The Landy September 2018

Can Solihull still make a car that doesn’t shout bling at the top of its voice? Find out on page 26

LANDY

SEPTEMBER 2018

THE

ISSUE 55

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AROUND THE CLOCK

She’s coming home, and she’s bringing her friends with her. Ruby The Landy returns to the UK after two years on the road

Full story: Page 30

This month, we look back at the Range Rover family and the evolution of the world’s first luxury SUV

Full story: Page 14 Most people use Series Land Rovers as second vehicles; something to use on a Sunday afternoon.

But Joe Farrow uses his 1965 Series IIA for everything – which sometimes means having to make repairs in the early hours of the morning. Not that Joe would change it for the world…

Full story: Page 18

A resto or a rebuild? Either way, this ex-military 110 now possesses some interesting features...

Full story: Page 22

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Contents 22

14

3

Insurance solutions for classics and more. *

18

30

Features

14 The Land Rover Story – Range Rover 18 Joe Farrow – Daily 1965 Series IIA 22 WOM Automotive – Ex-Military 110 26 Range Rover Velar D240 30 Ruby The Landy – Final Episode 36 Workshop – Nicky Smith 110 Resto 40 Workshop – Team Syncro Racing

Every Month

04 News 09 Next Month 10 In Gear – New Products 42 Buyer’s Guide 48 Stockist Directory 50 Vehicles For Sale 54 Calendar

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Updates for MY19 Disco and RRS Words: George Dove

L

and Rover has updated a number of their models recently, and now it’s the turn of the Discovery and Range Rover Sport to receive some tweaks.

Both have been brandished with additional driver aids, safety tech and a new twin-turbo diesel option.

The engine in question is the 3.0-litre SDV6, which in the Discovery has been tuned to output 302bhp and 516lb/ft, joining the line-up as the most potent diesel option. Fuel consumption for the unit is quoted at 36.2mpg, it hauls the SUV from a standstill to 60mph in seven seconds and has the usual certified towing capacity of 3,500kg. As with all Discoverys, the unit is available only in conjunction with the eight-speed automatic.

In the Range Rover Sport, the SDV6 has had its wick turned down a notch,

with power kept at 246bhp, whilst mpg increases to 40.4. The amount of torque on tap remains the same on both models.

The twin-turbocharged lump has a revised intake system featuring twin intercoolers, plus an eight-nozzle injector design to balance performance and efficiency.

In line with recent updates made to other models, powertrains are now fitted with particulate filters to keep things green.

Clear Exit Detection has been added to the Discovery’s stable, alerting passengers if vehicles, cyclists or hazards of any other nature are approaching from behind when exiting

the vehicle. A warning light flashes on the door should an obstacle be detected, alerting occupants and decreasing the likelihood of an incident.

Another addition is the Stop & Go ability of the adaptive cruise which will automatically slow to a stop with traffic, and then if it moves again within three-seconds the system will move off again, maintaining the set distance behind the vehicle in front.

The same system on the Range Rover Sport doesn’t have Stop & Go, but it does have steering assist, to subtly keep the vehicle centred in its lane, and high-speed emergency braking has also been introduced.

Pricing for the new SDV6-powered Discovery starts at £55,665 OTR, whilst the Range Rover Sport with the new engine starts at £65,585.

What’s better than one Land Rover?

Arkonik are running a competition… to win a Defender!

The bespoke restorers specialise in left-hookers for the US and Canada, but also build Land Rovers for customers closer to home.

The competition is running from the start of July until the end of September, and customers who put down a 25% deposit for their own custom build in that window will enter the draw for a D90 soft-top curated by the Arkonik team – plus the first 30 customers will also receive a deposit contribution.

The D90 prize is painted in Firesand Orange with a contrasting black canvas soft-top from Exmoor Trim, KBX wing-top vents and Sawtooth alloys from Bearmach dressed in BFGoodrich AT rubber.

Inside, the black leather seating features contrast stitching that mimics the bodywork with matching door cards and black aluminium gear knobs and door furniture. An Arkon X steering wheel and Lock Box from Exmoor Trim compete the interior.

