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New Rang Brake Dis

fication.

> Disc run out - ≤0.08mm > Unbalance requirement - ≤150g.cm

- no need for cleaning

> Coating - 5~20µm NA paint > Salt spray test - 120 hours

ating which provides an appearance, ideal rims.

IMPORTANT BRAKE INFORMATION For exact change over points with vehicle applications please contact your local Britpart distributor with the full chassis number for the correct application. These reference are intended as a guide only.


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Contents

Welcome

LRO September 2015

Land Rovers

Workshop

6

World of Land Rovers

130 The Big Project: Disco 2

42 Range Rover Sport SDV6

136 Rally Freelander project

46 Discovery 2 survival guide

140 Replacing D3 MAF sensor

54 Future tech on test

142 Fitting a winch bumper

Your pics from around the globe

Stealthy all-rounder takes Real World Test

COVER STORY

Owning and enjoying this bargain off-roader

Radio-controlled Range Rovers, and more...

COVER STORY

Replace a worn-out camshaft with our guide

Safety first, as we fit an MSA-spec roll cage

COVER STORY

COVER STORY

Lost some performance? Better read this...

Give your Land Rover some pulling power

68 Freelander Turbo!

146 Series manifold gaskets

74 Heritage heroes at work

148 Ask LRO

COVER STORY

COVER STORY

200bhp fun car Land Rover should’ve built

Bicester Heritage site’s Land Rover nuts

How to return peace to your engine bay

Sort Series side screens, plus 15 more fixes

82 10 years of Range Sport

Buying

90 Our Land Rovers

32 Stuff: the latest products

94 Your Land Rovers

39 Used & abused: kit tested

How the L320 Sport redefined Land Rover

Wheels, lights and tool-tastic bracelets

Mike’s Disco 3 to-do’s and Mark shows off

Series tilts, engine cranes, tarps and more

Disco 2 overlander and a One Fifty-Eight

Classic LRO

157 Load luggers buying guide COVER STORY

Why you need a Hi-Cap Defender, 1-Ton or 101

110 Series IIA FC rebuild

166 Price guide

116 Your Classics

Adventure

121 Land Rover Years: 1982

10 Malaysian rainforest

123 Roverphile

58 Islay by Heritage 90

A proper box on wheels, with Cummins grunt

Family-owned Series I, and 6x4 Range Rover

Values and specs for 235-plus models

Gruelling off-roading with Hong Kong club

The dawn of the Hi-Cap, and Papal power

James Taylor looks at TACR2 Range Rovers and reports on a rolling chassis rediscovery

Events 200Wet Wild West

Cornwall and Devon LRC’s charity RTV trial

204 Events

Where to go, including Leafers at t’Pit

206 LROAC off-road skills

Part 2: Conquer climbs and steep descents

208LRO Adventure Club

Join our experts in off-road adventures

COVER STORY

Classic icons go back to Land Rover’s roots

News and Comment 22 News VED increases & new Disco mag! 26 LRO Peterborough Show 44 Subscribe Get a free T-shirt worth £26 98 You Say Letters, rants and raves 101 Man at Large John Pearson 103 The Overlander Sam Watson 105 The Knowledge Peter Galilee 202Club Zone Gaydon Land Rover show 210 Watty’s World Our Neil’s month

SUBSCRIBE

AND SAVE!

See p44 for print & digital offers 4 LRO September 2015

PLAYING WITH FULL-SIZE remote-control Range Rovers, traversing impenetrable Malaysian rainforest Camel Trophystyle, retracing the tyre tracks of the Land Rover’s fathers, and blasting along in a go-faster Freelander that Solihull never built… This month’s LRO is full of gigs that had the whole team shouting ‘Me, me, me!’ like schoolkids being picked for a game of five-a-side. They all add up to make an issue that’s full of variety, with pretty much every model covered. Only about Defenders? Not LRO. On that note, we’ve just launched the LRO Guide to the Discovery, featuring a collection of our best stories on Discovery 1 to D4, and everything in-between – see p106. And, on p26 you’ll find all the latest news on our Sept 19-20 Peterborough show. It’s getting more exciting every day, so make sure you join us there. You can book tickets, and save £s now, via LROshow.com MIKE GOODBUN EDITOR Enjoy the issue!

Available on a range of platforms including:

130 46

Changing a Td5 camshaft

Discovery 2 owner’s guide


TEAM LRO Q: Where will you be spending most of your time at LRO’s September 19-20 show? MIKE GOODBUN EDITOR mike@LRO.com

Trying not to spend all of LRO’s money on Defender upgrades from the huge variety of trade stands. NEIL WATTERSON DEPUTY EDITOR neil@LRO.com

Probably the club stands (I’m a member of five Land Rover clubs!) and round the BBQ in the evening. MARK SAVILLE ASSISTANT EDITOR mark@LRO.com Getting stuck in Malaysia forest

10

Scouring the site in search of potential prize-winners and LRO feature stars. And, talking about my 1957 Series I, Plimsoll. THEO FORD-SAGERS SENIOR STAFF WRITER theo@LRO.com

Mighty 200bhp Freelander Turbo

68

Radio-control Range Rover Boxy SIIA FC restoration

54 110

Land Rovers in this issue

Series I.........................p58, p74, p93, p116 Series II/IIA ................................. p58, p157 Series IIA Forward Control..............p110 Series III................................p58, p74, p121 101 Forward Control...........................p157 Defender.........p10, p58, p74, p142, p157 One Fifty-Eight......................................p96 Freelander 1 ................................ p68, p136 Discovery 1 ........................................... p206 Discovery 2 ....................... p46, p94, p130 Discovery 3 .................................p90, p140 Range Rover Classic ..............p114, p123 Range Rover Sport L320 ..................p82 Range Rover Sport L494 ..................p42

Watching the work in Polybush’s restoration workshop tent – right next door to the LRO magazine stand. JOHN PEARSON EDITOR-IN-CHIEF john@LRO.com

On the LRO stand with my G4 Defender 110 Td5, talking to readers about Land Rovers and adventures.

Get in touch!

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 September 2015 LRO 5


World of Land Rovers Send us pics, win Gerber kit!

1st prize

WINS A GERBER SUSPENSION MULTI-TOOL ‘Sundown on the beach... what could be better for your home away from home?’ THEO, SENIOR WRITER Steve Brickstock and Karen Pilkington camp on Shell Island in Wales with their 300Tdi 90

John Austin and his Disco 1 in Fillongley with the Midlands Green Laning Society

JAMES MANNING

Paul Callow’s Range Rover Classic, New Zealand’s North Island

A Series III 109 found in eastern Namibia by Roger Bullen

6 LRO September 2015


Peter Daniel’s new 110 Utility Wagon in Harlech, North Wales, on the first family camping trip of the season

Pau Bellard’s 200Tdi 110 and RIB wait for the tide at Peninver Sands, Kintyre

Grant Morrison’s 200Tdi 110 pays a visit to Father Ted’s house in County Clare

Andrew Knowles’ ex-Heathrow Td5 Disco 2 at Long Marsden airfield for the Convoy 4 Heroes charity event

Yoyo Soebiyanto explores central Java, Indonesia, in his TDCi Defender 110

Jake Varey’s 1976 Series III on the Mundaring power line track near Perth in Australia

2nd prize

Greenlaning at night in Totnes, Devon, in Ben Walker’s 1967 Series IIA

WINS A GERBER GDC ZIP LIGHT

‘Looks like a well-earned rest under the trees. Liking the Series catflap too – not many about.’ THEO, SENIOR WRITER

Military Defender 110 at Funchal on Madeira. Pic by Reg Goodrum

Ben Chiverton scans the horizon Hardy’s Monument, Dorset, atop his 300Tdi 90.

September 2015 LRO 7


World of Land Rovers

Adrian Hamilton’s Discovery 2 in Kerry, while on a family excursion from Cambridgeshire

Douglas, Billie and Merlin in Rob Pomphrett’s Series I in Essex 109 trailer conversion found on Cape Verde by Jon Proffitt

Dean Smithson and fiancée Acacia Young fight over LRO on their Tdi 90, in Oxon

WIN!

1st PRIZE Gerber Ultimate Multi-Tool

Gerber gear 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

KATIE HAMILTON PHOTOGRAPHY

WORTH £29.99

8 LRO September 2015

For a chance to see one of your own pics in print, send your best shots 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 Steve Brickstock who wins a £49.99 Gerber Suspension Multi-Tool, and Jake Varey who gets a £12.99 Gerber GDC Zip Light. LRO


ADVENTURE MALAYSIA

Defenders

IN THE JUNGLE Theo Ford-Sagers plunges a 110 into the depths of the Malaysian rainforest and gets a taste of life Camel Trophy-style PHOTOS: LAURENS PARSONS

10 LRO September 2015


September 2015 LRO 11


ADVENTURE MALAYSIA SVX Defender leads the way into the unknown

NEED TO KNOW ● LANGUAGE: Malay. However, English is also widely understood. ● AVERAGE COST OF FUEL: 35p per litre approx. ● CURRENCY: Malaysian Ringgit. At the time of writing, one ringgit = £0.17 ● GEOGRAPHY: Malaysia is split across two main land masses in the South China Sea: Peninsula Malaysia (where this feature is set) and East Malaysia. Both regions feature level coastal plains rising to inland mountains that feature large tropical rainforests.

12 LRO September 2015

CLIMATE: Malaysia is hot and humid throughout the year, with an average yearround temperature of 27 degrees Celcius. This expedition took place in March in the brief dry season in between the two monsoons that affect the region: May-Sept, and Nov-March. ● SOCIETY AND CULTURE: A former British colony, Malaysia is a multi-cultural society with large Chinese, Indian, and indigenous communities. Since independence in 1957, it has had one of the most stable economic records in Asia, with consistent growth over 50 years. Islam is widely prevalent, and local laws can be ●

strict: drug trafficking incurs the death penalty; possession of drugs can incur a whipping. ● PAPERWORK AND VACCINATIONS: British nationals do not require a visa. A large number of vaccinations are recommended, but not all are necessary. Visit fitfortravel.nhs.uk for details. For safety advice, visit the British Foreign and Commonwealth Office website at fco.gov.uk/ foreign-travel-advice ● GETTING THERE: We flew direct from London Heathrow to Kuala Lumpur. Advance flights with one stop (lasting about 15 hours) are available from around £500 return. Try skyscanner.net


E

escaping the confines of our stifling Defender during a brief pause, and I set off along a baked yellow track until the diminishing buzz of voices and engines is lost among the thickening leaves. The heat is ferocious, and the seething undergrowth encroaches on each side. Insects sing, branches creak. Few people have ever been here. Eventually I arrive at a shady stream that trickles serenely through the rainforest, and submerge my sweat-soaked clothes in the crystal waters. An enormous raptor, unlike anything I’ve seen before, wheels overhead. Blissfully, the air is a little cooler here among the wet, glistening pebbles, but our convoy is due to depart soon. Heading back, I’m confronted by a miniscule wren – vivid green and impossibly tiny – that perches within arm’s reach. We blink briefly at each other, and he flitters off into the jungle. This is an utterly magical and alien world. I’m in Malaysia at the invitation of local Land Rover obsessive and off-road mogul, Rambo Liew. I’m here to tag along with the recovery

crew of a five-day, 14-vehicle Defender expedition through the rainforest – the daring culmination of an intense off-road training programme that Rambo and his team have been co-ordinating in China for members of the Hong Kong Land Rover Club. We first meet our fellow expeditioners at the Sepang International Circuit, where a row of Defenders is gleaming in the sun. They range from well-used Tdis to fully kitted TDCi 110s, and I’m amazed to see two modified SVX limited edition 90s among their ranks. Greeting us warmly from under a floppy hat is Egor, lead instructor with Land Rover Experience in Moscow, with whom I’ll be sharing Rambo’s own Sandglow Yellow Tdi 110 for the next five days. Introductions over, we exit the circuit in a triumphant procession.

Day one Highlight: Camping by the river Kuala Lumpur is stirring into action the following morning as our convoy leaves the hotel and plunges into the frantic rush-hour Hong Kong morris dancers set up camp

of Malaysia’s capital. Heading out of the city, the highway begins to snake north-east through increasingly dramatic hills, seething with plants and trees. Monkeys swarm at roadside bins, knackered old lorries labour up the inside lanes, and children in the back of an overtaking Land Cruiser press their faces against the window and give us a thumbs up. After a spicy lunch at a leafy roadside eatery, our road becomes narrower and twistier as we pass through vast palm oil plantations, and towering trees begin to cast their lofty canopy over the single carriageway. Finally, the call comes on the radio: ‘Turning left. Off-road starts here.’ This is it… We pull onto a dusty track and stop so that Lam, our expedition’s leader (unflappable in any scenario, as it would turn out), can issue the team with a briefing. My Cantonese is a bit rusty, so I cross my fingers and hope for the best. Egor relinquishes the driver’s seat to me, and I hop in to discover a sharpened machete with Rambo’s name engraved on it, tucked beside the seat. The jungle awaits! We drive for hours along bumpy forest tracks, used only rarely by conservation Theo gets in the way in a helpful manner

Night falls at the end of the first day’s travel

September 2015 LRO 13


ADVENTURE MALAYSIA workers. Dense undergrowth closes in as we meander through the shifting patchwork of sunlight and shade, a powder-fine cloud of dust billowing behind us. I maintain convoy procedures and keep sight of the following Sandglow Yellow 110 in my mirrors as it weaves through the forest in my dustcloud. Is this the Camel Trophy? Am I dreaming? We pass a pair of abandoned JCBs, the machines that built this track and the last sign of civilisation we’ll see for days. Finally the convoy slows to a halt where the road ahead has been washed away by a swollen river. We make the crossing and set up our first camp, gathering firewood and laying our camp beds under tarps tied between the vehicles. Our chef gets to work on a big gas ring to prepare a delicious fried dinner of noodles and fish, and we settle down on the shingle drinking sweet coffee and chatting into the night – about Formula One, what the next Defender will look like, and the best places to visit in Hong Kong and London... Rambo casts a fatherly gaze over the proceedings as

an almost-full moon emerges overhead. Frogs start to sing in the darkness, rows of their little eyes becoming visible by torchlight on the far river bank. Time to turn in. Tomorrow will be a hard day.

Day two Highlight: Ploughing through mud We rise with the sun and line up our Land Rovers to re-enter the undergrowth. The track is immediately tougher than yesterday, and we soon come to a log bridge over a gully. Lam issues instructions, then one-by-one the Hong Kong crews beckon each other across. The atmosphere’s calm, focused. It feels a bit like a Land Rover Experience day – but one brief mistake could send any of these Defenders dropping into the gully on its roof. And we’re hours from help. It’s our turn, and I rehearse my hand signals as Egor lines up the 110. I’ve never done this before, and I’m feeling the pressure. Forward.

Stop. Wheels left. Stop. Forward. Stop… Egor creeps to the other side with millimetric, unflustered precision. Onwards. I splash the 110 through a couple of tranquil rivers, the track becoming increasingly narrow, until we hit our first major obstacle where the track has been washed away. A new route is required so, arming myself with the machete and enacting a boyhood dream, I wade into the undergrowth and help hack a new path. The main problem will be mud – a section of primordial ooze that’s no doubt squirming with leeches. It’s exactly the kind of thing that causes nurses in UK surgeries to adopt stern expressions and print off lengthy information sheets. But there’s nothing else for it, so the teams set to work with chainsaws and ropes for the fivehour task of getting our 15 vehicles across. Eventually it’s our turn, and within a few feet we’re buried up to our axles. ‘Okay, go! More gas, Theo! Don’t let up!’ Egor yells encouragement from the passenger seat as our Tdi roars and the spinning Michelin 7.50

Theo’s drive-in baptist sermon drew a big crowd

THE EXPEDITION LEADERS RAMBO LIEW, ORGANISING CHAIRMAN Rambo trained with Vince Cobley at Rockingham in the ‘90s. He now has his own practice in Malaysia and runs courses in China. He also runs recovery operations at F1 events worldwide.

KH LAM, EVENT DIRECTOR Lam also trained at Rockingham and has been a qualified Land Rover Experience instructor for eight years. He works with Rambo, and trained the Hong Kong crews for this expedition.

Pathfinding in the rainforest with an SVX 90, as you do

14 LRO September 2015

EGOR ZUBETS, ASSISTANT DIRECTOR Egor left a career in finance to be an offroad instructor, rising to the rank of Lead Instructor at Eastnor. Having returned to his native Russia, he now works at offroad events around the world.


LOCAL LAND ROVERS Enormous import duties make new Land Rovers well outside the budget of most Malaysians, and they are rarely seen on roads in the country. Those Land Rovers that do exist, including all the Defenders used by Rambo’s support crew on this expedition, are mostly Tdi Defenders that started life in state ownership as ambulances, police cars etc. and have since been released into private ownership. These are the vehicles typically driven by the small but dedicated following of Malaysian enthusiasts (and local LRO readers!). Historic British involvement in the vast tea plantations in the north of the country brought in large numbers of Series Land Rovers, and many are still at work. Rambo traces his own passion for Land Rovers to the farm-hack Series III that he used to drive in his youth in the 1970s.

Leeches? Yeah, probably.

tyres fling mud in all directions, searching in vain for grip in the sludge. The recovery crew piles around the vehicle, the old Warn winch groans with the strain, and I battle to keep those revs up until finally, baking, plastered and whooping with relief, we make it through. A mile later we reach a log bridge that’s partially collapsed. Rebuilding it takes another two hours. I direct Egor again, with a little more confidence this time. A steep ascent meets us on the other side, where deep rainwater gullies scar the track. The lead car, one of the SVX 90s, pitches into one, and darkness descends as the ground anchor is deployed for the 90 to haul itself out. Night envelopes the forest, save for the dusky twilight in the forest canopy, but we can’t camp here. On with the lights. Barely half a mile on, the lead 90 is ditched in another of the knee-deep gullies that criss-cross a long ascent. Despite the darkness it’s still baking hot as the crews work into the night extracting their vehicles, most of which succumb to the terrain. I want to help, but this is their challenge, and Rambo has stressed that we are there to help only in an emergency. Besides, with sweat pouring off me and jetlag setting in, I don’t have much trouble surrendering to exhaustion. ‘Want some coffee?’ says an unseasonably cheery Egor. Good plan. We chat with the

back-up crew until the cars ahead finally make it through, and it’s Egor’s turn at the wheel. Memorising the terrain ahead, he whacks the lights to full and gives it the beans. The 110 roars into a ditch but Egor is unfazed and maintains his momentum, crashing and lurching up the hill, refusing to relent. It’s awesome to witness, and I’m falling in love with the Land Rover Defender all over again. At 9pm Rambo solemnly informs us that we must drive another 12 miles before making camp if we’re all to catch our flights home in a few days time. It’s grim news. It’s taken us about 14 hours to cover the last four miles. The hours that follow bring long, gruelling work, especially for the Hong Kong crews. I take the wheel again, negotiating increasingly punishing ditch crossings all through the night. Some time after midnight the convoy reaches a large landslide that takes until 3am to clear, and ahead there are even more trees

‘It’s awesome to witness, and I find myself falling in love with the Land Rover Defender all over again.’

down. More chainsawing in the dark. Then a problem: one of the SVX 90s won’t start. No one knows how to fix it. But enough – we need to stop. At 4am I lay out my camp bed and attempt to sleep as the drone of the chainsaw and the snarls of the snoring crews drown out all the romance of the rainforest.

Day three Highlight: Tigers and elephants It’s a damp, foggy morning and we are the walking embodiment of clamminess. The SVX still won’t start; it’ll have to be towed out of the jungle, somehow. We progress to a stream filled with little fish and spanned by a wonky log bridge. Our 110 lurches to one side as I drop the front wheels down onto it, but I put my faith in Egor’s hand signals and inch safely across. Ahead, elephant dung is scattered across the track, and tiger prints, no older than a day and as big as an outstretched hand, are imprinted in the dust. We arrive at a large log bridge, too damaged to use, so a decision is reached to dig a new path through the steep banks on either side. After hours of labour in the paralysing heat, the first vehicles take their turn, each having to be winched up the far side. Then Egor’s turn comes. He launches our 110 at the slope but September 2015 LRO 15


ADVENTURE MALAYSIA

Large ditches kept the drivers on their toes

Finding a new route around a collapsed log bridge

THE RAINFOREST Malaysia is home to 150 snake species and 620 species of bird, contributing to its designation as one of the world’s 17 ‘megadiverse’ countries. Although there’s a threat of rabies and other diseases, the rainforest proved itself to be a surprisingly benign environment during the dry season. Tigers and elephants are about, but they’re shy and rarely seen. The most aggressive and dangerous animal is the harmlesssounding water buffalo.

Lam’s station wagon tests an unproven bridge

RAMBO’S DEFENDER 110 I became completely smitten by this faultlessly dependable 200Tdi Defender 110. It’s Rambo’s own vehicle, rebuilt by him and running beautifully. Aside from the Old Man Emu dampers it’s mechanically standard, and carries an ex-Malaysian military roof rack, extra spotlights, and a large coolbox. It’s a tribute to what a standard Defender will do, and Egor and I were proud to deliver it through the rainforest with no mechanical failure and minimal body damage.

16 LRO September 2015

one wheel hits an unseen lump, sending him off into the bank. The bumper is bent but he gives it another go, and just makes it up. One vehicle isn’t so lucky, snapping a drag link by winching itself into a bank. Fortunately they’re carrying spares so we’re soon underway. At sunset we reach a large landslide. Winching up it two hours later, the 110 that Rambo is driving gets into difficulty and needs an long recovery. It’s dark again, hot, and the thought of not reaching a spot to camp for another night is a dismal prospect. Worryingly, recovery chief Ah Seng, who is trailing the convoy with the stricken SVX in tow and a HiCap for back-up, is out of radio contact. Ahead, a 110 falls into a large gully and sits at a stomach-churning angle, and the two exhausted occupants fall asleep while we concoct a strategy to extract them. Suddenly there’s panic in front, horns beeping and people yelling for help. I rush to the scene. Screams are coming from under a 110, and everyone’s shouting in languages I don’t understand. Eventually, someone emerges panting from behind the vehicle. He’d stepped into a 15ft ditch, and was caught with one hand by Hong Kong police officer Henry, whose other hand, Superman-like, gripped a road wheel of the 110. It’s a chilling reminder

to stay on the ball. Finally, at 5am, we call it a night, and I settle down to a desperate four hours of sleep in the driver’s seat of the 110.

Day four Highlight: Bathing in the river Surprisingly upbeat banter the next morning, coupled with a mighty eggy breakfast, soon shakes away my horrendous grogginess. Rambo thrusts a mug of coffee in my direction. ‘No choice!’ he says with a smile. Our photographer Laurens meanwhile behaves like a true Brit and comes down with a comically severe dose of hayfever. Then news comes through on the radios that Ah Seng, towing the non-starting TDCi, has broken a propshaft. I’m concerned, but Rambo seems to have great faith in him. Within a hundred yards, the red TDCi 110 comes within inches of toppling into another huge gully, prompting Lam and Egor to co-ordinate an extraordinary recovery using winches front and back to inch the vehicle both forwards and sideways at the same time. A path now needs to be dug around the gully and many miles still lie ahead, but I’m determined to reach a proper place to camp


Stunning and magical, but days from help

September 2015 LRO 17


ADVENTURE MALAYSIA The final crossing – and a huge sense of reward

‘Our route leads us through a series of water splashes in a gorgeous river paradise.’ by the evening, so I grab a pick axe and crack on. Sweat streams off me. It’s savagely hot. The convoy moving again, I negotiate more ditches through the jungle and eventually pass Lam’s 110, briefly hindered by a broken drive belt. The route leads us through a series of water splashes in a gorgeous river paradise where we meet other people and exchange hellos, but Rambo knows them to be poachers. They get £12,000 for a tiger skin. The forest begins to thin, giving stunning views over endless wooded hills, and the next

15 miles breeze by. At last we cross a beautiful river and make final camp on the far shore. Our sense of camaraderie and achievement is overwhelming. Fresh pawprints of a tiger and its cub are pressed into the sand at the spot where I take a dip in the cool, flowing water. A late afternoon sun casts a warm glow over the surrounding forest canopy that springs to life with the gentle songs of a thousand tropical birds. This is the greatest possible luxury. But it’s not quite over yet...

Day five Highlight: Making it out alive! The driver of the first 110 to attempt the return river crossing miscalculates, flooding his air intake and drowning his engine. It, along with the SVX 90, will need to be towed back to Kuala Lumpur. Learning from his mistake, the rest of us allow the winches to do the

work, and we make it slowly across. It’s high box from here on. Red earth gives way to a white bulldust. One TDCi 110 announces a transfer box fault with a grisly clonking noise. Removing the front prop lets it continue in two-wheel drive – no trouble thankfully, and with some sadness we reach the highway. A triumphant dinner awaits us back in Kuala Lumpur, where we’re relieved to hear that Ah Seng and his rear guard have made it safely home. It’s been a spectacular adventure and the team and their Defenders have performed with a heroism that’s hard to match. Experiences like this live long in the memory. THANKS AND CONGRATULATIONS TO... Rambo Liew and his crew for organizing such a rewarding event. Thanks also to their sponsors: Sepang International Circuit, Inter Continental, Peninsular Freight Sdn Bhd, HK-4x4.com, Murni Discovery Restaurant and Rhythm Visual Communication.

THE EXPEDITIONERS Our expedition comprised seven TDCi Defenders belonging to members of the Hong Kong Land Rover Club (hk-4x4. com). They were brought together by Hong Kong 4x4 specialist Bobby Man (bobby@hk-4x4.com) who has driven Defenders from Hong Kong to the UK three times! Most of the Hong Kong crews are veteran overlanders, having driven their TDCi Defenders across Asia and Russia. The support crew, all driving Tdi 110s, are local Land Rover enthusiasts who mostly work for Rambo’s motorsport recovery firm. 18 LRO September 2015

LRO


© Photographe Patrick Galibert

It’s my road “Waking up in the place of our dreams and then going in search of more new places, new sensations...” Mikj Fragapane, raider

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News

New Land Rovers will attract more road tax The latest Budget introduces big changes for UK vehicle tax – and most drivers of new Land Rovers will end up paying more

F

rom 2017, keepers of new cars emitting more than 50g/km of carbon dioxide will have to pay road tax of £140 a year, plus a £310 premium for the first five years of a vehicle’s life if it has a list price higher than £40,000 – so most new Land Rovers will attract a tax of £450 a year. In addition, the First Year Rate of tax for new vehicles will rise sharply for the most polluting variants, with larger engined Discoverys and Range Rovers most heavily hit and paying up to £2000. The announcement has been criticised openly by Jaguar Land Rover as an irrational penalty on the UK automotive industry, which is largely driven by high-end brands, including JLR. 16 LRO September 2015

Why the change? Falling vehicle emissions will reduce the amount of VED the Government can collect, with increasing numbers of vehicles eligible for cheap or free tax. The good news for motorists is that from 2020-21 all the money raised from VED in England is to be ring-fenced for spending on English roads. This hasn’t been the case since 1937.

How much extra will it cost?

The hike in First Year Rate means that, from 2017, taxing a Supercharged Range Rover L405 in its first year will cost a whopping £2000 instead of the current £1100. However, the most significant increases will be felt by owners

of lower-emission £40k-plus Land Rovers, which are currently taxed according to their emissions only, not their value. For example, the new low-polluting diesel Ingeniumengined Range Rover Evoque with manual gearbox currently just scrapes under the threshold for free First Year Rate tax, then attracts a rate of £110 per year. After 2017, it will attract a total tax bill of £2410 throughout the first six years of its life, rather than the current £550. Although the £450 maximum is less than the current top rate of £505, it is more than most Land Rover owners currently pay. Even the Range Rover L405 SDV8 – which emits 219g/km CO2 – currently only attracts a rate of £290 per year.

‘Could this force Land Rover to offer more lower-priced models in the UK? It might have to’ MIKE, LRO EDITOR The revised rates will apply from April 1, 2017. Cars already on the road will continue to pay the current rates of VED, which will surely lead to a spike in demand for new Land Rovers eligible for the ‘old’ rates in the first few months of 2017. Another side-effect is that the hefty First Year Rate tax could push up demand for nearlynew models after 2017 too.


Defender build ‘to end in January’

Land Rover has confirmed that final Solihull Defender production may go into January 2016, but shouldn’t extend further than that. Media speculation suggested high demand may have encouraged the company to continue production until April. Land Rover told LRO: ‘Defender production in Solihull is now entering its final phase. We have not confirmed an end date for UK production. However, we do not expect this to continue past the end of January 2016.’

JLR to build in Graz Jaguar Land Rover has signed a contract to outsource vehicle production to Magna Steyr’s Austrian plant in Graz. It is not certain that any Land Rovers will be made in Graz and the contract may only apply to Jaguars. However, the move is fuelling speculation that it may be part of a strategy to let the Defender live on. The next generation Defender is also a possible candidate. ‘It’s another step towards the gradual

Germanification of JLR,’ says LRO’s motor industry expert Mike Gould. ‘They’re desperate for extra manufacturing capacity to meet demand.’ However, JLR CEO Dr Ralf Speth stressed his company’s commitment to Britain. ‘The UK remains at the centre of our design, engineering and manufacturing capabilities,’ he said. ‘Partnerships such as this will complement our UK operations and engineering.’

News in brief Defender helps fight rural crime ● Sturgess Land Rover has lent Leicestershire Police a 15-plate Defender 90 hardtop to help tackle rural crime. Full story at LRO.com/leicspol

Could Land Rovers be built in Austria?

LRE on the move ● Land Rover Experience North Yorkshire has moved to Broughton Hall Estate near Skipton. All current models are on offer at the 3000-acre venue, with courses starting at £195. For more details visit tinyurl/lrebroughton

Save motorsport – try marshalling

SVX RETURN & SVR EVOQUE ARE GO! Following comments by SVO boss John Edwards, and Land Rover design director Gerry McGovern, LRO understands Land Rover’s Special Vehicle Operations division is poised to reintroduce the SVX name, and broaden the appeal of its high-performance SVR brand. Complementing the Range Rover Sport SVR, insiders tell us that the next-generation Evoque will likely include an SVR derivative – with around 400bhp possible. Current Si4 Evoques with Ford-derived two-litre turbo four-cylinder power produce

no more than 237bhp – the 281bhp Autobiography Dynamic still hasn’t made it into production. Both of those figures are well short of rivals including the Audi RSQ3 (335bhp) and Mercedes GLA 45 AMG (355bhp), and insufficiently punchy to merit SVR branding. However, JLR’s recent £500m investment in Ingenium engines opens the door to more performance. ‘200bhp-per-litre will be easily achievable with the new four-cylinder Ingenium turbocharged petrol,’ says SVO boss Paul Newsome.

‘An Evoque SVR is absolutely a possibility next time.’ It’s unlikely to launch before 2020, but expect 400bhp from a two-litre turbo petrol.

SVX Discovery?

Newsome also confirmed ‘SVX’ will return as a highperformance off-road brand, and highlighted the suitability of the next big Discovery for SVX treatment. Based on L405 Range Rover Sport underpinnings, Disco 5 is due to land next year – meaning a Discovery SVX could be planned for 2018. 60th anniversary Defenders wore the SVX name

● Want to take part in running off-road motorsport and drive your Land Rover at the same time? A new initiative aims to encourage people to become marshals by attending MSA Cross Country Committee training schemes. The next will be on September Friday 25 at the Trackrod Rally in Yorkshire. Email volunteer@ gomotorsport.net for details.

Warwick 4x4 is back again ● After developing a reputation for Land Rover restorations in the 1990s, Warwick 4x4 Ltd is back under new management, based in Redditch. Info at warwick4x4ltd.co.uk

Ex-MoD WMIK 110 at Withams

● For the first time, the MoD has released a WMIK 110 from service. The vehicle has a guide price of £25,000 and is being sold by Witham SV. Visit mod-sales.com for info (Product ID: 75768).

.com

GET ALL THE LATEST NEWS ON LRO.COM September 2015 LRO 23


News New LRE turntable impressed

PICK OF LRO.COM

Over 5000 Land Rovers are for sale on LRO.com. Find your next one there!

2014 Discovery 4 £38,950

Land Rover wows Goodwood

L

and Rover teamed up with stablemate Jaguar at this year’s Goodwood Festival of Speed to create a massive two-tier pavilion that towered over the West Sussex event – literally. The structure was so vast that its roof went over the

top of trees lining the 1.16-mile hillclimb course. Owners flashing a Land Rover key fob could enjoy a hospitality area on the structure’s first floor. With 200,000 visitors over four days, the Festival of Speed is not only the biggest UK car show, but one of the world’s JLR’s pavilion towers over Festival of Speed

GET YOUR COPY OF LRO’S GUIDE TO DISCOVERY

largest motoring events, so manufacturers often try to outdo one another. There was no doubt that Jaguar and Land Rover won in 2015. The event saw the UK show debuts of the SVAutobiography Range Rover, the Ingeniumpowered Range Rover Evoque, and the Defender 2 Million that starred in LRO’s August issue. A Range Rover SVR joined supercars on the Festival’s 1.16-mile hillclimb, while Land Rover Experience debuted an impressive new pivoting and tilting apparatus that swirled Range Rovers and Discoverys (although not Evoques or Disco Sports) around in mid-air. Most other manufacturers had to make do with virtual reality gizmos. Nice one JLR!

SDV6 auto, 9000 miles. Sevenseater, 19in HSE alloys, black leather interior. Includes rain sensing wipers and privacy glass. Ad ref: TA985243.

2005 Freelander 1 £6450 2.0-litre Td4 manual, 48,000 miles, one owner. Half-leather interior and extras. MoT until Feb 2016. Ad ref: DIY987558

1987 Range Rover Classic £2000 3.5-litre EFi V8 manual. 39,000 miles. New parts including fuel tank, brakes, suspension and radiator. Ad ref: DIY987705

OUT NOW!

