 300Tdi to reduce clutch pedal effort to an acceptable level. Ruskin know how to make a Land Rover Defender look something special. They have maintained a worldwide and prestigious reputation, creating individually crafted leather car interiors. Contact Ruskinâ&#x20AC;&#x2122;s creative team today to discuss how you can develop your own uniquely-styled Land Rover Defender interior.

Contact: Roderick Barry, Redbooster in the UK, John Barry Ltd. 16 Dryden Road, Bilston Glen Industrial Estate. Loanhead, Nr. Edinburgh Midlothian, EH20 9LZ.

0131 448 0808 - 077655 32347

For more information and to arrange an appointment. Call us on 0116 2773701 Email us at sales@ruskindesign.co.uk Visit us online at www.ruskindesign.co.uk

3DUWV $QG 6HUYLFLQJ5HSDLUV'LDJQRVWLFV

The effort is reduced to ďŹ nger pressure giving better control and no more painful knees. The complete kit comprises of a servo unit, all brackets, vacuum reservoir tank, hydraulic and vacuum pipework and all parts required to install the unit with the exception of brake ďŹ&#x201A;uid.

We are also seeking distributors and fitting centres throughout the UK MOR COLOUE OPTIO R N NO S AVAIL W ABLE

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Defender, Discovery 2 & 3 Exterior Upgrades ,$:$[V Evolve & Enhance with

www. kbx upgrades.com Featured supplier AB Parts can supply genuine, OEM & Aftermarket parts for any model from Series One to current range - World Wide www.abpartsstore.co.uk November 2015 LRO 187


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188 -30 November 15


24075

NOW

WHERE QUALITY COSTS LESS

UK Manufactured

SUPERSTORES NATIONWIDE

HEAVY DUTY INSTANT GARAGES UP TO 24' (7.3M) LONG

Great for use as a garage, workshop or storage area

ZIP CLOSE DOOR

Extra tough, triple-layer, waterproof cover Fully UV ACCESSORY: treated for long-term protection ROLLUP DOOR KIT Heavy-duty, powder-coated PROVIDING EASY ACCESS USING steel tubing Ratchet SIMPLE PULLEY tightening to ensure drum-tight SYSTEM cover Includes ground ÂŁ17.99 INC.VAT anchoring system

NEW

FROM ONLY

MODEL SIZE (LxWxH) CIG1015 4.6 x 3 x 2.4M CIG1216 4.9 x 3.7 x 2.6M CIG1020 6.1 x 3 x 2.4M CIG1220 6.1 x 3.7 x 2.5M CIG1224 7.3 x 3.7 x 2.5M

EXC.VAT ÂŁ219.00 ÂŁ259.00 ÂŁ269.00 ÂŁ299.00 ÂŁ379.00

INC.VAT ÂŁ262.80 ÂŁ310.80 ÂŁ322.80 ÂŁ358.80 ÂŁ454.80

.00 219EXC.VAT .80 262INC.VAT INSTANT SHELTERS/WORKSHOPS

LENGTH UP TO 24'

ÂŁ

MODEL SHOWN CIG1220 (20'x12'3")

ÂŁ

Great for use as a garage, workshop or storage area.

CIS612

CIS1212 CIS88

FROM ONLY

4 EASY WAYS TO BUY...

OFF ROAD

IN-STORE

MAIL ORDER 0115 956 5555

ONLINE machinemart.co.uk

C ICK & C

65 SUPERSTORES

e manufacture an exclusive range of high quality vehicle accessories and parts

ORDER DIRECT

CALL: 01952 618190 FOR EXPRESS DELIVERY email: sales@m12-offroad.co.uk

Defender Bonnet cover Natural ÂŁ41.95 Black ÂŁ51.95 Defender 90 Sills Natural ÂŁ37.95 Black ÂŁ43.95 Natural ÂŁ38.00 Black ÂŁ48.00 Defender 110 Sills (3 door & 5 door available) Defender 90 Corner Plates Natural ÂŁ24.90 Black ÂŁ28.90 Defender Wing Tops Natural ÂŁ42.45 Black ÂŁ52.45 Defender Wing Tops with an Aerial hole Natural ÂŁ45.00 Black ÂŁ55.00 From ÂŁ99 Steering Guards (available for Defender 90/110 and Discovery 1) Diff guards From ÂŁ27 :LSHU %ODGHV 0XGĂ DSV 'RRU 0LUURUV +HDGODPS Ă&#x20AC;QLVKHUV DQG PDQ\ PRUH $FFHVVRULHV NOW AVAILABLE

ON ORDERS TAKEN DIRECT ON 01952 618190 RIVETS WILL BE GIVEN FOC Puma bonnet centre and wings with aerial hole powdercoated black ÂŁ105.00 Steering guard ÂŁ99

Free UK Delivery

MODEL SIZE (LXWXH) EX VAT INC VAT

.98 CIS88 2.4 x 2.4 x 2.4M ÂŁ149.98 ÂŁ179.98 149EXC.VAT CIS612 3.7 x 1.8 x 2.4M ÂŁ169.98 ÂŁ203.98 ÂŁ .98 CIS1212 3.7 x 3.7 x 2.6M ÂŁ209.98 ÂŁ251.98 179INC.VAT ÂŁ

Safari/Rear End Doors

M12

Extra tough, triple-layered, waterproof polyethylene cover Fully UV treated for long-term protection Heavy-duty, powder-coated steel tubing to protect against peeling, rust, chipping and corrosion Ratchet tightening and web strap components ensure drumtight cover Bright white interior provides enhanced illumination Includes anchoring system

O Roof racks O Spare Wheel carrier OSide tubular steps OTree/Rock sliders OWinch Bumpers O Side sliding windows OBlind spot windows OShooting hatch OPanoramic windows

O Sporting box O Internal window trims ORear door glass OSteering Guards OSnorkels OLamp guards OHID and LED lights ONon-sliding windows

Postcode Restrictions Apply

We now offer international delivery on selected items

WE ACCEPT Visit our EBay store

www.m12-offroad.co.uk

info@masai .co

01543 254507

www.masai .co November 2015 LRO 189


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190 -30 November 15


Automove Cooling Specialist The Ulmate Cooling Kit For Your Land Rover All our cooling kits feature 3 major elements

A Revotec Variable Temperature Fan controller. Variable from 70-120°C, with an instant response & No leaking.

A High Power COMEX Fan which is: Waterproof to level IP68, Bearinged, Balanced and rated to operate 24hours.

A set of Laser cut, vehicle specific Brackets and all necessary fittings for a professional installation.

Revotec Ltd Tel: 01491 824424 Fax: 01491 833711

www.revotec.com

YOU KNOW THE

LIST PRICE BUT DO YOU

KNOW

HOW MUCH

IT COSTS TO RUN?

Find out with the FREE Parkers Cost of Motoring Tool. Compare costs of different cars or compare the difference between buying new or used. With over 40,000 reviews, new & used cars for sale and over 40 years experience, when you’re looking to buy your next car, you better check with Parkers.co.uk.