Arkonik strip down their Defenders and give them a full nut and bolt going over, rebuilding the vehicle with the original parts.

What’s better than your brandnew bespoke Defender? Two Defenders, of course!

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No Signs of Slowing Down

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uly saw the annual Festival of Speed at Goodwood, and Land Rover used the occasion to continue their 70th anniversary celebrations.

It was an action-packed event from a Green Oval perspective, with records set, off-road drives, tales of Land Rover adventures and a representative vehicle from each of the seventy years in the history of the marque. Lead by a centre-steer prototype replica and Huey, the procession was the biggest ever to make its way up the famous hillclimb and included examples of each model from 1948 all the way through to the current crop.

The millionth Land Rover sold – a 1976 Series III – featured in the lineup, alongside other Series vehicles that included fire engines, military and aircraft rescue trucks, plus African expedition legends. Each generation of Range Rover was represented, including the Trans-Americas Expedition number that crossed the Darien Gap in 1971, and each of the five Discovery models featured, too. In the Disco contingent was a round-the-world expedition car and the millionth example built of the nameplate. Defenders were present too, and we were part of the climb as we drove a 65 plate Land Rover Experience 110 up the hill.

An example of each of the current Land Rover vehicles – Range Rover, Range Rover Sport, Velar, Discovery, Discovery Sport, Evoque and Evoque Convertible – rounded off the line-up that exemplified the versatility and innovation of Land Rover over the years.

The commemorative parade wasn’t the only record set within the family, however. Stunt driver, Terry Grant, set a new record for the fastest mile… in a car on two wheels.

Using a ramp to lift a Range Rover Sport SVR onto the driver’s side wheels, Grant proceeded up the hill at speeds of up to 60mph and set a record of 2:24.5 – beating the record he set in 2011 by more than 30 seconds.

Land Rover also offered the chance to get involved on an obstacle course, showcasing the brand’s off-road capabilities and a remote-controlled version for the younger Landy fans. The Works

V8 Defender, launched earlier this year to coincide with the anniversary, also ran up the hill twice a day.

Show goers also got the chance to hear the Land Rover stories of heroes such as Sir Ranulph Fiennes, Kenton Cool, rugby legends David Flatman, Martin Johnson and Jason Robinson plus Terry Grant, as each ambassador spoke at the show.

It was a day in which – the parade especially – highlighted the deep history of the Land Rover brand and evidenced that even though it’s been around for seventy years, that pioneering spirit is as strong as ever.

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Can I have a word...

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s a general rule, special occasions seem to fall by the wayside as you grow old and grey. But it seems no one told Land Rover this.

At the ripe old age of 70, the Solihull firm is partying like a 19-year-old with a free drinks pass to the best nightclub in Magaluf.

Okay, so it’s not like there’s been an increase in Land Rovers stumbling down the road and stopping to urinate to one side every few hundreds yards – they do this anyway, remember?

It truly is a time to celebrate, though, and each month there seems to be an event or gathering of some description to give everyone another reason to proclaim Land Rovers as the best machines to ever grace the surface of the earth.

As if we need another reason anyway.

Since we last spoke, Britain witnessed the 25th edition of Goodwood’s Festival of Speed – which you’ve probably read about on the opposite page already.

However, as one of the drivers selected to commandeer a Land Rover up the iconic stretch of tarmac, I just wanted to say what a privilege it was.

Picture this: I’m car 32 of 70. In front of me chug some of the rarest and most collectible Land Rovers ever made, oozing with pedigree, heritage and old school British pluck.

Behind me chases a pack of more modern-day Land Rovers, featuring state-of-the-art machines that are the offspring of Land Rover’s most recent and, as it turns out, most successful decade ever.

Land Rover’s entire history, all slotted into a record-breaking parade across approximately half a mile of asphalt. Quite simply, it was one hell of a party.

Mike Trott, Editor michael.trott@ assignment-media.co.uk

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Getting into the Festival Spirit Words: Andy Kendall Picture: Shenstone Photography

A

s all true Land Rover fans know, the inspiration for the original Land Rover design was drawn in sand on a Welsh beach. So, it seemed most appropriate to have a celebration in Wales for the 70th anniversary of the Land Rover launch.