1991 Defender 90 £4250 We’ve brought together LRO’s best-ever Discovery features in a unique, 100-page special. There’s expert workshop advice and buying guidance, plus inspirational stories on all Discovery models from 1989 launch vehicles to the 2014

18 LRO September 2015

Discovery Vision. It’s on sale now at WH Smith for £6.99, or buy online at greatmagazines. co.uk/discovery Or, for £20, you could treat yourself to one of the 300 individually numbered Collector’s Edition copies,

each signed by the Discovery s original brand manager, Colin Green, with a special cover and a double-sided A2 poster. The Collector’s Edition is available only from greatmagazines.co.uk/ discovery – order yours now!

216,000 miles, recon 200Tdi fitted at 211,000. No oil leaks, ‘mechanically sound’. MoT. New parts. Ad ref: DIY988147

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


PLUS

EXCLUSIVE DEFENDER CELEBRATION DISPLAY BY

! R A E Y IS H T E V A H L ’L U O Y EXCLUSIVE ARENA ACTION

PURPOSE BUILT OFF-ROAD COURSE

HUNDREDS OF TOP RETAILERS

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Show

Bring on the action! From the widest range of club displays to high-octane arena activities, there’s so much to see at our Peterborough show on September 19-20, you’ll want to make a weekend of it

A

t the centre of LRO’s Peterborough show is our Live Action Arena, powered by Odyssey Battery, which hosts the best action on the Land Rover show calendar – compered by the inimitable Diana Tigwell. Come along and take a seat, it’s going to be a year to remember…

More extreme action John Lawn and Flatdog raised the show arena bar with an axle-twisting off-road course at RXU3HWHUERURXJKVKRZ – complete with trees in the middle of the speedway track.

BUY TICKETS ONLINE NOW!

This year, they’re planning an even tougher course with steep climbs, descents and a few surprises, which will see winch challenge competitors show-off their skills in our ‘King of the LRO Show’ spectacle. And, for those staying on-site, there will be a night-time demo run too. If you fancy a piece of the action, visit the Flatdog stand to sign up for the twist-off ramp, or our all-new see-saw balancing challenge. š(DVWRI(QJODQG6KRZJURXQG (Peterborough Arena) is a short distance from Alwalton exits RijWKH$3RVWFRGHLV3( ;(

TWIST-OFF CHALLENGE

VISIT LROSHOW.COM

26 LRO September 2015

#LROshow


’s Live Action Arena powered by

THE BOWLERS RETURN RALLY DEMONSTRATION

WIN

O

ur off-road driving ace Edd Cobley is once again teaming up with Bowler Motorsport to showcase the Derbyshire firm’s legendary rally Land Rovers in our live action arena. If you’ve seen Edd in action before, you’ll know that means lots of sideways slides, jumps and jaw-dropping precision car control mastery. If you haven’t, you’re in for a treat. Edd was a crowd-favourite at last year’s show, and he

went on to win the 2014 Defender Challenge. He will be out in one of the Bowlerprepared 90 TDCi hardtops from the championship, then Bowler’s brand-new 400bhp supercharged V6 Defender 110 development car, and finally a full-house V8-powered EXR rally raider. Bowler is bringing one of its gigantic rally raid support trucks too, so if you want to talk about getting involved in rallying, or making your Defender go faster, just look out for the truck…

Ride in our arena with Edd Cobley

W

ant to know what it’s really like to be driven by a rally champion? Four lucky show visitors will get the opportunity to experience our live action arena in a Bowler driven by Edd Cobley during the weekend – a thrill ride they’ll never forget. To enter, just buy your show admission ticket via LROshow.com in August. T&Cs apply. Winners must hold a UK driving licence.

Q&A time with Roger Crathorne

Hear the Range Rover Sport SVR

SPECIAL GUESTS

Meet Monty Halls & Mr Land Rover!

L

and Rover will bring the Defender’s story to life at our show, hosting Q&A sessions with special guests including Land Rover Ambassador, marine explorer and TV presenter Monty Halls – who had his unique Defender Dive Centre (above) built in 2013 – and

engineering legend Roger Crathorne (aka Mr Land Rover) with Michael Bishop from Land Rover Experience. The company will also celebrate the Defender by presenting a range of different vehicles from its 67-year heritage, alongside its latest models. At the other end of the

scale, the hugely popular remote control Defenders seen at events such as Goodwood Festival of Speed will also be there for you (or your kids!) to try on a mini off-road course. And, it’s not all about Defender: the Special Vehicle Operations-developed Range Rover Sport SVR – the fastest

and most powerful Land Rover ever – will be put through its paces in our arena. The noise its supercharged V8 makes has to be heard to be believed! This will be the only Land Rover show of the year with a full manufacturer display – you won’t get these opportunities anywhere else… September 2015 LRO 27


Show

Meet the LRO team

Plus, all this! Book now & save

O

ur own Land Rover Owner International stand is always a hub of excitement, with exclusive show offers up for grabs, the LRO team on hand to talk all-things Land Rover, and the chance to get up close the vehicles we drive every day. This year, you’ll find the popular Polybush restoration workshop right alongside us, where you can watch live demonstrations of rebuild tasks and skills. We’ll also be hosting the LRO Adventure Club, so come and talk to them if you’re looking for a payand-play day, off-road driver training course, or to join one of LROAC’s excellent UK or overseas adventure trips. And, to get you in the mood for those adventures, Black Bear Bushcraft will be demonstrating techniques including primitive fire-lighting, how to make a tarpaulin into a hammock, and improvising rope winches and pulleys, throughout the weekend.

RETAIL THERAPY

● Advance adult day tickets cost £13, kids aged 5 and over are £6 each, and a family pass (two adults, two kids) is £32*. They’re more on the gate, so save pounds and book via LROshow.com *All bookings incur a service charge per ticket Talk Land Rovers, get a great deal

WORKSHOP DEMO

Fill your boot with parts from top traders

M

ore than 140 traders have already booked stands for Peterborough, offering everything you could possibly need for your Land Rover: from elusive spares, repair panels, trim parts, engine tuning, suspension, styling and security upgrades, to tools, expedition kit and adventure tours. You’ll also find vehicles for sale from the likes of Nene Overland, Witham SV, Urban Automotive, Bespoke Cars and Kahn.

DRIVE OUR OFF-ROAD COURSE

T

he Peterborough show’s off-roading site at Yarwell quarry is run by the LRO Adventure Club, and sponsored by Britpart. With a variety of hardpacked sand tracks laid-out over 40 acres, including wading opportunities, it’s the best in the business. And, it’s just a short drive from the East of England Showground. Yarwell off-road course has fun routes for all

LROAC off-road expert Vince Cobley says: ‘Yarwell has it all, whether you’re a novice with a nice shiny new Land Rover, a beginner with a few greenlanes under your belts, a seasoned off roader, or a challenge driver.’ This year, off-road course tickets are only available online via LROshow.com, priced £15 for a 40-minute experience. Get yours today!

Land Rover Only parking area ● If you’re visiting for the day and arrive in a Land Rover (or a Range Rover) you’ll be directed to our ‘Land Rover Only’ parking area. So, you don’t need to be booked on a club stand to show-off your vehicle.

Camp on-site!

● Starting at £45* for three nights (Fri, Sat, Sun), camping pitches are great value. They include show admission for all days and Saturday night entertainment. Our site has toilets, showers and fresh water. Pitches are typically 8m x 8m and are suitable for caravans. Book before 9pm, September Thurs 17, via LROshow.com, to save £s.

Join the club

● We’ll have a sensational array of displays from the top Land Rover owners’ clubs, covering all models from Series I to Range Rover, and representing regions from all around the UK. Come and meet them, and sign up to help enjoy your Land Rover even more – their enthusiasm is as infectious as ours!

BUY TICKETS NOW AT

LROSHOW.COM #LROshow 28 L


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Latest products

Tembo winch bumper €1295 (approx £920) From: fd4x4centre.nl This winch bumper’s profile lets you improve your approach angle. It comes in matt black, with two recovery eyes. Fitting all Defenders, including air-con models, it has mounting points for lights, such as Vision-X Opitimus LEDs. You can also get an aluminium winch cover plate (€45).

Got a new product? If you want to show it off to our readers, call Neil Watterson on 01733 468237 or email neil@LRO.com

Carbon fibre effect gear levers £335 From: foundry4x4.co.u 01495 725544 Standard Defende levers are very utili wrapped in their gaiters, so improve the looks in the cab of your TDCi Defender with these aluminium carbon fibre effect levers. They’re easy to install – just remove the standard levers an fit these.

Tread bracelet £139.95 From: whitbyandco.co.uk

Bulkhead vent repair panels £84.60 (pair) From: paddockspares.com, 08454 584499 The top rails on Series and Defender bulkheads suffer badly from rust, and repairin them to a decent standard is tricky. These front repair panels make refurbishing the bulkheads easier and you’ll get a better finish. Don’t think it’s a quick fix, though – a lot of work is still needed to get the panels fitted correctly.

Bivi sleeping roll £152.10 From: apbtrading.co.uk, 01299 250174 With a PVC base, this Campmor roll-up bivi is all you need for a night under the stars. The top is ripstop canvas, with a side zip and hooded section, and it includes a mattress. The bivi rolls up for storage and transport and has two straps to secure it when rolled up. 32 LRO September 2015

This is one seriously cool – and functional – bracelet. Featuring 25 useful tools, including Allen keys, flat and Phillips screwdrivers, small wrenches and even a ¼in socket drive, they’ll be with you wherever you are. The tools are a little small for working on Land Rovers – you can’t use them for wheel nuts – but it’s still a great tool.

36-litre water tank €254.10 (approx £180) From: frontrunneroutfitters.eu Bulk water is surprisingly heavy, so you want to carry it as low as possible in your Land Rover, especially if you’re overlanding. This BPA-free 36-litre tank is designed to fit Defenders. Two versions are available: Tdi/Td5 and TDCi.


Vortex headlight €855.47 (approx £605) From: visionx-europe.com This LED headlight is E-marked, so it’s legal for use on the road, and features an LED halo that can be used as a position lamp. The headlight is a straight replacement for standard headlight units on Defenders, Range Rover Classics and Series Land Rovers and has an LED lifespan of 50,000 hours. It is waterpr to IP68 and has a 1720 lumen main b

Neil says: These work best on Defenders without a centre bulkhead, like station wagons

Defender seat risers £75 From: 4x4overlander.com, 01422 243 966 Raising the front of the seat by 30mm and the rear by 40mm, the main benefit of these stainless steel risers is that you can fit the seat further back, increasing legroom in the front of a Defender. They’re powdercoated black and fit all models with standard or Land Rover Recaro seats, except military models, and are available for left or right seats.

Cooler case

From £184.33 From: peliproducts.co.uk

Capable of keeping ice frozen for seven days, this non-powered cooler case would be ideal for a week away. The case has excellent insulation properties, moulded tie down points, wide press-andpull latches, twin handles for easy carrying and a sloped drain point allowing you to attach a hose to drain water from the case and make it easier to clean it after use. Four sizes are available, from 19-litre to 60-litre.

16in lightweight wheel £1320 From: bowlermotorsport.com, 01773 824111 Using an identical design to Bowler’s 18in Defender Challenge wheels, these 16in versions are fully TÜV approved, have an ET10 offset, and fit all Defenders. They’re available in black, white or anthracite.

Tool cabinets From £960 From: dura.com, 01280 706050

Basecamp LED light RRP £39.95 From: whitbyandco.co.uk This quirky, dimmable LED lantern from Princeton Tec’s Helix range squashes down for transit, and the globe helps diffuse the light. Four AA batteries power it for up to 40 hours.

Neil says: It’s worth investing in good storage for your workshop tools

With a 75kg capacity on the drawers (200kg on large drawers) and available in 600mm, 900mm and 1200mm sizes, the foam-lined drawers will keep your tools in place. They’re lockable and have an anti-tilt mechanism, and the composite worktop provides a work surface for smaller jobs. September 2015 LRO 33


Stuff tank fuel mp spanner From: paddockspares. 08454 584499 cking ring on in-tank umps fitted to Disco 1, ange Rover Classic (1986nd P38 requires a special er to undo it properly. ool (part no PM353) has a quare drive socket, allowing o use your ratchets to undo xing ring.

g canvas as Escape Gear’s seat covers, these holdalls are available in 45-litre and 65-litre

g y g canvas, they won’t suffer from static build-up, use high-quality YKK zips have a removable

p pp front and end pockets. The base and ends are double padded for extended life.

Range Rover 405 model

36.95 From: landcraft4x4. .uk, 07831 258864 e colour scheme on this 1:43-scale nge Rover L405 is a mixture of lish and sinister. The main body our of satin red contrasts nicely th the gloss black roof (grey/black also available). Supplied on a plinth, s PremiumX model is a great display ece, and considerably cheaper to eplace than the real thing, should you let children play with it!

Refurb kit £85 From: fourby.co.uk, 0845 860 1948 If your winch is working but the electrics are tired, you’ll need this refurb kit. Fitting winches up to 15,000lb, the kit comes with solenoid, wired as well as wireless remotes, and should get you up and running in no time.

Cazal fire pit £39.99 From: outwell.com

driving lights From £260 From: wildernesslighting.co.uk, 01525 852 419 Available from stock with a casing colour of black or white, or any colour as a custom order, these E-marked Duplex driving lights can be connected to main beam, enabling you to switch them on/off with your dip switch. Using 20 Oslon 5watt LEDs, they emit 5600 lumens and illuminate to 920 metres.

This fire pit will help keep you warm long into the night on your camping trips. The 450mm diameter pit has a grille for cooking on and the cover sits on top of this, keeping suicidal flies off your cooking food and sparks in, so you can worry less about

setting fire to the foliage or, worse, your tent. The legs fold in and the mesh cover sits in the bowl for easier storage. It’s even supplied with a lifting fork for removing the lid when in use.

Neil says: It’s often worth replacing the pipes when you change coolers, just in case

50th Anniversary oil cooler £294 From: allisport.com, 01594 826045 Oil coolers for the automatic gearbox on the 50th Anniversary and NAS 90s are hard to come by, so Allisport has made this

replacement. Designed to be a straight swap, the cooler is a plug-and-play fitment, using standard pipework. September 2015 LRO 35


Stuff

Dunsfold Collection merchandise From £7 From dunsfoldcollection.co.uk

GRP and carbon fibre roof air vents

● Support the Dunsfold Collection and help keep historic Land Rovers on the road. The range includes hats, keyrings and jumpers.

From £192 (carbon fibre from £264) From: obpltd.com, 01487 812301 Competition Land Rover interiors can be hot places, with driver comfort playing second fiddle to performance. This range of roof air vents draws cool air into your vehicle via a large air scoop, then

distributes it to the driver and navigator through rotating vents. The two-piece units have a mesh grille to prevent debris getting into the cab and a drain point to get rid of any moisture that collects.

Heated screen wiring From £120 From: vehicleglazingspecialists.com, 07772 018940

Door mirror glove £35 (pr) From: autoproducts.co.uk See the protectors on the two-millionth Defender last issue? These are from the same company – and you can get them stitched with any logo you like.

It may be summer now, but thoughts will soon turn to winter, and it makes sense to fit a heated windscreen before it’s needed rather than waiting until everyone else wants one. These heated screen wiring kits are available with OE, Carling or rocker switches and are easily installed to make connecting up your heated screen a doddle.

Rust converter From £6.50 From landroverblogger.com

● Metalmorphosis has been developed to kill the worst rust seen in salty coastal regions. Once applied, it halts the rusting process and leaves a protective coating to prevent further damage.

Tap socket set RRP £27.29 From: lasertools.co.uk If you’ve ever struggled to tap a thread in a confined place, you’ll appreciate this set. Comprising eight sockets to accept taps with square heads from 1mm h k

Neil says: Don’t forget they’re there if you go offroading – they could take a bashing!

Series door handle

Discovery Sport side steps 325 From: mm-4x4.com, 01905 451506 an be difficult for some people get into the seats of Land vers, with their higher seating sition. These tubular steps are the Discovery Sport (a pair p

is also available for the Range Rover Evoque) and give the extra surface needed to make getting in and out easier, while retaining a stylish, functional appearance.

£11.94 From paddockspares. com, 08454 584499 ● Series interior handles have been difficult to get hold of (no pun intended!) for a while. This replacement matches the original and is finished in silver paint. Sold individually, it comes with fixings.


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

The Extreme Suspension Kit is without doubt the ultimate bolt on extreme suspension kit available today. The Extreme Kit has helped it’s drivers pick up the winners trophies at numerous events in the UK and overseas. Upgrades are available to the kit.

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

USED BY MARK SAVILLE ASSISTANT EDITOR TESTED FOR TWO YEARS

88in Series I tilt

£297 From: undercovercovers.co.uk itting a smart new tilt to your Series Land Rover can transform its appearance. I bought this a couple of years ago – not because the previous one was shot, but because a friend in Iceland was extremely keen to acquire it. So, on my return, after posting the old tilt overseas, I ordered a new one from Steve at Undercover Covers. In 2013, the Land Rover Series One Club’s stand was next to Undercover’s at the Billing show, so I collected my new tilt in person. It was a great fit, and still is. Following Steve’s advice, I left my

Land Rover parked outside for a few days after first totally soaking the tilt with cold water – the waterproofing is so effective that this isn’t as easy as it sounds. After all this soaking and drying the tilt shrunk to a drum-tight finish, exactly what the process is intended to achieve – you do

have to ensure that the hood is roped down properly first, and keep the rear rolled down or that will shrink leaving a gap above the top of the tailgate. With this one, there’s still plenty of length in the rear flap, which nestles comfortably against the rear lights when it is down.

This tilt has internal straps on the sides so I can roll the sides up on hot days; and removing and refitting the whole thing is a simple one-man job. No wonder soft tops are so popular with Land Rover owners! VERDICT: Great quality, good value. Really pleased with it.

USED BY NATHAN CHADWICK SUB EDITOR TESTED FOR THREE MONTHS

Clarke CFC100 workshop crane

USED BY NEIL WATTERSON DEPUTY EDITOR TESTED FOR SEVEN YEARS

£179.98 From: machinemart.co.uk got this folding engine crane to extract the dead engine from my Mercedes-Benz W123. However, as that’s turning out to be the longest engine swap in history (read all about it in Classic Cars magazine), it’s been seeing use with LRO as well, as Neil often has an engine or five lying about in various locales. It’s handy for small garages, as it folds easily away into a corner. It’s no lightweight performer, though; it can lift up to a tonne,

depending on the jib length. And with its hydraulic pump and ram assembly it’s easy to use. My only gripe is that, even though it has wheels, it’s not very easy to manoeuvre in anything other than a straight line – tricky in small man caves like mine. Whatever the engine, this crane has coped with them all without fuss and still looks sharp. It’s excellent value too. VERDICT: Easy to use, and even easier to store.

Cellular Dynamic steering damper DC6006 About £40 From: britpart.com

his steering damper has survived everything thrown at it over the past seven years and still works as it should – that’s about the only test of a steering damper. The only maintenance it has needed is to nip up the mounting nut to compress the bushes slightly – I’ll probably have to replace them in due course, but they’ll do for now. The construction of this damper allows for more oil to be used

and more oil means greater heat dissipation. Mind you, I’ve never heard of anyone complaining they’ve suffered from steering damper fade. I guess it may heat up if your swivels and other steering components are shot but, if it’s in good condition, it shouldn’t be worked hard. Does it work better than a genuine damper? That’s hard to say – but I have no complaints. VERDICT: It works – and has proved to last well. September 2015 LRO 39


USED BY JOHN PEARSON EDITOR-IN-CHIEF TESTED FOR THREE MONTHS

Autoglym odour eliminator

USED BY NEIL WATTERSON DEPUTY EDITOR TESTED FOR 3 ARM DROPS…

£7.29 From: halfords.com y Discovery 2’s interior was a bit pongy when I bought it. I’m not sure what was causing the unpleasant aroma – it didn’t look as though it has been used to transport pets and a look under the seats failed to reveal any rotting food or dead vermin. My partner Pat can’t abide air fresheners – and anyway they only mask a horrible smell instead of dealing with what’s actually causing it.

So I looked around for something to get rid of it permanently. I found this Autoglym Odour Eliminator in my local Halfords. At £7.29 for 500ml I thought it worth a try. It took three sessions of spraying all of the seats and carpets before the smell had gone completely, and I used up all of the contents – but once shifted it hasn’t returned. VERDICT: Pong has gone. ‘Odour eliminator’, true enough.

HNJ6000000 drop arm remover £64.95 From: hnjengineering.co.uk

he drop arm on a Series vehicle’s steering box can be a pig to remove. There’s not a huge amount of room to get a standard puller in and my 10-tonne hydraulic puller is way too big for the available space. This compact puller replicates the factory tool 600000 and is made specifically for the job and is more than up to the task, as I found when trying to remove the my Lightweight’s drop arm which other pullers failed to b d

I used it in conjunction with a torque wrench, partly to see how much force was needed and also so I wouldn’t over-tighten the nut. I shouldn’t have worried – it didn’t exceed the 80lb ft I had set on the torque wrench as it slowly pulled the arm off the splines. It’s a specialist tool you won’t use frequently, but is invaluable when you need it. If you look after more than one Series, it’s almost a tool chest essential. mer. VERDICT A

USED BY MARK SAVILLE ASSISTANT EDITOR TESTED FOR THREE MONTHS

USED BY PETER GALILEE CONTRIBUTOR USED FOR 20 YEARS-PLUS

Canvas lorry sheets

About £25 for three big pieces (use them double-thickness) From: Large haulage companies or canvas repair businesses

uch a simple idea, but so effective. I’ve used these sections of old canvas lorry sheets to keep the loadspace clean in every vehicle I’ve owned in the past couple of decades. One of these is better than a boot-liner in so many ways. It’s easier to clean (just stick it in the washing machine) and your load won’t slip on it. You can keep it folded small for just the boot or stretch it out if the rear seats are folded. It’s useful for kneeling/ 40 LRO September 2015

lying on the ground for roadside repairs, and you can fold it to make soft packing or extend over the bumper to prevent scratches. To fill all these roles you need really heavy canvas – the kind haulage companies use to cover loads on flatbed lorries. If you need side protection, trap cardboard boxes under the sheet so it stands up at the sides of the loadspace. Really useful. VERDICT: So useful; so cheap! I wouldn’t be without them.

WD-40 Specialist degreaser £4.99 From: halfords.com

t seems that whenever I need to tackle a job on my 1957 Series I’s brakes or bearings, it usually involves cleaning away oil, grease and gunk so that I can determine precisely which bit of it is leaking the brown stuff. This WD-40 Specialist degreaser is perfect for cleaning away the mess. And thousands of regular WD-40 users will, I’m sure, share my delight that this one has a nifty, flick-up nozzle that’s attached permanently to the can,

so you don’t spend ages looking for the little red tube that inevitably won’t be there next time you go to use it. This stuff works quickly and rinses away with water. The only problem I’ve found is that I get trigger-happy and use far more than I need to, rather than rinsing off with water and then reapplying a little if needed. Well, blasting away is just so much more fun, isn’t it? VERDICT: W-D-licious.


Real World Test 380 miles to get th

MIKE GOODBUN CURRENT LAND ROVER 2007 Discovery 3 TDV6 2.7 Commercial DREAM LAND ROVER Defender 110 double-cab with 5.0-litre AJ-V8 power

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. 42 LRO September 2015

2015 RANGE ROVER SPORT SDV6 HSE DYNAMIC

Stealth bomber vs

YORKSHIRE

More grunt, lower emissions and better fuel economy: is the latest Range Rover Sport too good to be true?

T

he big seller of the Range Rover Sport line-up, the three-litre SDV6 has received a raft of engine tweaks for the 2015 model year – enough to question whether you need to shell out up to £22,500 more on an SDV8 or Hybrid. The new SDV6’s numbers are impressive: an extra 14bhp and 73lb ft over the old one, meaning it matches the Hybrid for torque and is only 10 per cent shy of both models’ 335bhp max power figure. CO2 emissions are 14g lower than before, at 185g/km,

and there’s a claimed 2.7mpg fuel economy improvement to more than 40mpg too – we’ll see how close we get to that over the next 380 miles...

Fuel for thought

Judging by the 40.2mpg reading indicated on the dash display at the end of the initial A1 cruise, our RWT figure won’t stay close to Land Rover’s claim for long, that’s for sure: it’s fractionally better than its stablemates, but proves that for fast but minimal throttle mileage there’s very little

to separate any of the engine options (bar the Supercharged petrols). The accessory roof bars fitted may have dragged that figure down a little though.

‘The SDV6 really comes alive from 3000rpm, with a solid punch of power through to its peak’


When you get the chance to let the twin-turbo SDV6 loose, it emits a slighty deepened growl and now really comes alive from 3000rpm, with a solid punch of power right through to the 4000rpm peak – with a solid red icon glowing back at you from the optional head-up display (a £1000 extra).

In short shift

There’s so much torque on tap that it’s tempting to short-shift, or try to – the eight-speed ZF auto, with manual override by steering wheel-mounted paddles or by pushing/pulling the transmission selector, won’t give you free rein. Sometimes you have to wait until the road speed is high enough before it’ll let you shift up, especially at low revs. That’s a wise safety feature on downshifts, so you minimise the risk of overrevving the engine, but can get frustrating when going up through the gears – it also means you can’t minimise engine revs as much as you’d like, when passing horses, or walkers on greenlanes. For all the grunt on tap, though, there’s noticeably less in reserve when compared to the 4.4 SDV8. It’s hardly wheezing up steep hills, but just doesn’t have the same stump-pulling feel, and never

RANGE ROVER SPORT SDV6 HSE DYNAMIC

● Engine: 2993cc SDV6 turbodiesel ● Power/torque: 306bhp/516lb ft ● Transmission: Eight speed auto ● Speed: 130mph/0 62mph: 6.8sec ● Width (inc wing mirrors): 2220mm ● Wheelbase: 2923mm (115in) ● Wading depth: 850mm ● Ramp breakover: 152.8° ● Factory combined mpg: 40.4 ● LRO RWT mpg: 30.3 ● Price from: £66,250 ● Price as tested: £78,650

Six pots on the Real World Test – mpg Range Rover Sport L494 TDV6 SE: 30.9 (June 2014) RR Sport L494 Hybrid: 30.6 (Apr 15) RR Sport L494 SDV6: 30.3 (Sept 15) Range Rover P38 DT: 29.1 (Spr 08)

Disco 3 TDV6 auto: 27.6 (June 2008) D3 TDV6 (230bhp): 25.7 (May 2015) RR L322 Td6: 25.2 (November 2014) Discovery 4 SDV6: 25.1 (Mar 2012) RR Sport L320 SDV6: 25.1 (Apr 12)

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

feels as though it’s going to thrill you in quite the same way. It’s refined, relaxed and easy-going, not a party animal. The same goes for the brakes. They’re more than up to the task of scrubbing off speed when required, but lack the immediacy and ultimate bite of the Brembo units fitted to the Autobiography Dynamic-spec SDV6, SDV8, Hybrid and Supercharged. And when you really anchor on, there’s little left to call on.

Taking turns

Agility-wise, this Dynamic Response-equipped SDV6 stays true to the Sport’s mesmerising mix of comfort, composure and commitment: it’s a lot of fun to hustle along B-roads, soaks up

the bumps on glorified farm tracks, and grips long after your bravery has left. But I still think the SDV8 feels more planted and confidence inspiring, thanks to its re-geared steering and extra mass in the nose. It’s also a laugh to take on our test route’s greenlanes, if only to see the disbelief on other users’ faces. Something this ‘street’ doesn’t look like it belongs here.

All-round good egg

The 30.3mpg RWT result is way off Land Rover’s 40mpg claim for the SDV6, but is within striking distance of the Hybrid and the discontinued (and, lower spec) TDV6. It’s clear why it’s such a hit – there’s little else you really need LRO from a daily driver.

Paint it black – all of it There’s must be something about a Range Rover Sport approaching that sends other road users scurrying out of its way – even when you’re not hurrying along, keeping your distance, small hatchbacks dive for the hedgerows. But, I’ve never experienced that effect as much as in this

all-black SDV6 HSE Dynamic. It looks so sinister that it either must be up to no good, is an unmarked police car or a modern-day go-anywhere KITT. I looked, but couldn’t find a red Knight Rider strobe on the options list, sadly... As well as the Santorini Black body and roof, it has the £1300 Stealth pack – black finishes for the 21in Stormer wheels, grilles, badges, bumper inserts, mirror caps and light surrounds; and £300-worth of privacy glass. A dash of colour inside? No chance – it’s all black too!

.com

Do you fancy driving our Real World Test route?

Download a map from LRO.com/RWT September 2015 LRO 43


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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 September 2, 2015. We reserve the right to provide an alternative gift or a 3 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.

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September 2015 LRO 45


OWNING DISCOVERY 2

DISCOVERY 2

SURVIVAL GUIDE

Your compact guide to the best-value Land Rover that money can buy

T

he Discovery 2 (1998-2004) is the perfect multi-tool. Off-road it’ll give a Defender a run for its money, yet its comfort and spaciousness make it much more practical as a daily vehicle. A Td5 Discovery is roughly half the price of a Td5 Defender of the same age – crazy, considering how much extra you get for your money. There’s also a great range of aftermarket kit that takes advantage of the vehicle’s traditional, Defender-like underpinnings. But no vehicle is perfect. Buy unwisely and you could end up with a moneypit, especially as even the youngest ones are

46 LRO September 2015

10 years old now. Like the Defender, the due to its relative economy over the Disco is the victim of its own capability 4.0-litre V8. If you drive 12,000 miles per and many have been worked hard – so year, the V8 will add more than £1200 to a full service history from a Land Rover your annual fuel bill. specialist is worth the premium you’ll pay If performance is a priority, you’ll want for having such precious provenance. the V8’s 0-60mph in 10.5 seconds. Both Entry-level E-badged cars have five engines are excellent for towing, and cloth seats, coil springs and no sunroofs. several aftermarket upgrades can increase The range-topping ES has leather torque and power significantly. seats, rear air springs and twin Td5 longevity is legend, with sunroofs. Inbetween come mileages above 200,000 the GS and XS models, plus pretty commonplace now. various limited editions. The V8 is unlikely to last as The price of a new The 2.5-litre, five-cylinder long without scrupulous Discovery 2 in 1998 was the Td5 diesel is by far the most maintenance and frequent equivalent of the cost of a popular option in the UK, oil changes. new Discovery 4 in today’s

Did you know?

money. The same is true of the first Discovery 1 in 1989.


‘BASICALLY A DISCOVERY 1 BUT BUILT BETTER…’

EXPERT TIP DAVID JENDEN, NENE OVERLAND ‘Before buying a V8, have the block professionally tested for head gasket or cylinder liner problems. Disco 2s are easy to maintain, but I advise getting a diagnostic device for DIY fault-finding.’

That’s how some aficionados describe the Discovery 2. The D2, launched in 1998, had a few styling and trim revisions over its popular predecessor, but most of the updates were under the skin in the form of better engineering, and more sophisticated drivetrains and running gear. The option of Active Cornering Enhancement (ACE) delivered far better handling (aided by a Watt’s linkage for the rear axle in place of the Disco 1’s A-frame), an extra chassis crossmember to improve rigidity and a widening of the track by two inches. Self-levelling air suspension was also developed for the rear axle on higher-spec models – great for towing. Under the bonnet, the celebrated 300Tdi was replaced by a new, five-cylinder Td5 diesel, based on

the Freelander’s Td4 and codenamed ‘Storm’. The Td5 was slightly less fuel-efficient than the Tdi (expect 25-27mpg) but its extra smoothness and torque made it a winner. The smooth, wonderful-sounding petrol V8 went through a gallon every 16 miles – that’s why it was never a big seller. Load space was increased by elongating the rear overhang by five inches. The slight increases in weight, width and rear overhang are downsides for offroaders, but new technologies such as traction control and Hill Descent Control made sure the D2 could still cut it in the rough. Land Rover proved it too, taking a Td5 and V8 on a 20,000-mile journey around the world for the model’s launch in 1998. Prices when new started at around £25,500.

Essential checks when buying ● For a full inspection checklist, see the comprehensive Disco 2 buying guide in our March 2013 issue. You’ll find a condensed version at LRO.com/disco2buyingguide

Self-levelling Suspension (SLS)

When fitted, this uses airbags at the rear (coils on the front) and is worth considering if you’re going to be carrying heavy loads or towing. Check the rubber airbags haven’t perished; they can be replaced with standard coil springs for durability.

Chassis Check for rust behind the rear wheels, in front of the rear crossmember. Corrosion can be a costly MoT failure. Budget for a professional underseal treatment as soon as you’ve bought the vehicle.

Active Cornering Enhancement (ACE) ACE uses a hydraulically operated ram to vary the firmness of the roll bar, giving noticeable handling benefits. Check for leaky hydraulic pipes or a failed valve block (on the chassis under the driver’s seat); this can be expensive to repair.

Engine The petrol V8’s cylinder liners can drop and cause overheating, leading to expensive damage to the head. Td5 cylinder heads are also prone to cracking. Generally, both engines are reliable if maintained well.

September 2015 LRO 47


OWNING DISCOVERY 2

Injector wiring

Heat damage

Engine oil

Hydraulic fluid

Engine oil can enter the wiring at the injectors and trickle here to the ECU. Injector harnesses aren’t expensive to replace.

Excess heat can crack the aluminium head or warp the exhaust manifold, especially if power upgrades are fitted.

Centrifugal oil filter is easy to access (replace every 12,000 miles) from the top of the engine. Td5s take 7.2 litres of 5w30 oil.