SEARCH PARKERSOR VISIT PARKERS.CO.UK November 2015 LRO 191


FREE MOT WITH YOUR NEXT SERVICE

PLEASE QUOTE

LRO free MOT when booking

Dedicated Land Rover service centre www.neneoverland.co.uk londonservice@neneoverland.co.uk

Tel: 01628 671250

HELME PARK MOTOR SERVICES INDEPENDENT LAND ROVER SPECIALISTS t8IFFM"MJHONFOU t1BSUT"DDFTTPSJFT t'VMM%JBHOPTUJD4FSWJDFT t"JS$POEJUJPOJOH t4FSWJDJOH t8IFFMT5ZSFT t1FSGPSNBODF6QHSBEFT t4VTQFOTJPO6QHSBEFT MOTs BY APPOINTMENT  SERVICING  REPAIRS  TYRES

Independent Land Rover Specialists Catering for all 4x4’s and commercials Family run business with over 25 years experience Full diagnostics, MOT work, welding, sales, 2nd hand parts, servicing Unit 2, The Yews, Southampton Road, Cadnam, Southampton. SO40 2NG

A member of the network of 4x4 specialists

www.ajdlandrovers.co.uk E-Mail: ajd@ajdlandrovers.co.uk

Telephone: 01992 445634

E.H.DOUGLAS FOUR WHEEL DRIVE CENTRE SPECIALIST IN LAND ROVER VEHICLES

Edgecote Lane, Wardington, Nr Banbury, Oxfordshire OX17 1SH T: +44 (0) 1295 758380 F: +44 (0) 1295 758945 E: sales@ehdouglas.co.uk w: www.ehdouglas.co.uk

WITH YOUR NEXT SERVICE

PLEASE QUOTE

LRO free MOT when booking

Tel: 02380 811973

email: newforest4x4.rose@aol.co.uk

Dedicated Land Rover service centre

Stockists of Britpart, Bearmach, All Makes and Land Rover genuine parts

BRIDGE STREET, TOW LAW, CO. DURHAM. DL13 4LD

www.neneoverland.co.uk service@neneoverland.co.uk

T/F (01388) 731998 Mobile: 07802 795990 Email: paulhpms@hotmail.co.uk

Tel: 01733 380687

Nene Overland, Manor Farm, Ailsworth, Peterborough Cambridgeshire PE5 7AF

AUTO REFINISHERS YORK

A.J.D. LANDROVERS We have full workshop facilities for servicing, mechanical and electrical repairs and MOT work, including welding. We now have the latest technology in diagnostics for all electrical faults including engine management, airbags and suspension, etc. Fully equipped tyre fitting bay and wheel balancing. We also have a well stocked parts department.

FREE MOT

Land Rover appointed repairers for over 30 years Complete refurb or just a tidy up We are a kite mark garage with over 40 years in business For further details please contact Ben, Emma, or Peter.

www.lrsengineering.co.uk

Loony over Landy’s An independent specialists that offers a personal service to the Land Rover owner. *New Parts counter and Shop Mail order available, repairs/service to all years and models. Courtesy cars available, winches serviced, air conditioning, Mot’s, Autologic diagnostics. info@lrsengineering.co.uk

Tel 01904 481177 Fax 01904 481199

01787 469553 Unit 6 Westmead, Hedingham Road, +SW½IPH,EPWXIEH)WWI\'394

Website autorefinishersyork.com

Staffordshire 4x4 PARKHOUSE INDUSTRIAL ESTATE NEWCASTLE UNDER LYME

01782 564019

SERVICING REPAIRS MODIFICATIONS PARTS DIAGNOSTICS ENTHUSIASTS! STAFFORDSHIRE4X4.COM

GUMTREE 4x4

SPECIALISTS IN LANDROVER, RANGE ROVER, DISCOVERY, FREELANDER AND ALL 4x4s SERVICING, REPAIRS, CONVERSIONS, REBUILDS, CHASSIS REPLACEMENTS AND M.O.T TESTING. PERFORMANCE AND OFF ROAD MODIFICATIONS. Established in 1981. LOCATED IN MID-SUSSEX. Tel: 01444 241457 Email:

info@gumtree4x4.co.uk


TRADER ACCESSORIES & PARTS

LAND ROVER PARTS SPECIALIST www.brookwell.co.uk

TRADER MARKET PLACE

MARKET PLACE

WHY CHOOSE BROOKWELLS? t:&"34&91&3*&/$&0'4&--*/(1"354'03"---"/%307&3.0%&-4

*

t %*''&3&/51"354"-8":40/5)&4)&-''034".&%":%&41"5$)

t1)0/&4."//&%#:41&$*"-*45450)&-1:06(&55)&3*()51"35'*3455*.& t06345"''8*--)&-1:06(&5"--5)&1"354:06/&&%50'*/*4)5)&+0# t$0--&$503."*-03%&3 5)&$)0*$&*4:0634

What sets us apart from other parts suppliers is our customer service, knowledge and enthusiasm. We are passionate about Landies and selling quality, competitively priced parts to our worldwide customer base, who come back to us time after time. Give us a try, you won’t be disappointed.

Mail Order Hotline

01626 832555 Authorised Distributor

www.brookwell.co.uk

* Orders placed before 2pm

FREE DELIVERY FOR ORDERS OVER £60 (excl. Vat)

Follow us

twitter.com/BrookwellsParts

like us

facebook.com/brookwells

Want to Advertise Call 01733 366487 November 15 -30 193


TRADER MARKET PLACE

ACCESSORIES & PARTS nt pins threaded Stainless steel ve ith stainless w at both ends and so they will ts nu steel dome head last for years. d work properly an

Vent Pins High power HS2.8 TGV & Wastegate engines for repower conversions Displacement: Maximum power: Max. governed rpm: Maximum torque:

International HS 2.8L TGV 2,785 cc 135 bhp @ 3,800 rpm 4,000 277 lbf ft @ 1,400 rpm

Re-power conversions available for; Land Rover Defender 1982 to 2014 (includes Tdci Defenders) Discovery 1 and II V8 & Tdi LHD & RHD Range Rover 1970 to 2002 Conversion available for automatics Brand new ‘300’ Tdi turnkey engines available .... from £5995 + VAT Brand new ‘300’ Tdi & 2.4 Tdci stripped engines available ............... ......................................................................£2995 and £2496 + VAT Good used and rebuilt HS2.8 engines also available.

International HS 2.8L Wastegate 2,785 cc 132 bhp @ 3,800 rpm 4,000 262 lbf ft @ 1,600 rpm

See our ‘NEW’

shop

go to www.mdengineering.co.uk We have over 25 years experience in Land Rover re-powering. For professional and friendly advice contact us! WORLDWIDE EXPORTS A SPECIALITY

Motor & Diesel Engineering (Anglia) Limited wan Farm, Priory Road, Ruskington, Sleaford, Lincs. NG34 9DJ

Telephone: 01526 830 185 Fax: 01526 830 217 email: david@rowanfarm.org www.mdengineering.co.uk

Want to Advertise Call 01733 366487

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F

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Defender 90/110â&#x20AC;&#x2122;s Choice of 20+