Having spawned the idea, the South Wales Land Rover Club made arrangements to host a ‘Welsh Festival of Land Rovers’ in association with the Royal Welsh Show Spring Festival in Builth Wells. And having done so, it put out an appeal for suitable show vehicles to participate across the weekend of 19 and 20 April.

Space was limited, but there was enough room for 45 high-class vehicles to be put out on display.

The number of visitors to the display was impressive and it was obvious from talking to people that the vehicles brought back many excellent memories, especially for the farming communities.

Information was on-hand from Green Lane Association, promoting sensible green laning, and there was also a display by the Central Beacons Mountain Rescue Team, who sadly lost their Land Rover in a devastating fire at their premises.

A highlight of the event was the parade of Land Rovers, featuring 18 special vehicles and led off by the SWLRC’s youngest drivers, Huw and Rhys, in their police Toylander.

The earliest production vehicle was Colin Pugh’s 1949 Series I, which was the first land Rover to be sold in Radnorshire to the then Major (later Lord) David Gibson Watt. It has undergone a full, but sensitive restoration in recent years and really does look spectacular.

Models followed in chronological order, so it became easy to spot the evolution of the Land Rover brand.

Series IIs were represented by a wonderful IIA pick-up, which had been through a complete rebuild, and a very rare IIA Shorland armoured vehicle, as used by the Northern Ireland police border patrol.

Amongst the Series IIIs, we had Bryn Jones’ 1972, still on its its original engine and used as a working vehicle.

Coilers were led off by ‘Lola’, an original Land Rover demonstrator for the 110 and with a number of special conversions including Tony Johnson’s superb 6x6 vehicle, designed for an upcoming world tour, and ‘Katy’, one of only 48 Marshall 127 Ambulances made (previously featured in The Landy).

Discoverys and Freelanders interspersed the Defenders and the parade was completed with a brand new Evoque, which the local Land Rover dealer,

Likes of Brecon, had complete with a 70th anniversary design.

Thousands of people came to the event, which would not have happened without a lot of hard work from the members of the SWLRC. The club would like to host further events in

Wales and are in discussions with the Royal Welsh Show committee. If you would like to get involved and keep up to date with regards to possible future events, please drop an email to andy@ swlrc or marc@swrlc and you can be added to a mailing list.

W W W. T I M F RY L A N D R OV E R S . C O. U K parts@timfrylandrovers.co.uk | service@timfrylandrovers.co.uk | sales@timfrylandrovers.co.uk | salvage@timfrylandrovers.co.uk

TIM FRY LANDROVERS KING ALFRED WAY | BATTLEDOWN CHELTENHAM | GL52 6QP

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NEXT MONTH

Sheer Weird: This is a Range Rover, but not as you’d know it. The Sheer Rover is a throwback to a time when custom houses were utterly unhinged PLUS

Gary Hennessey has been tweaking his Truck Cab 90 for years; never quite being satisfied with one thing or another... Sound familiar?

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LAND ROVER trip in France ?

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There are many things one can find in a barn, but you may not expect to find a Land Rover of this calibre. Kevin Meade hit the jackpot when he stumbled across this pretty little thing...

NEXT MONTH’S LANDY IS PUBLISHED ON 27 AUGUST You can pick up your copy of our October 2018 issue from newsagents or Britpart dealers – or read it online at www.thelandy.co.uk 01283 553243 • enquiries@assignment-media.co.uk • www.thelandy.co.uk • www.facebook.com/thelandyuk Editor Mike Trott Assistant Editor George Dove Editorial Assistant Matt Abbott Contributors Jenny Bright, Team Syncro Racing, Nicky Smith Photographers Gavin Lowrie, Land Rover Group Editor Alan Kidd

Advertising Sales Manager Peter Topley Tel: 01283 553245 Advertising Sales Manager Colin Ashworth Tel: 01283 553244 Group Advertising Manager Ian Argent Tel: 01283 553242 Email: ian.argent@ assignment-media.co.uk Publisher Sarah Kidd Email: sarah.kidd@ assignment-media.co.uk

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Land Rovers are versatile and many of them have been modified. Whether the work has been sympathetically restoring the truck, or it looks like it has been magnetised and driven through a warehouse that stocks off-road accessories, one thing will have changed on almost all of them – the tyres.