Active Cornering Enhancement (not on this example) shares this hydraulic fluid reservoir with power steering.

Living with your Discovery 2

R

egular servicing is vital to longevity, but fortunately most procedures can be done at home. Service intervals are 12,000 miles or 12-monthly, whichever comes sooner. Bear in mind that Td5s have two oil filters; replacement intervals are 12,000 miles for the small centrifuge and 36,000 for the full-flow filter. The latter often gets missed, so replace it anyway if you’re unsure how old it is. See LRO September 2014 for a full Discovery 2 service guide, or our June 2015 issue for a 27-point healthcheck.

Some common fixes

Most of the problems associated with D2s can be prevented, or rectified, without spending a fortune. Although some people associate the Td5 with electrical gremlins, there’s actually little to worry about. The most common fault is oil entering the wiring harness at the injectors, seeping to the ECU and causing a misfire, but it’s easy to rectify. Replacement injector harnesses cost less than £30. An overheating engine can cause catastrophic damage, so a low-coolant alarm is a wise precaution (coolantalarm.co.uk). 48 LRO September 2015

For Td5s the sensor simply plumbs into the highest coolant pipe in place of a bleed screw. Auto boxes suffer from faulty XYZ switches, which will illuminate the Sport/Manual light. It’s usually caused by a drain tube from the aircon system dripping directly on to the switch and causing corrosion. Simply replacing the standard tube with a longer one that passes below the switch should prevent the problem. ACE systems on many D2s are now suffering from leaking and corroded hydraulic pipes, which can lead to a build-up of rust in the valve block (found on the chassis under the driver’s seat), causing it to fail. Check the filter underneath the block housing is clear, but be careful not to crack the casing as you undo it. ACE is expensive to repair (a new valve block is more than £1300, and each of the six ACE pipes are £125), but replacing the system with standard roll bars costs from £1100 to £2200. Buying a good diagnostic kit will help you keep on top of everything. Good ones will also let you re-programme keys, re-programme the injectors and reconfigure the electrics if you change from air to coil springs – all jobs that otherwise involve an expensive trip to a dealer.

TECH SPEC ● Engines: 2295cc 5cyl Td5 turbodiesel (136bhp at

4200rpm, 221lb ft at 1950rpm) or 3947cc V8 petrol (185bhp at 4750rpm, 250lb ft at 2600rpm) ● Transmission: Five-speed R380 manual, or fourspeed ZF automatic ● Dimensions: Wheelbase, 2540mm (100in). Height, 1940mm (76.4in). Width, 1793mm (70.6in). Length, 4705mm (185.2in) ● Suspension: Beam axles with coil springs and anti-roll bar. Active hydraulic roll bars (ACE) and rear air suspension, optional on lower-spec models.


THIS ONE’S OURS HARRY AND DENISE MANGHAM

SO YOU’VE BOUGHT A DISCO 2 – NOW YOU NEED TO PRESERVE IT Whereas Discovery 1s suffered from body rot more than chassis rot, Discovery 2s have the opposite problem. The area behind the rear wheelarches, where most of the mud collects, is the most prone to corrosion. A professional underseal treatment (usually about £600) should be considered an investment, especially if you’ve done your homework diligently and managed to track down a vehicle with an underside that has survived the years well. Looking after the interior will also enhance your pride of ownership and help give you more of your

money back when/if you sell the car. Keep the sunroof seals free from muck, and make sure they haven’t perished; they’re notorious for leaking, and leaks can damage the interior. Keep an eye on the roof lining around the top of the A-pillars, where rain ingress from the front sunroof will often show itself. Gearlever gaiters often become tatty and bring down the appearance of the cabin, but new replacements cost less than £20 (exmoortrim.co.uk) and can be fitted at home. Also consider investing in load mats to protect the loadspace.

‘We bought this Landmark Edition Td5 auto when it was two years old, and caught the overland bug soon after. We took off the rear air suspension and fitted the stiffer, standard coil springs from a sevenseater. I try to keep everything as near to standard as possible, and I replace parts with genuine items. We’re off to Portugal soon.’

Did you know? The Discovery 2’s Td5

diesel engine (also used in Defenders up to 2007) has four glowplugs. ‘So what?’ you ask. Well, it has five cylinders…

September 2015 LRO 49


OWNING DISCOVERY 2

Modifying and improving Discovery 2

T

here’s a huge range of aftermarket kit for Discovery 2s. much of which you can easily fit yourself. Your options are bountiful, and you’ll find great examples of differently modified Disco 2s in our September 2014 issue. Don’t go mental, though – modifying rashly will introduce problems and slash resale value.

More poke

Engine remaps from Bell Auto Services (bas.co.uk) and others have a good reputation for transforming the Td5’s output, and are recommended for towing

heavy loads. If you’re not fussy about emissions, blanking off the exhaust gas recirculation (EGR) valve will unleash a bit more power, as will fitting a larger intercooler (allisport.co.uk). More costly upgrades include variable vane turbos (VVT), and performance manifolds and camshafts. Given enough work, the Td5 can develop over 200bhp. If you have an automatic, consider combining power upgrades with a heavy-duty torque converter (ashcroft-transmissions.co.uk), which will take up drive lower in the rev range and make for easier, more relaxed driving.

I DRIVE ONE KEN TURNER ‘I love the Discovery 2’s comfort

TRACTION AND SUSPENSION A range of locking axle diffs is available (devon4x4. com). For overlanding, fit 16-inch steel wheels – they’re stronger and will offer the best availability for spare tyres in remote places. Tyre choice is a subject in itself: check out LRO’s recent Tyre Guide supplement in our Spring 2015 issue (email back issues: bauer@subscription.co.uk). There’s nothing wrong with the original suspension, so there’s a lot to be said for leaving everything standard. But if you have more specific requirements, there’s stuff you can do. Raising the ride height will help keep that lengthy rear body off the ground, but at the expense of handling. It’s possible to raise the height while retaining the rear air springs by fitting spacers (rimmerbros.co.uk). Lowering kits are also available for road-biased vehicles.

and ease of driving. My Td5 auto has underbody protection and a chipped ECU. Lifting the suspension allowed me to fit bigger tyres, and I’m keeping the air suspension because I need the payload. When I drove to the Abenteuer and Allrad 4x4 show in Germany this year we did 740 miles in one day – no sweat.’ For expeditions, consider removing ACE and replacing air springs with coils. Underbody protection does just that, but at the expense of weight.

Did you know? The Td5’s peak torque (221lb ft) is 13 per cent more than that of the 300Tdi. But the SDV6 in today’s Discovery 4 has double the pulling power of the Td5.

50 LRO September 2015


BRING OUT YOUR INNER DESIGNER A split-charge system is a popular option for Disco 2s, allowing such treats as a winch, fridge and auxiliary lights to be run without flattening your starter battery. Doing away with the third-row seats gives a huge boot space, ideal for converting with storage

lockers or drawers. Water tanks are available for the rear footwell, and you can buy a folding table (or make one…) to fold out of the rear door (blackpaw4x4.co.uk). High-level storage baskets that fit between the Alpine roof windows also offer convenient stowage.

Now be a part of it The two Disco-dedicated owners’ clubs are a great source of advice, parts, vehicles and banter. Take a look: ● The Discovery Owners’ Club (discoveryownersclub.org) ● The D2 Boys Club (thed2boysclub.co.uk) ● And don’t miss the Discovery Birthday Party (discoverybirthdayparty.co.uk), an annual gathering in Plymouth for Discoverys of all vintages.

FACELIFTED VERSIONS In 2003 the Discovery 2 was treated to a facelift, which Land Rover stated included more than 700 revisions. Some were obvious, such as the refreshed front headlights seen on the example used in our photographs, but most of the tweaks are far more subtle, such as revised body mounts and door seals, and small improvements to overall build quality. Land Rover also remapped the Td5 to generate 250lb ft torque for automatic variants only. So if you’re after a vehicle that will

be on regular towing duty, this would be a good choice – that’s a near-30lb ft increase on the pre-facelift figure. One key improvement was the reinstatement of the centre diff lock. Traction control made it theoretically redundant so the linkage initially wasn’t available, although the mechanism was kept inside the transfer box (it was finally deleted in 2001). Many owners were disgruntled, so Land Rover bit the bullet and re-instated the linkage with the facelifted versions.

LRO

September 2015 LRO 51


4SITE 4X4 TYRE CENTRES


4SITE 4X4 TYRE CENTRES Wheel and Tyre solutions whatever your lifestyle

4SITE 4X4 TYRE CENTRES


BEHIND THE SCENES FUTURE TECH

BRAVE NEW WORLD OF HIGH-TECH Jaguar Land Rover is pushing the boundaries of new technology. Peter Galilee goes for a look behind the scenes – and is mighty impressed

PHOTOS: JAGUAR LAND ROVER

A car that can outsmart us? Never!

W

ay back, cars were just dumb machines. Signalling was done by sticking your arm out of a window that you had to wind down or slide open. You had to control the car and do lots of other things at the same time – watch out for other traffic, look for signposts, read the map, tune the radio, switch on the lights and wipers, adjust the heater, change your seat position, pull on the handbrake... Hand signals and window winders are history in today’s cars, and you now operate most things with switches. But Jaguar Land Rover (JLR) has lots more ideas up its corporate sleeve. As research and technology director Wolfgang Epple explains, we’re only half-way to what he calls the ‘semi-autonomous car’. By that he means a car that actively assists the driver to drive it. It deals with chores, warns of dangers,

54 LRO September 2015

adapts to terrain, and generally makes driving safer and easier. Think of automatic climate control, trailer stability assist, automatic handbrake – things you don’t have to do now, because the car does it for you. Here, I’ll take a look at some of JLR’s in-development technologies. It probably won’t all make it to production – research doesn’t work that way. One thing Jaguar Land Rover is not working towards is a driverless car. ‘We don’t consider our customers as cargo’, says Dr Epple. ‘People want to use the emotional side of the brain.’ So hopefully driving will still be driving – only better.

Smartphone apps First out of the new toy box is Remote Control. Outside is the best place to judge difficult terrain, but there’s no need to make your passenger get out to act as a spotter – with a smartphone app you can remote-drive. But I’m betting Remote

Control will be even more useful for very tight parking spaces, where you get out, remotecontrol your Range Rover into the parking space, switch off, lock the doors and walk away. That’s not the only way your smartphone can make driving easier. With JLR’s Control Connectivity system you can start the engine, adjust the heating, check the fuel level – all from the comfort of your living room. When you get into your Range Rover, the climate will be exactly as you want it.

‘Get out, remote-control your car into a really tight parking space, and walk away’


Just switch it on and Multi-Point Turn takes the guess-work away

The wise man of LRO tries phoning home

September 2015 LRO 55


BEHIND THE SCENES FUTURE TECH

Peter G does his best Pierce Brosnan James Bond impression

Pothole Alert maps where the trouble spots are

Seat-mounted pulse rate and breathing monitor is a great safety feature

56 LRO September 2015

Haptic Pedal pulses to warn of danger – and, no, that’s not PG’s foot


Also good for tight spaces is Multi-Point Turn technology. Despite beeping front and rear sensors, three-point turns can still be tricky. Now JLR has connected those sensors to other functions (auto parking is already up and running) to carry out multi-point turns. Hands-off driving feels strange, but the car performs these turns much better than you ever could. And you can always override the system if you want to.

Detecting hazards Haptic Pedal is a motorised accelerator pedal and a brilliant safety feature. If your Range Rover detects danger it will create pedal pulses to alert you – tests show this gets the fastest reaction when braking is needed. If danger persists, the accelerator pedal may increase resistance, although you can still increase speed if necessary. As soon as I experienced it, I liked it. How does your Range Rover detect hazards in the first place? To do this JLR is working on several technologies. Pothole Alert recognises potholes and hazards such as raised manhole covers after you’ve driven over them, which may not sound helpful. However, it should be possible to download this information to other Range Rovers, which will then know where the potholes are and alert their drivers. JLR is also experimenting with camera-recognition of a projected grid of light dots to get information about uneven road surfaces and the car’s distance from potholes. If this becomes reality, your Range Rover will know about potholes before reaching them. Bike Sense uses a camera to recognise bicycle (or motorbike) characteristics before the driver has even seen it. The Haptic Pedal can then operate if the bike is on a collision course. A warning that sounds like a bicycle bell tells the driver it’s a bike; the sound comes from the speaker nearest to it, so you know in which

‘If a bike approaches from behind, the seat extends and ‘taps’ you on the shoulder’ direction to look. If the bike approaches from behind, the driver’s seat extends and ‘taps’ you on the shoulder – really futuristic! If a bike is about to overtake on the driver’s side, the inner door handle vibrates, warning you not to open the door. Many accidents are caused because a driver isn’t paying attention or is drowsy, and JLR is trying to combat this. Its Driver Monitor System tracks a driver’s eye and facial movements to recognise drowsiness or distraction. It works even if you’re wearing sunglasses and alerts you if you’re not looking at the road.

Brain wave monitor Mind Sense is another JLR approach to tackling the same problem. It’s a way to read brain waves, checking for alertness. At present the technology means you have to wear a headset, but research continues. Meanwhile, a Wellness Seat Sensor monitoring system is already running in prototype form. This analyses your heart pulses and breathing rate to determine if you’re alert or drowsy – which could save a lot of lives. A high-tech Range Rover may recognise dangers and alert you to them, but it’s still a natural instinct to want to see as much as possible for yourself. Front screen pillars get in the way of that – a pedestrian can easily be obscured behind one. But soon it should be

possible solve that problem with Transparent Pillar technology. A camera lens outside passes a live video feed on to a screen that fits the shape of the pillar inside. Very helpful. One of my favourite new-tech ideas is Ghost Car navigation. If you think satnav is a big help, you’ll love this. This system will project the semitransparent image of a car on to the windscreen – it looks like the Ghost Car is actually on the road ahead. Following a driver who already knows the route is your surest way to get to a destination, and you don’t have to divert your attention to a satnav screen. These are early days for the system, but here’s hoping it becomes reality. It’s part of JLR’s development of a Virtual Windscreen, which would project all sorts of information on to the glass. And there’s more, such as the Self Learning Car – which adjusts all your domestic settings automatically – and new technology applied to the design and manufacturing process. Multi-Seat Rig is essentially a ‘skeleton’ car, but most of the cabin layout is hydraulically adjustable. The occupants wear Oculus Rift head-mounted displays, so they can experience input as if the car were actually driving. There are even different-size speakers to mimic road noise. Designers and engineers are then able to predict the most user-friendly interior layout, making a virtual-world simulation about how a driver and passengers would experience it – all before any metalwork has been produced. There’s also Mid-Air Touch, which enables you to switch a function on or off without physical contact – you know when you’ve done it because your finger tingles in mid-air. No, this isn’t Star Trek, it’s JLR’s Warwickshire R&D Centre and it seems certain that we’re heading for Dr Epple’s semi-autonomous car at something approaching warp speed – so expect lots more new and interesting developments. LRO

Multi-Seat Rig brings virtual reality into the real world

September 2015 LRO 57


ADVENTURE ISLAY HERITAGE

Islay of

Heritage

Neil Watterson explores Land Rover’s history on the Isle of Islay in a selection of classic Land Rovers PHOTOS: LAND ROVER

A

light drizzle hangs in the air as I wait to be beckoned down a steep rocky descent. I nudge forward and the 109-inch Series III station wagon lurches to the right, cocking its nearside rear wheel into the air. Gently caressing the brakes, I ease the Land Rover safely on to the beach, guided by a Land Rover Experience spotter. I’m on the island of Islay, birthplace of Land Rover, driving models spanning seven decades of production. You may be shouting: ‘Doesn’t he know Anglesey was where the Land Rover was dreamt up – 58 LRO September 2015

drawings in the sand and all that?’ And yes, I do. But that’s not where the story starts. Spencer Wilks, Rover’s managing director, bought a property on Islay (pronounced Eye-la) in the 1930s and naturally used Rover cars to drive around the estate. One car, a P2 Rover 10, was given a suspension lift to cope with the rough tracks on the island. The story goes that Iain Fraser, Spencer Wilks’ gamekeeper, looked at the lifted Rover sitting beside a standard one and said: ‘So if that one is a Rover, I suppose we should call this one a “Land” Rover!’ The name wasn’t used at that point, but it sat locked away at the back of Spencer’s

brain until it could be given to the right vehicle – and that was the one famously sketched into the sand on Red Wharf Bay. Back to the present, and I’m sitting beside Roger Crathorne, ‘Mr Land Rover’, and soliciting his advice on driving the vehicles. Although I’ve owned Series Land Rovers for over a quarter of a century, the last thing I want to do is bend, or break, one of Land Rover’s heritage fleet. And, as Roger was the man who created what became the Land Rover Experience, there’s no better oracle to consult. He’s already reprimanded me for crunching gears in the 1954 Series I 107in


September 2015v LRO 59


ADVENTURE ISLAY HERITAGE

pick up; I’d made my way up through the gears without any issues, but dropping down on an approach to a junction causes me just a touch of embarrassment when they refused to align. ‘I thought you’d know how to double de-clutch,’ ribs Roger as my face gets progressively redder. ‘Er, I normally just get the engine/road speed right and it drops in – but I’m still learning where that is on this Land Rover,’ I explain, slightly flustered. Changing vehicles at the art gallery at Sanaigmore, I jump behind the wheel of a soft-top Turbo Diesel Ninety. Looking at the odometer, I’m surprised to find it has only covered some 2000 miles. Why am I surprised? Well, it’s one of the famous 40th Anniversary models that’s often seen at Land Rover’s events. Although much-photographed, it must spend much of its life stationary. This feels so much more cramped than the Series I, despite being some eight inches wider. Much of the width comes, admittedly, from the wheelarch eyebrows, but the barrel sides of the bodywork with narrower door tops – introduced with the Series II in 1958 – and door trim all impinge on space. Roger is grinning with pleasure. ‘I planned to do this trip for Land Rover’s 40th anniversary in 1988,’ he explains, ‘but we had a manager 60 LRO September 2015

at the time who said we shouldn’t be looking backwards, we should be looking to the future, so the event never happened.’ This 90 isn’t the only 40th Anniversary model on the island – ‘F40 NWK’ is also here and Roger admits to getting a bit misty-eyed when he saw them both sitting on the ferry. There were meant to be other 40th anniversary models, but industrial action combined with management inaction put paid to them. The company did buy several ‘40’ numberplates in readiness, rather like it did more recently with the ‘LXV’ registrations for the 65th anniversary motors and, of course, ‘S90 HUE’ for the two-millionth Series/ Defender we unveiled last issue.

Driving the Rinns of Islay

Roger retired last year, but is still heavily involved with Land Rover and will work with the marque until Defender production ends – and from his smile it’s obvious he’s pleased that Land Rover has chosen to do this trip. ‘When they mentioned it, I passed on all the contact details I had. I wanted this to be a great send-off – and it is,’ he beams. Our chronological convoy trundles along the narrow lanes. The 107 leads, followed by Spencer Wilks’ own 88-inch Series IIA – a

vehicle that spent much of its life on the island – plus a Series III 109-inch, 40th Anniversary 90, V8 110 station wagon and brand-new Heritage Edition 90 hard top. We drive through Port Charlotte and down to the sheltered fishing village of Port-nahAbhainne at the end of Rinns of Islay. ‘Have you noticed that most of the houses are white?’ asks Roger. I’d been vaguely aware of it, but now he’s mentioned it they all are. The thick walls have a whitewash coating, presumably to help keep moisture out and prevent the strong winds that lash the island from exploiting any gaps. Although Islay is exposed – the lack of trees outside plantations indicate it’s too windy for them to take hold in the peaty soil, except in sheltered parts – it’s not a cold place. The surrounding waters are warmed by the Gulf Stream and frosts are few. But winds can reach 115mph as they race across the Atlantic – and Islay is the first land they hit. We turn north and trickle along a minor road on the west of the island. There’s little traffic and even though it’s still drizzling, the 90 soft top, with the rear curtain rolled up, is a great place to be. We clack across cattle grids and squeeze through gateways before swinging off onto a farm track for another vehicle swap.


‘I can feel the drag of the sand under the tyres, but I press on – I daren’t stop or change gear’

Driving through history – Series I 107in leads the way

Kilchoman Distillery Kilchoman Distillery is run by the Wills family and is one of eight distilleries on Islay, but it’s the only one on the island where the entire process is completed on site. It uses the traditional ‘floor malting’ practice to prepare the barley, and also bottle the whisky. Should you add water to your whisky? ‘Certainly,’ explains George Wilks, great-grandson of Spencer Wilks, ‘there’s nothing wrong with that – different people prefer different tastes and a bit of water can make it more palatable.’ Duncan Fraser agrees: ‘To get the best flavour you want to add the water the whisky is made from – luckily the River Laggan runs through my back garden...’ You can buy Kilchoman whisky through select retailers or online at kilchomandistillery.com September 2015 LRO 61


ADVENTURE ISLAY HERITAGE

SOUTHERN HEBRIDES

OBAN

Getting there

KILCHRENAN

B

STRONACHLACHAR

LEPHINMORE

KILMUN DUNOON

ISL KILCHOMAN

RBERT

REENOCK

GLASGOW

CRAIG

LAG

SADDELL

62 LRO September 2015

ISLE OF ARRAN

KILMARNOCK

Being an island, the only way of getting to Islay with your Land Rover is by ferry. A regular service operates from Kennacraig, which is on the mainland but a long drive from most places, even from Glasgow. It can make more of an adventure to cross the many stretches of water by ferry, rather than driving the long way round them. From Saltcoats, you can get the ferry to Arran, across to Claonaig then from Kennacraig to Islay. Pop across to Jura and then return to Islay before heading to Colonsay and returning to the mainland at Oban â&#x20AC;&#x201C; or continuing onwards. Check out calmac.co.uk for details of the sailings.


‘I inch forward with gravity assist, balancing speed and traction with the clutch and brake’

I can see the sandy beach at Machir Bay ahead of us, but we’re some 200 feet above it – and sheer cliffs sit between us and the beach. I jump into the Series III station wagon and remember why I don’t have adjustable seats in my Series Land Rovers – they sit me too high, so I have to stoop to see through the windscreen as we drop downhill. The track hugs the hillside and steep drops sit to our left while the hillside rises to our right. We don’t want to go too far left – that would see us plunging towards the sea and crashing on to the rocks. And if I go too far to the right I’ll end leaning on the bank. ‘Have you put the side steps up?’ asks Roger. I have, but double check, just in case. The track is solid – a good base of stones helps support the vehicles – but the surrounding waterlogged peat is as soft as you can get. With low-range first engaged, I ease the Land Rover down the hill, applying a bit of throttle here and there to cross ditches. I clunk the rear axle case lightly on a rock, but manage to climb out, the Michelin XZLs finding all the grip they need. We’re in sight of the beach now, just one rocky section to cross. ‘I’ll take some photos of you descending, if you like?’ suggests Roger. Is my driving that bad...? One of the instructors calls me forward and gets me to drive seawards, precariously close to the cliff edge, before pointing left for me to turn the steering to haul the front round while allowing the rear to make it round the hairpin. I used to trial a 109-inch Series IIA, so I’m used to the poor turning circle and calculate that one of the wheels will soon be off the ground. I inch forward using gravity assistance, balancing speed and traction with the clutch and brake, and feel the front nearside start to lean. That’ll be the nearside rear wheel leaving the ground, then. Inch-by-inch I ease the Series III down until it’s on the sand, and make way for the other vehicles to come down. The 107 has been excused this punishment – it won’t get driven on the salty sand – but it will be jetwashed thoroughly, like the rest

of the vehicles, ready for tomorrow’s guests. Roger climbs in again and suggests lowsecond to drive across the beach. I pull away gently, feeling the Land Rover momentarily dip as the tyres dig to find traction. The engine is revving higher than I’d like it to, but I daren’t change gear – and if I back off I may struggle to get moving again. However, I do back off a little and hope this still has an engine-driven fan – they’re designed for the Sahara, after all.

A wee dram?

We cross a couple of streams and make our way to the Kilchoman distillery at Rockside. This distillery was founded a decade ago and is run by Anthony and Katy Wills and their sons, James, Peter and George. They’re descendants of Spencer Wilks, so naturally use a Land Rover at the distillery and for promotional purposes. After a quick tour of the distillery, we jump into the V8 One Ten – one from Dr James Hull’s collection bought by Jaguar Land Rover last year. The burble from the exhaust is a sound to behold, but the island isn’t really the place to enjoy such a vehicle because I can barely get the engine above tickover on the narrow lanes – and a sudden build-up of traffic suggests a ferry has just arrived, so I slow to pass vehicles in the infrequent passing places. We skirt Loch Indaal and make the climb up the straight hill from the pier at Bowmore to the prominent circular church overlooking the village. Turning off the road, we take a pot-holed track down towards Laggan, the One Ten���s suspension soaking up the bumps, before stopping at the boathouse where Land Rovers would have been garaged in the past. We’re joined by Spencer’s son Nick Wilks and Duncan Fraser, son of Iain. Duncan was the first person on Islay to pass their driving test in a Land Rover: ‘I applied for my licence on my 17th birthday and passed my test three days later. I’d been driving since I was 14,’ laughs Duncan, who’s stature is exactly what you’d expect for a gamekeeper. ‘We had the first Land Rover on the island,’ he adds. ‘Two Land Rovers [pre-production

V8 One Ten was part of Dr James Hull’s collection

Roger Crathorne ‘Mr Land Rover’ Roger was in charge of the Land Rover Experience in 1988 when the company should have celebrated its 40th anniversary, and had planned to celebrate it on Islay. While doing a recce for that trip, he heard about an 80-inch lost in a peat bog. After spending the day driving with Neil, he was heading off to find their vehicle, some 27 years later. September 2015 LRO 63


ADVENTURE ISLAY HERITAGE

‘I’m tempted to break free of the group and disappear into the hills to spend longer exploring’

vehicles R27 and R28] were taken to the Highland Show in 1948 and King George VI saw one. He asked Spencer Wilks if he could have it, to which Mr Wilks replied, “Sorry, no – this one’s for my gamekeeper on Islay”, and so we got ‘GWD 744’ [pre-production R27]. ‘We used to use Land Rovers for everything on the estate – including dragging shot deer off the hills. We often got the Land Rovers bogged because we drove them as far as we could to save carrying the deer!’ he laughs. Nick Wilks is looking over his father’s Series IIA – he remembers Land Rovers being testdriven on the beach and falling into holes. He still owns the last ‘Brockhouse’ trailer dispatched through the company. All of these trailers were sold through Land Rover, and Nick’s was actually made by Lolode.

It’s been a journey through Land Rover’s history and I’m brought right up to date with a drive in the Heritage Edition Defender 90.

A touch of Heritage

The Heritage Edition is one of three special editions in the Defender Celebration Series and is available in 90 and 110 guise. This one’s a 90 hard top and, like all Heritage Editions, is finished in Grasmere Green with a white roof. Red and yellow highlights on the gearlevers hark back to the high/low and 4x4 levers on Series Land Rovers, while a new grille, badge and silver bumper give the front end a retro look. The steel ‘Wolf’ wheels, wrapped with Goodyear MT/R tyres, finish off the styling. Inside, you’re treated to Almond Resolve cloth upholstery, which resembles canvas but Spencer Wilks’ 88in Series IIA

Three wise men Roger Crathorne, Nick Wilks (son of Spencer Wilks) and Duncan Fraser (son of Iain Fraser, who first suggested the name ‘Land Rover’) discuss the finer points of Land Rover engineering – all three have used them extensively over the years. 64 LRO September 2015

is nicer to sit on, and aluminium trim brings highlights to the dash, door handles and locks. Nimbly navigating a route around the deeper potholes along the access road, the Heritage Edition shows just how far the model has come. I leave the track and accelerate along the road, quietly and without fuss. There are significant differences between Series and later models, but there’s a clear lineage. And the Heritage Edition is the final stage of this evolution. You still know exactly where each corner is and the uncluttered dash tells you all you need – it’s no frills motoring. I’m tempted to break free of the group and disappear into the hills to spend longer exploring the island – it’s a truly special place, both in Land Rover terms and beauty. I’ll definitely make the journey back one day.


WHERE THE

TARMAC ENDS...

Spare Wheel Carriers

Winch Bumpers

Raised Air Intakes

Underbody Protection

Expedition Equipment

Stowage and Window Guards


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MODIFIED FREELANDER 1 TURBO

68 LRO September 2015


Freelander

MAX What happens if you put a go-faster Rover 75 petrol engine into a Freelander 1? Mark Saville finds out from a man who did just that

T

here are tens of thousands of turbocharged Freelander 1s, but this is the first turbocharged 1.8-litre petrol Freelander 1 I’ve even heard of, let alone driven. It’s powered by a seriously remapped Rover 75 engine, and it goes like the clappers, trust me. When Mike Park bought the Freelander, however, it was a £600 eBay ‘bargain’ in need of a new cylinder head gasket. Since then he has transformed it into a superb street-sleeper. So, how and why did he do that?

Serial Freelander 1 owner

Mike has owned no fewer than 13 (yes, thirteen) Freelander 1s. He bought most of them cheap with head gasket issues, fixed them then ran them until the MoT expired, when he stripped them for spares. ‘It’s a very cheap way of running them,’ says Mike. This three-door Freelander was meant to be for his wife, to replace her company car, but then she changed her mind in favour of a more family-friendly Td4 five-door. ‘My options were that I could have sold it as it

PHOTOS: MIKE BOYD

was and lost money, put an engine in it and broke even, or my company could have done something with it,’ explains Mike. Fortunately, he decided to make something a bit different.

The conversion

After weighing up the cost of fixing and tuning the Freelander’s engine, a couple of grand for only 20-30bhp more didn’t seem very good value for money. A more tempting option was to fit a remapped Rover 75 engine, potentially achieving around 200bhp for a lot less outlay. Decision made. He bought a £500 Rover 75 off eBay, described as ‘spares or repair, needing a clutch’. After stripping it and selling the rest of the usable parts for spares, the engine effectively cost him nothing. So, what had he actually bought? The engine fitted to the Rover 75 is a 1.8-litre K-series, very similar to a Freelander 1’s lump, but with a turbo bolted to it. But you can’t just whip the turbo off and fit it to the Freelander engine: the exhaust manifold and some of the internals are different to cope with the greater volume of air being forced into the cylinders. Rover 75 K-series is a perfect fit

September 2015 LRO 69


MODIFIED FREELANDER 1 TURBO

‘This Freelander goes like the clappers when you want it to. What a fantastic conversion!’

Even so, it was a pretty straightforward job. ‘Because it’s the same block and head, it bolts on to the same mounts, same gearbox, everything,’ says Mike. Mindful of the power and torque he was unleashing, he fitted a heavy-duty L-Series clutch (2.0-litre diesel) and his 1.8 petrol Freelander 1’s solid flywheel, in place of the 75’s dual-mass one. This was also needed to make it possible to bolt the 75’s engine to the Freelander 1’s gearbox. ‘It would have been a whole lot easier to use the Rover 75’s gearbox, but then it would only be two-wheel drive and that would destroy the point of it all. It’s the solution that lots of people on the forums talk about, but no one’s actually said, “Here’s mine, this is how I’ve done it”. And I’ve never found any pictures of this conversion,’ says Mike.

Stumbling blocks

Getting the electronics right could be the reason why. The Rover uses a Hall-effect sensor on the outer edge of the dual-mass flywheel, but the Freelander uses an inductive (magnetic) sensor on the back of the flywheel. ‘This meant that when I tried to start the engine, the ECU wasn’t seeing a crankshaft signal, so there was no spark.’ The solution was an aftermarket ECU bought secondhand on eBay. This can run the electronicallycontrolled boost pressure (11-12psi) and read 70 LRO September 2015

an inductive crank signal. Hey presto, Mike had ignition. Handily, this ECU came already remapped for increased power and torque – quoted as 205bhp instead of the 75’s original 150bhp, and around 200lb ft of torque instead of 159lb ft. It’s also getting on for twice the 118bhp and 121lb ft produced by a standard 1.8 Freelander 1. Result!

Chuck me the keys, then

So now everything’s working, what’s it like to drive? It accelerates very briskly, with seemingly limitless enthusiasm for continuing to do so. The power and torque are smooth and predictable. This Freelander goes like the clappers when you want it to, but it’s equally happy driving sedately along like every other 1.8-petrol Freelander 1. The only clue that this one is a bit special is the naughty induction and chirruping noises caused by the absence of a conventional air filter box; Mike hasn’t found a convenient position for one yet. The standard steering, suspension and brakes seem well up to the task, although Mike says the brakes begin to fade if repeatedly worked too hard. Obviously, I wouldn’t know about such things... What a fantastic conversion! It reveals just how good the original Freelander was, if given enough poke. Forget sticking Tdi engines into Series Land Rovers – pop a 75 turbo into a Freelander 1. It’s more fun and a lot cheaper.


Meet the owner

MIKE PARK

Mike is 28 and lives in Dundee. He runs an independent, mobile Land Rover specialist called MMP Land Rover, which he launched 18 months ago. He grew up around Land Rovers and Range Rover Classics; his dad had his own Land Rover business too – Landparts in nearby Forfar. ‘As I got older, if he had a couple of Series vehicles in for breaking, he’d give me a couple of spanners and tell me to take them to bits. So I grew up fixing and driving Land Rovers,’ explains Mike. Then an apprenticeship at the main Land Rover dealer in Perth came up and Mike was there for four and a half years. ‘I left, looking for more money, and went to an independent Perthshire garage, Strathearn Engineering in Auchterarder.’ Mike was there when I went to see Jonathan Leckie’s air-sprung 110 (LRO, April 2011). Mike now travels all over Scotland in his 260bhp 2005 Discovery 3, fixing, servicing and installing Alive Tuning remaps.