7KHQHZFRDWLQJ replaces KLEENtect which I can no longer do because of more stringent EU regs. Like KLEENtect there is a 10 year guarantee: â&#x20AC;&#x153;If you see any rust coming through the coating within five years, bring it back and have it re-treated free of chargeâ&#x20AC;?. But itâ&#x20AC;&#x2122;s a third of the price of KLEENtect! :+$7,6,7"An anti-corrosve wax coating, similar to, but much longer lasting than Waxoyl and supremely abrasion resistant, unlike classic Waxoyl. It will be as resistant to, or more resistant to abrasion than Waxoyl Underseal but unlike Waxoyl Underseal which contains 40% bitumen and 60% Waxoyl, the CR coating has only 2% of a special additive added for abrasion resistance and no bitumen, as the bitumen added to Waxoyl Underseal (or the similar Dinitrol product) results in less penetration and a trade off in anti-corrosive capabilities. The CR coating will work as well as standard Waxoyl on rust with the abrasion resistant qualities of Waxoyl Underseal. Caveat: CR coating has a very strong smell. For this reason we continue to do doors, sills etc in Waxoyl on CR jobs. (CR smell will fade in about 2 weeks). Can it be applied to previously Waxoyl or Dinitrol rustproofed cars where the coating is getting â&#x20AC;&#x153;tiredâ&#x20AC;?? Yes it can. It belongs to the same family of chemicals as Waxoyl or Dinitrol but the chemicals in the new CR coating are more expensive and highly formulated. They will not oxidise and dry out as quickly as Waxoyl. A new CR coating applied over Dinitrol or Waxoyl will penetrate into the old coating, rejuvenate it and form an amalgam with it. Why should you take a risk on a new, unproven coating? Iâ&#x20AC;&#x2122;m sure that many people thought the same about KLEENtect which was introduced in 2001. Around 150 vehicles were done with KLEENtect. Only very minor touch ups were needed on a couple of vehicles. (You can see John Pearsonâ&#x20AC;&#x2122;s KLEENtected G4 110 every year at the LRO shows). One thing that I learned with the KLEENtect is that some people rush to embrace anything new while others will wait for years until itâ&#x20AC;&#x2122;s tried and tested. I understand. For the second group of people I will still be offering my Before â&#x20AC;&#x2DC;nâ&#x20AC;&#x2122; After improved Waxoyl service. Can the new coating be done in a day like the waxoyl service? Yes â&#x20AC;&#x201C; it can. Just use my online diary to book in on my website (see website url and danger warning below). 127( I am keen to continue doing Discovery TD5â&#x20AC;&#x2122;s even though most are very rusty and many have borderline rot in the rear chassis legs and rusty defenders because I believe that only Before â&#x20AC;&#x2DC;nâ&#x20AC;&#x2122; After has the equipment and expertise to deal with these difficult to rustproof cars and even give a five year guarantee. Go WR ZZZEHIRUHQDIWHUFRXNPFZD[R\O (type it accurately into your browser) look especially at clip 7 to see why only Before â&#x20AC;&#x2DC;nâ&#x20AC;&#x2122; After can deal with these difficult jobs.

&RVWIRUWKHQHZ³&5´VHUYLFH"

$URXQGPRUHWKDQWKHZD[R\OVHUYLFH6RSULFHVDUHQRZ Defender 90/Discovery done with Before â&#x20AC;&#x2DC;nâ&#x20AC;&#x2122; After improved Waxoyl ÂŁ490 plus vat. (5 year guarantee) Defender 90 Discovery done with CR coating ÂŁ580 plus vat (10 year guarantee) 110/Range Rover done with Before â&#x20AC;&#x2DC;nâ&#x20AC;&#x2122; After improved Waxoyl ÂŁ520 plus vat. (5 year guarantee) Chris Parkinson 110/Range Rover done with CR coating aka Mr. Before n After ÂŁ620 plus vat (10 year guarantee) See more on page 85 *DU\ VDLG WKLV â&#x20AC;&#x153;I made the 270 mile journey from Truro to bring back my 95 Defender for the 5 year renewal as Chris recommends, although after 5 years it looked just like the day it was done - coating perfectly intact and no signs of rust in spite of me using it regularly off road and on the beach to launch *DU\ :HEE VD\V a boat. I go green laning about once a month or every six weeks and get it coated liberally, not only with â&#x20AC;&#x153;I didnâ&#x20AC;&#x2122;t mind mud but also mining waste which is really abrasive. travelling 270 miles I always jet wash it afterwards and I can prove that from Truro for the renewal - I knew that this would scour off ordinary Waxoyl because I put only Chris of Before â&#x20AC;&#x2DC;nâ&#x20AC;&#x2122; tubular turrets on the front and waxoyled them myself. I have had to re-Waxoyl them about 6 times After could do itâ&#x20AC;? while Chrisâ&#x20AC;&#x2122;s â&#x20AC;&#x153;Before â&#x20AC;&#x2DC;nâ&#x20AC;&#x2122; After improved Waxoylâ&#x20AC;? coating just shrugs this treatment off.â&#x20AC;? 1RWHIURP&KULVthe additive I use at 2% to achieve this effect is now also added to the new â&#x20AC;&#x153;CR coatingâ&#x20AC;?.

%HIRUH ÎźQÂś $IWHU 5XVWSURRÂżQJ VXEVWDQWLDWHV LWV FODLPV RQ S  QHDU 5XJE\ H[ 1HZEXU\

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ZZZEHIRUHQDIWHUFRXN

Tel: 01487 830813 or visit

www.rjlandrovers.co.uk

%HZDUHGDQJHUImposters using â&#x20AC;&#x153;paid for adsâ&#x20AC;? are lurking on the results page for the search term â&#x20AC;&#x153;before n afterâ&#x20AC;? so be sure to type my website address accurately into your browser or only click on the link where you see my exact website url: ZZZEHIRUHQDIWHUFRXN November 15 -30 197

01733 366487

 Ĺ&#x161;Ä&#x201A;Ć?Ć?Ĺ?Ć? Ć&#x152;Ä&#x17E;Ć&#x2030;ĹŻÄ&#x201A;Ä?Ä&#x17E;ĹľÄ&#x17E;ĹśĆ&#x161;Ć?  ZÄ&#x17E;Ć?Ć&#x161;Ĺ˝Ć&#x152;Ä&#x201A;Ć&#x161;Ĺ?ŽŜ  Ä?ĆľĆ?Ć&#x161;ŽžĹ?Ć?Ä&#x201A;Ć&#x161;Ĺ?ŽŜ  DKdĆ? Ä&#x201A;ĹśÄ&#x161; Ć&#x152;Ä&#x17E;Ć&#x2030;Ä&#x201A;Ĺ?Ć&#x152;Ć?  ^Ä&#x17E;Ć&#x152;Ç&#x20AC;Ĺ?Ä?Ĺ?ĹśĹ?  tÄ&#x201A;Ç&#x2020;Ĺ˝Ç&#x2021;ĹŻ  Ĺ?ĹśĹ?Ć&#x161;Ć&#x152;Žů Ć&#x161;Ć&#x152;Ä&#x17E;Ä&#x201A;Ć&#x161;ĹľÄ&#x17E;ĹśĆ&#x161; EĹ˝ ĹŠĹ˝Ä? Ć&#x161;ŽŽ Ä?Ĺ?Ĺ? Ĺ˝Ć&#x152; Ć?ĹľÄ&#x201A;ĹŻĹŻ Ä&#x201A;Ć?Ä&#x17E;Ä&#x161; ĹśĆ&#x152; Ĺ?ĹŻĹŻÄ&#x17E;Ć&#x152;Ĺ?Ä?Ä&#x201A;Ç&#x2021; Ć?Ć?Ä&#x17E;Ç&#x2020;

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Specialists in the servicing, repair and restoration of classic Land Rovers 1948 - to present day. 6HUYLFLQJPHFKDQLFDORYHUKDXOVHOHFWULFDOUHSDLUVIXOOSDUWUHVWRUDWLRQJDOYDQLVHGFKDVVLVDQGEXONKHDGVZDSV

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Quality Used Land Rover Sales

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1960 SERIES 2 PETROL 7 SEATER. 3 OWNERS, IMMACULATE. ÂŁ15000.

13 (63) DEFENDER 90 2.2 TDCI HARDTOP. 1 OWNER, 26K, FLRSH. NO VAT. ÂŁ17250.

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09 (09) DEFENDER 110 TDCI COUNTY D/C. 1 OWNER 75K, FSH, NO VAT. ÂŁ18495.

13 (13) DEFENDER 90 COUNTY HARD TOP. 1 OWNER, 10K, AIRCON. ÂŁ18995+VAT.

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2007 110 Tdci 105k immac fsh ................................................................ ÂŁ15,995

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2004 110 County XS with O/d FSH ................................................................ ÂŁ13,995

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10 (10) DEFENDER 90 TDCI HARDTOP. 1 OWNER+DEMO, 61K, FSH. ÂŁ13995+VAT.