And Cooper Tire understands that different vehicles may need different things from a tyre. That’s why their latest AT3,

all-season all-terrain tyre is available in a trio of guises.

The 4S version features adaptive-traction tech and is designed to grip any surface in any weather; is tailored for SUVs and light-duty pick-ups and comes in 37 sizes from 15-20” rims.

Aimed at vehicles required to haul heavy loads with less wear, the LT version has an extra durable tread that is chip and cut-resistant, and features

new whisper grooves to lessen on-road noise. These come in 21 sizes with 1618” rim diameters.

The X of the XLT variant adds more rugged traction shoulders, which increase grip and resistance to punctures and is the tyre capable of extreme hauling and off-roading – compatible with 15-20” rims with a range of 29 sizes. For a full list of features and sizes for each AT3 style, visit coopertire.co.uk.

Want some proper Series I wheels? Like, proper, Land Rovermanufactured Series I wheels? Well, you’re in luck! Land Rover Classic have reintroduced Authentic Genuine Land Rover Parts Series I wheels.

Manufactured with original tooling, they come in sizes for 80-inch Series Is as well as 86”, 88”, 107” and 109-inch models that followed. The 4.5x16-inch options come in Light Green, whilst the bigger 5x16-inch

hubs come in Bronze Green – both are also available in simply a primed finish, too.

Only available from Land Rover Classic direct, the wheels will only be around for a limited amount of time. So if you want some, get a wriggle on. A set of five wheels with a painted finish will cost you £1500 Inc. VAT. More details can be found on jaguarclassicparts.com. Eeek!

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Ironman 4x4 has added these 6-Tonne Wheel Chocks to its seemingly never-ending range of off-road accessories.

Designed to withstand the responsibility of holding a parked truck if a brake should fail, they’re made from UV-stable urethane that is chemical and corrosion resistant and are light enough in weight to be easily shifted about.

Sold in packs of two, the chocks come complete with a mounting bracket for neat stowage as well as quick and easy access to the chocks when you need them. Like the rest of the Ironman 4x4 range, they’re brought to Britain by West Coast Off-Road – you’ll find them at westcoastoffroad.co.uk.

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Bush Crafty The third-generation Range Rover isn’t a vehicle you see much of off-road, but now that prices have come down to a real-world level we’re starting to see more people using them as two trucks.

The clock is ticking on even the latest, low-mileage examples, however, so if you’ve got one – and especially if you tow with it – you’re likely to be interested in the new range of L322 replacement suspension bushes from Powerflex.

These polyurethane bushes are, in Powerflex’s own words, ‘designed to provide lasting improvements over the original rubber bushes, many of which on these vehicles are found to be particularly problematic parts with failures often occurring, causing vague steering and accelerated tyre wear.’

The range of bushes available cover the front radius and control arms, rear upper and lower arms and both anti-roll bars. To find out more, visit www.powerflex.co.uk.

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 

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12

PHONE

FROM PARTS TO VEHICLE RECONDITIONING

BFG’s KM3 Revealed Mud-terrains come and mud-terrains go, but for almost four decades BFGoodrich has been the name behind THE MudTerrain. And now the company has launched its new Mud-Terrain T/A KM3 – the third-generation version of a tyre which has become a ‘Hoover’ brand in the world of off-roading.

With the arrival of the KM3, BFG says it has ‘introduced technologies that further improve climbing, traction and toughness in the mud and over rock.’ The company promises a five percent improvement in traction on soft ground compared to the old KM2, thanks to ‘mud-phobic’ bars on the tyre’s shoulders which aid self-cleaning by ejecting compacted material.

They’re aided in this by the tyre’s ‘Terrain-Attack’ tread pattern, whose large blocks are designed to grip on to hard ground, or bite into softer surfaces, whatever the angle of approach. BFG says the tyre’s compound makes it eight percent more effective than the KM2 over rocks, with a ‘Linear Flex Zone’

designed to wrap around hard surfaces when running at low pressures.