Project began as a £600 eBay buy

Turbo is hidden below pipework

205bhp gives loads of oomph

TECH SPEC

● Model: Freelander 1 three door ● Year: 2002 ● Engine: Rover 75 1.8-litre four-cylinder turbocharged petrol ● Power: 205bhp (estimated) ● Torque: 200lb ft (estimated) ● Transmission: Five-speed manual, permanent four-wheel drive, viscous coupling, intermediate reduction drive ● Tyres: 225/55 R17

September 2015 LRO 71

LRO


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HARD AT WORK BICESTER HERITAGE

DEFENDER 110 TDCi 2.4 Pendine Historic Cars

DEFENDER 110 Hi-CAP Bicester Heritage workhorse

DEFENDER 110 TDCi 2.2 Mille Miglia support vehicle

LANDYTOWN Bicester Heritage is a huge project dedicated to enjoying classic vehicles – and the enthusiasts there couldn’t get by without their trusty fleet of hard-working Land Rovers, as Jerry Thurston discovers PHOTOS: LAURENS PARSONS

74 LRO September 2015


DEFENDER 110 TDCi 2.2 Kingsbury Racing Shop

1971 SERIES IIA 2.25

Owned by MD Dan Geoghegan

1952 MINERVA 80in In store with Historit

E

ver seen an old-fashioned garage and thought, ‘It would be awesome to buy that and restore old vehicles’? That’s just what Bicester Heritage has done – but on a massive scale. It calls itself ‘the UK’s first park for the restoration, storage and enjoyment of vintage and classic cars, motorcycles and aeroplanes’ – and, naturally, there are plenty of Land Rovers based there. The site used to be RAF Bicester, a bomber base near Oxford. The hangars date from the

1920s and much of the rest was built in the late 1930s. The RAF moved out in 1976 and nothing much changed on this time-warp site until the Bicester Heritage team moved in a couple of years ago. Eventually, the team plans to restore the whole site and fill it with businesses dealing in historic cars, motorbikes and aircraft. That’s a massive task, but it’s on the right track. Here are just some of the Land Rovers already employed there, and the Green Oval nuts who wouldn’t rely on anything else...

DEFENDER 110 TDCi 2.2 Historit classic car storage

‘Naturally, there are plenty of hard-working Land Rovers on this 348-acre heritage site’ September 2015 LRO 75


HARD AT WORK BICESTER HERITAGE

1971 Series IIA 2.25 Daniel Geoghegan Bicester Heritage managing director

Dan Geoghegan is a smiling whirlwind of energy who’s proud of what’s been achieved at Bicester Heritage so far. The project’s managing director has known this Series IIA for three decades and clearly remembers it from when he was a teenager. So when the opportunity finally came to buy it, he jumped at the chance. ‘My holiday job in my early teens was working on the petrol pumps at a local garage,’ Dan recalls. ‘Every year this IIA came in for its MoT test and £10 worth of petrol. I stayed in touch with the original owner, a Mrs Lloyd, who had bought it in 1972. Twenty years later I bought it from her with 27,000 miles from new. The fuel I put in it back then is carefully listed in the car diary kept by Mrs Lloyd.’ The former RAF Bicester site is so huge that walking from one end to another just isn’t practical, so the SIIA is kept busy: it’s something that Dan can just jump into and scoot from one side to the other. This keeps it exercised and provides the sort of historic transport that’s appropriate to the ethos of the Bicester Heritage project.

VITAL STATS

● Engine 2286cc four-cylinder petrol ● Power and torque 77bhp/124lb ft ● Body style 88in truck cab ● Used for Darting all-over the old RAF Bicester airfield site ● Based at The Guard House ● Contact bicesterheritage.co.uk, 01869 327928

76 LRO September 2015


2013 Defender 110 Philip White Bicester Heritage marketing director

Among the cars at Bicester Heritage is a collection of wonderful Rileys owned by one of the directors. Although they’re superbly prepared,

VITAL STATS

● Engine 2198cc TDCi ● Power and torque 120bhp/265lb ft ● Body style 110 Station Wagon ● Uses Towing and people ferrying ● Based at The Engine Test House ● Contact bicesterheritage.co.uk, 01869 327928

it was thought prudent to give some back-up when two took part in the madcap 1000-mile dash around Italy that is the Mille Miglia retrospective – and the natural choice was one of the site’s dependable Defenders that are called-on for trailer duty, or when a roomy company ‘car’ is needed. The Italians take historic motorsport very seriously, and the Mille got a bit hairy at times, says Bicester Heritage business development and marketing director Philip White. Apparently the police do more than turn a blind eye to the competitors and

their support vehicles, and actively encourage spirited motoring, even escorting them at speed if needed. ‘Ferg’ Ferguson, from car storage firm Historit, did much of the 110 driving and chips in: ‘We didn’t have to stop for a red traffic light for days!’ Naturally the TDCi Defender Station Wagon revelled in its task. In all, it covered 3000 miles, packed to the gunnels with luggage and spares, while pulling a heavy trailer. It wasn’t phased at all, only supping a bit more diesel than usual. No doubt it’ll be back in Italy next May... Riley MPH depended on its Defender support vehicle on the Mille Miglia

2012 Defender 110

Ewen Getley Kingsbury Racing Shop – vintage Bentley specialist Ewen Getley runs a vintage Bentley business at Bicester Heritage. He talks enthusiastically about the cars in his care and it turns out that this Defender is at the core of his business. It’s the tow vehicle for his racing Bentley, a parts shuttle, the company taxi and his everyday driver – a real jack of all trades. Why a Land Rover and not anything else? ‘That’s easy, because living in the Peak District I grew up with them,’ says Ewen. ‘My mum had a Series IIA forever. Of course, that was because if she was forced off the road by a quarry lorry – an ever-present danger – she could barge through a dry stone wall and carry on unaffected!’ I’m not sure if he’s joking or not. Ewen chuckles and adds: ‘It’s the nearest modern car to a vintage Bentley because they’re uncannily similar to drive. I love my Defender – it’s great because every day coming to work, I get some unofficial practice for racing my Bentley.’ Another leg-pull? Who knows!

VITAL STATS

This 110 is an indispensable aid for Ewen Getley’s Bentley business

● Engine 2198cc TDCi diesel ● Power/torque 120bhp/265lb ft ● Body style 110 Utility Wagon ● Uses Towing and parts ferrying ● Based at The Main Workshops ● Contact kingsburyracing.com

September 2015 LRO 77


HARD AT WORKBICESTER HERITAGE

2015 Defender 110 SW Charlie Morgan and Andrew Ferguson Historit – motor car, aeroplane and motorcycle storage

Amid tight security, I’m ushered into storage business Historit’s massive hangar, housing row after row of vehicles covered with tailored grey dust-sheets. Charlie Morgan and ‘Ferg’ Ferguson are incredibly enthusiastic about the operation and are clearly itching to whip the covers off to reveal the wonders beneath, but both remain totally professional and admirably vague about what’s there. Apart from vintage cars and modern supercars, lots of Land Rovers are in here too, including a significant collection. I can’t say who they belong to, but some of the shapes under the covers may look familiar to you from Land Rover shows over the past few years. The 1952 Belgian-made Minerva 80-inch with its bonnet up (right) is one of the vehicles in store. It’s out from beneath its cover because its owner generously said we can have a little go in it. Historit’s 2.2 TDCi Defender SW is only a few months old, and was bought for the best of reasons: with production ending, Charlie and Ferg didn’t want to miss out on getting one. They’re our sort of people!

VITAL STATS ● Engine 2198cc TDCi diesel ● Power and torque 120bhp/265lb ft ● Body style 110 Station Wagon ● Uses Towing and jump starting ● Based at Hangar 108 ● Contact historit.co.uk, 01869 248805

Defender 110 TDCi 2.4 James Mitchell Pendine – historic road and track car sales

VITAL STATS

● Engine 2401cc TDCi diesel ● Power and torque 122bhp/265lb ft ● Body style 110 Utility Wagon ● Uses Towing classic cars on Bateson trailer ● Based at The Blast House ● Contact pendine.co

78 LRO September 2015

Historic car specialist Pendine is housed in the former RAF station’s auxiliary power house. Power was so vital that the building is quite literally bomb-proof. The outer and inner walls are each constructed of 3ft-thick reinforced concrete and the roof is covered by an 8ftthick layer of shale to dissipate blast. Massive

sliding blast doors complete the structure. ‘The insurance company joked that my security was overkill,’ smiles James Mitchell. ‘I’m the safest bloke in the UK!’ Hitched to the back of Pendine’s Defender 110 is a big Bateson trailer. On this rests the spectacular shape of a racing Jaguar E-type. For me, this combination represents the best in British transport in a single 35ft package. James’ job as a classic car dealer sees him or his father travelling up and down the country with some of the most spectacular classic cars


Defender 110 Tdi Hi-Cap Brian Pallett Bicester Heritage operations manager

This 300Tdi-powered 1997 Hi-Cap ferries the estate team round the huge site. It also doubles up as a support vehicle on the airfield test track at weekends, loaded with fire extinguishers so it can be deployed as a rapid-response emergency vehicle, reaching any incidents far quicker than a fire engine. The guys at Bicester Heritage aren’t afraid to get stuck in, and operations manager Brian Pallett is no

exception, rolling up his sleeves when needed. The Hi-Cap isn’t molly-coddled and bears the scars of years of hard work. If it’s not parked outside the old guard house at the entrance, it can usually be found elsewhere on the site loaded with anything from plasterboard to a pile of pallets.

VITAL STATS

● Engine 2495cc 300Tdi diesel ● Power/torque 111bhp/195lb ft ● Body style 110 Hi-Cap Pick-up ● Used for General site maintenance ● Based at Everywhere! ● Contact bicesterheritage.co.uk, 01869 327928

Pendine’s 110 ferries exotics like AC Cobra, Frazer Nash and Jaguar E-type

you can imagine hitched to the back, and their tow vehicle needs to be reliable and capable of eating up long distances. The big Defender steps up to the plate with aplomb. Why a Land Rover? ‘I learnt to drive in a Series III and then went through a series – pardon the pun – of them,’ says James. ‘A normally-aspirated diesel 90 was my student car, and since then I’ve had… 10, 15, perhaps more. Land Rovers are like blood in my veins. It would have been sacrilege to even consider anything else.’

LRO

September 2015 LRO 79


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RANGE ROVER SPORT 10 YEARS ON

A QUESTION

OF SPORT

Just how did the Range Rover Sport redefine Land Rover 10 years ago? WORDS: JAMES TAYLOR

I

t’s 10 years since the first production Range Rover Sports reached the showrooms. Since then, the Sport has become one of Land Rover’s strongest sellers, and it has proved fundamental in redefining public perceptions of what the Land Rover marque is all about. Before the spring of 2005, if you’d wanted a Range Rover that went as well on the road as it could go off it, you’d have had to visit a company like Overfinch. Starting in 1975 under the name Schuler, Overfinch had been making performance, handling and braking improvements to Range Rovers and had made it abundantly clear that such vehicles were viable. Trouble was, you had to be pretty wealthy to afford one, so relatively few people had the pleasure. By the mid-1990s, both BMW and Porsche in Germany were thinking that a sporty 4x4 estate (or SUV, if you must) was something they could provide. It wouldn’t need the offroad abilities that were part of the Land Rover DNA because few owners would dare go near a damp patch on the road, never mind tackle an off-road site. But it would combine the high driving position (in other words, a feeling of superiority and security) with versatile seating 82 LRO September 2015

and load accommodation, and add high road performance and sports-orientated handling. Enter the BMW X5 in 1999 and the longawaited Porsche Cayenne in 2002. Even though these models didn’t have Land Rover’s traditional off-road ability, they presented a threat to Range Rover sales that Land Rover couldn’t simply ignore. So the need to defend the Range Rover market played a big part in the planning that was to lead to the Range Rover Sport. The basic idea was around by summer 2000, when Ford bought Land Rover, and it was Ford that took it forward.

Full off-road ability

Right from the start, however, the Range Rover Sport’s unique selling point was that it offered not only exciting road dynamics but also the full traditional off-road ability of a Land Rover. With the added prestige of the Range Rover name, it was an irresistible package. No surprise, then, that it became Land Rover’s best-selling product during 2006. Land Rover knew it was entering uncharted territory with the Sport. This was a model that was deliberately designed to be fashionable – more so than the Range Rover itself, which

has always had a more conservative appeal – and fashionable products have to be changed regularly to keep up with changing fashion. So the company was willing and ready to make substantial changes early in the vehicle’s sales life. To everyone’s surprise, though, these changes weren’t necessary. The Sport just went on selling with no sign of losing impetus, and so the alterations that were made were mostly evolutionary. Even so, the original design was beginning to look a little dated by the turn of the decade – a little too slab-sided, maybe, a little too upright. While nobody doubted its dynamic abilities, which had been enhanced in 2009 with new engines and the Adaptive Dynamics chassis control system, even Land Rover was

‘Land Rover went into uncharted territory with the Sport, a model designed to be fashionable’


One idea proposed half-doors at the rear

IN THE BEGINNING... The Range Rover Sport’s genesis goes back to a 1994 project called Heartland. Initiated under BMW ownership, this was to be a new Discovery, and a key customer target was the heartland of the USA (hence the name). The vehicle US buyers wanted, however, was larger than the one European buyers wanted, so two vehicles were planned: L35, the European SWB model, and L36, the LWB US model. In about 1997 these morphed into L50 and L51. By 2000 the project had hit problems. Defining the characteristics of the SWB L50 was hard, as was making it costeffective. Then designer Dave

Saddington suggested L50 should be seen as a junior Range Rover rather than a smaller Discovery. The idea caught on, and Ford took it up when it bought Land Rover in summer 2000. The LWB Discovery became project L319 (the Discovery 3), and the related SWB model became project L320. They shared a chassis design, powertrain elements, and many inner panels – but the exterior designs were very different. L320, in line with Saddington’s suggestion, was aligned with the Range Rover brand rather than the Discovery, and would become the Range Rover Sport. Cabin shared components with the Discovery 3

First thoughts in 2000 were for a two-door model, complete with the edge-pull door handles of the original two-door Range Rover

RANGE ROVER SPORT MILESTONES

Sport featured on the G4 Challenge in 2006

● 2004, January Range Stormer concept vehicle shown in Detroit ● 2004, November Land Rover dealers begin taking orders for the still-unseen new model ● 2005, Spring First L320 Range Rover Sports delivered. Engines are 2.7-litre TDV6 (187bhp); 4.4-litre V8 (302bhp) and supercharged 4.2-litre V8 (391bhp) petrols. All six-speed auto ● 2006, March Bodykit available, also seen on HST edition ● 2006, October 264bhp 3.6-litre TDV8 available ● 2009, October New engine line-up features 3.0-litre TDV6 (242bhp); 5.0-litre V8 (370bhp) and 5.0-litre supercharged V8 (503bhp) petrols; upgraded Terrain Response, plus Adaptive Dynamics on some models ● 2011, July SDV6 3.0-litre diesel with 253bhp in place of TDV6; ZF eight-speed auto with rotary selector; single-piece powered tailgate, and ‘dot-pattern’ daytime running lights ● 2013, March Second-generation Sport (L494) revealed; engines are initially 3.0-litre SDV6 (288bhp) and 5.0-litre supercharged V8 (503bhp). All have eight-speed autoboxes ● 2013, August Range Rover Sport Hybrid announced, with 3.0-litre SDV6 engine plus 35kW electric motor, giving 335bhp in total ● 2014, early More engines available: 3.0-litre TDV6 (254bhp) and 4.4-litre SDV8 (334bhp) ● 2014, June Stealth Pack option announced; SVR model announced for 2015 delivery, with supercharged 5.0-litre V8 and 542bhp

September 2015 LRO 83


RANGE ROVER SPORT 10 YEARS ON not giving the model its best any more. When the new 4.4-litre TDV8 diesel engine arrived in 2011, it went only into the ‘big’ Range Rover to enhance that model’s prestige. Many observers thought it would have been a natural for the Sport as well. Of course, a new Sport was already on the way, and the L494 model was announced in March 2013 at the New York Auto Show. There followed a strikingly impressive press event in the UK that involved driving through a spectacularly improvised off-road course set up inside the fuselage of an old Boeing 747. The L494 was an absolute revelation, with a version of the lightweight aluminium structure announced a year earlier for the full-size Range Rover. With astonishing performance (launch attendees were invited to accelerate to 150mph on a two-mile runway, then stand hard on the brakes), high levels of luxury, and even more off-road ability for those who wanted it, this was an all-rounder that perfectly embodied the ‘breadth of capability’ (a phrase drummed into every Land Rover executive) that is now Land Rover’s hallmark.

Russian oligarchs

Since then, the Sport has gone to further extremes with the arrival of the built-to-order SVR, with a 542bhp supercharged V8 engine, 0-60mph in 4.5 seconds and a 162mph top speed. The SVR is only just becoming available, and will be beyond the reach of most Land Rover enthusiasts for many years because of its cost. But who are we to complain as long as the Russian oligarchs and Premier League footballers who buy them new take proper care of them, so we can enjoy them some time in the future? LRO

UK press launch had an off-road track inside a Boeing 747

BUSTING THE RANGE STORMER MYTH Many people think the Range Stormer represented early thinking about the Range Rover Sport, but it didn’t. The Range Stormer was a pure show car – which was why it had those spectacular scissor-type doors – that was designed to prepare the way for the real thing. The real thing was going to be exciting, so the show car had to embody that excitement and give the public a flavour of the new model, all without revealing what it would actually look like. After all, although dealers took orders from

November 2004, customers couldn’t take delivery of the first cars until spring 2005. So Range Stormer was a standalone project, although it did have some input from members of the L320 design team. It was built on the chassis of a 4.6-litre Range Rover P38, which shared its 108-inch wheelbase with the forthcoming Range Rover Sport. Like many concept cars, it was driveable in that it could move under its own power, but it had not been developed to production readiness.

‘This was an allrounder perfectly embodying Land Rover’s hallmark of “breadth and capability”’ L494 cabin is sporty, stylish and luxurious

Sport SVR is fastest factory Land Rover

HOW MANY? ● Land Rover built 39,586 Range Rover Sports in

2005, the model’s first year. ● Worldwide sales in 2013 reached 58,234. ● Sales figures in 2014 set a new record, with

82,440 examples of the new L494 model sold. ● Land Rover quotes total sales to the end of last

year as 525,009.

84 LRO September 2015


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.”

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.

Puma Magic We have custom made equipment to put a very thick coating of B 'n' A improved waxoyl or CR coating on the underbody. On a new Puma’s shiny new paintwork on box sections, this could slump off. We have developed a special technique for a thick application that does not slump so even new Pumas get the authentic Before ‘n’ After treatment.

Only Before ‘n’ After Waxoyl 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

The Before ‘n’ After Job 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.

- 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

CR coating prices: S/W base (90, Disco etc) £580 plus 5 and 10 year guarantees 2Q PRVW YHKLFOHV , FDQ JLYH \RX WKLV ¿YH RU WHQ \HDU vat (10 year guarantee) L/W base (110, RR etc.) £620 guarantee: “If you see any rust coming Before ‘n’ plus vat (10 year guarantee). After-Improved-Waxoyl will not wear off, no matter See more on page 197 how much off-roading you do. We will re-coat free of charge if any does wear off.” Note: on some extremely email: chris.beforenafter@gmail.com rusty cars we cannot give a guarantee. Prices: Chris Parkinson AKA Mr. Before ‘n’ After 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.

www.before-n-after.co.uk


Our Land Rovers Driving, breaking and fixing the LRO fleet

2007 DISCOVERY 3 TDV6 COMMERCIAL

A chip off the

TO-DO LIST W

For such a solid performer, there’s always something to be done Mike Goodbun EDITOR

‘I think it’s got an invisibility cloak, although I can’t see it’

HOW FAR: 157,265 miles HOW THIRSTY: 28mpg OWNED FOR: 31⁄2 years JOB DONE! Graunch-free stopping power restored DON’T MENTION… Cracked screens: two in three months Stone me!

90 LRO September 2015

e’ve been chipping-off tasks from M1 LRO’s todo list in our Workshop section over the past few issues, from urgent jobs such as a clutch and flywheel swap (Jan 2015), to preventive work like the notorious tailgate latch mechanism (Spr 2015), although the list itself seems ever-growing. I’ve just noticed a perished driver’s door rubber, the gearlever gaiter is dog-eared, and one of the removable front number plate fixings has gone AWOL. And, talking of chips, less than three months after the windscreen was replaced – thanks to a renegade stone flicked up on our Salisbury Plain Magna Carta adventure (Spr 2015) – an almighty three-eared

crack appeared from nowhere, overnight. Good job I’ve not got round to fitting a DAB Motion radio kit, as that’d be two stickon windscreen aerials scrapped. A couple of thousand miles back a corroded brake hose caused the nearside caliper to stick, lunching the disc. As the hoses are meant to be replaced after six years, and knowing they haven’t been touched on this eight-year-old example before, I’m planning to upgrade the whole lot with Extreme 4x4’s braided stainless steel items (extreme4x4.co.uk). Ultimately, the plan is to fit bigger brakes – either from a 4.4 V8 Discovery 3 or a Supercharged Range Rover Sport – but going down either route will mean wheels larger than 18in diameter are needed.

‘The snorkel always provokes some funny looks and comments: “Is that the exhaust?”’ Mostly, it just keeps chugging on, flitting between roles as a greenlaner, motorway muncher, load lugger, and even a local car show exhibit. Despite its scratched paint it scrubs up well and the snorkel always provokes some funny looks and comments: ‘Is that the exhaust?’

It is a Land Rover

With all its adventure kit, it does surprise me how few other Land Rover owners seem to


LRO’s month in numbers

623

MILES COVERED IN THE LRO 90 BY NEIL GOING TO SHOWS

2

FUEL PUMPS OF STAFF SERIES LAND ROVERS THAT ARE PLAYING UP THIS MONTH

1800

MILES DRIVEN BY THEO’S SERIES IIA 109in ON A TRIP TO THE ALPS

Disco 3’s boot easily swallows unwanted trellis

Heavily-scored disc resembled Saturn’s rings

0

SWIVEL GAITERS ON LRO’S D 1 AFTER CORROSION TOOK HOLD

Two-and-a-bit bikes fit with folding seat up, front wheels off

194K

TOTAL MILEAGE OF RUSS’S 300Tdi BEFORE FINALLY BLOWING ITS HEAD GASKET

3.9

LITRES OF ISUZU ENGINE IN MIKE GOULD’S LATEST PURCHASE

15

HOURS MARK SPENT PREPPING HIS SERIES I FOR A CONTINENTAL EXCURSION

110

LEGENDARY NUMBER THAT’S GETTING EDITOR MIKE EXCITED

acknowledge the Discovery 3, though. I wouldn’t expect many newer Green Oval drivers to take any notice of it, but I’ve almost given-up raising a friendly wave to passing Defender drivers – it seems invisible to them. That’s impressive for something more than two metres broad in every direction. I hope they’re simply not fully paid-up Land Rover enthusiasts, rather than being snobby. Interestingly, it’s Discovery 2 drivers who seem the most forthcoming. I’m a big fan of the D3, so when readers ask me whether they should consider looking at that tempting example on their local garage forecourt, I don’t hesitate to say yes – they’re looking better value all the time. Buy well and look after it. Ours is a brilliant machine.

LIFE WITH A DISCOVERY 3

D3 starred at July’s Baston Car Show

O BRAKES – Both front and rear discs and pads have been changed, but even when fresh they’re not really man enough for fast driving. O BUSHES – Once one creaky bush is fixed another soon needs replacing. That 2.6-tonne heft takes its toll. O FUEL ECONOMY – With a light foot and no hills you can sneak 30mpg, but 2728mpg is more normal. O TYRE WEAR – With fourwheel alignment always done properly, 265/60 R18 Mickey Thompson STZs have worn evenly over nearly 40k miles. Very happy with that. September 2015 LRO 91


Our Land Rovers

1957 SERIES I 88in

Out there

DOIN’ IT

After a bit of a wait, Mark’s been dashing here, there and everywhere in his Series I

LRSOC Gateway Getaway, lowrange engaged

Mark Saville

ASSISTANT EDITOR

‘This isn’t the first time I’ve taken lever of my senses’ HOW FAR? 38,989 miles HOW THIRSTY? 23mpg OWNED FOR: 13 years and a bit JOB DONE! Fitted yet another front hub seal DON’T MENTION… The crumbling chassis

T

he Dunsfold Collection’s biennial Open Weekend in June seems an age ago, but it was a really great show – probably the best ever, with a record number of pre-production Land Rovers on display and a large proportion of the Dunsfold Collection on show. It was also the first time in a couple of years that I slept in my Tentipi, setting me up for more of the same over this summer. More recently, I’ve been to the Land Rover Series One Club’s awesome Gateway Getaway Rally weekend near Ashbourne in Derbyshire (read more about that on LRO.com). It was a superbly crafted event with a huge number of Series Is – including mine – being driven

Breakfast served, Dunsfold-style

and thoroughly enjoyed. I don’t think I’ve ever seen so many Series Is in one place before. My wife Julia and I signed up for the greenlane run. Vehicles were sent off in groups of four, with the lead one in charge of navigation. I wimped out when organiser Steven Millward invited me to lead a group. I know my limits – and simultaneously driving, map-reading and taking snaps is way beyond them. Fortunately, Richard Hibbert was on hand and – with help from Eamon Tierney, who was visiting from Australia – he got us all round without any problems. Well, I say that – but one of our group managed to find himself in high-range two-wheel drive on the steepest part of the most

challenging greenlane. Now, I wonder who that was…? I was enjoying myself, flicking in and out of high and low range so much that when we reached the very steep, rocky section of the tricky Monsal Head lane, I got into a right old mix-up and ground to a halt, rear wheels spinning. As always, help was on hand. Chris Lawther, following me in

‘Chris quickly pointed out my silly mistake: engage brain, then engage red lever’

his 80in, pointed out my silly mistake: engage brain, then engage red lever. After that we bounced our way confidently to the summit. So, why am I choosing to share this moment of minor embarrassment with you? Because, no matter how much experience you have on greenlanes or off-road, there will come a time when you make a mistake. Hopefully, I’ve got my faux pas out of the way. By the time you read this I’ll have been traversing altogether more challenging Alpine mountain tracks – I’ll be a bit more focused on the job in hand from now on. Besides, I’d rather you heard it from me than read it on Facebook. LRO September 2015 LRO 93


Your Land Rovers

See your vehicle here! Email theo@LRO.com

2004 DISCOVERY 2 Td5 LANDMARK EDITION

That’s another one off the

Bucket list

A conversation at LRO’s show convinced Alan King it was time to fulfil a long-held overlanding ambition. Next stop, Morocco

Y Profile NAME: Alan King LOCATION: Cambridgeshire

LAND ROVER I’VE OWNED:

Two Freelander 1s and two 300Tdi Discovery 1s

Door-mounted stove is an effective use of space

DREAM LAND ROVER: Bigbudget 110 or Discovery overlander

HOBBIES:

Camping, caravanning, learning the guitar

94 LRO September 2015

Secure stowage a must on any overlanding vehicle

ou may have read about one of our previous adventures in LRO (July 2013). Shortly after that, a chat at the 2013 LRO Peterborough show with the LRO Adventure Club team convinced me that one of my ‘bucket list’ destinations, Morocco, was a realistic option. So, just days after a significant birthday in October 2014, we were on a ferry bound for Santander in northern Spain. Unusually for a 4x4 tour, our group vehicles were all different: tour leaders Charles and Yvonne were in their Defender 110 TDCi; Maurus had an overland-kitted Defender 110 300Tdi; father and son Hamish and James’s Td6 Range Rover was in pretty much standard specification, with the addition of a roof rack; and last but not least there was my own modified Discovery 2 Td5.

Our tour was a ‘Mountains, Desert and Coast Safari’ and we saw all of the above: truly amazing coastlines and beaches; spectacular scenery and mountain drives over the High Atlas, Middle Atlas and Anti Atlas mountains; and of course the desert, with lots of opportunity to practise sand driving in some dunes. Deflating tyres to pressures as low as 14psi to aid traction in sand and then re-inflating them when we reached the firmer areas all added to the fun, while kicking up some serious dust on those smooth, flat areas of desert that allowed high-speed driving, certainly presented some great photo opportunities! Route highlights included Chefchauoen, a lovely old hillside town of blue and white buildings, the cedar forests of the north with their resident apes, and the majestic sight that is Todra Gorge.


You want desert? Or beach? How about both?

ALAN’S TOP 5 OVERLAND MODS

1

Twin battery and splitcharge system This lets you run multiple electrical systems. Can also be used to self-jumpstart if the primary battery dies, which happened to me on the way home. Storage I have DIY shelving to accommodate plastic lidded boxes. I’ve also made a bolt-in floor that creates a flat space for the fridge/freezer. There’s also a high-level storage basket in the upper boot area. Engel fridge/freezer Not cheap but robust and reliable, allowing fresh and safe food to be consumed anywhere. Plus the luxury of cold beers wherever you are! Roof rack, tent and awning All part of making the camp as comfortable as possible. Having initially mounted a roof tent on three roof bars for short trips, I upgraded to a roof-rack for the expedition. A side awning takes up virtually no space, and is great for shade. All-terrain tyres I use BFG 235/70 R16s on steel rims for overland and greenlane trips, and 255/55 R18 General Grabber ATs on alloys for everyday use. More commonsized tyres and steel rims are easier to source overseas, and steels are more easily repaired.

2

3

Sand, rocks and dried river beds... crossing aeons of archaeology

4

5

With all the available roadside parking taken by tourist coaches, our group of Land Rovers had to cross the river to park for our afternoon mint tea at the local kasbah. It just had to be done! Zagora was where we encountered several other overland groups congregating at what is considered one of the gateways to the desert. After a night camped among the date palms, a morning shopping trip resulted in some appropriate camel graphics to

‘Our Rovers had to cross the river to park for our afternoon mint tea. It had to be done!’

allow the Disco to fit into its new surroundings. From here our route was less formally defined, with more sand and rocks becoming the norm leading to the west coast. Camping in the dunes at Chegaga and on the beach at Tan Tan were unforgettable experiences. From here we turned north for the last few days of the trip. We wallowed in the luxury of a nice hotel and dinner at Taroudant before our last night at the overland campsite Relais de Marrakech. Choosing the room option to aid our early getaway in the morning, we experienced the ‘excitement’ of a taxi ride to the city centre before soaking up the atmosphere of Marrakech at night – a great finale to my first visit to this fantastic country.

On top of the world: that’s how Alan felt after his amazing Moroccan adventure

O Turn to p208 for 2015 LRO Adventure Club dates. September 2015 LRO 95


Your Land Rovers Unique Land Rover camper could be coming to the UK

Profile NAME: Richard Anderson LOCATION: South Island, New Zealand LAND ROVERS Iâ&#x20AC;&#x2122;VE OWNED: IIA camper, 110 Station Wagon DREAM LAND ROVER: 110 with six more inches for sleeping space HOBBIES: Boating, camping

1988 LAND ROVER â&#x20AC;&#x2DC;ONE TENâ&#x20AC;&#x2122; 158in CAMPER

Itâ&#x20AC;&#x2122;s a long story... Work in progress, including lengthening the chassis 4ft

There are lots of Land Rover camper conversions, but this New Zealand oneâ&#x20AC;&#x2122;s bigger than most!

The Heavy Duty Safari Seatcover that started it all

Nene Overland stock the complete range of Melvill & Moon seat covers and safari luggage. The seat covers are available in Charcoal Grey or Savannah Sand and are tailor made for each individual Land Rover model

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Handmade in South Africa available from Nene Overland


Vast interior gives an ideal base for touring holidays

Richard bought his Land Rover after an aid organisation rolled it. Ouch!

T

his is my much-modified County Station Wagon that appeared in the March 1990 edition of LRO (p41). I still own it 25 years later, and it’s still going strong. I bought it as a $1500 wreck in the highlands of Papua New Guinea, where it had been used by an aid organisation until they rolled it. I sold the V8 petrol engine and bought an almostnew Nissan TD42 diesel complete with gearbox, then sold the gearbox to recover the cost of the car and Nissan engine.

Being an outdoor enthusiast and boatie, my goal was to have a trailerable boat capable of sleeping a family of four, plus a vehicle to tow it – so why not have a camper as well? I sent the Land Rover to Dennis Long in Christchurch, New Zealand, who lengthened the chassis by 4ft, fitted the engine, installed a turbocharger, fitted dual wheels, widened the track of the front wheels, and built the camper body. With a boat on the back, it’s 57ft long and weighs around seven tonnes!

‘I’ve owned it for 25 years and still tour all over New Zealand in it’ The Nissan engine is coupled to a Land Rover five-speed manual gearbox. The front and rear differentials are standard Defender items, and it has power steering from a Toyota. I’ve fitted a winch, mainly for dragging logs.

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.

Being a 4x4, our regular trips to the ski fields were a breeze. I sold the boat four years ago but we still really enjoy touring all over New Zealand with the Land Rover. I had early problems with the rear axle driving flange flogging out after using inferior aftermarket flanges, so I bought machined steel versions from Australia and have had no problems since. On my bucket list is shipping it to the UK and touring for a year or so – so watch out for me! LRO


You Say

Make a DVD about Defender production, urges Martin Hayden

Readers’ letters, rants & raves

STAR LETTER

The magic of Solihull

In the May edition of LRO Peter Galilee talks about the history of Land Rover, and the ‘magic of Solihull’. Being a

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

Have prices plunged? In the June issue of LRO the 2010 Defender 110 Station Wagon was valued at £27,000 for a best example, and at £28,000 the month before. However, in the July issue it had dropped to £21,750. This is a drop of £5250 in one month. That is ridiculous. What’s going on? I’m sure I will not be the only reader who’s interested in the answer!