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www.heritagevehiclesales.com 95 (N) DEFENDER 90 300 TDI HARDTOP. 144K, ALLOYS, NO VAT. ÂŁ8495.

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ADVERTISERSINDEX ADVERTISER NAME 4Site 4x4 A E W Paddock Motors Ltd Allisport Ltd Aquarius Manufacturing Limited Astwood 4x4 Ltd Automotive Component Avon Tuning BDML Connect Ltd Before and After Blackpaw 4x4 Boab Ltd British Garage Sp.Zo.O Britpart Brownchurch Ltd Carole Nash Insurance CWS Devon 4x4 Centre Ltd Draper Tools Ltd Duckworth Land Rover Exmoor Trim Limited Extreme 4x4 Famous Four Products Ltd FD 4x4 Centre Footman James & Co Ltd Foundry 4x4 Gigglepin Goodwinch Limited H L R Spares Hadleigh Marketing Ltd Heritage Insurance IAWA 4x4 Ltd Jack Sealey Ltd

PAGE 51 80-81 130, 153 159 130 87 183 172 85 183 43, 44-45 123 2-3 183 172 183 10 104 180, 185 48, 185 59 9 60 169 180 185 75 199 171 93, 173 187 108

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PAGE 187 66-69 187 180 189 124 90 189 98-99, 189 21,23 102, 117, 139, 159 96-97, 117, 181 106 189 191 87 124 185 63 191 123 56 187 173 126

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30-31 130, 153 126 199 139 159 129

LRO Advertisers Index sponsored by

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Tel: 01279 793500 TEL: 01279 793500 November 2015 LRO 199


Club Zone News & events from Land Rover clubs

THE BASKERVILLE CHALLENGE 2015

Bite of the ‘Basky’ No holds barred at Wye & Welsh club’s enduringly popular event

W

ith the August Bank Holiday being one of the busiest weekends in the interclub calendar – and with the kids going back to school immediately afterwards this year – there were concerns that the turnout of competitors at Wye and Welsh LRC’s 26th Baskerville Challenge might be a bit low. No chance! Such is the affection among ALRC (Association of Land Rover Clubs) for the ‘Basky’, they turned up in their droves. The venue for the event, the Baskerville Hall Hotel near Hayon-Wye, will be familiar to fans of writer Sir Arthur Conan Doyle as being the inspiration for his famous ‘Hounds of…’ novel (and if you keep an eye out for a taped-off section of woodland you’ll find the graves of those naughty pups). The format is similar to most ALRC interclub events, having road-taxed vehicle (RTV) and cross-country vehicle (CCV) trials; 200 LRO November 2015

but due to the limited space for a race the organisers have dropped the traditional comp safari in favour of a more compact timed trial. There was also a tyro trial for inexperienced drivers running in parallel back at the campsite. The action kicked off on the Saturday with the CCV trial. The hilly, wooded ground above the hotel is perfect for trialling. Dry weather gave loads of traction but the firm ground inflicted a lot of punishment on vehicles and drivers, with five retirees throughout the day. The conditions also gave huge opportunities for roll-overs. Charles Darby from Southern ROC set what may be an ALRC record by putting his Series I on its side twice in the first three sections and still managing to bag a class win. But the event was dominated by the class-nine 80in coil-sprung specials, with Phil Heys from Cornwall and Devon LRC coming first overall on just five penalty points.

Overnight rain was forecast but never arrived – making for an equally grippy RTV on the Sunday. Mr Darby claimed a hat-trick by tipping over yet again – but, undaunted, still went on to complete the event. The heavens did open at lunchtime but the dense forest canopy prevented the sections from changing excessively, so several drivers were on very low scores at the end of the day – so low in fact that a run-off was required to decide the overall winner between two Ninety drivers, Cornwall & Devon LRC’s Phil Heys and Cheltenham &

‘The weather had taken its toll, making for a very slippery and highly entertaining timed trial’

Cotswold ROC’s Jake Jepps, both on just one point. An extra section was set out; the driver with the lowest score or who cleared the section in the slowest time would be declared the winner. Phil Heys emerged triumphant again. By Monday the weather had at last taken its toll, making for a very slippery and highly entertaining timed trial. Ten competitors raced on three sections, three times each. Alex Moore from Somerset and Wiltshire LRC guided his modified Lightweight to victory, while C&D’s Si Badge won the Gavin Shaw Memorial Trophy for having the fastest lap. The Baskerville Challenge Trophy, awarded to the best nominated drives for a club in any combination of the three main disciplines was won by Southern ROC members Charles Darby, Jon Aldridge and Martin Smith for the second year running. To find out more about the Baskerville, see wwlrc.co.uk.


SPONSORED BY

Charles Darby’s Series I is on a roll… again!

More haste and more speed on the timed trial

WWLRC COMPETITION SECRETARY RICHARD HANNAM

‘The Wye & Welsh team would like to thank all the entrants, their families and friends for making the Baskerville Challenge such a good event again – it seems to be getting more popular each year.’

‘No, not that tree – that one!’

Wye and Welsh team set out a devilish CCV course

Traction’s at a premium for Alex Moore’s Lightweight on the timed trial

Richard Hannam (far right) presents Charles Darby, Jon Aldridge and Martin Smith with their spoils of victory

November 2015 LRO 201


Club Zone

RED WHARF

Rovers return Defender2.net pays homage to Maurice Wilks

W

ith 67 years of production of Defender-style design about to be consigned to history, Skip, Dirk, Richard and Jaro from the Defender2.net internet club decided to mark the occasion. Their plan was to gather as many Land Rovers as possible at the vehicle’s spiritual birthplace, Red Wharf Bay in Anglesey. Lee Burstow, one of those taking part, picks up the story: ‘Since its humble beginnings, when Maurice Wilks drew an outline in the Red Wharf sand in 1947, the Land Rover has gone on to be the enthusiasts’ 4x4 of

choice. So it seemed appropriate for enthusiasts to take the story back to where it all began. ‘The idea soon spread, with owners of some unique variants signing up. The first hurdle was getting permission to drive on the beach, but thanks to a helpful marine officer, John Owen, the beach was ours for Sunday August 16 – the event was on! ‘For me, this was a daddy-anddaughter adventure weekend – my daughter camped with me on Anglesey before the event and I bored her to tears with stories of Maurice’s sand design. ‘We had allocated time for the whole group to enjoy the rare

privilege of having permission to drive on a beach. ‘One driver chose to enjoy the surf in his amazing Ranulph Fiennes 110 – prepared for an expedition that was cancelled. Little did he know that when he followed a local’s advice on how to exit the beach, he was heading for his own adventure, because the route proved ill-advised. With the 110 bogged over its axles, even a tractor couldn’t recover it as the tide raced in. There was just time to disconnect the batteries to give it a chance of survival as it disappeared beneath the waves. ‘When the water receded it became clear that this Defender

Got any club news? Clubs tsar Russ wants to hear about it. EMAIL RUSS.BROWN@LRO.COM

must have been waterproofed like no other. After hours of jet washing and loads of cans of WD-40, it lived – at least long enough to get home for an already planned restoration.’ Log on to tinyurl.com/RedWharf BayLR to watch a video of the club’s beach adventure.