Martin Guiver Sorry everyone, data overload got in the way of the right numbers there. We’ve corrected it now! – Mike 98 LRO September 2015

Defender owner, I would really like to experience that magic by going there and doing the Defender Celebration Tour, but unfortunately it’s a bit far away from my home in Australia! I wouldn’t like to see any history ‘lost’, particularly as I’m a very enthusiastic Defender owner. So, I believe Jaguar Land Rover should create a DVD about Solihull, focusing on the total Defender build process, before it’s too late. And I do mean the total process, from pressing the panels to delivery to the customer. It shouldn’t be too hard – all the information is there, the

buildings, air raid shelters, etc. And, of course, as Peter has mentioned, there would be a massive archive of Land Rover films, parts of which could be included into what could be a good seller, and something that could be played at dealerships – which I’m sure would interest most Land Rover buyers. If they don’t want to do it, why don’t you guys have a go at it?

Martin Hayden, Australia We’ve asked Land Rover about this, and although they wouldn’t tell us what they’ve been up to, we’re assured they’re ‘very thorough’. Fingers crossed for a DVD. We’d buy it! – 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

Heritage, how I wanted it! I was amazed to see you had chosen my letter as Star Letter in July’s LRO. Thank you!

However, I now feel a bit of a fraud, as since writing I paid a visit to my dealer, who

Gary’s Heritage is all there after all

gave me a build sheet for my order. And, right at the top under options is ‘060AA’ Roof Appointment Pack, consisting of Station Wagon roof, rear quarter windows and grab handles. So it looks like I’ll get all the ‘extras’ I wanted with the Heritage anyway. Good news, and it means I don’t have to cut any holes in it... I should expect to get the car mid-November. In the meantime, thanks again and best wishes to all the team for a great mag.

Gary Pritchard


Spotted at Malvern

I couldn’t resist putting my Discovery 3 next to ‘M1 LRO’ in the car park at the Malvern Showground in June! All the best, and thanks for a great August issue – something to keep me busy when it rains,

rather than gardening.

Ivan Stafford Great pic, Ivan. I hope you had a good day at the show – I did. Hopefully you’ll be able to join us in Peterborough on September 19-20! – Mike

Social chat Twitter @LANDROVEROWNER

Let us know what you’re doing in yours! @bigtoverland Having fun in the Pyrenees this week.

LRO’s ‘M1 LRO’ makes a new pal

@bigtoverland Well – we made it home 2760 miles in two weeks and a pile of that was off-road.

Facebook /LANDROVEROWNERINTERNATIONAL What’s going on in LRO’s world…

WHAT’S A CLASSIC? I’m an avid reader and subscriber of Land Rover Owner and greatly enjoy most articles. I own a 1987 ex-MoD Land Rover Ninety GS and regularly attend my local Land Rover club. I was recently ‘accused’ of not wanting to RTV my ‘classic’ because I wanted to avoid damaging it. While that’s correct (it’s my daily driver, so I can’t afford for it to be damaged), I wondered what you would consider to be a classic Land Rover. Is it down to age or type of vehicle?

Paul Ashton Now there’s a question: What constitutes a classic? When we defined the content for our Classic LRO section we thought

long and hard about this very issue. We decided that for the purposes of this part of the magazine, we would include all leaf-sprung Series Land Rovers, and all Range Rover Classics. We don’t include Ninetys, One Tens, or Defender, etc. We also try to avoid heavily modified vehicles in Classic LRO. However, none of the above means that early Ninetys and One Tens can’t be considered as classics in the wider sense, particularly if they are in original, unmodified condition. Like many areas of the Land Rover scene, it comes down to personal opinion. If you’ve got a nice, straight, early Ninety, why risk trashing it? – Mark

Neil started a ‘threeword weekend’ debate, with: ‘Specialist tools used’. You said… ALLAN GOODHAND Spilt some paint TRACEY JULIUS Too much ouzo

HUW JENKINS Fuel tank leaking

MARTIN WIGMORE Roof rack boarded

GEORGE BOOTH First off-road adventure

DANIEL LAWMAN Dodgy wiring sorted!

JONATHAN BURGE Got it muddy!

.com

Forum LRO.COM

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

Dipstick’s Dirty Doings BY PETE WILFORD

September 2015 LRO 99


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COMMENT

JOHN PEARSON

OUR MAN AT LARGE

From Victoria Beckham to Ranulph Fiennes, Land Rover has used celebrities to promote the brand – but are they all real Green Oval enthusiasts?

and Rover recently announced that it’s the major sponsor and technological partner of Britain’s most famous sailor, Sir Ben Ainslie, in his bid to win the America’s Cup. This is a stroke of genius because multiple Olympic gold medal winner Sir Ben is one of the most skilled and determined people in the sailing world. He’s the latest in a line of celebrities with whom Land Rover has associated itself, either through sponsorship or as brand ambassadors. I’ve been wondering, however, how many of them are Land Rover enthusiasts who would drive one every day regardless of whether they were paid or got a free one to do so? I’ve taken a look at some of them and given each an enthusiast rating (stars out of five), starting with the lowest scoring. Victoria Beckham She put her name and, apparently, design talent into the £80k specialedition Evoque in 2013. Has been seen driving one, but predictably looked as miserably pouty as she did at the car’s launch.  Sir Ben Ainslie A Great British hero, but lacks Land Rover credentials. Has been quoted as driving a Volvo and Aston Martin before the Land Rover sponsorship deal.  Adam Henson The resident farmer of BBC Countryfile gives us a window into everyday farming life on Sunday evenings. He’s recently signed as a brand ambassador, so we’ll be

‘How many would drive a Land Rover every day regardless of whether they got a free one or not?’

seeing him driving around his farm in Land Rovers from now on. But for years he’s been filmed behind the wheel of Mitsubishi 4x4s.  Kenton Cool Highly successful mountaineer who uses Land Rovers to get to his climbs – but does that make him an enthusiast?  Bear Grylls Probably the world’s most famous TV adventurer, and someone you’d want by your side anywhere in the wild – even though he didn’t really spend the night sheltering inside a dead camel as suggested on Man vs Wild a few years ago. But the recently appointed brand ambassador still needs to earn his Land Rover credentials.  Ben Saunders Renowned for his Arctic and Antarctic expeditions, there’s plenty of footage of him driving Land Rovers in tough conditions. And he learned to drive in a Lightweight. But is he a real enthusiast?  Rick Stein The celebrity chef drove around the UK in Defenders for his Food Heroes series, but hasn’t been filmed in one since his 110 was stolen in Italy in 2006.  Julia Bradbury The TV presenter drives a (recently stolen) Range Rover and has often been filmed in Land Rovers. She did the Macmillan Challenge a few years ago as codriver to LRO’s Russ Brown. 

Top of the class

Virginia McKenna Actress best known for playing Joy Adamson in Born Free. Her Land Rover history goes back to driving them in Africa during filming and continues today with the use of many Land Rovers for her animal conservation work. Visited LRO’s show at Peterborough a few years back.  Zara Phillips The Queen’s granddaughter drives Land Rovers and Range Rovers every day as an elite equestrian eventer. Her dad, Captain Mark Phillips, appeared on the first LRO front cover. 

Ben Fogle Adventurer and TV presenter who bought his own Defender in the early 2000s. Last year he commissioned Nene Overland to build him a bespoke soft-top Icon 90.  Hugh Fearnley-Whittingstall The celebrity chef is best known for his River Cottage series, in which he drove a red 90. His many Land Rovers include the 109-based Gastrowagon from A Cook on the Wild Side.  Monty Halls The marine biologist and explorer is best known for his BBC Great Escapes series, in which he lived and worked in remote places – using Land Rovers. He started driving them in the Royal Marines, and recently had a bespoke Defender built for his work in remote places.  Ray Mears TV’s bushcraft and survival expert has driven Land Rovers for years. Loves the vehicles and won’t put his trust in anything else. Also an LRO front cover star.  The Queen She’s driven and been driven in more Land Rovers and Range Rovers than most. Indeed, she’s rarely seen in anything else other than her bespoke Bentley or horsedrawn carriage.  Richard Hammond The now ex-Top Gear presenter is a long-time Land Rover fan. He owns several and drives a 110 regularly. His passionate presenting won the Land Rover the accolade of Best Car Ever and he’s been a celebrity guest at LRO’s show.  Sir Ranulph Fiennes The greatest living explorer (according to Guinness World Records) has used Land Rovers on countless expeditions. He had two tracked 110s built for the aborted 1997 Transglobal Expedition, and was reunited with them for an LRO trip across the hazardous Morecambe Bay byway (November 2012 issue).  LRO ● Who would top your Land Rover

ambassador list? Email info@LRO.com.

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. September 2015 LRO 101


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COMMENT

SAM WATSON

THE OVERLANDER

It’s the right time for getting sharp new kit and Sam’s got some top tips, including an exciting new location to put it all to good use...

ith LRO’s Peterborough show coming up fast, and Christmas looming all too quickly afterwards, it might be worth mentioning a few interesting developments on the kit front that will be of interest to overland travellers. The Coolbox (coolbox.io) is a large, solid toolbox with a few interesting extras – an internal battery supply with cable and USB ports for charging devices, LED floodlights, Bluetooth speakers and a whiteboard. All in all, a useful bit of kit for repairs in the field. Retailing at £125 ($199) across the pond, they will ship to the UK. And if you’re a user of hand-axes for cutting firewood and so on, and the classic Gransfors and Wetterlings ranges are just a bit too Ray Mears, check out the Mad Max version – outlandequipment.com.

It’s thirsty in the jungle...

Moving on, if you are lucky enough to be travelling through hot countries on your trip, you might consider solar cooking as a way of preparing food. Using the heat of the sun and some form of reflector or lens, solar cookers need no fuel and no faffing about with stoves – check out solarcookers.org (also look at their water purification kit) and jonathantpowell. wix.com/sun-oven. They even work in the UK – I have chatted with a guy who uses one in London. You can also find them on eBay. Finally on the equipment front, on various trips to remote areas I’ve had great success with products made by the Lifesaver company of Colchester when filtering and cleaning water for drinking, including this summer in the Cambodian jungle, where I will be when you’re reading this. It makes a water flask and a jerry can, both of which produce

large amounts of scrupulously clean water. The firm also now produces its neat Lifesaver Cube, which filters and stores water and will slot neatly into a fridge. Have a look at lifesaversystems.com.

Don’t take too much

Having been speaking about kit, and again with our show looming, I think it’s worth a few words about storing it. It’s easy to over-pack a vehicle. ‘Oooh, I might need that’; ‘Hmm, yes, better take a barbecue as well’; ‘Better take a spare one of those’; ‘Take some extra bedding’; ‘Better take a spare jack and extra tools’... before you know it, your Land Rover is hovering near its maximum axle load, and that Police or HM Customs portable weighbridge waiting on the A-road at the end of the Bank Holiday weekend may well nobble you. Be careful. Most vehicle outfitters will try to persuade you to buy absolutely everything from Volumes I-III of the Landy Shiny Bits catalogue, and most of them you don’t need. Not only that, but the actual storage solutions you adopt can be heavy. There isn’t a lot of getting round this – things such as drawer units and Peli cases and ammo boxes (argh!) are built tough – but that means heavy as well. Think hard about what you store your kit in. Extra bedding doesn’t need to be in a bulletproof armoured box.

‘If you are a user of hand-axes and the classic ranges are just too Ray Mears, check out the Mad Max version...’

Of interest to many this month is the news of a new overlanders’ campsite serving the Etosha National Park in north-western Namibia. Etosha Roadside Camp is situated 42 miles north-west of Kamanjab, off the C35 road, about a quarter of a mile north of the Galton Gate into the Park. The turn-off for the camp is at S 19°18’39.96”, E 14°28’44.98” and the reception and office is at S 19°18’55.19”, E 14°28’13.69”. The hosts are keen to point out that the camp is situated in a wilderness area with wild animals roaming free, so you need to be sensible. Lions wander quite happily through camp, and caution should be exercised! Surf to travellingtortoise.com/ etosha_roadside.html. On the topic of campsites, it’s worth passing on some security concerns that have been mentioned lately. Travellers continue to mention safety issues affecting the backcountry roads in northern Zimbabwe. It’s best to stick to main roads if you are in a single vehicle. There have also been reports of vehicles being broken into at campsites in National Parks in South Africa’s Northern Cape – typically when inhabitants are asleep in their roof tent. In this area overlanders are preferring to stay at the Die Mas campsite on the Orange River at Kakamas, whose latitude and longitude is S 28°45’49.10” E 20°38’25.33”. I keep giving latitude and longitude coordinates in this column and I’m very aware that it seems like Chinese to some people. If you want to know what it all means, go to youtube.com and type in ‘Latitude and Longitude explained’. I’m also aware that some people use Lat and Long in degrees, minutes and seconds whereas others use them in decimal degrees. To convert between the two I use fcc.gov/encyclopedia/degreesminutes-seconds-tofrom-decimal-degrees. 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. September 2015 LRO 103


COMMENT

PETER GALILEE

THE KNOWLED So where’s this bold new world of dream Defenders we were promised? And do we really need it anyway? Maybe Land Rover needs to look at it a little differently, says Peter...

uch speculation is afoot from enthusiasts about the Defender replacement. Quite often with new model launches, there will be clues as to what’s happening behind the scenes. In the past, Land Rover even gathered potential buyers to take a look at new models. That happened with Disco 1 – someone I know was invited, rolled under and took a look, then announced it was a Range Rover with different bodywork. That’s what a Disco 1 is, of course. But apparently it wasn’t the image of ‘completely new model’ that the company’s minders intended to achieve. Oops. For the replacement Defender, Land Rover is keeping mum. Hardly surprising, given what happened last time. I’m quoting here from a brochure on my desk: ‘Replacing the iconic Defender is one of the biggest challenges in the automotive world. It is a car that inspires people worldwide. [This is] … the beginning of a four-year journey to design a relevant Defender for the 21st century.’ Under that quote is a photo of two medium-size urbanstyled 4x4s, one a grey hatchback, one a yellow convertible. The brochure is referring to DC100 and DC100 Sport – remember that, the Defender replacement concept? An inside page of the brochure has side-view artist’s line drawings showing DC100 in full-on ‘Defender’ guise: satellite dish on top and ‘press’ logo on the side, indicating reportage from a front-line position somewhere; loaded roof-rack and Red Crescent logo, indicating emergency relief; big rear-mounted video screen and speakers, presumably to take film shows to the back-blocks of Africa. There’s even a tracked Cuthbertson conversion. Somehow, though, It’s hard to imagine a DC100 doing these things. The brochure says: ‘In 2011 the next chapter in the Defender

story will unfold at the Frankfurt Motor Show. The two DC100 concepts there will build on the essential elements of Defender’s character to open the debate and inspire people to dream about Defenders of the future.’ Well, you probably remember what happened. The debate was certainly opened, but not in the way that Land Rover had anticipated. Defender enthusiasts were inspired... to pan DC100 mercilessly. In their view, it wasn’t a ‘proper Defender’ – just an urban-chic hairdresser’s 4x4. Land Rover retired to reconsider. Since then, not surprisingly, they’ve remained fairly tight-lipped. And you might notice that the timescale has slipped too, according to that brochure: ‘In 2011 the next chapter will unfold’... I don’t see any new Defender. Nothing is scheduled until 2018.

Any defence for Defender?

It seems pretty logical that the current Defender could continue to be assembled by Tata (I would guess, not at Solihull) for shipment to places that are less sensitive about safety regulations – and given the special circumstances of military vehicles, that might also cover a lot of the armed forces which currently buy Defender. Therefore, a decent-sized portion of the current market for Defenders could still buy the original Defenders – so, the need to replace it with like-for-like is weakened. And, Defender hasn’t been a big moneymaker for Land Rover. Someone from the firm was quoted as saying they’d need to sell four times the quantity to make it financially viable. If the replacement were to be as like the current model as possible, you can guess the result – it would only be marginally profitable. I doubt the new one will be like the old one. In fact, why replace it at all? I didn’t think DC100 was half-bad. The problem wasn’t

the car. It was the name. Half the difficulty in replacing Defender is making any replacement fit with people’s perceptions of what a Defender ‘should be’. Perhaps it would be simplest to just dump the Defender name.

A slight change of target

While all this fuss about the Defender replacement is going on, what about the other missing link in Land Rover’s line-up? I’m referring to Freelander 2. Disco Sport was definitely not marketed as a replacement. Freelander 2 is a practical and useful mediumsize 4x4 – stylish, but without the in-your-face blinginess of Evoque and Disco Sport. After those two, you might think Freelander 2 would be old hat. Well, it isn’t. Prices of good late-model Freelander 2s (which logically should have nose-dived with the advent of newer models) are astonishingly firm. Some main dealers are struggling to get secondhand sales stock. Put simply, it’s a useful thing – and there isn’t a Land Rover alternative. While hardcore enthusiasts worry about the Defender replacement, others worry about what to do when they want to trade in their Freelander 2. Those people wouldn’t be averse to something similar to DC100 – a mediumsize, practical 4x4 SUV. When the replacement for Defender turns up, I wouldn’t be surprised if it’s nearer Freelander 2 than the old-style chassis-and-panels dinosaur Defender. LRO

‘In fact, why replace it at all? I didn’t think the DC100 was halfbad. The problem wasn’t the car, it was the name...’

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. September 2015 LRO 105


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Classic

Owning, restoring & enjoying Series & Range Rover Classic legends RESTORATION

STANDINGTALL Peter Galilee gets under the skin of a unique Forward Control resto p110

Sound of a chassis rotting After soaking up 58 years of hard use, it’s not really too surprising that my Series I’s chassis is once again seeking attention. Having attended to the rear crossmember, the gearbox crossmember, a fuel tank outrigger and a bulkhead outrigger, the latest section to crumble is the exhaust hanger bracket, by the rear axle. The first I knew about it was the sudden presence of a new and puzzling sound effect, only audible at low speeds, once the cacophony of normal road speeds had subsided. I found the hanger strap and brackets to be in perfect condition; it’s the section of steel that juts out from the chassis that’s failed. Having formulated a possible solution – new metal – I’m left pondering just how much longer the remains of the chassis will er… remain. It makes you think, doesn’t it? If you own a Series, Forward Control or Range Rover Classic with a fantastic story to tell, just email me: mark@LRO.com Mark Saville

110 116

p123

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121

CLASSIC PICK OF LRO.COM Series III 88in £2100 Described as: ‘A lovely reliable short wheelbase 2.25 petrol Series III. It’s covered 88,000 miles and comes with 12 months’ MoT. ‘It’s had new brake cylinders all-round. Waxoyl has been used extensively over the years.’ Give the seller

Restoration

Work-in-progress 1964 SIIA FC rebuild

Your Classics

1955 Series I and 6x4 Carmichael

The Land Rover Years: 1982

Recalling the launch of the Series III Hi-Cap

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Islay adventure

Classics take Heritage 90 back to its roots

September 2015 CLASSIC LRO 109


CLASSIC LRO RESTORATION

Early days

What Simon bought – plus a pile of panels, but no engine, doors, or radiator

imon’s solutions mon Maltby likes eaming up solutions, ing, and fabricating, so s FC was just the job. He xed the absence of an ngine with an enormous esel from an old Leyland uck and retained ts equally enormous

gearbox, which left a four-wheel drive problem – solved by some of the neatest DIY engineering we’ve seen. Adding a steel and aluminium box body on the extended FC chassis gave a fast, roomy camper – and all for less than £2500.


BREAKING ALL THE RULES... BIG TIME! Big ambitions gave this SIIA Forward Control massive bodywork and a huge engine. Peter Galilee reports PHOTOS: TOM CRITCHELL

and Rover Forward Controls always impress. Park one anywhere and people will crowd round it. There’s the bigness factor, of course. And then there’s the rareness factor – you hardly ever see them. All of that’s true for any FC. But today I’m looking at Simon Maltby’s. Normal FC bigness wasn’t enough for Simon, so he made it bigger. As for rareness, this one goes right off the what-the-heck-is-that scale. The engine’s a 5.9-litre monster, Land Rover’s gearbox has been ditched, and the remote transfer box – including

pouring hot metal to make bits for it – is a saga in itself. At heart it’s a SIIA, which should mean a narrow track – but the axles are SIIB wide-track, so purists look away now. But if you like DIY re-engineering, you’ll love this Land Rover. Flip the calendar back to 2003 and Simon was at an LRO Spring Adventure. He’d already had a couple of Series IIs, plus the Series III that brought him to the Driffield show. But small Land Rovers were about to take a back seat. ‘It was the first Land Rover show I went to,’ Simon recalls. ‘I saw an FC going round and decided I’d really like one. My mate Dave had one, but had

also bought a 101. So I said to him, “You won’t be wanting that old FC now, will you?”’ A deal was struck and the FC changed hands for £320. Simon was living with his parents back then. ‘I didn’t tell them – I hid it in a barn.’ What exactly had Simon bought? ‘A pile of bits, really – no engine, no radiator, no doors, no door-tops. The bulkhead was really bad, but there was a SIIB bulkhead with it. I was in a scrapyard wondering what engine I could put in when I found one that looked about the right size and shape – I didn’t even know it was a Cummins. A couple of friends wanted to come

September 2015 CLASSIC LRO 111


CLASSIC LRO RESTORATION and look at the FC, so I bought the engine with the idea that they could help me put it in.’ Simon’s engine came with lumps of chassis from a Leyland Roadrunner truck, including engine mounts. ‘I just dropped it all on the FC, cut it to fit and welded where it touched,’ Simon explains. He also decided to keep the Leyland’s gearbox. ‘I made the gearbox mounts – on top of the chassis, pretty straightforward.’

Portable furnace

As for the transfer box, Simon pulls a ‘youwon’t-believe-this’ expression. It turns out he’s fitted a standard Series transfer box – except it’s not fitted to the back of the gearbox, it’s mounted in the chassis some way behind that. It’s not standard, either. Think about it: minus the gearbox, a Series transfer box has no top shaft and a big hole in its front. For this, there’s a typical Simon solution: you just need a portable furnace and some scrap aluminium. Then you cast and machine aluminium plug plates that will both fill the front and back transfer box holes and accept standard bearings and seals. Next, machine down a spare front output shaft to suit the new plug plates, and weld an output high gear to it – this gets you a geared top shaft with drive flange. But the new shaft’s gear is larger than original, and the intermediate shaft and gears don’t fit. So Simon plugged the intermediate shaft’s holes and machined a new position for the shaft. Result: a 1:1 transfer box with mostly standard parts. A short doublejointed propshaft connects to the Leyland’s

gearbox, surrounded by an angle-iron cradle to provide gearbox-to-transfer-box stiffness. Equally impressive is Simon’s camper back body. ‘That took me a day to draw out, and a day to cut the metal. It’s not finished, but I’ve been to a few shows with it. I’ve got a camp bed and a little stove – what more do you need?’ I get the impression that creating more creature comforts lacks appeal for Simon. He’s keen to show off the big swing side door, though: ‘So I can get an engine crane in, to get the engine and ’box out – though to get the engine, I’d need to take the cab as well. And I’ve made a machine-gun hatch in the roof. Or a fire escape, perhaps.’

200 metres of red wire

There’s a lot to look at on this Forward Control. Like the Mk2 engine-to-fan driveline. (‘The first one didn’t work properly’), the stainless steel vertical exhaust pipe (also Mk2), a side-mounted compressed-air tank for handbrake release, plus the fairground ride-style cab paintwork. Then there’s the re-aligned sump and exhaust

‘Inside, there’s no engine cover, so I have a ringside view of the big Cummins diesel’

manifold, an amazing array of non-standard switches in the auxiliary front panel and between the seats (200 metres of red wire figure largely in this). However, there’s no front driveline yet.

Racing along at zero mph

The big question is, how does this patchwork quilt of new, DIY and secondhand bits go? Simon hands me a pair of ear defenders as I climb in the cab. He switches on and presses the starter button. There’s no engine cover, so I have a ringside view of the big Cummins diesel: a puddle of oil ripples on the cylinder head as it bellows into life, while down below the engine’s pulleys and various unidentified objects whirr. Simon starts off in second gear, then hits third – the nose of the FC lifts and its hindquarters squat down like a sports car. More gear changes follow, almost as fast as Simon can make them, until we settle in fifth. We’re racing along at zero mph according to the speedo, which isn’t working yet. The noise is incredible, the air pressure gauge is half-full of oil and there’s a smell of scorching paint. It’s hot in here, and the window slider’s jammed – but that’s no problem because large holes in the bulkhead let in a cooling breeze. Simon’s driving technique shows off how much torque is on tap: he changes down to go down hills (engine braking) and changes up at the bottom of hills – the FC takes most of them in top gear with ease. Arriving back at base, stunned by the noise and awed by the sensation of an FC at speed, there’s

Series transfer box sits well back from the Spicer gearbox

TECH SPEC ● Vehicle: 1964 SIIA Forward Control 109-inch ● Engine: 5.9-litre straight-six ● Power/torque: 130bhp; 400lb ft ● Fuel consumption: 22mpg ● Transmission: 5-spd Spicer ’box, 2-spd remote-

mounted Series transfer box modified to 1:1 ratio, selectable 2/4-wheel drive ● Cost so far: £2350

112 CLASSIC LRO September 2015


Big swing door lets Simon get a crane in so he can lift out the engine and ’box

‘A machine gun hatch. Or a fire escape …’ OWNER: SIMON MALTBY

In real life Simon’s an electronics engineer, specialising in petrol pumps. It’s taken him six years to get this far, but the end is nowhere in sight for his incredible project. Actually, we’re betting it never gets finished – we think Simon just likes messing around with it. And why not!

How he did it

1

2

GOOD START, BUT LOTS TO DO

A FRIEND IN NEED IS A...

With the Forward Control’s chassis fixed, there’s time for a bit of posing – but there’s still plenty of work ahead for Simon.

With friends Richard Black and Phil Overbury visiting, Simon gets some much needed help fitting the 5.9-litre straight-six.

3

4

TRANSFER BOX SAGA

LAND ROVER PEOPLE CARRIER

The gearbox drive to the modified transfer box required casting aluminium and machining, all accomplished by Simon. Clever stuff.

The FC at the Series II Club rally, Kendal. ‘We were seeing how many people we could fit on the back,’ explains Simon. September 2015 CLASSIC LRO 113


CLASSIC LRO RESTORATION a smell of warm kippers, but Simon has no idea why. Photographer Tom reckons we were doing somewhere near 60mph at times. For a 51-yearold Forward Control with a whopping back body, that’s impressive. So much for the slightly terrifying ride. As a finale, Simon shows me how his furnace works – which is also slightly terrifying. It’s mounted on a little flat-topped wooden trolley with a couple of bits of angle iron between the trolley and the bottom of the furnace. Looking closely, I see they’re just loosely positioned. ‘Just give me a hand to move it across,’ says Simon. But when we heave the monstrously heavy furnace, the trolley moves too. ‘Never mind, it’ll probably be all right’, says Simon. In fact, a furnace on wheels is a little worrying. And it’s on a bumpy slope. I decide to stand uphill from it. To power a vermiculite-lined furnace made from an old oil-drum, he needs a whacking great propane gas bottle and a 50-year-old Electrolux vacuum cleaner with the hose in its ‘wrong’ end. ‘You don’t want to get it on suction by mistake’, Simon advises. ‘That would be bad!’

60mph is fast for an old Forward Control

There are lots of switches and knobs, but no engine cover

114 CLASSIC LRO September 2015

After sticking the vacuum cleaner’s hose into the bottom of the furnace, he uses a combination of pressure reducer, on/off tap, copper tubing, soldering and brazing to create a propane feed into the rigid tube at the end of the Electrolux’s hose. If you’re following this, you’ll have realised that Simon has made a highpressure air/gas delivery system.

Liquid aluminium

Next, he ties an oil-soaked rag to the end of a metal bar and lights the furnace. He starts up the 50-year-old vacuum cleaner, turns on the gas, sticks the lighted rag into the furnace, and whoof! Hopefully, it lights up immediately, because a delay means delivery of more air/gas and the increased probability of bigger whoof! and a decreased probability of retaining your hair and eyebrows. The furnace roars, flames shooting out at the joints. That’s not right, but after a bit of finetuning with the propane on-off tap, Simon gets an acceptable air/gas balance. He throws in a load of scrap aluminium and ten minutes later

Peter stands well clear as Simon lights the furnace

‘I don’t know when it will be finished – I keep putting things on, taking them off’ it’s liquid. Impressive, though definitely best witnessed from several hundred metres away. But what about the FC’s non-existent engine cover? The camper interior? The holes in the bulkhead? The front propshaft? When will all that be finished? Simon looks vague. ‘I don’t know. As a restoration, everyone who looks at it keeps being disappointed. With a restoration, most people’s idea is that you start at the beginning and keep going. With this, I keep changing it – putting things on, taking them off.’ Not soon, then. ‘Finished?’ Simon rolls the word on his tongue, tasting its unfamiliarity. ‘Well, come back in ten years. Maybe...’ 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 Clive, his dad Terry, and KUD

1955 SERIES I

Let’s keep it Profile NAME: Clive Zanker LOCATION: Buckinghamshire VEHICLE: Series I MODEL: 86in soft top YEAR: 1955 ENGINE: 2.25 petrol FIRST INTO LAND ROVERS: From birth – Dad already owned this one OTHER HOBBIES: Cycling, DIY OTHER LAND ROVERS: Disco 1 V8

In the family

Dad owned ‘KUD’ when son Clive was born Records detail all maintenance work since 1963

116 CLASSIC LRO September 2015

M

y dad, Terry, bought this 1955 Series I in 1963, trading in a BMW Isetta bubblecar, which was hopeless in that winter’s deep snow. My earliest childhood memories of the Land Rover are riding in it to Rover Owners Association – and later Association of Rover Clubs – national rallies, the earliest in around 1977. In those days ‘KUD 110’ was family transport and my mum Elizabeth’s daily driver. It also towed our large caravan and a friend’s enormous boat. The first time I ‘drove’ it was in a field near Grove, Oxfordshire. We’d gone to get some logs from one of dad’s friends and he did the trick of putting it into lowrange, first gear on tick-over and then jumping out and leaving


Starter on gearlever makes restarting on hills easier, says Clive

Clive’s mum has paid for this Series I twice

Sales invoice from 1963

1968 engine had 100k miles on it when fitted

me to steer it while he ran ahead to open a gate. I was probably about seven or eight years old at the time. I also remember things like greenlaning trips, typically on the Ridgeway in Oxfordshire and Wiltshire. I started driving it for real when I was about 17 or 18, after passing my test. I remember one evening taking my friends out in it to several pubs. I was really pleased because I managed to get it into first gear, on a hill, without stopping or grinding the gears. The only one of them I’m still in touch with was also the only one who recognised that this was quite an achievement in a Series I. It was this Land Rover that got my dad into trialling with the Southern Rover Owners Club. But because it was also our family car, dad bought an 80in and

used that for trialling instead. I didn’t start trialling in it until around 2000 or 2001. Dad had retired in 1994 and sold KUD the following year. He offered it to me, but I didn’t want it, so it went up to Shropshire. The new owner took the tub off, hand-painted the chassis and repaired the footwells. Then in 2000, in a chance conversation at work, a friend was pointing out a vehicle in a Land Rover magazine when I

‘Low-range third was the only way to get up some of the climbs – quite exciting, but I bent a body panel’

spotted KUD for sale on the next page. I rang the seller and bought it, sight unseen. I have to confess that mum has bought this Land Rover twice. She bought it in the first place in 1963, and she lent me the money to buy it for me in 2000. When I collected it, it looked tidy but it took me four hours to drive back home – none of the brakes worked. I had to completely rebuild them and do a lot of rewiring to get everything to work properly. I started greenlaning, before going on to the Nationals in Hampshire and the Safari Drive – but with little 6.00 tyres it kept getting stuck and bellying out. I found that low-range third was the only way to get up some of the climbs, which was quite exciting – although I bent one of the body panels doing it. The

answer was bigger tyres, and it’s now got LWB rims with 750s. In 2003 I started trialling with Anglian Rover Owners’ Club, because it ran local trials. Dad was in the passenger seat because I didn’t really have a clue what I was doing, and still don’t. I trialled it for three or four years. With 750s there’s no steering lock, but it will go anywhere in sticky-muddy conditions. It will also go to places a 90 can’t get to. I know that because when laying out the course at Avon Dassett, I’ve actually had to tow out 90s. KUD 110 is now a treasured member of the family. These days, I do RTVs every now and again or a little greenlaning, and visit some of the shows. In fact I’ve just been to the 2015 Land Rover Series One Club International Rally in Derbyshire. September 2015 CLASSIC LRO 117


CLASSIC LRO YOUR STORIES

YOURclassics

Profile NAME: Steve Morrall LOCATION: Spain VEHICLE: Range Rover Classic MODEL: 6x4 Carmichael YEAR: 1971 ENGINE: International HS 2.8L TGV FIRST LAND ROVER OWNED: 1950 Series I 80in PREVIOUS LAND ROVERS: Two more Series Is, three 88in SIIAs, two 110s and three Range Rover Classics LAND ROVERS OWNED NOW: TDCi 110 and a 1957 Series I 88in OTHER HOBBIES: Travelling with my wife Wendy

All-conquering overlander by day, hotel by night

1971 6x4 CARMICHAEL

The retired fire engine that’s an

Overland explorer Steve Morrall’s far-travelled 6x4 Carmichael is currently being rebuilt for yet more global adventures

W

e bought our 1971 6x4 Range Rover Carmichael, Tango One, in 2006. In a previous life, it had been a fire engine in the North Wales Fire Service, but we wanted to make it into an overland camper. It took two years to upgrade. In that time, it was fitted with the Brazilian-made 2.8 TGV engine, an R380 gearbox, a water tank and extra fuel tanks. In January 2008, we shipped the vehicle to Cape Town and spent 10 months driving back to the 118 CLASSIC LRO September 2015

UK, visiting 18 countries along the way. After a quick overhaul our Carmichael was on its way to Australia, where we spent a year travelling through the outback, driving the Telegraph Track up to Cape York. We did 42,010 miles and used 1589 gallons of fuel at an average of 27mpg. Tango One is now in Germany having a total ground up rebuild by a good friend of ours to get ready for a round-the-world trip. We now drive a Defender TDCi off-road camper with lifting roof and have taken it to the Americas.