Land Rovers flocked to their beach birthplace

202 LRO November 2015


SPONSORED BY

Young fans now have their own Land Rover club

CLUB HERO No 4: STUART NEWTON

CHILTERN VALE LRC New kids on the block

E

ven though there are clubs for pretty much every model and age of Land Rover, younger enthusiasts decided they were not catered for – so they have founded the Under 21 Land Rover Owners Club. To join, you simply have to be young and ‘love the Land Rover lifestyle’. Founder James Hillocks explains: ‘We have many different types of Land Rover in the group, including a Series I, a 2014 Defender 90 and a lovely 101. The admin for the group is based in Kent, but we have members all over the UK from Cornwall to the Scottish isles. We even have an enthusiast in South Africa. ‘As a newly formed club, we are yet to have a massive group meet outside the Land Rover shows, but we had our first club stand at LRO’s Peterborough show.’ Membership is fast approaching 1000. For more information, search on Facebook for ‘Under 21 Landrover’, where the hot topics include ‘cheap motor insurance’. Good luck with that one!

FILIPINOS SPELL OUT DEFENDER TRIBUTE 160-plus vehicles pay their tribute

D

espite Defender production continuing into 2016, tributes to 2015 as the model’s last year are still being celebrated throughout the world. The Land Rover Club of the Philippines never misses an opportunity for a party and, as anyone familiar with the club would expect, its own ‘Tribute to the Defender’ on August 15 was carried out with panache and military precision. The party was held at the Philippine Navy’s parade ground at Fort Bonifacio in Taguig City, southeast of Manila. Here more than 160 Land Rovers and Range Rovers formed up to spell the word Defender along the length of the parade ground – setting a new record for the most vehicles at an LRCP event. Their achievement was recorded by the drones of Aero 360 Solutions and edited into a superb video by Charmaine Salvador. You can watch it at tinyurl.com/LRCP2015. The club would like to thank everyone who turned up and the Philippine Navy and Marine Corps for its support.

Stuart tackles a woody trial section

Chiltern Vale Land Rover Club is predominantly a trialling club, and Stuart Newton is one of its longest-serving members – but you would only need one hand to count the number of trials he has missed over the years. Stuart was the club’s scrutineer for many years, and has recently been elected chairman. The club feels he is certainly worthy of LRO’s Club Hero accolade, especially following his selfless efforts assisting members at this year’s ALRC National Rally in Eastnor. Stuart was one of the first to arrive, and when another member, Steve, turned up towing his caravan

with his Ninety, Stuart was there to greet him. Steve told him that the vehicle seemed to be struggling, and Stuart’s immediate response was: ‘Pop the bonnet – let’s have a look.’ He donned his gloves and soon diagnosed that the boost pressure pipe had come adrift, then promptly mended it. Next morning the rest of the club were arriving and keen to get their motors scrutineered. Some passed with no issues, but there were long faces when a couple of vehicles were failed because of excessive play in the wheel bearings. Without being asked, Stuart again pulled on

his gloves, fetched a trolley jack, pulled a hub nut socket and other tools from the back of his Disco, and carried out the necessary repairs to ensure that everyone could compete in the next day’s RTV trial. When Stuart was told his dinner was ready, rather than drop everything he said he needed to swap a set of wheels for someone who was competing in the CCV trial. Only after making sure everyone else’s vehicle was okay did he stop work to eat his dinner and set about making sure that his own motor was ready for the off. Thanks, Stuart! LRO

Stuart braves all weathers to aid other members

November 2015 LRO 203


Events The nights are drawing in – but we’re still going out! October South of the Border Tour NORTHUMBERLAND

Saturday 3

● Greenlane tour with great views. Includes streams and river crossings, weather permitting. £50 per vehicle. ■ allterraintours.co.uk

Devil’s Pit Pay & Play

Traces Berbères Adventure

Anti Atlas and Sahara Desert Tour

HAMPSHIRE

MOROCCO

MOROCCO

● Off-roading in the New Forest, SO43 7FL. Burger van, picnic area and free recovery. £25 entry fee. £1 day membership (£10 year). £2 per spectator/passenger. ■ muddybottom4x4.com

● Cross the High Atlas mountains and desert regions, driving river beds and mountain tracks, and wild camping. £1200 for one vehicle with two people, including camping. Kids £200. ■ yorkshireoverlandtours.com

● Fully-catered expedition. Discover new tracks through the spectacular Oued gorges. The trip ends memorably in the incredible city of Marrakech, with a night in a luxurious riad. £1295 per person. ■ waypoint-tours.com

Muddy Bottom Pay & Play Day Sun 4, Sun 18; November Sun 1, Sun 15; Dec Sun 6

Bala 4x4 Pay and Play NORTH WALES

Sun 4; Nov Sun 1; Dec Sun 6 ● 70 acres of off-road site with spectacular mountain views. Suitable for all experience levels. £30 per vehicle per day, £20 after 1pm. ■ bala4x4.co.uk

West Country Greenlane Weekend

BEDFORDSHIRE

DEVON/CORNWALL

● Routes marked according to difficulty. Tuition can be booked in advance. £26 per vehicle. Spectators £2 each, kids free. ■ devilspit.co.uk

● First to book chooses between various itineraries offered. Twenty-five per cent discount offered to GLASS members. £155 per vehicle. ■ lanestracksandtrails.co.uk

Sun 4, Sun 18; November Sun 1, Sun 15, Sun 29

Saturday 10-Sunday 11

Saturday 10-Sunday 25

Bovington Pay & Play DORSET

Sunday 11. November Sunday 15 ● 2700 acres of off-roading at Bovington Tank Training area, run by Blue Light Off-Road Club. Suitable for all kinds of Land Rover. Club members £35, nonmembers £45. ■ bluelightoffroadclub.co.uk

Harbour Hill Pay & Play WEST BERKSHIRE

Sunday 11; Nov Sunday 8 ● Have fun, get muddy and meet people. Catering, wheel wash and toilet facilities on site. Driving from 9am till 4pm. £25 per vehicle. Extra drivers £5. ■ 4x4-withoutaclub.co.uk

Come and rummage at this jumbo jumble

Newbury 4x4 & Vintage Spares Day BERKSHIRE

October Sunday 4

● The biggest Land Rover autojumble in Europe returns to Newbury showground (RG18 9QZ), only half a mile from the M4, where up to 800 traders are expected to turn up to sell their wares – old and oily, and shiny and new. Although dominated by Land Rovers, the no-frills show

(which is open from 10am to 3pm) includes a large vintage machinery section, making it a great opportunity to pick up period accessories for your Series such as lamps, tools or fire extinguishers. It’s also a good time to have a garage clearout – sellers’ plots cost only £25. Adult entry £6.50, under 15s free. ■ 4x4sparesday.co.uk

Monday 12-Monday 26

Moors, Beacon, Fords and Railways Tour NORTH YORKSHIRE

Saturday 17

● Scenic tour with views across moorland and dales. You’ll also experience a historic railway and a historical beacon. Suitable for Freelanders. £50 per vehicle. ■ allterraintours.co.uk

‘Fully catered trip in Morocco includes a luxury night in Marrakech – October 12-26’ Odyssey Challenge – Weekley Woods NORTHAMPTONSHIRE

Sunday 18

● The finale of a six-round winch challenge championship run by the Viking 4x4 Club. Come and put your pulling power to the test! Entry £35. ■ viking4x4club.com

West Country Camping Tour DEVON/CORNWALL

Tuesday 20-Friday 23; November Tues 24-Fri 27 ● This four-day greenlane tour includes the remote splendour of Dartmoor and the Tamar and Tavey valleys. Twenty-five per cent discount for GLASS members. £325 per vehicle. ■ lanestracksandtrails.co.uk

Kirton Halloween 4x4 Extravaganza LINCOLNSHIRE

Friday 23-Sunday 25 ● Up to 200 off-roading enthusiasts gather at Kirton’s massive, 600-acre site for this annual extravaganza. Pay-andplay-type event with a spooky forest night drive, plus disco and buffet dinner on Saturday. Camping available. Weekend pass £85 per vehicle. ■ korc.co.uk


Welsh Greenlane Weekend WALES

Sat 24-Sun 25; November Sat 7-Sun 8, Sat 21-Sun 22 ● Assemble at Llangollen and head to Aberdyfi via the Berwyn mountains. Day two includes Powys, Gwynedd and Ceredigion. £100 per vehicle. ■ tracksoverland.com

‘The Italian Job’ Road Trip UK/ITALY

Sunday 25October Saturday 7 ● This adventure is open only to those vehicles that appeared in the legendary 1969 film, so only Series IIAs are eligible from the Land Rover stable. Includes Lucca and the roof-top test track in Turin. £1200 per person, including ferries, some hotels and food, and parking. ■ italianjob.com

Lake District Explorer CUMBRIA

Saturday 31November Sunday 1 ● Family friendly, non-damaging greenlane tour in the spectacular surroundings of England’s largest National Park. £160 per vehicle, including two nights’ camping. ■ onelifeadventure.co.uk

BAMA Autumn Leaves HAMPSHIRE

Saturday 31 ● Night-time navigation challenge across Salisbury Plain, and based at Lyneham. Open to members of approved clubs. Vehicles must be road-legal. NB: event re-scheduled from September. Non-members £35. ■ armymotorsports.co.uk

November Kielder 4x4 Safari NORTHUMBERLAND

Sunday 1

● Guided tour of private tracks through Kielder Forest. Proceeds go to the local rescue team. £60 per vehicle (includes driver’s cooked breakfast). ■ kielder4x4safari.co.uk, 0844 586 3484

Defender Challenge Round 7 HAMPSHIRE

Saturday 7

● Bowler-modified Defenders compete against the clock on the Tempest Rally, Aldershot. ■ bowlermotorsport.com

Pick your adventure!

Snowdownia Adventures NORTH WALES

Adventure Drives: October Sun 11, November Sun 8 Adventure Plus Drives: October Sunday 25, November Sunday 22 ● Discover 5000 beautiful acres of mountains and forest. Adventure Drives are for all levels of experience in any

road-taxed 4x4. Adventure Plus Drives offer more of a challenge, requiring mud tyres and recovery points; it’s recommended that you attend an Adventure Drive first. Expect to get stuck, and to spend time recovering others! £70 on the day, £60 pre-booked. ■ landcraft4x4.co.uk

Lancaster Insurance Classic Motor Show

Deep South and Western Sahara Tour

Kirton Pay & Play Weekend

WEST MIDLANDS

MOROCCO

LINCOLNSHIRE

● The largest indoor classic vehicle show in the UK, held at the Birmingham NEC complex. More than 1700 classic vehicles will be on display – including Land Rovers, of course! Advance tickets from £20 ■ necclassicmotorshow.com

● Explore the desert among skeletons, fossils and ancient rock art. Includes time in Marrakech. £1295 pp, inc full catering. ■ waypoint-tours.com

● Cafe, shower and camping. Members £30, non-members £40, camping £10. ■ korc.co.uk

WALES

LEICESTERSHIRE

‘Take the family on a nondamaging greenlane tour in The Lakes – Oct 31-Nov 1’

● Suitable for standard Land Rovers (underbody protection recommended). £160 per vehicle, including two nights’ camping. ■ onelifeadventure.co.uk

● Indoor show at Donington Park’s Exhibition Centre. Full restaurant and bar facilities. Disabled access. On-the-door tickets, £10; advance, £5. ■ greatbritishlrshow.com

Friday 13-Sunday 15

Wessex Wander HAMPSHIRE

Saturday 14-Sunday 15 ● This weekend greenlane adventure takes you past ancient stone circles, white horses, barrows and hill forts. Diff guards are an advantage, but not essential. £150 per vehicle. ■ atlasoverland.com

Monday 16-Monday 30

North Wales Explorer Saturday 21-Sunday 22

Greenlane Weekend

Saturday 28-Sunday 29

Great British Land Rover Show Sun 29

MID-WALES

Saturday 21-Sunday 22 ● Includes several iconic lanes including Strata Florida. Overnight in Dolgellau. £60 per day. ■ 4x4adventuretours.co.uk

Slindon Pay & Play WEST SUSSEX

FIND MORE ON LRO.COM If your smartphone or tablet has a QR code reader app, just scan this code to be whisked straight to LRO.com/events.

Sunday 22

● Drive in the mud at this offroad site near Arundel. £30 per vehicle. Spectator parking £3. ■ 4x4driving.co.uk

Planning an event? Let us know and we’ll include it in our events listings for free! Just email Theo: LROevents@LRO.com.

November 2015 LRO 205


LEARN FROM THE PROS!

You’ll learn how to tackle ruts on an LRO Adventure Club Driver Training Day. Once you’ve been taught this – and much more besides – hone your skills at a Yarwell Pay & Play Day. Turn over for dates and details.

Off-road skills HOW TO DEAL WITH RUTS

LRO’s driving skills guru Edd Cobley explains how to tackle an obstacle you’re likely to encounter every time you venture away from tarmac uts are a ubiquitous feature of greenlanes and off-road sites, but just because other vehicles have driven them before, doesn’t mean that you’ll make it too. There are a few specific techniques for entering, exiting and crossing ruts; follow them and you have nothing to worry about. But drive at them without thinking and you could end up damaging the terrain or your vehicle, and getting stuck.

206 LRO November 2015

01

The basics

Most ruts are a similar width to a Defender axle. Therefore, narrower Series vehicles or more modern, wider Discoverys and Range Rovers may struggle to keep their wheels within them. Soft soil, like that you see pictured here, offers little threat to your tyres, but sharper terrains can shred your

tyres’ sidewalls or remove balancing weights from your rims, so avoid letting your tyres slip along the side of the ruts. If your Land Rover has Terrain Response fitted, select ‘Mud and Ruts’, which automatically engages Hill Descent Control, raises your suspension (if air-sprung) and slackens off the throttle response.


02

Crossing ruts

If you need to get from one side to the other, cross the ruts diagonally – roughly 45º. Too steep an angle means the wheels could struggle to climb out. On some vehicles you’ll also risk damaging the front bumper on the ground. Too shallow an angle means you’ll slide into the ruts and your sidewalls could struggle to climb out, damaging the

ground and causing the vehicle to crab forwards. If you end up with diagonally opposite wheels in the same rut, you could also end up cross-axled, with your diffs sending all the drive to spinning wheels. Instead, choose a steep enough angle for there only to be one wheel in a rut at any one time. You should therefore feel eight bumps.

04

Driving along the ruts

Keep your wheels straight

■ STEER STRAIGHT Make sure your front wheels are pointing straight ahead. In soft ground, you can still slide forwards along the side of the rut without noticing your wheels aren’t straight, until they suddenly find grip and you lurch sideways out of the rut and into an obstacle.

You should feel eight individual bumps as the wheels cross

03

Entering ruts

If you need to enter ruts from the side, approach at a steeper angle as if you are crossing the ruts (see above). An angle of about 45º is usually right, but it’ll depend on your tyres, wheelbase and the ground conditions. For deep or slippery ruts, steer straight until the leading tyre has exited the far rut. If you steer the front wheels directly into the ruts without letting them exit the other side,

your rear tyres will be pulled forward at too shallow an angle, causing crabbing. Once the leading tyre has cleared the far rut, and the second tyre is in between the two, steer the front wheels towards the ruts, leading the rear wheels directly into them. Once both back wheels are in the ruts, you may choose to reverse the front wheels back into them, which gives you a bit more control than continuing forwards.