Camels are for decoration, not listing desert ‘roadkills’. We think…

‘We did 42,010 miles and used 1589 gallons of fuel, visiting 18 countries along the way’

Blazing trails through the dusty Aussie Outback

LRO


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NOSTALGIA CLASSIC LRO The Hi-Cap was inspired by Toyota’s FJ45 pick-up

The Land Rover Years

1982

B

Land Rover launches the Hi-Cap in response to the success of Toyota pick-ups

y the beginning of the 1980s, Series III sales were in steep decline and facing stiff competition from Toyota’s Land Cruiser range. As well as superior quality and reliability, the wide pick-up-bodied FJ45s could carry a lot more clobber than a standard-bodied 109in. Determined to fight back, Land Rover slipped a Toyota pick-up into Solihull, where designers and engineers created their own SIII Hi-Cap, with 2m-long load bed and full-width tailgate.

The Hi-Cap tub, fabricated from aluminium, used innovative construction techniques, including the first use of thin-wall aluminium castings for the corner posts. The Hi-Cap continued into the One Ten and later Defender eras, and is still in production. Toyota knew what it was on to with the FJ45 pick-up. Let’s hope that when it comes to the new Defender, Land Rover continues to follow Toyota’s lead by making a proper utility version.

Other things that happened in 1982… ● Diana, Princess

of Wales stands on the bonnet of a Land Rover Series III, watching the Grand National on

● The Commodore 64

home computer is launched. ● Mark Thatcher, son of Prime Minister Margaret Thatcher, gets lost in the Sahara during the Dakar Rally. ● Argentina invades the Falkland Islands on April 2. ● Sony launches the first CD player for the mass market. ● Italy beats West Germany in the World Cup final in Spain.

Pope John Paul II in Africa tour Series III

After the success of Schulerconverted Classics with Chrysler A727 Torqueflite automatic transmissions, Land Rover didn’t take much persuading to launch its own version. It also introduced the LT230R transfer box, a much quieter piece of kit than the original unit.

Pope-ular transport Pope John Paul II rode in a Series III on a visit to Nigeria, Benin, Gabon, and Equatorial Guinea. Known as the globetrotting Pope, John Paul wasn’t often spotted in anything as utilitarian as a Series III ‘Popemobile’. Even painted in papal gold and white livery, there’s no mistaking what it really is.

© GETTY IMAGES

© REX FEATURES

A Grand view for Diana

April 2. Just over two months later, she gives birth to her first son, Prince William. The two events are unconnected.

AUTOMATIC CLASSIC

September 2015 CLASSIC LRO 121


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Roverphile

NOSTALGIA CLASSIC LRO

WITH JAMES TAYLOR

Think you know everything about the history of Land Rover? Check out these archive gems from the world’s leading expert

Fresh from the paint shop

Got a question? Ask James... 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

I love it when readers send in pictures they’ve taken years ago that show vehicles the way most of us never see them. So special thanks go to John Wilcox for this magnificent pair, showing one of the Gloster Saro-built TACR2 Range Rover crash rescue tenders when brand new, straight after it had been painted at a little spray shop just down the road from the manufacturer. John can’t pinpoint the date accurately, but my guess is that this is one of the first batch, delivered for RAF use in 1977-1978 with military serials in the AG series.

Divide and conquer The Range Rover Great Divide Edition was sold in the USA as a 1991 model. In 1989 a convoy of Range Rovers completed the first continuous north-south crossing by motor vehicle of the Continental Divide from Wyoming to New Mexico. The GDE commemorated this. Four hundred and ten were built, all in Alpine White with five-spoke alloys, an ‘expedition-style’ bumper and brush bar, an individually numbered brass plate on the driver’s door edge and a special decal on the tailgate. The interior was in beige leather, with American Walnut wood trim. If you’ve got one, please keep it original!

KORA,KORA, KORA You find some astonishing stuff in old communications between Land Rover and its dealers. When the One Ten was launched in 1983, four examples were to be used for a scientific expedition at George Adamson’s animal reserve in Kenya. Called the Kora Project (after the Kora National Park), it was to be on the BBC’s World About Us programme.

Did the One Ten ever make it on to the BBC?

Was it ever televised? And did any of the One Tens appear in the TV documentary? I bet they were very early production models – if not preproduction vehicles. I also bet they never came back to the UK. One like this in the picture would have been ideal for the job, and there are several whose fate remains unrecorded. September 2015 CLASSIC LRO 123


CLASSIC LRO NOSTALGIA Special show chassis has resurfaced

I was in contact some time ago with Filippo Capellaro of the Italian Land Rover Club. Filippo insisted that there were two different versions of the famous Centre-Steer sales brochure, and sent me scans to prove his point. On the back page of the early one are the well-known pictures of the adapted Jeep chassis, plus a description of the ‘clean’ design of the Land Rover chassis. On the later one, the page has been changed to show a proper 80in chassis in the plan view and the descriptive text has been altered to refer to the ‘clear’ design of the LR chassis. Does anyone know when the later version of the brochure became available?

Found – at last! For the October 1970 British Motor Show, Land Rover built a special display chassis to demonstrate the Range Rover’s mechanical systems. Unlike the three driveable demonstration chassis built around the same time, this one was powered by electric motors, and various units (such as the engine) were in cutaway form so that onlookers could see the pistons moving up and down, the gears turning, and so on. The chassis frame was

Need to tie it up This was my favourite tie once upon a time, when it made sense to wear a suit for work. I dug it out of the wardrobe to stash it away in my archive, and then realised I didn’t know its full story. I think I bought it from Julians, the Land Rover dealer in Pangbourne, in the late 1980s or early 1990s. However, I’ve checked my Land Rover clothing catalogues for the time and I can’t find it. It’s a genuine branded product all right, as the label on the back shows. Can anybody tell me when it was first made available?

painted white, and there were several chrome-plated items visible as well. I’ve been wondering for years where it had got to, and just recently it has surfaced. Sadly, it’s just a chassis now, the engine and gearbox having been removed some years ago and the axles more recently. Robert Williams took it on when it was declared surplus to requirements by the Motor Engineering department of

READ ME TWO TIMES

Blackburn College. I guess it had been there all the time! Does anybody remember it being there? And does anybody know what became of the cutaway engine and transmission, which went to another department in the college that later disposed of them? Robert says that there is no chassis number, as far as he can see. That’s consistent with it being a ‘special’ prepared in the jig shop.

Centre steer, clean then clear

MODERN Roverphile Nuggets from more recent history…

A BESPOKE PIONEER There’s a huge interest in bespoke Defenders these days, especially since Land Rover announced it will end production in December. This reminded me that a specialist coachbuilder pioneered the luxurious One Ten Station Wagon just as the Discovery But what does the suit look like?

124 CLASSIC LRO September 2015

reached the market at the end of the 1980s. It didn’t sell, and only two were built. The Vantagefield Coyote had all the ingredients people expect today: Range Rover elements (grille, lights, seats) plus a high degree of interior customisation. Vantagefield,

best known for their bespoke Range Rovers for the Middle East, built one LHD prototype with leather upholstery and an RHD one in Dralon upholstery. A few years ago, the RHD Coyote was still in the UK. The LHD one probably went abroad. Anybody seen them? LRO


2016 CALENDAR COMPETITION It’s a winner!

For the best chance of winning, take a look at previous LRO/Britpart calendars for an idea of the shots that make the grade – we’ve shown some of last year’s winners here.

2015 winner

Defender 110 on Houndkirk Moor, Peak District. David Rogers

WIN!

£200 Britpart voucher

LRO CALENDAR! Get creative this year and enter photos of your Land Rover into the Land Rover Owner/Britpart calendar comp – LROcalendar.co.uk

O

ur massively popular calendar competition is back again, with a £2400 prize fund! Not only could your Land Rover be a workshop pin-up, but each of our 12 winners will get a £200 voucher to spend on Land Rover parts from Britpart.

Last year, we had more than 1000 images to pick from, from readers all over the world. We’d again love to see all models, from Series I to Discovery Sport. We’ll choose the 12 best photos of your vehicles at the end of September, so make sure you upload your entry before September 2, 2015. Be creative with your shots, while

2015 winner

Discovery 3 TDV6, Lake District. Ryan Williams

2015 winner

Defender 110 Td5, Bolivia. David Priddis

including all of the vehicle in the picture. Your Land Rover could be at a show, greenlaning, off-roading, splashing through a ford, helping people, on safari, or parked with a stunning view behind… The more exciting and eye-catching, the better. What are you waiting for? Enter online now at LROcalendar.co.uk.

Not online? No problem – you can also enter by post. Please send your photographs (prints or high-resolution jpgs), contact details and up to 200 words on why you should win, to: Holly Burdall, LRO/Britpart Calendar Competition, Land Rover Owner International, Media House, Lynchwood, Peterborough PE2 6EA.

2015 winner

Disco 2, Freelander 1, Long Mynd. Matthew Haddon


*22':,1&+/,0,7(' East Foldhay, Zeal Monachorum, Crediton, Devon, EX17 6DH, England 7HO)D[

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WORKSHOP 22 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

130

The Big Project: Discovery 2 Td5

Replacing the camshaft – a complicated job, here’s how to do it right

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Rally Freelander

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Replace D3 air flow sensor

It’s safety first as we install a MSA-approved Safety Devices roll cage

A poorly MAF will reduce engine performance – here’s how to replace it

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142 ■ 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

Replace exhaust manifold gasket

Reduce the noise on your Series engine

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Fitting a winch

New winch bumper and light guards complete faceliftofourDefender90

Ask LRO

16 of your workshop questions answered

VEHICLES IN THIS ISSUE’S WORKSHOP Series I Series IIA Series III Defender 90

p151, p152 p152 p146, p149 p142, p148, p149, p152 Defender 110 p150 Discovery 1 p151 Discovery 2 p130, p150 Discovery 3 p140, p149, p150 Freelander 1 p136, p151 Range Rover Classic p150 Range Rover P38 p148, p149, p152

September 2015 LRO 129


Project Disco’s Td5 engine is now a lot smoother

HOW LONG? Allow two days

HOW MUCH?

● Camshaft, £360 ● Rocker shaft

assembly, £307.20 ● Head set, £94.20 ● Head install kit,

£35.50 ● Service filter kit,

£19.99 (All from Britpart)

HOW HARD?

THE BIG PROJECT

Part 4 DISCOVERY 2 ROLLING REFURB

WORDS: JOHN PEARSON PHOTOS: TOM CRITCHELL

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 for adventures. The Disco came with a service history and a wad of dealer invoices for repairs. Britpart’s Steve Grant gave it a comprehensive going-over, looking for faults and now we’re fixing them. In previous installments we’ve cured an engine oil leak, flushed the auto transmission fluid and replaced the rear suspension bump stops, height sensors and worn out Watt linkage.

What’s next?

Overhauling the front and rear brakes.

Camshaft swap Here’s how our D2’s dodgy cam was replaced

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t wasn’t a pretty sight when we removed the D2’s cam cover for last issue’s project instalment. As the cover came off to fix an oil leak I noticed that some of the camshaft lobes were badly worn where the case hardening had failed. The Td5 engine’s camshaft not only operates the valves, but mechanically pressurises fuel in the injectors before they are activated electronically. It had to be replaced. So I booked it into Bishops 4x4 at Yaxley near Peterborough, where Robert Lovell set about removing the cylinder head to fit a new shaft. Robert is very familiar with the Td5 engine, but for anyone attempting this job for the first time I’d recommend getting a good workshop manual to back up this LRO workshop guide. There are some complicated sequences for undoing and tightening the head, cam carrier and rocker bolts – with a massive list of torque settings for various nuts and bolts. You also need a

torque wrench that will measure angles as well as lb ft/Nm – or get an angle adaptor. Bishops 4x4 recommends having the cylinder head face skimmed while it’s removed, which is good advice. Hopefully we won’t find any more horrors like this on the Disco, which is now running a lot sweeter and quieter.

Tools and kit used ■ A range of spanners and sockets up to 27mm, screwdrivers, E14 Torx socket, pliers, oil and coolant drain trays, torque wrench with torque and angle measurement (or angle adaptor attachment), scraper, fine grade emery cloth, silicone sealant

Safety advice ■ A Discovery 2’s cylinder head is very heavy, so we’d recommend hiring an engine crane to remove and refit it, especially if working alone. Wear protective gloves when handling oily components.

The Expert Robert Lovell Robert has been employed at Bishops 4x4 at Yaxley, near Peterborough, for around two years, applying his skills to a wide range of Land Rovers and Range Rovers. Before that he worked at Footloose 4x4. He currently drives a Discovery 1 300Tdi.

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


Remove the cam cover

Sticky dipstick

Remove injector harness plug

After removing the top plastic engine cover and breather, the 13 bolts (8mm socket) holding the cam cover can be undone and lifted away. Don’t turn cover over or the spacers might fall inside the engine.

The dipstick tube needs to come out of your way. Its top is held by this bracket, while the bottom locates snugly in the cylinder block. Squirt some penetrating oil around the base then wiggle it upwards.

Undo various items on the head like the fuel cooler bracket, vacuum pipe from the EGR and this injector wiring harness plug – which if oily means a new harness is needed. Squeeze side tabs to release it.

Undo various pipes

Wriggle out the wiring harness

Radiator top cover

Continuing to work your way around the head; undo front injector loom brackets, pull off coolant temperature sensor lead, disconnect airflow sensor plug and remove plastic trunking between filter and turbo.

Once you’ve got all of the wiring disconnected the harness can be wriggled out through the inlet manifold. Make a note of where it all goes or, better still, take a photo with your phone for perfect refitting.

Next job is to remove this plastic cover from the top of the radiator. It’s held by four plastic screws, two either side. Just give each one half a turn anti-clockwise and the cover can then be lifted away.

Off with the fan

Drain coolant

Disconnect hoses

You can buy a viscous fan spanner and holding tool or, like Robert, you can shock it loose by tapping a slim 36mm open-end spanner with a hammer. Then unscrew fan and lift carefully away.

The coolant now needs draining, via this bung in the bottom hose. You’ll need a wide drain tray to catch it in, as some will splash off various steering components. Please dispose of the coolant responsibly.

You can now disconnect the coolant pipes from the EGR cooler at the front of the head, and the top radiator hose – shown here – which needs undoing in two places. Check hose condition during removal.

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September 2015 LRO 131


Rolling project

Turbo techniques

Timing chain bung

Remove injector harness

Remove the turbo heat shield, undo the three turbo-to-exhaust manifold bolts (can be rusty, so soak them with penetrating oil), then undo the turbo oil feed, shown here. Don’t lose the two copper washers.

Continue disconnecting items like the heater hoses, heat shield at rear of head and the four (not five) glow plug wires. Then you can carefully lever out this bung from the front of camshaft carrier housing.

12 front, after which you can pull the connectors off the injectors and lift out of the way. Also disconnect the fuel pressure regulator wire and the fuel feed pipe.

Turn to top dead centre

Remove chain tensioner

Timing gear bolts

Turn engine (24mm socket) on crank to top dead centre (TDC) on No 1 cyl (front one). When correct you’ll be able to insert a pin in the slot in the cam gear and housing. Robert uses an old Disco 1 caliper pin.

The bracket from the top of the alternator to the cylinder head needs undoing. Next job is to unscrew the hydraulic timing chain tensioner (shown) and remove. You’ll need a 27mm spanner for this.

15 secure the camshaft gear to the shaft. Be careful not to drop them down inside the engine. If you’re clumsy, tuck a piece of rag down inside before undoing.

Cam chain guide bolt

Head bolts at the front

Undo in sequence

The EGR cooler needs to be removed from the front of head to allow access to timing chain guide bolt. It’s undone with an 8mm allen key. Undo bolts in EGR cooler pipe fixings with a 5mm allen key.

Apart from the main cylinder head securing bolts there are two extra ones either side at the front. You’ll need a 13mm socket for one side and 10mm the other. Next, check you’ve disconnected everything.

18 progressively and in a sequence. This starts at

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

Push out the injector wiring harness plug at the

Use a 13mm socket to undo the three bolts that

To avoid head damage, the bolts must be undone

furthest rear right, then circles anti-clockwise, ending up with the middle two. Use an E14 Torx socket.


Heave off the head

Dowels made from cheese

Remove rocker shaft

The cylinder head is heavy and you’re leaning in a long way to reach it. So, unless you have a burly assistant I’d recommend borrowing or hiring an engine crane to lift it off and transport to your workbench.

The original cylinder head/gasket locating dowels were plastic, or maybe even soft Wensleydale cheese. These had broken off. Remove with a self-tapper like this and replace with metal ones.

21 wooden blocks. To remove rocker shaft, slacken the adjusters, then release the rocker shaft bolts progressively, starting at the centre and working out.

Off with the cam carrier

Oo-er, this is horrible

Start the rebuild

With the rocker shaft off you can now undo the camshaft carrier securing bolts (10mm socket). There’s another progressive sequence for undoing the bolts, starting at the rear left and working forwards.

With the camshaft carrier removed the cam can now be lifted out. This is the full horror of what had happened – the case hardening on the lobes that operate the injectors and the rockers had worn horribly.

24 including all mating surfaces. Robert uses a sharp scraper and fine emery cloth. Then new camshaft can go in – not forgetting to lubricate bearing surfaces.

Seal it with silicone

Torque carrier bolts

Fit rocker shaft

Robert uses a light smear of silicone sealant on joint faces like the camshaft carrier to cylinder head. He also pre-lubricates the bearing faces to make sure oil is there before being pumped around engine.

Tighten the camshaft carrier bolts progressively, in a sequence that starts with the two bolts on the front right, then two front left and works its way along like that to the rear. The torque setting is 18lb ft.

27 but fits a new set of securing bolts. He tightens

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Cylinder head needs to be supported at ends on

Your first job is to give everything a clean,

Robert re-uses the rocker adjusters and locknuts,

them progressively, working from front to rear, finally torquing them to 24lb ft. He also oils moving parts.

September 2015 LRO 133


Rolling project

Seal metal plug

Metal dowels

Fit head gasket

This plastic-coated metal bung that seals between the camshaft carrier and cylinder head gets a smear of silicone sealant. It would be tricky to work on in situ, so make sure that you seal it properly.

This, ladies and gentlemen, is a metal dowel – and you need two of them in the cylinder block. They’re obviously a lot stronger than the original plastic ones, which can be responsible for slight coolant leaks.

30 gasket on wrongly – because it won’t fit over the dowels the wrong way around – but they’re usually marked ‘top’ anyway. Don’t use any sealant on this.

Refit the head

The head torqueing sequence

Refit timing chain

As with removal, it’s probably best to lift the cylinder head back on using an engine crane. Then you can concentrate on carefully passing it over the cam chain and gear, then over the steel dowels.

You need a torque wrench that will measure angles as well as lb ft (or buy an adaptor). Fit a complete new set of head bolts and tighten to 22lb ft, 48lb ft, 90 degrees, 180 degrees and finally 45 degrees.

33 attaches the gear to the camshaft. The pin is still

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Robert says it shouldn’t be possible to get the

Robert refits the timing chain guide bolt, then

in place and the engine is still at TDC on No 1 cylinder, so the timing will be correct. Take care with the bolts.

NEXT MONTH

We’re going to overhaul the Disco’s dodgy brakes

Refit everything

Adjust injector rockers

Job done

You’re now ready to work your way around the engine to refit everything you removed during stripdown. The manual says to oil O-ring on camshaft gear access plug, but Robert prefers silicone sealant.

Rockers are adjusted with the engine turned until each cam is at full lift, pushing down on the injector. Turn the adjuster until the plunger bottoms out then back off a complete turn and tighten the locknut.

36 making sure the gasket is fitted properly – and

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

Carry on reconnecting things; fit cam cover –

put a smear of silicone at the rear. Torque bolts to 7lb ft. Change oil and filter, top up coolant and the job’s done. LRO


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September 2015 LRO 135


Rally project

Interior strip and roll cage fit Before you go racing you need a substantial roll cage for safety. Ben Field explains how it’s done

Tools we used

T

Safety

he Freelander Challenge rules insist on a FIA-approved six-point roll cage. Contenders use a cage made up of a central roll-over hoop, door bars and front extensions that follow the line of the A-pillars down to the floor. All of the sections bolt together, triangulating and stiffening the shell in the process. The cage is described as a ‘bolt-in’, and while this is true, it disguises the fact that all the points the cage bolts on to have to be welded in first. This involves trial fitting the cage in the Freelander, bolting the

weld-in mounts to the cage, positioning and tacking the mounts in, and then removing the cage so the mounts can be fully welded in. And before all that, there’s the small matter of removing the complete interior from the vehicle. Better get started.

■ A range of metric spanners, sockets and Torx drivers, hammer, scraper, scriber, marker pen, grinder with flap and grinding discs, MIG welder

■ Disconnect battery before dashboard removal ■ Wear overalls, gloves and goggles when grinding ■ Wear overalls, work boots, welding gauntlets and full-face welding mask when welding

The Expert Andy Price Andy Price has been at Xceed Motorsport for two years. He started working weekend events then joined full time after completing a motorsport engineering course at Myerscough College. He also runs a Freelander in the Challenge series.

FREELANDER CHALLENGE

THE STORY SO FAR Having decided to turn our Freelander 1 into a Challenge contender, we spent the first instalment going over our vehicle to find out what needed uprating (and fixing) to meet entry-level specification.

USEFUL INFO Xceed Motorsport: 01565 722 806 The Freelander Challenge: freelanderchallenge.co.uk

HOW LONG?

The interior strip and cage fit took three days

HOW MUCH?

● Safety Devices roll PHOTOS: BEN FIELD

cage, £790

HOW HARD?

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


Unplug before removal

Get the seats out

Dismantle the dashboard

Removing the front seats is a matter of releasing four Torx bolts. It’s a mistake to heave the seat out without first releasing the seatbelt pre-tensioner plug. Keep the plug and its wiring intact and the seats are good to use again in a road-going Freelander.

The driver’s seat, which I’m removing here, had a CD multi-changer attached to its base. After releasing its plug and the seat bolts, I flipped the seat on its back to remove the changer before heaving the seat out through the rear door.

Xceed’s boss Chris Ratter and Rick Nixon remove dial covers, switch fronts and the glovebox. The F36 fuse was removed last time to isolate the airbags, and the battery will be disconnected now and the boot left open – it can’t be opened after the disconnection.

Lift the dash out

Headlining news

Fetch the carpet out

Chris and Rick lift the dashboard panel away and out of the car. Unlike the bulk of the interior, the dashboard will go back in after the roll cage has been fitted. The ends of the dashboard will need trimming to make room for the roll cage’s front extensions.

Rick unscrews the ceiling-mounted grab bars and disconnects the courtesy lights before releasing the headlining. It’s flexible and comes out the back door easily. The headlining can be re-fitted after the cage goes in, but we aren’t going to bother with this.

This one-piece carpet contains seven pence in loose change but has no currency in the Freelander Challenge, so out it comes. It’s a heavy, heavily stained old rug that is beyond recycling in another vehicle.

Barely there

Chip off the soundproofing

The bare bones of the cage

Save for the door cards, which will be retained (bar the bins on the front doors), our Freelander’s interior hasn’t looked this naked since it was in production in the late Nineties. Careful dismantling takes time – it’s taken a day to get to this stage.

The soundproofing on the sections of the floor where the roll-cage weld-in mounts will sit needs to be removed. Stuck-on soundproofing can be heated with a hot air gun and peeled off, but this can get a bit sticky. Chipping it away with a solid scraper is best.

The main roll-over hoop is in the centre of this picture. The door bars are in the middle, flanked by the centre and front brace. The front extensions, which attach to the main hoop and follow the line of the A-pillars to the floor are on either side of the hoop.

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September 2015 LRO 137


Rally project

Trial fit the cage

Clean up the metalwork

Rear strut housings

Xceed’s Andy Price trial fits the roll cage. Each mount is bolted to the cage and positioned. Andy tack welds in some of the mounts. Others, like this one for the base of the main hoop, are marked for fitting when the cage is out and access is improved.

After removing the cage, Andy uses a grinder fitted with a flap disc to take off the paint on the areas marked in the last step for welding. A flap disc removes the paint and doesn’t thin the metal. The weld-in mount is positioned, tacked and fully welded in.

12 can be accessed with the cage in on its trial fit,

but it is much easier to get a good weld with the cage out. Challenge vehicles must have their mounts fully welded to pass scrutineering.

Fitting the A-pillar tabs

Lifting the cage in

Fit the cage to the mounts

The cage features a number of weld-in tabs for the bars to be bolted to. These can be accurately positioned and tacked when the cage is trial fitted. Trying to fit these by measurement alone would be very difficult. Full welding can only be done with the cage out.

The main roll-over hoop of the cage goes in sideways with the hoop facing down. This section of the cage is quite heavy, and it is very awkward to fit into the vehicle. This stage requires another pair of hands; luckily Xceed’s Paul Simons is on the scene.

15 and back so the four feet meet their respective

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Much of the rear strut housing weld-in mounts

Once inside, Andy rotates the hoop then lifts it up

welded-in mounts. He secures the main hoop with two 17mm-headed bolts supplied with the kit. No bolts will be fully tightened until the complete cage is in.

NEXT MONTH

Seats, harnesses and fire extinguisher

Installing the door bars

Adding the centre brace

Cage fitted

Once the front extensions have been bolted to the main hoop, Andy fits the door bars that connect the base of the extensions to the base of the hoop. With the doors bars in, the front doors can’t be closed until the door bins have been removed.

Finally, the front brace, which links the front extensions of the cage across the ceiling, goes in next, followed by the centre brace pictured here. This, as eventually we discovered after much head-scratching, will only go in one way…

18 The bolts to the weld-in tabs still need to be

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

…and that’s it. The Safety Devices cage is all in.

aligned, and once they have been started, the rest of the bolts will be gradually tightened up. It’s there if we need it, but hopefully we won’t! LRO


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How to Changing a mass airflow sensor is quick and easy

HOW LONG? Under an hour

HOW MUCH?

● PHF500101 VDO

Siemens mass airflow sensor, £94.20

HOW HARD?

DISCOVERY 3

Replacing airflow sensor Has your Discovery 3 lost power? John Pearson suggests a simple cure

S

ome Disco 3 and Range Rover Sport owners with TDV6-powered models have been experiencing a loss of low-down power. It’s an annoying trait that occurs when accelerating out of junctions – especially frustrating when hill-starting, or towing trailers and caravans. These are vehicles that are regularly serviced and there are no obvious faults. Indeed, electronic diagnosis can fail to show up anything amiss at all. One of Britpart’s Disco 3s was suffering from this malaise, which chief technician Steve Grant eventually cured by fitting a replacement mass airflow sensor. The LRO Discovery 3 had also lost some of its vitality, with Editor Mike Goodbun complaining of sluggish performance at low rpm, especially in first and second gear when off boost. So, as it’s clocked up 156,000 miles on the original MAF sensor, we decided to invest in a replacement.

What is a mass airflow sensor? Positioned in the vehicle’s air intake – in the D3 it’s between the air filter and the turbocharger – it uses a heated wire element to detect the amount of airflow going into the engine. It then sends a signal to the engine control unit (ECU), which alters all other systems accordingly for optimum performance. If the MAF sensor is mucky or faulty it can send incorrect signals to the ECU, to the detriment of performance. Fitting the replacement has done the trick with the LRO Disco 3. Mike reports an improvement in responsiveness at low revs. However, it’s obviously not a cure for all ills, and you should ensure that everything

else that can affect performance has been checked first – such as a blocked air filter or collapsing intercooler hoses – and hook it up to an electronic diagnostic device to check for faults. But if you fail to find anything else wrong, then the MAF sensor is definitely worth a try.

Tools ■ Hose-clip screwdriver, screwdriver, 8mm socket

Safety advice ■ Always take the keys out of the ignition when working on a vehicle.

The Expert Steve Grant Steve is Britpart’s chief technician. He owns a tough Defender 110 double-cab and Series IIA Lightweight. Steve also maintains and is pit crew on the MSA British Cross Country Championship Land Rover of Britpart MD Paul Myers.

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


Check it first

Here it is, then

Disconnect air intake

Before replacing the mass airflow sensor Steve Grant gave the D3 a thorough check with his Britpart Lynx diagnostic interface. This didn’t reveal any fault codes, but the mass airflow reading appeared low.

The mass airflow sensor fits into the air intake. A heated wire inside it measures the air going into the engine and sends a signal to the ECU. A faulty one will send incorrect signals and affect the performance.

First job is to undo the plastic air intake ducting that goes across the front of the engine and move it out of the way. It’s held by two securing screws. If yours is mucky like this, give it a clean before refitting.

Then undo the hose clip

Carefully unplug connector

The single securing screw

The next step is to slacken the hose clip that secures the air intake ducting to the mass airflow meter outlet, after which the ducting can be pulled back out of the way – leaving the other end attached.

Take care not to damage the electrical connector when disconnecting it from the airflow sensor. It’s released by pushing in two clips, one either side. It will ease out – don’t attempt to lever with a screwdriver.

The mass airflow sensor threads into the side of the air filter housing, and is prevented from undoing by this single screw. You’ll need an 8mm quarter-drive socket or screwdriver attachment.

Then remove the old sensor

In with the new one

Test it’s okay

You can now grasp the airflow sensor body: give it about a quarter turn anti-clockwise and pull it away from the housing. You can buy airflow sensor cleaner, but most people say it’s rarely a long-term fix.

The new sensor is fitted by inserting it in the housing and turning clockwise until the screw hole is aligned. Fit the screw, refit the plastic trunking then tighten the hose clip and the two securing screws.

Steve Grant reconnects the Lynx diagnostic interface and there’s an improvement in the airflow sensor reading. More importantly, the D3 is definitely more lively when we drive it afterwards. LRO

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September 2015 LRO 141


Fitting guide

Fitting a winch bumper

Neil Watterson gives the front end of our Defender a thorough makeover

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he LRO Defender was starting to look tired – and fitting the Lazer Lamps front grille last issue highlighted just how much the 90 needed a refresh. This allowed us to fit a bumper with builtin daytime running lights (DRL) and forced me to paint the rock sliders that have been steadily getting rustier as the weeks go by – one of the problems with fitting armour is that you tend to use it. The new bumper includes a winch, but we’ve retained our large-drum TDS 9.5 powered by the Bowmotor 2 because it has proved to be a great unit. We did fit a new rope, which was supplied by David Bowyer (goodwinch.com, 01363 82666).

We also fitted a pair of Belly Fender’s light guards (duckworthparts.co.uk, 01673 849873) to protect the front lights, which often take a battering when I’m greenlaning or competing in events. With the lights integrated into the grille and the bumper protected by guards, the front end has a cleaner look, and even just spending 15 minutes with a sander and paintbrush has improved the looks.

The Defender is ready for another few years’ service – but it does show up the rest of the paintwork. I’ll have to sort that now!

Tools and safety ■ Socket set ■ Splicing kit £24 (gigglepin4x4.net) ■ Screwdrivers ■ Allen keys ■ Wear safety boots ■ Get assistance lifting the winch and bumper

The Enthusiast Neil Watterson Having once heard a story of a mythical vehicle capable of crossing many lands, Neil set off on a quest to conquest and tame the beast referred to, in hushed tones, as a Land Rover. Turns out it wasn’t mythical, but actually existed. The saga continues...

Carefully does it – winch gets lowered into place

LRO DEFENDER The Defender 90 has been on the LRO fleet since before the dinosaurs. Originally a 200Tdi, it now sports a 300Tdi and automatic gearbox and has a galvanised chassis. It continually evolves as its role changes and it’s now mainly used for greenlaning and competition use.

HOW LONG? 3 hours

HOW MUCH? ● Winch and

bumper deal (a new winch!), with budget Bowrope and fairlead, £899 ● Air-operated freespool, £118.80 (All above from goodwinch.com) ● Light guards, £159.60 (duckworthparts. co.uk)

HOW HARD?

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


FITTING THE WINCH BUMPER

Remove old bumper

Fit daytime running lights

Fit the bumper

The standard Defender bumper attaches to the chassis with four bolts. You don’t have to remove the front grille (and panel on air-con models), but it makes life a lot easier. Remove the four bolts and slide the bumper forward to remove it.

The winch bumper we’re fitting has cut-outs and mounting points for daytime running lights. The lights are Ring Automotive’s Aurora DRL (BRL0397) and are very easy to wire up (see step 13), switching on when the engine runs and off when the lights are on.

The winch bumper has six mounting points. Four of them are the standard bumper mounting points. With help from an assistant, lift the bumper into position and put the bolts through to locate it. Use a ring spanner to locate the nuts beneath the bumper.

Fit strengthening bolts

Wire up winch cables

Fit fairlead and bolt in winch

The other two fixing points are where the lashing/Jate rings fit. Thick spacers are supplied to allow for differences in chassis tolerances. We needed to add extra washers to centre it properly. When the bumper is centred, tighten all fixings.

The winch cables should run directly from the battery to the winch, with an isolator close to the battery. They are often pre-attached to the winch, so run them along the chassis legs. If you need to attach them, the earth is on the bottom of the motor.