Watch for grooves dug out by previous vehicles’ diffs

■ WATCH YOUR GROUND CLEARANCE Check ahead for rocks that may damage your tyres, or potholes that could cause your axle to bottom out. Look out for where the diffs of previous vehicles have dug a groove in the ground; this is where the ruts are at their deepest. If your vehicle doesn’t have high ground clearance, you may not be able to follow. Don’t forget, raised suspension doesn’t affect the clearance of your axle! Taller wheels and tyres do.

05

Greenlanes vs off-road sites

Try not to make ruts worse

Diagonally opposite wheels in same rut can cause crabbing

Please look after ruts on greenlanes. Crabbing, bottoming-out and spinning wheels will accentuate ruts, making them more impassable for other byway users, and increasing the risk of the lane being closed for all responsible greenlaners. If ruts are soft or deep,

causing you to straddle them or drive around, ask yourself if you should really be driving the lane at all. The responsible attitude is to leave the lane alone so it has a chance to recover. At an off-road course you have more freedom, and fewer things to hit. November 2015 LRO 207


LRO Adventure Club Make the most of your Land Rover with other LRO readers, on an adventure with the experts at Pro-Trax Expert: Vince Cobley LRO Adventure Club is led by top off-road expert, Vince Cobley. With decades of off-roading experience he’ll get the best from you and your Land Rover.

OUR EXPERT TEAM People come on our trips for all sorts of reasons and with different levels of skill and experience, but they’re all part of the same team. As soon as we set off, our guides are on hand to help with every aspect of the trip. This includes mechanical support, wherever and whenever it’s needed. We’ve changed head gaskets high up in the Atlas mountains and even organised engine swaps, all to make sure no one gets left behind. Our guides and backup staff are all highly experienced overlanders, trained to cope with the demands put on drivers and vehicles when taking on such diverse terrain. Sand dunes on the horizon? Wide river crossing ahead? No need to worry – we’ll make sure you know how to get you and your Land Rover across safely and continue the adventure. You never know what’s around the corner – and that’s why it’s called the Adventure Club. Join us and be a part of it.

WANT MORE INFO? Visit LROAC.com or get in touch with Vince Cobley. Call him on 01536 772238 or email protrax@aol.com 208 LRO November 2015

Get involved! Just call Vince: 01536 772238 Email: protrax@ aol.com See: LROAC.com

UK adventures LRO Driver Training Day LEICESTERSHIRE

Oct 10, Nov 8, Dec 5 £50 per vehicle (two drivers £65) ● Learn to drive off-road safely.

NEW! LRO Donington 4x4 Experience Day DERBYSHIRE

Oct 10, Nov 14 £55 per vehicle (two drivers £70) ● Learn 4x4 skills at this new site, and visit the vehicle collections.

WINTER DRIVING COURSE LEICESTERSHIRE

November 28

£65 per vehicle (two drivers £75) ● Flooding, ice and long periods of darkness make winter a hazardous time to be on the road. On this course you’ll learn how to adapt your driving style to maximize your Land Rover’s available grip in

tricky conditions. You’ll get masses of tips on subjects such as throttle control, gear selection and how to read the ground, and you’ll learn how best to equip your vehicle for the worst that the British weather can throw at you. Takes place at the Land Rover Experience Centre at Rockingham Castle.

Yarwell Pay & Play Day CAMBRIDGESHIRE

Oct 11, Nov 8, Nov 29, Dec 6 £25 per vehicle ● Drive the quarry used for LRO’s Peterborough Show.

Greenlane Navigation Fun Day NORTHANTS/LEICESTERSHIRE

Oct 11, Nov 8, Nov 29, Dec 6

£40 per vehicle ● Roadbook-based adventure on Welland Valley greenlanes.


Overseas adventures Land Rovers go anywhere, and so do we

Pyrenees Safari FRANCE & SPAIN

June 8-22, 2016. September 14-28, 2016 £1250 per vehicle, based on two sharing. Includes 10 nights’ camping. Extra kids £175, under-fives go free ● Take the ferry from Portsmouth to Bilbao, and drive smugglers’ trails and spectacular gorges deep within the Pyrenean mountain range that spans the border between France and Spain. Along the way you’ll experience landscapes ranging from forests and mountains to lowland farmsteads and ancient villages. Suitable for all-terrain tyres. Most nights will be spent under canvas.

Magic of Morocco DESERT & MOUNTAINS TOURS

March 18-April 6, 2016; October 2-20, 2016

at Merzouga then north to Fez (Desert & Mountains) or south towards Zagora, Tan Tan and Marrakech (Coast, Desert & Mountains).

COAST, DESERT & MOUNTAINS TOUR

NEW! Portuguese Recce

Oct 16-Nov 3, 2016 £1525 per vehicle, based on two sharing a vehicle ● Begin in the Spanish town of Tarifa. From there you’ll take the ferry to Ceuta and drive south through the Atlas foothills to the Todra or Dades Gorge. Palm trees, desert and mountain trails await. You’ll either head south-east towards the dunes

Evening Greenlane Safari NORTHANTS/LEICESTERSHIRE

Oct 14, Nov 11

£40 per vehicle ● Adventure in the Welland Valley as darkness falls. Starts 6.30pm at Rockingham Castle.

Wild Wales Safari WALES

Oct 17-18, Nov 14-15, Dec 5-6 £110 per vehicle ● Non-damaging excursion from Llangollen to Rhayader.

Wiltshire Safari WILTSHIRE

Oct 24-25, Nov 21-22 £100 per vehicle ● Greenlane adventure starting at Devizes and includes Salisbury Plain, with stunning views.

LRO Winch & Recovery Course LEICESTERSHIRE

Oct 31, Nov 21

£55 per vehicle (two drivers £65) ● Learn the correct techniques for recovering a vehicle safely and find out which kit to buy.

PORTUGAL & SPAIN

April 8-24, 2016

£450 per vehicle ● A preliminary excursion into the stunning mountains of this unspoiled country. Starts in southern Spain and follows tracks through the Monchique region towards Lisbon and northwards into Spain. Maximum five vehicles, including guide vehicle.

RECOMMENDED: PYRENEES SAFARI ’This was a wonderful adventure that far exceeded our hopes and expectations. There was fantastic support from our expert guide, Charles, whose technical expertise, confident leadership and great planning took us to places that were thrilling, scary and fun in all the right measures. ‘We travelled tracks and byways and empty back roads that extended our capabilities and built our confidence. We

had the privilege of views seen by few, shared sights and sounds of mountain streams, birds, animals, flowers and trees. Our 1995 Defender 300Tdi did us proud and as off-road newbies we surprised ourselves. ‘We had great travelling companions and would certainly recommend the adventure to others – young or old, experienced or novice.’ Keith and Liz Davis