If you’re using steel winch cable, you’ll need a cable fairlead. But for the synthetic rope we’re fitting, use a hawse fairlead. This needs to be fitted before you bolt the winch in place or you’ll struggle to get the bolts in. Then bolt the winch in.

Feed rope in

Attach rope to drum

Pull rope tight

I always use a webbing rope stop on my winch cables. This adds an extra step to fitting, but is worthwhile (see step 9). Feed the rope through the fairlead and round the drum and webbing strap five or six times before feeding it through the other loop.

Different winches use different methods of attaching the rope. On a Goodwinch, feed the end of the rope through a hole in the drum and secure it with a grub screw. Some other manufacturers use an eye fixed to the end of the rope.

The webbing strap fitted at step 7 prevents the winch rope from fully unwinding from the drum (in freespool at least), leaving five or six wraps on the drum for security. Pull the rope tight, then wind the rest of the rope on under light load.

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September 2015 LRO 143


Fitting guide

Fit swivel recovery points

Attach D-shackles

Thief-proof winch

The bumper has two points for recovery eyes, one each side of the winch. These swivel to allow the rope to rotate if required when you’re winching and are fixed in place with large circlips. Obviously, you should use the correct circlip pliers.

The swivel eyes accept D-shackles. Make sure they’re rated for the vehicle, then attach them to the swivel eyes. If you’re going to leave them attached, don’t tighten them fully – unwind them half a turn and use a cable tie to prevent them coming undone.

12 some winch savers. These are like thin washers

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Not wanting the winch to go missing, I fitted

that fit under the bolts. Bend them slightly before fitting, tighten the bolts and hammer the ends over. Fit the number plate to keep yourself legal.

AIR-OPERATED FREESPOOL

Connect running lights

Remove freespool lever

Fit air release

The daytime running lights are voltage-sensing and only switch on if the engine is running or the alternator is charging. Connect the fused live and earth to the battery and the dimmer cable to the side lights. I attached the control box to the power steering bracket.

As part of the upgrades, I’m converting the winch to air-operated freespool, so I can connect and disconnect drive from inside the cab. The first step to fitting the kit is removing the old freespool lever, which is secured with an Allen bolt.

15 winch, give the area around it a good clean – it

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If you’re fitting the air freespool to your existing

does tend to accumulate muck and grime, which may affect operation. Attach the air release to the winch using the supplied Allen bolt.

SPLICING WINCH ROPE

Connect solenoid

Connect pipework

Fit extension rope

The air release comes with a solenoid that needs to be connected to a suitable air supply. It only needs around 25psi to operate, so if you have an onboard system fit a regulator to reduce the pressure, otherwise you’ll blow the seals on the release.

The solenoid and regulator should be located out of harm’s way, either inside the vehicle or engine bay. Connect the pipe to the freespool release and wire up the switch. Switch the compressor on and check the freespool releases and engages when switched off.

18 Chineema rope, leaving a length of spare rope

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

We’ve replaced our old rope with Goodwinch’s

that I decided to turn into an extension rope. Extension ropes should exceed the capacity of the rope on the winch and must not be damaged.


Splice extension

Tape extension end

Stitch in extension

Although you can just run the rope through itself at full size, it’s easier and gives a better finish if you cut some of the strands out. Pull about half of them out for about 300mm and cut them – you’ll need a very sharp knife or scissors for this.

Feed the extension through a tubed thimble to give a strong connection point. Wrap the end of the rope with insulating tape to keep it together. A metal fid will make the task of running the rope back and forth easier.

21 other and feed the free end through – you’ll need

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Make a hole from one side of the rope to the

about 750mm of free rope. Repeat this seven or eight times, flowing the rope backwards and forwards through the rope at 50mm intervals.

TIDYING ROCK SLIDERS

Finish off rope

Clean rusty rock sliders

Paint rock sliders

Remove the tape from the rope and loosen the rope towards the thimble. Feed the loose end into the core of the rope and along it, pulling the fid out along the rope. Tighten the rope and the end should be neatly concealed within the rope outer.

Our smart new bumper shows up the worn finish on other accessories. The powder coating on the rock sliders is peeling, so I attack it with a flap disc on the grinder, taking back any loose coating and rust and giving a good surface for the paint to key to.

24 so I opt for a satin finish on the sliders (gloss

would make them too shiny), applying two coats with a light sanding in between. The finish won’t pass close scrutiny, but is fine for the use the Defender gets.

Line-up light guard

Fit screw inserts

Replace trim and guards

The light guards are designed to line up with Defenders’ existing holes. Remove the two screws securing the headlight surround inboard of the headlight and fit the guard using the new screws. Mark and drill the outer holes through the surround.

Remove the surround. Pre-2007 Defenders have cut-outs for the plastic inserts, so push them into place. On post-2007 Defenders you have to drill holes and fit rivet nuts using the tool supplied. Full instructions are included.

27 lights. Line up the guards and fit them using the

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The new front bumper has a textured satin finish,

FITTING LIGHT GUARDS

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Replace the surround and the side/indicator

supplied countersunk screws, ensuring the plastic washers are still in place – these help reduce corrosion. With everything fitted, our Defender looks smart again! LRO

September 2015 LRO 145


How to NEIL’S HALF TON This engine is destined for Neil’s Lightweight (Half Ton) to replace the smokey lump in it at the moment. As it turned out, Neil also had to replace the exhaust manifold on that engine when it cracked – so both engines now have new manifold gaskets. The Lightweight is now being used by Neil’s son as a runabout as he has passed his driving test!

HOW LONG? One hour

HOW MUCH?

● Exhaust manifold

gasket (274171), around £2 ● Manifold fitting kit (606988), £5 ● Core plug, 50p

HOW HARD?

SERIES 2.25 PETROL

Replace a manifold gasket and core plug

Solving sealing issues on your Series engine is easy, finds Neil Watterson

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any Series Land Rovers are noisier than they should be and can be a pain to tune simply because a £2 gasket has given up the ghost. An intact inlet/exhaust gasket is critical for a smooth running engine and to prevent engine fumes from circulating in the engine bay. If it fails air can be drawn into the combustion chamber affecting the air/fuel mixture, while a blowing exhaust gasket also makes the engine noisier. Two different gaskets are fitted to Series engines. One version just seals the inlet manifold; the other seals both inlet and exhaust. Use the same gasket as was already fitted – don’t use both!

The faces of the manifold should be flat – put the manifold face down on a flat surface to check if it’s out of line. If it is, undo the four nuts bolting the inlet and exhaust manifolds together and split them. Fit a new hotspot gasket (247824, around £2) and re-fit. Bolt the manifolds together, but don’t fully tighten the nuts until the manifolds are bolted to the head – that way you will get the best seal.

Safety and tools used ■ Wear safety glasses when working underneath (undoing the exhaust down pipe) ■ The manifold is heavy – be prepared for the weight ■ Metric and imperial sockets and spanners – you may find that because the nuts are heat-damaged that you’ll use a non-standard size to remove them ■ Gasket scraper ■ Emery cloth

The Expert Scott Barham Scott has been working on Land Rovers for seven years and has owned an 88-inch Series III, 200Tdi 90 and converted his current ex-military One Ten to 300Tdi power. He works for Avenger 4x4 in Peterborough (avenger4x4.com, 01733 266690).

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


MANIFOLD GASKET

Remove pipework

Undo fixing nuts/bolts

Remove the gasket

There are plenty of pipes running between the inlet/exhaust manifold and the block/body. Work round the manifold and unclip the air intake pipe, throttle linkage, choke cable, vacuum advance, exhaust and, if fitted, servo pipe and any emissions pipework.

There are two rows of nuts and bolts on holding the manifolds in place. Work round the manifold undoing the nuts and bolts in turn. Leave the two in the top of the inlet manifold until last, otherwise you’ll start to stress the manifold as it tries to pivot.

The manifold is surprisingly heavy and awkward to remove when the engine is in situ. Lift off the engine. Check the face of the manifolds to ensure they’re flat – if not, loosen the bolts securing the inlet and exhaust manifold together and straighten them.

Here’s the problem

Fit the new gasket

Refit the manifold

The exhaust was sounding a bit ‘throaty’ and this was the cause – the gasket had failed. Remove all traces of the gasket with a scraper and gently clean the face with very fine Emery cloth, making sure no debris falls into the ports – you don’t want it sucked in!

Two types of gasket are used, and which depends on the age of the engine. You should use the same gasket that was previously fitted, which is either a full-length gasket, as shown, or individual inlet gaskets. You shouldn’t use both, as some people do.

Replace the manifold, ensuring it sits square to the head. Use new bolts and nuts. Make sure you fit the clamp bolts which secure the bottom of the manifold and tighten to 17lb ft. Re-attach the exhaust manifold, throttle linkage and all pipework.

Removing a core plug

Clean the plug hole

Knock in the core plug

While the exhaust manifold is off it’s worth checking the condition of the core plugs. Ours were fine, but we decided to replace the rear one as the engine was out of the vehicle and it can’t be replaced in situ. Knock a bar through the plug and pull it out.

The core plug demands a perfect seal if you want it to hold the coolant in (and don’t want to have to remove the engine again...). Stuff a rag in the hole (omitted for picture clarity) and clean the hole with fine Emery cloth – don’t use coarse paper or it will score it.

Refer to the parts manual to find the correct core plug for your engine. Gently tap it into place using a hammer, ensuring it remains square. This one is knocked fully home – use a socket as a drift – others LRO need to be knocked into a specified depth.

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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.

DEFENDER

Will a Td5 chassis be any good for my 300Tdi? Can a secondhand Defender Td5 chassis and bulkhead be modified to suit a 300Tdi? I’m starting a 300Tdi rebuild and someone has offered me these parts, but I’m not sure if they’ll be suitable. Andrew Craine, Glasgow

The bulkhead is fairly straightforward. All the major fittings are the same, leaving you with just a few holes to drill – which you should do as you swap the bits over from your old one. The chassis is another matter – a Tdi version is quite different

to a Td5’s. Because a chassis has a unique VIN number you could end up having to re-register your Land Rover on a Q-plate or, if it turns out to be stolen, losing it altogether. Personally, I’d buy a new galvanised chassis and do the job properly and legally. Dave Smith

DAVID LONG Newer and currentmodel specialist

JULIAN GILLING Range Rover Classic and P38 specialist

PETER GALILEE Series I technical expert/historian

HARRY HOLTOM

Brand-new chassis is the way to go on a ground-up rebuild

Tyre and wheel specialist

STEVE JONES Electrical specialist

DAVE SMITH Engine troubleshooting guru

ANDREW VARRALL Suspension/ Discovery specialist

CHRIS BISHOP Range Rover Classic specialist

P38 HYBRID

What do you think of my P38/SIII hybrid idea? I’m thinking about building a hybrid Land Rover, using a Range Rover P38 rolling chassis and a Series III body. I have a P38 that has had a serious accident, causing lots of damage. The computer has shut down, stopping the entire vehicle from functioning. Is it possible to restart the engine using only the engine ECU – removing the BCM? After getting the engine running I’d activate the gearbox with the gearbox controlling system then the brakes would be the

next step. My plan is that I wouldn’t replace the damaged car alarm system or BCM. László Albert, Hungary In the world of Land Rovers nothing is impossible, but this particular conversion would be extremely difficult and not particularly practical. All of the ECUs (electronic control units) are linked to each other on the P38 and, although you’ll be able to run both the engine and gearbox ECUs without the BCM (main body control unit) it would

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

involve some pretty complicated wiring revisions. Andrew Varrall If you start with a perfect P38 and change the body you stand a chance of pulling it off – but you’re not in the UK with a vast array of parts to select from and you’ll certainly need a dealer – or a knowledgeable specialist – to re-programme your hybrid’s computers, removing its interface with the BCM. I don’t think anybody will touch it. I wouldn’t even attempt it. Steve Jones


Oil in the breather is nothing to fret about

DEFENDER 90 Td5

Is clutch causing grinding noise? My late-2006 Defender Td5 is making a horrendous grinding noise when it starts up. It sounds like it’s coming from the clutch and I can’t engage gears because it makes the grinding noise worse. My local garage has told me to bring the Land Rover in for inspection, but they can’t give me an idea of how much the cost will be – and I don’t want to be faced with a massive bill just for investigative work. Tracie Pelham, Colchester, Essex It sounds like the gearbox will have to be removed and the clutch replaced. It could be the release bearing or plate, or maybe the flywheel has failed or is excessively worn. Because the gearbox has to be removed it’s advisable to replace all wearing parts: clutch cover, plate, release bearing, spigot bush, guide and flywheel. The flywheel is a dual-mass type, and I strongly recommend replacement of this item. David Long

Tales from the workshop

SERIES III

I can see oil – is that bad? I’ve just noticed that there’s oil in the mushroom-shaped crankcase emission system in my Series III’s 2.25-litre petrol engine. The engine appears in reasonable shape – no oil droplets from the side cover oil filler with the cap removed, or from the rocker cover with breather removed. Compression seems okay to me at 10, 11, 10 and 10 Bar respectively on the four cylinders. The diaphragm in the mushroom is undamaged too. Should I worry? Brian Young, St Kitts, West Indies It’s not unusual to see oil in this breather, so I wouldn’t worry about it unless it starts throwing out a lot of oil (to the point where it’s dripping). Your compressions are good, which indicates the engine is in generally good health. Andrew Varrall DISCOVERY 3

Can you get D3 to stop whining? There’s a high-pitched whine that seems to be coming from the left-hand side of the engine (viewed from the cabin) on my 2005 TDV6 Discovery 3 auto. It starts at about 2500rpm and disappears at 3500rpm. It’s only apparent under load – not if I’m at a standstill and rev through this band. And it’s less loud when the engine is cold. I had it smoke-tested but no leaks were found; another mechanic said it could be a small piece of metal stuck in the turbo and the air rushing over it makes the whining noise. I’ve been told not to worry about it as it’s not affecting the performance.

I’ve described the symptoms on various online forums but nobody’s come back reporting similar problems – that in itself is unusual! David Mathieson, Galashiels, Selkirkshire

This is the water pump and the remains of its plastic impeller from a Range Rover P38 2.5-litre turbodiesel. When they’re old, these impellers become brittle and fracture. The owner had been advised to change it, but didn’t – here’s the result. When it failed, the car overheated and should have been recovered, but the owner opted to let it cool before driving the remaining mile home. These BMW six-cylinder turbodiesels don’t like overheating – it can easily end up as an engine rebuild. And the remains of the pump impeller were being churned around the water pump housing – bits mashing against other bits. Removing the pump showed the usual disintegrated mess. The solution was to retrieve any bits that could be found and replace the pump.

Any abnormal noise coming from the engine should be traced and eliminated – and I agree that the turbo must be considered as a possible source. Check the turbo hoses’ integrity before doing anything else; these are far cheaper and easier to replace than a turbo. I’ve also come across the leak-off pipe leaking under load, as it drags air in. David Long

www.britpart.com sales@britpart.com

For replacement, I checked with Rimmer Brothers. A genuineparts plastic-impeller pump costs £227.18 – yes, it may eventually fail, but that will be many years down the line. Rimmers also has a £30 aftermarket plastic-impeller pump. But there’s also a metalimpeller OEM version at £41.94. Is your P38 diesel at risk? Well, unless you know for sure that the pump has been changed in recent times – yes. It would make sense to change the pump as a precautionary measure. If your P38 diesel tends to run hot, that may mean a partly fractured impeller. But it’s far more likely there’ll be no warning – and if you’re on a motorway, the engine will heat up very fast indeed. Much better to avoid all that and deal with the problem before it happens.

Peter Galilee

Replace water pump before it gets this far

September 2015 LRO 149


Ask LRO DISCOVERY 3

Vacuum pump sits under air filter

(Not) an open and shut case My Discovery 3’s door seal is apparently chafing through and rupturing in the area of the door catch – this is at least the third time it’s happened. The seatbelt doesn’t catch (that’s what was suggested the first time the seal went). Ivan Stafford, Leire, Leicestershire Is the door aligned correctly? If not, that may be the cause. I’ve heard of this problem, and it seems Land Rover itself isn’t sure of the reasons. Maybe the door card sometimes pinches the seal when it’s closed – although this doesn’t seem to be the case on all D3s. Perhaps the tolerances are so fine, the door fit and door card are catching slightly – that may be enough to damage the seal. David Long

DEFENDER 300Tdi

Pump is giving me the hump My 1996 300Tdi Defender 110 station wagon has suffered three brake vacuum pump failures in only two years. When the original pump failed, it was replaced with a brand-new Wabco fitment, which lasted about 10 months. This was replaced with another new Wabco pump, which only lasted a couple of months. I then fitted a third new Wabco pump last spring, which has also just failed. In all three cases, the return spring on the pump plunger broke, so the plunger no longer makes contact with the cam lobe. I’ve now fitted a new Britpart pump. Have I been unlucky with a batch of faulty Wabco pumps, or is there an underlying problem that could cause the pumps to all fail like this? Ross Sibbald, Hawick, Selkirkshire

The pumps have to be fitted correctly with No 1 cylinder at TDC, then the fixing bolts tightened gradually. Assuming this has been done, there must be another reason. There was a faulty batch a few years ago, but you’d have to be unlucky in the extreme to get two from that batch. The only time I have ever come across vacuum pumps failing this regularly it was due to damage on the camshaft lobe that runs the vacuum pump; it was basically thumping the pump piston rather than running it smoothly. It may be worth removing the pump and checking the cam lobe. Wabco is original equipment fitment for the 300Tdi so the quality ought to be fine. Even though these vacuum pumps have always been a weak point, they should certainly work for much longer than 10 months. Andrew Varrall

Another torn seal for Ivan. But why?

RANGE ROVER CLASSIC

Can I remove V8’s air intake? I need to replace the thermostat in my 1984 Range Rover V8. The water elbow housing is beneath the air intake, which holds the vacuum capsule/ flap valve. Can I remove this air intake temporarily to make access to the thermostat housing easier? Ross White, Chepstow, Monmouthshire

Yes, it’s simple to remove the air intake system, and it won’t do any harm – so long as it’s put back exactly the same way as it came off, you won’t disturb anything in the air-intake temperature control system. If you’re unsure about pipe routing, take a photograph before you start the job. Andrew Varrall

DISCOVERY 2

Disco 2’s got into a bag habit

Disco 2’s suspension airbags should last longer than three years

My 2004 Discovery 2 eats through its air suspension bags – I’m having to change them every three years, and now it’s time for change No 4. I considered replacing them with coil springs but here in Belgium we can’t do that because of the Technical Inspection [similar to the MoT] that the vehicle needs every year. Fred Van Eesbeke, Antwerp, Belgium

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

If you have to keep the air suspension, there’s no alternative to changing the standard bags. I’m surprised you get only three years from them, though – they do wear out, but I’d expect to change them maybe every six years. Are your bump stops in place? If not, they may suffer extra wear. What make of spring are you fitting? Try Genuine Parts ones if you’re using something else. Andrew Varrall


SERIES I

How can I bring the gleam back to Series I sliders? How can I clean the plastic sliders on my 1956 Series I’s door-top windows? I’ve tried to clean them with white spirit, but that didn’t help. S Walton, Sunbury-on-Thames, Surrey The problems are: horizontal scratches (from sliding); surface abrasion (from air-blown grit); oxidation (which causes most of the dull white look); stuck-on particles from atmospheric pollution (especially in industrial areas); small cracks that don’t necessarily penetrate all through the plastic; and star-crazing – tiny internal fracturing that shows when bright light is at an acute angle to the plastic. Nothing can be done about cracks and star-crazing, but unless they’re really serious they’re not the worst of your vision problems. The rest – basically, what’s on the surface of the plastic – can be dealt with. To check the improvement that can be expected, add washingup liquid to water and wipe on both sides of the plastic. If

the plastic is now clearer, it’s salvageable. You’ll need to wash the plastic anyway, getting right into corners to remove grit. If you don’t, it’ll pick up on your cloth during the next step – you’ll be wiping grit over the plastic and scratching it. Don’t use solvents; some may be too harsh. Basically, you’re going to use an abrasive to get the rubbish off the plastic’s surface – but only a very fine, gentle abrasive, in the same way that T-Cut removes the dullness from car paint. T-Cut is too rough for this job, though, and contains ammonia.

Head-to-head test

Renovo Plastic Window Polish (for plastic rear windows on sports-car soft tops) is available but the tiny bottle is only just enough for a Series I’s sliders. So I also decided to try out Autoglym Super Resin Polish (£15 a litre at Halfords), which has a small amount of very fine abrasive in it. And, obviously, it’s useful for polishing cars afterwards. I tested each on a scrap piece of Series I side-screen plastic and divided it up into three sections for tests, with each section

having an untreated ‘control’ section, so I could judge the improvement, if any.

And the result…

Household glass cleaner gave a temporary improvement, but was back to dull in a few minutes. Renovo made a big improvement and the Super Resin Polish gave results more or less identical to Renovo. These last two produced a faint grey-brown residue – dirt removed from the plastic. Following the test I taped off the rear half of the plastic slider on my Series I, and cleaned the front part with Super Resin Polish. Apply small amounts regularly to the cloth; work in a circular motion. Get to the hard-to-reach strip where the front glass overlaps the plastic slider by wrapping the rag around the end of a ruler. Wipe to remove all residue, and polish. Next, apply small amounts of car-bodywork wax – I used Autoglym High Definition Wax. Rub it in thoroughly – the wax fills microscopic scratches. Then polish carefully. You can see from the pic [below] what a big difference was made. Peter Galilee Screen test: Peter answers reader Walton’s query in definitive style

Fitting 16in rims to Freelander gives more tyre choice

FREELANDER 1

Sweet sixteen? I’d like to fit all-terrain tyres to my Freelander 1 Td4. It wears 225/55 R17s at the moment, but I can’t get that size in all-terrain so I’ve been advised to change to 16-inch wheels and tyres. What should I do? Would I be better off getting Michelin Latitude Cross tyres in my size? Cliff Thompson, Hessle, East Yorkshire If you want to go 16-inch, that’s a big outlay in wheels and tyres. Land Rover did a Freedom five-spoke 16in rim (part no RRC 112310) for the Freelander: expect to pay £50-£60 each for secondhand rims and wheelnuts, and about £100 each for new 215/65 R16s. Don’t buy earlier (pre-2001) 16in wheels – they won’t fit your car. Michelin Latitude Cross tyres in 225/55 R17 are also about £100 each: the Latitude Cross is a factory fitment on Defenders and works very well on Freelanders. Harry Holtom

‘Tails’ from the workshop It always amazes me that we don’t hear more about rodent damage in vehicles, particularly in rural areas. I recently had a Discovery in with some electrical faults caused by mice chewing through underbonnet wiring. Nothing unusual in that, you might think – but as I closed the bonnet when I’d finished, I noticed a mouse sitting on the front seat headrest watching me work. Talk about taking the Mickey…

Andrew Varrall

www.britpart.com sales@britpart.com

September 2015 LRO 151


Ask LRO SERIES I

Which rad will give Series I best fin-ish? I’m rebuilding my 1957 Series I 88-inch, with the aim of bringing it to the right specification. The radiator was wrong when I bought it, so I have a Series I item to replace it. On photos I’ve looked at, some Series Is have radiators with horizontal fins and others are in a zig-zag shape. When I have the radiator re-cored, which one would be right for my Land Rover? J Eltham, London The horizontal-fin version is called fin-and-tube; zig-zag is called film-core. Either will work efficiently on a Series I, but film-core is stronger. Film-core is the older type – all 80-inch Land Rovers would have had these originally. But by 1957 fin-and-tube would have been available, so in your case I think either could arguably be right. But if you want to be sure, get film-core. In London, try Aaron Radiator (aaronradiator.co.uk). Peter Galilee

Film-core rad is best bet for originality

RANGE ROVER P38

Seize the moment: top up one-shot grease when working on axles

Is leak the cause of P38’s saggy rear? I fitted an air-suspension bypass system on my Range Rover P38 and it works well for about 24 hours – then the rear goes down again. The garage I’ve taken it to says the solenoids are working and they’re going to check the air suspension ECU; but would I be right in thinking that a bypass cuts out the need for the ECU, and that it’s more likely to be an air leak in the system? The garage mechanic says he can’t find any leakage. Dave Williams, Pontypool, Gwent

DEFENDER TDCi

Is TDCi’s one-shot due a top-up? How often (if at all) should my Defender TDCi’s one-shot grease in the swivel hubs be topped up? David McCrone, Knutsford, Cheshire

Land Rover says the one-shot grease is fitted for the life of the vehicle. Personally, I wouldn’t like to leave it in that long but, in the general run of things, the

axle end of a Defender has to come apart in the workshop every blue moon for one reason or another and at this point the one-shot will get renewed. Andrew Varrall

SERIES IIA

Will 7.50 tyres put my speedometer out? I’ve changed my Series IIA’s tyres from 6.00-16s to 7.50 R16s. The handbook lists 7.50s as an optional size but doesn’t say if they affect the speedo reading. Can you confirm, please? Graham Richards, Chesterfield, Derbyshire Yes, they will. The speedo will still be recording the number of times your wheels (or, more accurately, output shaft) turn, but the tyre circumference is larger

so you’ll travel further for each revolution. A speedo isn’t allowed to under-read, so check your actual speed using a satnav or other GPS device and compare it to what is shown. The gearing is marked on the face, either under the mileage or around the bottom outside edge. For 6.00 tyres it’s 1536 and for 7.50 tyres it’s 1408. There are sometimes other numbers but these are by far the most common. Dave Smith

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

I’m as confident as I can be that, if the suspension drops, you have a leak. If only one end drops after more than six hours then the ECU has been bypassed completely, due to it self-levelling every six hours when inactive. It’ll be in either one of the rear air springs – lift them to full height and check for perished rubber – or damaged air pipes. If you had a blowing exhaust, the pipes may have been damaged by the escaping heat. I don’t recommend bypass systems because the original kit works well when it’s in good order, and any fault is relatively easy to fix. Julian Gilling

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 LOAD LUGGERS

Land Rovers can easily haul a substantial load, but some are better suited to it than others. Here’s LRO’s pick of the best cargo carriers WORDS: PETER SKILTON

SERIES 1-TON 109 A rare beast in the Land Rover world with only around 700 built £700-£7000 The 1-Ton Series IIA 109in Land Rover was unveiled in 1968 to meet demand for a utility Land Rover better suited to conversions of lift platforms, fire tenders and ambulances than the Forward Control and standard long-wheelbase Series models. They’re becoming increasingly collectable in both SIIA and SIII forms, with a great mix of practicality and quirkiness. They’re handsome, too.

TURNTO PAGE 158

DEFENDER HI-CAP

FORWARD CONTROL

The undisputed king of carrying large loads over any terrain £1000-£21,400

It’s barely recognisable as a Land Rover, which adds to 101’s charm £1350-£9200

The High Capacity Pick Up was introduced in 1982 with Series IIIs (see p121) and continued through the Defender’s life, bought mostly as a workhorse. With a two-metre loadbed and full-width tailgate, it’s able to swallow pallets and 205-litre barrels with ease.

The 101 Forward Control was designed for the British Army, whch needed an air-transportable vehicle that could tow a field gun and carry one tonne of shells. Its name refers to its 101-inch wheelbase and the driver’s seating position forward of the front axle.

TURN TO PAGE 160

TURN TO PAGE 162 September 2015 LRO 157


Buying

WHAT TO CHECK Suspension

Axles

Corrosion

Tyres

Watch out for worn springs, identified by the body slumped on one or more corners

Look for ENVs on SIIAs and early SIIIs, Salisburys on later SIIIs, and Rovers on the front of late SIIIs

As with any Series, the chassis and bulkhead require meticulous checking for rust

9.00x16 tyres were standard, but they’re now difficult to find and can be expensive

1968-1977 Series IIA/III 1-Ton: £700-7000

L

and Rover has long faced stiff competition from American and Japanese rivals, and the story of the 1-Ton Land Rover starts with such a battle. Pick-ups were selling well in the Middle East, so Land Rover set out to build a similar vehicle on a 129-inch wheelbase with a three-litre, six-cylinder Rover petrol engine. The 129 didn’t make it into production, but Land Rover did finish the Forward Control that was being developed at the same time, and engineers had both vehicles in mind when the 1-Ton was finally built in 1968. Land Rover only built about 736 1-Tons between 1968 and 1977. The main customers were utility companies and many were

158 LRO September 2015

exported. About 60 are thought to survive, making them very rare and hard to get hold of. They do occasionally come up for sale, and for around the same prices as standard Series vehicles. The 1-Ton uses a lot of parts inherited from Series Land Rovers, so the checklist of things to inspect is much the same. Look for signs of rust around the chassis and the bulkhead, just as you would on any Series. Repairs are possible and some buyers are willing to take on a vehicle needing serious attention. The biggest thing to determine when viewing any 1-Ton is that it’s the real thing. MoD vehicles with extended spring hangers are often claimed to be 1-Tons but are not. The British military never used

‘The main customers were utility companies and many were exported. About 60 survive’ 1-Tons – the Nigerian army was the only force to do so. The best way is to check the chassis number. Many replicas have been built using wider 6½-inch wheels. Vehicles were once worth more as spares and many were broken up, so more sets of wheels survive than vehicles. It’s vital to ensure that the engine and gearbox are in good condition

– parts are hard to find and command high prices, especially the lower-geared steering box. Standard Series Land Rovers are slow and thirsty, but the 1-Ton takes things further. Things become uncomfortable at speeds higher than 45mph, and fuel economy rarely tops 10mpg. Vehicles commanding the best money are the most original and complete examples, including having the correct axles for their age. SIIAs and early SIIIs should have ENVs front and rear, identified by being larger than a Rover axle with the front flat and the rear spherical. SIIIs were generally fitted with Salisburys, though you may find a reinforced Rover front axle on the latest models.


Wheels Most models had 16in wheels with a deep 6½-inch dish to accommodate larger tyres

VITAL STATS

Engine: 2.6 litre six cylinder petrol Length: 4.44m Width: 1.68m Height: 2.13m Weight: 1.76 tonnes Wading depth: 500mm Towing capacity: 2000kg

Steering

Components

The steering box was lower geared than a standard Series and they’re now hard to find

Engine parts for the sixcylinder are rare, and require deep pockets and a lot of effort to find

FAQs

Galvanised roof rack

THE BEST STUFF TO ADD

£218.40 From: johncraddockltd.co.uk, 01543 577207

I DRIVE ONE DAN WARDEN ‘Be aware that these are slow, noisy and thirsty, even by conventional Series Land Rover standards – 10mpg is about best for an original-spec six-cylinder petrol engine’

Top fact

Land Rover’s earliest 1-Ton developments were based on a 129-inch chassis

1-Tons were designed for load-lugging and a roof rack helps maximise carrying capacity. This box-section rack (SWB version pictured) complements the look.

How do I tell a real 1-Ton from a replica? The 1-Ton name is given to a lot of Land Rovers that are no such thing. The way to tell them from other Series vehicles is to check the chassis number with the 1-Ton Land Rover Register (onetonlandrover.co.uk). The differences that originally made a 1-Ton stand out, such as extended spring hangers and larger wheels, are often retrofitted to standard Series vehicles too. My 1-Ton should have a PTO for a winch but doesn’t. Can I fit any Series PTO? The 1-Ton gearbox is the same as that on the SIIB Forward Control, which uses a longer mainshaft and different main bearing than a standard Series ’box. This means fitting a PTO requires a different design to the standard set-up. It is possible to fit a standard PTO with a few modifications, but a 1-Ton PTO can’t be fitted to a standard gearbox.

Finding a 1-Ton for sale How to get hold of a 1-Ton Most 1-Tons were used as workhorses and led a brutal life at work. This saw a huge number run into the ground and scrapped, so finding one isn’t easy and takes time and patience. They rarely appear on classified websites and the best way of tracking one down is via the 1-Ton register (onetonlandrover.co.uk) and its associated 900 Club forum (900club.org). The register includes details of all known surviving vehicles and is regularly updated.

How much to pay for a 1-Ton It’s hard to put an exact value on a model that’s so rarely sold. Originality plays the biggest part in bumping up the price, but there is little to suggest that these Land Rovers are worth any more than their standard Series counterparts. Prices should take into account the current values of Series vehicles.

September 2015 LRO 159


Buying

WHAT TO CHECK Wheels

Engines

Rear window

Body panels

Heavy-duty wheels were fitted to take extra weight. Non-standard wheels may affect load capacity

A long production life has seen 200Tdi, 300Tdi, Td5, 2.4 TDCi and 2.2 TDCi units fitted since 1990

Catches can break, creating rattles, letting in water and compromising security

Working environments mean you can expect some damage, but few buyers worry much about it

1990-2015 Defender 110 Hi-Cap: £1k- 21,400

T

he High Capacity Pick Up, better known as the Hi-Cap, was first seen on the Series III in 1982. It was another response to increased competition from Japan. One of Land Rover’s young engineers, Mike Donovan, took charge of the Hi-Cap as his first project with the company. It was a hit and became a stalwart of the Land Rover line-up. The Hi-Cap offers an increased payload over the standard Defender 110 pick-up, a two-metre load bed and a full-width tailgate. Although the extra payload is useful, most owners find the larger loadbed is the biggest advantage, allowing pallets and 205-litre barrels to be loaded between the wheel arches.

160 LRO September 2015

Unlike the standard 110, the arches are as big as they need to be to fit the wheel, rather than running the full length of the body. This allows space for the spare wheel to be stored to one side to make use of the full length. A removable ladder rack is a practical and desirable addition and it’s worth asking about its whereabouts if one isn’t fitted. Another popular addition is a rear canopy or cover, with plenty of options available. The way the pick-up body is fitted separately to the cab means there are fewer small dirt traps, and chassis suffer less than full-bodied Defenders, but do have a good look underneath – the rear crossmember is a particular weak spot.