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CONTACT US Bauer, Media House, Lynchwood, Peterborough PE2 6EA EMAIL landrover.owner@bauermedia.co.uk EDITORIAL TEL: 01733 468582 Editor Mike Goodbun Deputy Editor Neil Watterson Assistant Editor Mark Saville Senior Staff Writer Theo Ford-Sagers Art Director Karen Elliott Designer Yuliya Bates Production Editor Rob McCabe Sub Editor Nathan Chadwick Editor-in-Chief John Pearson Contributing Editor Peter Galilee International Editors Steve Hoare, Jérôme André, José Almeida Clubs Editor Russ Brown Web Producer Calum Brown Editorial Assistant Pam Webster CONTRIBUTORS Features Mike Gould, Fraser Barsby, Jerry Thurston Overlanding Peter Crichton, Sam Watson History James Taylor Off-roading Vince Cobley, Edd Cobley Technical David Allton, Dave Ashcroft, Ian Ashcroft, Chris Bishop, Andy Cunningham, Julian Gilling, Harry Holtom, Steve Jones, Dave Smith, Andrew Varrall LAND ROVER OWNER ADVERTISING Commercial Director Kelly Millis: kelly@LRO.com, fax 01733 468670 Commercial Manager Sarah Dodd: sarah.dodd@bauermedia.co.uk, 01733 366432 Team Leader Bev Smith 01733 366302 Telesales Executive Adam Lawes 01733 366487 US Advertising Kate Buckley/NY +845-266-4980, buckley@buckleypell.com MARKETING TEL: 01733 468000 Brand Manager Rachael Beesley PRODUCTION TEL: 01733 468341 Printer Wyndeham Southernprint Distributor Frontline SUBSCRIPTIONS AND BACK ISSUES For the best subscription offers visit greatmagazines. co.uk Subs or back issue queries: bauer@subscription. co.uk Phone from the UK: 01858 438884 US SUBSCRIPTIONS LROI, ISSN 1351-1742 is published 13 times a year by Bauer Consumer Media Ltd. Airfreight and mailing in the USA by agent named Air Business Ltd, c/o Worldnet Shipping Inc., 156-15, 146th Avenue, 2nd Floor, Jamaica, NY 11434, USA. Periodicals postage paid at Jamaica NY 11431. US Postmaster: Send address changes to Land Rover Owner International, Air Business Ltd, c/o Worldnet Shipping Inc., 156-15, 146th Avenue, 2nd Floor, Jamaica, NY 11434, USA. Subscription records are maintained at Bauer Media Subscriptions, CDS Global, Tower House, Sovereign Park, Lathkill Street, Market Harborough LE16 9EF, UK. Air Business Ltd acts as mailing agent. LRO PETERBOROUGH SHOW Live Promotions. 01775 768661, info@LROshow.com COMPLAINTS Bauer Consumer Media Limited is a member of the Independent Press Standards Organisation (ipso.co.uk) and endeavours to respond to and resolve your concerns quickly. Our Editorial Complaints Policy (including full details of how to contact us about editorial complaints and IPSO’s contact details) can be found at bauermediacomplaints. co.uk. Our email address for editorial complaints covered by the Editorial Complaints Policy is complaints@bauermedia.co.uk.

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What’s caught Our Neil’s eye this month...? Dep ed Neil has been playing with Land Rovers for more than 25 years. He owns a 1969 SIIA, 1979 Lightweight and a 1998 Defender 110

Making it truly International

The Series 2 Club (series2club.co.uk) had its International Rally in Fakenham, Norfolk this year and as it’s not far away, I popped along. One of the great things about club rallies is they often include additional events – and it was greenlaning at the International. I know the lanes in Norfolk reasonably well, so I chose to lead one of the groups with my tatty 1969 88-inch truck cab and was joined by three other 88-inch owners, including

The Italian Job, fording in north Norfolk

Massimo Scanferia who had driven all the way from Italy in his gorgeous soft top. It had only just been restored and so I was nervous about leading him along some of the narrower lanes but he was quite happy. Just in case, though, I used my Series IIA as a bulldozer pushing back the foliage’s summer

growth, widening the track for everyone. The other great thing about Norfolk is that there are plenty of fords, like the one Massimo is pictured driving at Glandford (OS grid reference TG 045414). Just enough water to make a splash, but not enough to trouble old petrol ignition systems!

The great not an LRO Show report... The timing of this issue is a bit strange. We had to get the pages to the printers before the LRO Show, but you’ll be reading it after the event has happened. So here’s my Peterborough report... Wasn’t the weather great/poor*? Edd Cobley managed to nail/completely failed to clear* the

Novice trials are ideal for all models

Trialling times

Loads of people I’ve talked to over the years have been nervous about driving off-road, and my son Sean (18) is the same. I want him to have the confidence and competence to tackle any obstacle, so I’m encouraging him to compete in trials. We took the Lightweight along to a Leicestershire and Rutland Land Rover Club (lrlrc.co.uk) novice trial to get him some experience. Being non-damaging, novice or tyro trials are a good introduction to the sport and the turn-out was good, with a smattering of models from Series IIA to Discovery 2 competing. This was the first event Sean had entered since passing his driving test, so I didn’t have to sit in with him and he had to make decisions about the route between the canes. Most of the time he got it right, but a couple of minor errors cost him major points. The experience was well worth it, though. 210 LRO November 2015

jump in the main arena and the Range Rover Sport SVR was a sound to behold/frightened small children in neighbouring counties*. The food, as always, was great/okay* but I wish I’d drunk less/more* round the campfire in the evening while chatting with fellow club members,

but I guess waking up with a sore/clear* head was inevitable/made it worthwhile*. I emptied my wallet at the trade stands/kept my wallet in my pocket*, but one thing’s for sure, I’m already looking forward to next year’s show! *Delete as appropriate

Changing names

All black and white

I seem to be spending most of my time dealing with issues related to insurance at the moment. This month I had to swap the Lightweight into my son’s name for insurance purposes, so braced myself for loads of paperwork. Even if you just change the keeper’s name you have to retax it immediately in the same way as you would if you were buying a new vehicle – and a refund of the old tax is sent. It turned out to be easy – and even the refund came through quickly!

You must be choking I’m still gradually working through issues with our Lightweight and found the choke cable was missing its switch. I looked at the price of Land Rover switches and was astonished to see they’re about £45 each. There had to be a cheaper way to do it. I found the Triumph 2000 used a similar switch (part no. 137607, £2.50, rimmerbros.co.uk) so bought one. And just in case, I bought a Triumph cable too. The switch looks like it could be altered to fit a Land Rover cable but I decided to use the Triumph one. And so the warning light works again!

A small comment in a Federation of British Historic Vehicle Clubs (fbhvc.co.uk) newsletter had me trawling through government literature looking for the legislation. It said pre-1975 vehicles could now wear black/white or black/silver numberplates. I eventually found the law change linked to a clause in the Finance Act 2014. The DVLA has confirmed it, saying: ‘By law, vehicles recorded as being in the historic tax class can display the black and white or black and silver style plates. Since April 2015, vehicles manufactured before January 1, 1975 can display the older-style marks providing they have applied to DVLA and are recorded within the historic tax class.’ They may not suit every Land Rover, but will be spot-on for ex-military vehicles.

Black and silver looks great on ex-militaries


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Atturo Tyre UK (Silverline International Ltd) Nelson Lane, Warwick CV34 5JB United Kingdom P: +44 (0) 1 926 496 668 E: info@atturo.co.uk Browser: www.atturo.co.uk


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Britpart - Lowered Springs Reduce the ride height of your Land Rover by 1” (25mm) by fitting these lowered springs. By lowering your vehicle it will help reduce body roll as well as giving your vehicle a more sporty squat stance. The springs are designed in line with the standard spring rate specification. Finished in powered coated orange paint. DA4563 Defender 90 & 110/Discovery 1/Range Rover Classic Front springs Pair DA4564 Defender 90/Discovery 1/Range Rover Classic Rear springs Pair DA6449 Defender 110 Pair Rear springs

XD Handling Kit Reduce the ride height of your Land Rover by 1” (25mm). By lowering your vehicle it will help reduce body roll as well as giving your vehicle a more sporty squat stance and improve handling. The springs are designed in line with the standard spring rate specification and are finished in powered coated orange paint to match the anti-roll bars and shock absorbers.

DA1234 Defender 90 Discovery 1 Range Rover Classic with axle brackets

Kit contains - Britpart lowered coil springs, Britpart Cellular Dynamic shock absorbers, anti-roll bars, turret rings, straps, ball joint assemblies, bushes, nuts, bolts and washers

www.britpart.com/lower

 
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