‘The extra payload is useful, but most owners find the larger loadbed is the biggest advantage’ Many Hi-Caps have been abused in day-to-day work. Body panels are often damaged and the double skin of the pick-up body makes it hard to beat out dents. The interior of the pick-up is nearly always scuffed and dented, but it’s easy to hide with a new plywood lining. The wear and tear continues inside the cab. Doorcards are often

cracked and scratched where the door has been kicked open with muddy boots, and the vinyl seat covers are often ripped with large chunks of foam padding missing. This can be fixed with new foams and covers, and will transform the driving experience. Towing is often part of a Hi-Cap’s remit, which puts strain on the drivetrain. Drive every potential purchase to feel for play in the gearbox and rear axle. A range of engines is available, depending on age. Models from 1990 to 1994 will be fitted with the 200Tdi, while 1994 to 1998 vehicles have the 300Tdi. The Td5 was fitted until 2007 when Land Rover used the 2.4 TDCi, replaced by the 2.2 TDCi in 2012.


Tailgate The tailgate is supported by two cables but these are broken on many vehicles

VITAL STATS

Engines: 200Tdi, 300Tdi, Td5, 2.4 TDCi, 2.2 TDCi Length: 4.63m Width: 1.79m Weight: 1.94 tonnes Wading depth: 500mm Towing capacity: 3500kg

Condition

Seats

As with the exterior, expect to find dirt and damage. New seat covers will quickly tidy it up

The Hi-Cap pickup’s cab was fitted with three seats on all Tdi models and some early Td5s

FAQs

THE BEST STUFF TO ADD

Ifor Williams canopy £414 From: iwt.co.uk, 0843 216 7447

Hi-Caps aren’t the most secure vehicles. The cab is small and anything left in the rear loadbed is vulnerable. A canopy can make it a bit more secure, even if just for a short time, and many pick-ups from 90s to 130s have an Ifor Williams canopy, which will also keep contents in the loadbed.

I DRIVE ONE PETER PAUWELS ‘Five years ago I came across my beautiful 110 HCPU with only 8000 miles on the clock. It’s a fantastic and truly versatile vehicle – it’s definitely a keeper.’

What’s the best way of protecting the inside of the loadbed from damage? No specific mat is available, but many owners opt to line the inside with plywood. This not only protects but can also improve appearance by hiding dents, scuffs and scratches. I’d like a Hi-Cap for long-distance towing. Which is the best DIY-maintenance engine? As the Defender evolved, so too did the engines put into it. The latest 2.2 TDCi is by far the most refined and the six-speed gearbox makes towing a breeze. This refinement meant fitting complex electronics, however, which isn’t as user-friendly for DIY servicing. For simplicity, you can’t beat the 200Tdi or 300Tdi, but they’re not as good for towing as the Td5, which offers the best of both worlds. It’s suitable for home maintenance and offers decent performance.

For sale on LRO.com 1995 Defender 110 Hi-Cap, £4750

2003 Defender 110 Hi-Cap, £6750

2011 Defender 110 Hi-Cap, £13,995

This 110 has all its original kit. The mileage is just over 105,000, half of what many 300 Tdis reach.

This Td5 has modular steel wheels, LED lights and an Ifor Williams canopy – all useful upgrades.

This 2.4 TDCi has worked for a living, but you wouldn’t know by looking at it.

Top fact

The original Series III Hi-Cap was designed to compete with Toyota’s FJ45 September 2015 LRO 161


Buying

WHAT TO CHECK Wheels

Door tops

Tyres

Front swivels

The 9.00x16 six-stud wheels are unique to the 101, so check their condition carefully

Ensure these are in good condition because it’s another unique, hard-to-find part

Finding them isn’t an easy job, and it can be expensive, so plenty of remaining tread is a bonus

These are welded to the axles, making replacement difficult – check condition before you buy

1972-1977 101 Forward Control: £1350-9200

T

he lack of a suitable vehicle to tow the British Army’s field guns was the spark for the 101. Conventional Land Rovers were too small to carry sufficient ammunition and gunners, and the next smallest option was the fourton Bedford MK truck. Rover engineers had devised a universal-joint tow hitch that fed drive to a trailer’s wheels, and the army thought the idea of adding a gun behind a trailer on an airliftable truck would be perfect. The existing Forward Control was deemed unsuitable and Land Rover was keen to keep its military contract. After trial and error, Land Rover found the solution – a 101-inch wheelbase forward

162 LRO September 2015

control layout with a 3.5-litre V8 engine, one-tonne payload and total weight of 1580kg to allow transport by plane. Production started in 1972 and ended in 1978. The 101 was never produced for civilian sales, but around 2360 were made for the UK military. The majority were built for general service (GS), with around 450 ambulance conversions, 140 with radio bodies and 20 Vampires for electronic warfare. Disposal auctions in the late 1980s saw the 101 slowly trickle into civilian hands, before becoming a flood in the 1990s. Today, few 101s can be found in their ‘just discharged’ condition. Many have been converted for overlanding, especially left-hand

‘The best choice for overlanders is an ambulance, while GS models make the best workhorses’ drive variants, and even more have been restored to their military glory. The 101 is certainly an acquired taste. It’s not comfortable, isn’t very well suited to being driven on-road, the V8 has a big thirst and, when unladen, suspension flex off-road is limited, but it is a vast amount of fun. It’s important to know all this before you make the leap into what

could be a money pit – spares are hard to find and often expensive. Some have made the change to diesel power for economy. Overlanders’ best choice is an ambulance, while GS models make the best workhorses. 101s are also great for jobs such as tree surgery. Look out for rust on the chassis, particularly behind underseal. Tired engines are expensive to rebuild, and many owners replace V8s with diesels. Make sure any conversions have been done properly. Their lack of practicality makes these Land Rovers difficult to use often, and many sit unused for long periods, which makes their brakes seize. Regularly used examples are likely to be in better mechanical condition.


Paintwork Layers of matt black and green paint can build up, coat by coat, over the years

VITAL STATS

Engine: 3.5 litre V8 Length: 4.13m Width: 1.84m Height: 2.24m Weight: 1.83 tonnes Wading depth: 600mm

Reservoirs

Gears

Hydraulic fluid reservoirs are mounted inside the cab for easy maintenance, but any fluid spilt will ruin paint

Standard transmission is permanent four-wheel drive with four-speed ’box and high/low transfer box

FAQs

Jerry cans

THE BEST STUFF TO ADD

£13.80 each From: johncraddockltd.co.uk, 01543 577207

I DRIVE ONE: OLE PARS ‘It took me 20 years to build up the courage to buy it, but it’s the best, coolest and biggest Land Rover I’ve owned. It’s easy to drive and maintain, and great at shows and off-road.’

101s aren’t known for their fuel efficiency, so having a few spare litres of go-juice in a can could save you a potentially embarrassing walk. These five-litre jerry cans are available in a range of bright colours to contrast the standard olive drab.

I want to keep my 101 looking original – where can I buy the paint? From military paint specialist Paints R Us (militaryvehiclepaint.co.uk). Be careful though – a military camo scheme could land you in trouble if you plan on venturing into Africa or close to countries where there’s military conflict. Which is the most suitable 101 body style for overlanding? The most common bodies are GS, Ambulance, Radio and Vampire. Few Vampires are converted because it knocks so much value off the vehicle. Of the other three, the ambulance is the most practical for overlanding. Its wider body gives you more space and means the bed can be placed from side to side. It’s also possible to remove an ambulance’s bulkhead to provide more space, though this could compromise security.

For sale on LRO.com 1976 101 Forward Control, £10,500

1977 101 Forward Control, £6500

1978 101 Forward Control, £9500

This 101’s V8 has made way for a 2.4-litre diesel. A chassis-up rebuild included a rear converted to sleep in.

This vehicle, recently featured in LRO, retains its 3.5-litre V8 and has covered just 53,000 miles.

This 101 now runs a 4.6-litre V8. It’s also fitted out for overlanding with a double bed, cooker and sink.

Top fact

Dunsfold Land Rover gave 101s glassfibre bodies to appear as taxis in the 1995 film Judge Dredd

LRO

September 2015 LRO 163


164 LRO September 2015


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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 Engin

3

Ins gr oup Comb ined mpg RWT mpg CO2 ( g/km ) VED

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.

Price

Price

2

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) Wading depth 500mm Towing capacity 2000kg Load space 876 litres 88-inch; 3062 litres 109-inch; 4400 litres ambulance 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

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

Yes 1625 3612 1968

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

166 LRO September 2015 Find more than 5000 Land Rovers for sale at LRO.com

n/a

n/a

n/a

SERIES II HARD TOP


Ca

ll f

or

aq

LEZ c ompli ant h (mm ) Leng th (m m) Heig ht (m m)

te

to

da

yo

n0

14

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

uo

80

48

48

SERIES III Everyday use  Off-road ability  Spares  Kit & accessories  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

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

67

7

Yes 1676 3612 1968

SERIES III HARD TOP

Series II 109 inch 2.6-litre 1970 £12500 Gloucester postcode, 3000 miles in the year, clean licence, sales manager, 45 years old, garaged vehicle

£85.12 (or £102.12 with Agreed Value)

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. Range Rover 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

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

n/a

n/a 230 3947/V8/p 185/4750 235/2600 9.9 114

n/a

5

Yes 1778 4470 1780

18

£0

2393/4/d 2500/4/d

112/4200 183/2400 14.5 97 119/4200 209/1950 n/a

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

Classic CSK 2 door 1990 £30000 Gloucester postcode, 3000 miles in the year, clean licence, sales manager, 45 years old, garaged vehicle

£161.44 (or £178.44 with Agreed Value)

LAND ROVER INSURANCE Up to 25% discount for car club members

01480 484 831 Find more than 5000 Land Rovers for sale at LRO.com September 2015 LRO 167

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

2 Price

Price

Trade p

USED VEHICLES

1

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

168 LRO September 2015 Find more than 5000 Land Rovers for sale at LRO.com

Defender 110 300Tdi s/ wagon 1996 £13250 Gloucester postcode, 3000 miles in the year, clean licence, sales manager, 45 years old, garaged vehicle

£221.78

(or £238.78 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 9,650 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 SD4 GS 5 door auto 2012 £20175 Gloucester postcode, 3000 miles in the year, clean licence, sales manager, 45 years old, garaged vehicle

£380.84

FREELANDER 2

Find more than 5000 Land Rovers for sale at LRO.com September 2015 LRO 169


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 TDV6 5 seat auto 2007 £11170 Gloucester postcode, 3000 miles in the year, clean licence, sales manager, 45 years old, garaged vehicle

£242.38

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

170 LRO September 2015 Find more than 5000 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 TDV8 HSE 2008 £29425 Gloucester postcode, 3000 miles in the year, clean licence, sales manager, 45 years old, garaged vehicle

£261.88

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 5000 Land Rovers for sale at LRO.com September 2015 LRO 171

LRO


TH E PE RF E CT

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shearwater-insurance.co.uk September 2015 LRO 177

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178 LRO August 2015


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MAKE SURE YOU INCLUDE THE FOLLOWING INFORMATION: YOUR DETAILS:

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(35 WORDS OR FEWER FOR MAGAZINE ADVERT): MAKE

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September 2015 LRO 179


TRADER

VEHICLES FOR SALE

ADVERTISE YOUR VEHICLE FOR FREE SEND YOUR FREE AD TO: LROI CLASSIFIED BAUER, MEDIA HOUSE, LYNCHWOOD, PETERBOROUGH BUSINESS PARK, PETERBOROUGH PE2 6EA OR EMAIL: LROVEHICLESFORSALE@BAUERMEDIA.CO.UK

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+,-,5+,9 

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HOUSE Since 2010, Lazer has been setting the standard in LED lighting. Founded on the principles of bringing world class technology to its customers, Lazer products have been proven time and time again to outperform the competition on track, on road and off road. With 0.25 lux measurements hitting more than 80m wide at 900m (T-24 model), the hybrid beam pattern delivers unsurpassed range and depth of illumination.

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Tel: 01527 892 377 email: astwood4x4@gmail.com September 2015 LRO 181


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Full workshop facilities for all Land Rover vehicles

OVERLAND PREPARATION SPECIALIST ROOF RACKS MANUFACTURED BY BROWNCHURCH FOR ALL PURPOSES

LAND ROVER GENUINE PARTS FROM DUCKWORTH PARTS

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01673 799396

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*subject to availability from Land Rover

TEL: +44 (0)20 8556 0011 FAX: +44 (0)20 8556 0033 email sales@brownchurch.co.uk or visit our website at www.brownchurch.co.uk

September 2015 LRO 183


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Kit Price

Your independent Land Rover specialist in York

ÂŁ375. 00

Servicing, Repairs, Parts, Diagnosis, Bush Mechanic Training, Refurbishment. Major overhauls, Bulkhead change, engine upgrades, gearbox replacement, off road preparation.

Chassis swops for all models

Overland Preparation, for all models and budgets

www.blackpaw4x4.com info@blackpaw4x4.com

01904 625 073

Find us on Facebook and Twitter

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The REDBOOSTER servo clutch system is designed for the Defender TDCi Puma, TD5, 200 & 300Tdi to reduce clutch pedal effort to an acceptable level. 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.

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

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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BUILT BY LANDROVER DRIVEN BY YOU BROKEN BY US UK Manufactured

LANDROVER BREAKERS SALVAGE ALWAYS FOR SALE Breaking Discovery 1, 2, & 3, L322, Rangerover Sport, Freelanders, Defenders, Discovery 200, 300, V8 & TDV6â&#x20AC;&#x2122;s. All parts available. PLENTY MORE SALVAGE IN STOCK, VIEW OUR WEBSITE

UK & INTERNATIONAL MAIL ORDER PHONE 0044(0)1458 834930 FAX 0044(0)1458 834865

Safari/Rear End Doors

Email: richard.cws@btconnect.com (for parts) keith.cws@btconnect.com for salvage shane.cws@btconnect.com (for sales) ray.cws@btconnect.com (for Jap enquiries)

www.4x4cws.co.uk

M12

OFF ROAD

Automove Cooling Specialist

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 Steering Guards From ÂŁ99 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

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.

Black set with an Aerial hole ÂŁ99.50

Steering guard ÂŁ99

A set of Laser cut, vehicle specific Brackets and all necessary fittings for a professional installation.

Free UK Delivery Postcode Restrictions Apply

We now offer international delivery on selected items

WE ACCEPT Visit our EBay store

Come and visit us at the Land Rover Owner Internaonal Show 2015 Stand J10 Revotec Ltd Tel: 01491 824424 Fax: 01491 833711 Email: sales@revotec.com

www.m12-offroad.co.uk

www.revotec.com September 2015 LRO 187


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DONâ&#x20AC;&#x2122;T LET THE SIDES OF YOUR DEFENDER GET DAMAGED! LAND ROVER DEFENDER HARD TOP 90 INTERIOR SIDE PANEL /PROTECTOR TRIMS.

Makes a huge difference to your interior and gives an excellent quality ďŹ nish.

BECAUSE A GREAT BRITISH ICON DESERVES A UNIQUE INTERIOR

These panels not only soften the interior of your Defender but offer protection to your aluminium sides, which are incredibly easy to damage and very expensive to repair. The panels are expertly moulded, ďŹ tting neatly around seat belt hangers and brackets giving a high quality ďŹ nish. Trims are covered in the ďŹ nest acoustic carpet being dark grey ďŹ&#x201A;eck in colour which compliments all interiors, they not only look good but are extremely effective at deadening sound. Really easy to ďŹ t. No ďŹ xings required. Snug push-in ďŹ t. Simply undo seat belt hanger. Slide into position. Re-hang seat belt hanger

LAND ROVER 110 PANELS ALSO AVAILABLE ON REQUEST NOW AVAILABLE THE NEW 110 UTILITY PROTECTOR PANELS

DEFENDER 90 SIDE PANELS

ÂŁ10US8P&.0P0 PL

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. 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

ALL LAND ROVER DEFENDERS SHOULD HAVE THESE! (QUOTE FROM PREVIOUS CUSTOMERS) s$%,)6%297)4(). $!93 s!,,-!*/2#2%$)4$%")4#!2$3!##%04%$

4EL %MAILJACKGARY TISCALICOUK WWWTGE DEFENDERTRIMSCOUK

We supply a comprehensive range of wiring products for repair, modiďŹ cation or complete rewire to your Land Rover

CA FRE TA E LO GU E Visit our website, phone or email for a free catalogue

www.vehicleproducts.co.uk Tel: 0115 9305454  Email: sales@vehicleproducts.co.uk Vehicle Wiring Products, 9 Buxton Court, Manners Ind.Est., Ilkeston, Derbyshire DE7 8EF September 2015 LRO 189


HLR SPARES Used Landrover Parts Supplied & Fitted BREAKING Discoveries 200tdi, 300tdi, Td5 & V8 Freelander 1 Td4, 1.8 Petrol, 2.0 Diesel O(QJLQHV *HDUER[HV O)DFWRU\([WUDV O,QWHULRU ([WHULRU7ULP O Panels & Bumpers O$[OHV O Cylinder Heads O Complete Landrovers O Wheels & Tyres O2SHQ'D\V$:HHN O Free UK Delivery O$QG0RUHÂŤ All Parts Come With 30 Day Warranty Visit Our New Website

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ADVERTISERSINDEX ADVERTISER NAME 4Site 4x4 4x4 Overlander Ltd A E W Paddock Motors Ltd Allisport Ltd Astwood Bank Landrovers Automotive Component Avon Tuning Before and After Blackpaw 4x4 Boab Ltd Britpart Brownchurch Ltd Carole Nash Insurance CWS Devon 4x4 Centre Ltd Duckworth Land Rover Dura Ltd 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 Insurance Factory Ltd Jack Sealey Ltd. John Barry Ltd

PAGE 52-53 164 72-73 156 181 107 189 85 185 19, 30-31 183 178 187 29 154, 183 154 92, 183 37 9 41 174 154 183 127 191 175 120, 178 185 176, 177 119 185

ADVERTISER NAME John Craddock Ltd KBX Upgrades Ltd L I Upholstery Landefender 4x4 Parts Lazer Lamps Ltd LR Centre Ltd M12-Offroad Machine Mart Mantec Services U.K Ltd MM 4x4 Nene Overland Noisekiller Acoustic Optimill Ltd Peter Best Insurance Services Ltd Polybush Prospeed Motorsports Ltd Revotec Ltd Rimmer Bros Ltd Rugged Guide Vehicles Ltd Ruskin Design Ltd Shearwater Insurance Consultants Lt Shop 4 Autoparts Silverline International Ltd Simmonites Ltd Steve Parkers Ltd TGE Ltd Thunderpole Top Gear Trading Ltd Tune My Defender Turner Engineering Tyres Direct Online Urban Automotive Ltd

FOLEY SPECIALIST VEHICLES LTD

PAGE 86-89 185 164 187 181 125 187 80-81 65, 67 102, 153, 156, 165 96-97, 155, 179 107 178 128 122 187 135 34 189 177 128 38, 212 104 108 189 181 135 20-21, 190 153, 165 139 100

ADVERTISER NAME

PAGE

Vehicle Wiring Products Ltd Warwick 4x4 Ltd WhistleďŹ sh Ltd trading ss Zeus Witham Specialist Vehicles

189 107 191 139

LRO Advertisers Index sponsored by

Tel: 01279 793500

TEL: 01279 793500 September 2015 LRO 191


FREE MOT WITH YOUR NEXT SERVICE

PLEASE QUOTE

LRO free MOT when booking

FREE MOT WITH YOUR NEXT SERVICE

PLEASE QUOTE

LRO free MOT when booking

Dedicated Land Rover service centre www.neneoverland.co.uk service@neneoverland.co.uk

Tel: 01733 380687

Nene Overland, Manor Farm, Ailsworth, Peterborough Cambridgeshire PE5 7AF

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

TFL Tim Fry Landrovers of Cheltenham

Tel (Sales): 01242 244344 Tel (Service): 01242 235943 Tel (Parts): 01242 516028 www.timfrylandrovers.co.uk

T/F (01388) 731998 Mobile: 07802 795990 Email: paulhpms@hotmail.co.uk

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

Tel: 02380 811973

E.H.DOUGLAS FOUR WHEEL DRIVE CENTRE 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

01787 469553 Unit 6 Westmead, Hedingham Road, +SW½IPH,EPWXIEH)WWI\'3 94

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

www.neneoverland.co.uk londonservice@neneoverland.co.uk

Tel: 01628 671250

A.J.D. LANDROVERS

Stockists of Britpart, Bearmach, All Makes and Land Rover genuine parts

BRIDGE STREET, TOW LAW, CO. DURHAM. DL13 4LD

Dedicated Land Rover service centre

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. A member of the network of 4x4 specialists

www.ajdlandrovers.co.uk E-Mail: ajd@ajdlandrovers.co.uk

email: newforest4x4.rose@aol.co.uk

Telephone: 01992 445634

Staffordshire 4x4

GUMTREE 4x4

PARKHOUSE INDUSTRIAL ESTATE NEWCASTLE UNDER LYME

01782 564019

SERVICING REPAIRS MODIFICATIONS PARTS DIAGNOSTICS ENTHUSIASTS! STAFFORDSHIRE4X4.COM

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


ACCESSORIES & PARTS nt pins threaded Stainless steel ve ith stainless w at both ends and so they will nuts steel dome head last for years. d work properly an

Vent Pins

NEUTRARUST

TRADER MARKET PLACE

TRADER

MARKET PLACE

THE ORIGINAL RUST CURE

www.neutrarustuk.com

Simple Rust Treatment 08451 308 803 (low call rate) Enquiries -simon@neutrarustuk.com Don’t let your Land Rover rust

SAFARI ENGINEERING Better Buy Miles Ex-Ministry and Civilian Land Rovers refurbished & ready for work, to include: LWBs, SWBs, 90s, 110s, 101s, Lightweights, Trailers & Bikes, Petrol & Diesel, 12 & 24 volt, always a large choice in stock. HUGE s/hand & new spares in stock. We cater for ALL from government to the working man. Exports world-wide including all documentation & customs forms etc. Don’t delay call today 01189 732732 phone or fax. Mobile: 07836 384505 www.safari-engineering.co.uk www.safariengineering.com West Winner, Eversley Centre, Eversley, Hants RG27 0LY

LAND ROVER PARTS SPECIALIST www.brookwell.co.uk

t:&"34&91&3*&/$&0'4&--*/(1"354'03"---"/%307&3.0%&-4

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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

September 2015 -30 193

Want to Advertise Call 01733 366487

WHY CHOOSE BROOKWELLS?


TRADER MARKET PLACE

ACCESSORIES & PARTS

Specialists in Defender 110 and 90s

Lockable deck lid

www.formet.co.uk

Want to Advertise Call 01733 366487

colin@formet.co.uk 01480 475 041

194 -30 September 2015

We undertake gas (LPG) conversions on classic to modern vehicles as well as supply DIY kits. aÚ JÓÓbÚJ¨lÚíÓÚvJÐîÚܬڻÐvÓv¨Ü aÚBvÚbJ¨ÚÓå»»îÚJ¨Ú¬ëvÚܬÚJÚå Ü aÚJëvÚJÚëJÓÜÚÓå»»îÚ¬Ú»JÐÜÓÚ¨ Óܬb aÚ;.Ú¨ÓåÐJ¨bvÚ¨Ó»vbܬ¨Ó

We also undertake the ¬¬ì¨ h %lÚQÚ#vìÚJ¨lÚ3¬ëvÐÚJ¨lÚCi ÓvÐëb¨ iÚ"%7Úì¬ÐiÚ£J¨åJ tuning and special builds.


High power HS2.8 TGV & Wastegate engines for repower conversions Displacement: Maximum power: Max. governed rpm: Maximum torque:

International HS 2.8L TOV 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 â&#x20AC;&#x2DC;300â&#x20AC;&#x2122; Tdi turnkey engines available .... from £5995 + VAT Brand new â&#x20AC;&#x2DC;300â&#x20AC;&#x2122; Tdi & 2.4 Tdci stripped engines available ............... ........................................................................................£2995 + 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 â&#x20AC;&#x2DC;NEWâ&#x20AC;&#x2122;

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

TRADER MARKET PLACE

BATTERIES

ACCESSORIES & PARTS

BREAKERS

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 Peterborough Premier Land Rover Dismantler Supplier of quality recycled Land Rover parts for most model Land Rover series; Defender, Range Rover, Freelander and Discoveryâ&#x20AC;&#x2122;s up to 2003 models Unit 6, Lime Square Business Park, Saville Road, Peterborough PE3 7PR

01733 266690 www.avenger4x4.com sales@avenger4x4.com See our eBay store

TS for SAVe MONEY YOURON PAR land ROVER

BATTERIES - BRAKES - SERVICE ITEMS OIL - CLUTCHES - TOOLS

5 WHEELER STREET, HEADCORN, KENT

RETAIL, TRADE, EXPORT

01622 891777

WWW.PSAUTOPARTS.CO.UK

BODYSHOP REPAIRS

Dedicated Body Repair Centre

ZZZMJV[FRXN HED\ ZZZMJV[FRP 6+23

1RUWK/RGJH2UOLQJEXU\5RDG,VKDP.(77(5,1*11+:

CLOTHING

Visit

UK P&P

O Chassis repairs/replacement

O Traditional craftsmen

O Speedliner spray on linings

O Nationwide collection & delivery

O Bespoke body conversions

O Minor repairs to full body refurb

O Waxoyl â&#x20AC;&#x201C; underbody protection

www.bodyshop47.com repairs@bodyshop47.com Head office: 01733 380687

Tel: 01664

823975

Nene Overland, Manor Farm, Ailsworth, Peterborough Cambridgeshire PE5 7AF

28 Years of Vehicle Preparation

September 2015 -30 195

01733 366487

For a Great Range of Vintage T-ShirtS

FREE

O Low bake oven facility

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7HO   VDOHV#MJV[FRXN


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SERVICES

4X4 TOURS

SUMMER SPECIAL OFFER )XOO\Ă&#x20AC;WWHGIRURQO\ÂŁ3250IRU´ ÂŁ3450IRUÎź )RU9RU7'DGG  â&#x20AC;&#x153;ÂŁ2850 for 88â&#x20AC;?

EVENTS AND TRAVEL

EXPEDITIONS world travel show Stratford-upon-Avon Racecourse, Warwickshire, England

26-27 September 2015 Premier show of its type in the UK, featuring:â&#x20AC;&#x201C; 200+ traders, travel seminars, tours, safaris, 4x4 campers, expedition trucks, adventure motorcycles, fatbikes, motorhomes, world adventure travel cinema â&#x20AC;Ś plus so much more!

Camping: 3 nights Fri-Sun @ ÂŁ25 Adult Day Admission @ ÂŁ12, child under 16 years free. Info via Tom McGuigan: 02476 731971 ~ 07958 216266 www.adventureoverlandshow.com

EVENTS AND TRAVEL

Morocco Recce Tour - 20th - 29th Oct 2015 10 days - ÂŁ700 per vehicle UK Tours - Wales Devon and Salisbury Plain

N D! A L E C I 5 1 0 2 New for s

Want to Advertise Call 01733 366487

r detail o f s u t c a t n Co

www.4x4adventuretours.co.uk

0776 933 6099

SELF DRIVE SAFARIS

TURBO SPECIALIST

196 -30 September 2015

info@4x4adventuretours.co.uk


DAVID PUGH

Town & Country Land Rovers

F

WA X R

Est 1988

(Sandbach in Cheshire)

Y L TR E AT M E N T R L A N D R VE R

Professional Steam Clean and Waxoyl

(Approx 25 Litres of Waxoyl)

90/Discovery/RR ÂŁ350 + VAT

FREE vehicle underbody health check before waxoyling

Over 20 years experience - All work guaranteed MECHANICAL REPAIRS, WELDING & SERVICING NOW ACCEPT ALL Workshop: (01477) 500082 MAJOR CREDIT CARDS Workshop/Mobile: 07831 296416 Maestro

ÂŁ35 + VAT

ALL REPAIRS Major Service AND SERVICING Approx.

ÂŁ260

Pr hr labour

Gilbert Land Rovers Stuart In Kent

+ VAT

SPECIALIST IN LAND ROVER MAINTENANCE

$ISCOVERYs2ANGE2OVERs&REELANDERs,ANDROVER/WNER Fed up with exhorbitant prices and poor service? Stuart and David can offer you over 35 years experience, a personal friendly service and probably the cheapest rates in Kent.

Also Diagnostic facility. Collection and delivery service or courtesy car usually at no extra cost.

Tel: Stuart (01795) 843116 Visitors by appointment please

Orchards, Sittingbourne, Kent ME9 8JX 1 mile from M2 Junction 5 LAND/RANGE ROVER/FREELANDER SPECIALISTS

Beaumont LANDROVERS

Established 31 years

MoT Work Repairs Servicing

Engine re-conditioning Secondhand/new spare parts National delivery and Worldwide export

ENGINE RECONDITIONING SPECIALISTS e VEHICLE SALES, PARTS BOUGHT & SOLD e BREAKING ALL VEHICLES FOR SPARES 3EEOURWEBSITEFORFULLSTOCKLIST

t: 01422 244823 m: 07860 154794 www.beaumontlandroversCOUK s INFO beaumontlandrovers.co.uk

Revival Engineering

07816 602984 Sam@revivalengineering.com www.revivalengineering.com 8QLW  %XLOGLQJV)DUP *R]]DUGV )RUG )DULQJGRQ 5RDG 2;)25'6+,5( 2;4+

or visit

www.rjlandrovers.co.uk

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;?.

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&#x;ŽŜÄ?ĆľĆ?Ć&#x161;ŽžĹ?Ć?Ä&#x201A;Ć&#x;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? ĹŻĹŻÇ Ĺ˝Ć&#x152;ĹŹƾŜÄ&#x161;Ä&#x17E;Ć&#x152;Ć&#x161;Ä&#x201A;ĹŹÄ&#x17E;Ĺś ŜŽĹŠĹ˝Ä?Ć&#x161;ŽŽÄ?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;

07817 453 746 www.stock-4x4.co.uk stock_4x4@hotmail.com

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01733 366487

Tel: 01487 830813

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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. GoWRZZZEHIRUHQDIWHUFRXNPFZD[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.

Want to Advertise Ca

Specialists in the servicing, repair and restoration of classic Land Rovers 1948 - to present day. 6HUYLFLQJ  PHFKDQLFDO RYHUKDXOV  HOHFWULFDO UHSDLUV  IXOO SDUW UHVWRUDWLRQ  JDOYDQLVHG FKDVVLV DQG EXONKHDGVZDSV

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TRADER MARKET PLACE

SERVICES


TRADER MARKET PLACE

INDEPENDENT DEALERS

VEHICLE SALES

Jake Wright YORKSHIRE SPECIALISTS

For 30 Years

Traditional Motor Engineers specialising in - Repairs and Service for all models MOT’s & Welding. Full or part restorations. Chassis and bulkhead replacements.

HALLAM BROTHERS

Quality Used Land Rover Sales

WE ALSO HAVE SELECTED VEHICLES FOR SALE SEE OUR WEB SITE

New Mills Road Garage, Hayfield, Derbyshire SK22 2EU Tel: 01663 743266 www.hallambros.co.uk

1960 SERIES 2 PETROL 7 SEATER. 3 OWNERS, IMMACULATE. £15000.

09 (09) DEFENDER 110 TDCI COUNTY D/C. 1 OWNER 75K, FSH, NO VAT. £18495.

08 (08) DEFENDER 90 TDCI XS S/W 60K, A/C, HALF LEATHER £17995.

10 (60) DEFENDER 90 TDCI COUNTY HARDTOP. 34K, NO VAT. £16995.

14 (63) DEFENDER 90 TDCI XS HARDTOP. 1 OWNER, 14K. £19495+VAT.

01 (51) DEFENDER 90 TD5 COUNTY 4 SEATER. 87K, E/W. £12995

07 (07) DEFENDER 90 TDCI COUNTY ESTATE. 53K, FSH, NO VAT. £16495.

10 (60) DEFENDER 90 TDCI COUNTY HARD TOP. 1 OWNER, 61K, FSH. £15495+VAT.

07 (07) DEFENDER 90 TDCI COUNTY HARDTOP. 52K, NO VAT. £16250.

02 (02) DEFENDER 90 TD5 CSW. AIRCON, ABS, 6 SEATER. £13995.

12 (12) DEFENDER 90 TDCI HARD TOP. 1 OWNER, 29K, FSH. £13995+VAT

05 (05) DEFENDER 90 TD5 COUNTY 6 SEATER. 1 OWNER, 76K. £14995.

www.jakewright.com Hilltop, Burley-in-Wharfedale, ILKLEY, West Yorkshire LS29 7JW

Tel: 01943 863530

Fax: 01943 864840

E mail: info@jakewright.com Opening times: Monday - Friday 8.30am - 5.30pm Saturday 9.30am - 12.30pm

MODEL

Child’s Play Electric power,wooden body. All parts available

‘How to’ manual including fully dimensioned cutting list for all components: £45 Free UK P&P Call for or download a FREE brochure 01767 319080

www.toylander.com

RUST PROOFING Tel: 01509 854424 Mobile: 07957 338503 Specialising in the Sale of Land Rover Defenders 20+ Carefully selected examples always available

Want to Advertise Call 01733 366487

VEHICLE SALES LTD

2007 110 Tdci 105k immac fsh ................................................................ £14,995

2003 110 Td5 SW , modulars , waxoiled , tidy example .................................................... £8995

2000 110 Td5 Double cab , wolf rims , PAS ................................................................... £7495

2003 Land Rover Discovery Td5 GS7 Facelift Manual ...................................................... £4795

2004 110 County XS with O/d FSH ................................................................ £12,995