Performance over muddy and rocky surfaces alike is aided by notches in the tyre’s shoulders, which flow down into a ‘Traction-Armor Sidewall Sculpture’ whose reinforced structure helps prevent damage to the most vulnerable part of the carcass. The sidewalls themselves are now an astonishing 27% tougher than the previous model’s, thanks to BFG’s CoreGard Max technology – as used on its Baja T/A KR3 desert-racing tyres – which helps prevent splitting or puncturing, with increased thickness to protect the ‘critical sidewall failure zone.’

BFGoodrich says the KM3 ‘was designed to conquer the toughest offroad challenges with extreme sidewall protection, pinch shock resistance and chip-and-tear resistance on gravel.’ But just as importantly, it also offers ‘solid street performance and acceptable on-road noise levels for the drives o and from the trail.’

Protecting your bits

The KM3 is currently in the middle of a phased launch which will ultimately see a total of 42 sizes available, 21 of them new, by January 2019. Not all will be available in the UK, however at the time of writing there are ten listed on the company’s UK website. To stay abreast of developments, the website in question is at www.bfgoodrich.co.uk.

‘The KM3 tyre is designed for extreme toughness and traction and is essential equipment for serious offroad enthusiasts,’ says BFG general manager Harold Phillips. ‘Whether simply driving for off-road fun, or the extreme capability to access outdoor activities, this tyre was made to take drivers anywhere they want to go.’

STEVE PARKERS LTD

PARTS & MAIL ORDER 01706 854222 (OPT 1)

Catalytic convertors suck power out of your engine while making it run hotter and use more fuel. Oh, and they cost a fortune. No wonder they’re so popular.

Aside from being the bane of all our lives, however, cats are actually a good thing. Without one, your vehicle would chuck out a lot more pollution, which would be bad news for you and everybody else. And besides, the man from the ministry wants to see one when he looks underneath your truck.

So you need to protect yours. Which is where DEI’s Universal Catalytic Converter Shield comes into it. Original equipment shields often get dislodged, even on vehicles that don’t take a routine pasting off-road, so an easy-toinstall replacement which is supplied with all the hardware you need to fix it in place is definitely a good idea.

Not only does the shield protect your cat from flying stones and so on, it also protects any underbody wiring and cables from being melted.

To find details of your nearest stockist, go to www.designengineering.com.

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One for all the family Land Rovers are not slick. But they can be if you apply the expertise of Syncro Gearboxes. Their Slickshift range now extends further across the Land Rover family, with a Slickshift available for all Series Land Rovers, Defenders of any age, and even the Discovery.

The kit is simple to fit and in under thirty minutes you can have a more modern feeling gearbox, making life easier in your beloved Land Rover. Plus, you can use the kit with the original gear stick, so nobody will ever know. View full specs and info at syncrogearboxes.com.

13

PHONE

FROM PARTS TO VEHICLE RECONDITIONING

Slim Pickings

NEW PRODUCT HIGH PRESSURE WASHER JET KIT THE FRONT WASHER HAS 6 JETS AND COMES WITH A HIGH PRESSURE PUMP, CUSTOM MADE PLUG AND PLAY WIRING LOOM. THE REAR WASHER HAS 3 JETS USING THE EXISTING PUMP AND WIRING. £228 - FRONT AND REAR KIT £195 - FRONT KIT ONLY

FRONT DOOR HINGES REAR DOOR HINGES SET OF 4 INCLUDING SET OF 3 INCLUDING STAINLESS STAINLESS SECURITY FIXINGS £258 SECURITY FIXINGS £240

Workshop lighting expert Ring has launched a new slimline inspection lamp designed to light up even the narrowest, gloomiest crevices in your vehicle’s innards.

The MAGflex Slim is just 15mm thick, meaning it can get light into those hardto-reach spots – while also providing broad illumination for the entire engine bay. It features chip-on-board 3W LEDs that emit up to 250 lumens, with a white colour temperature that makes for comfortable working conditions.

The MAGflex Slim includes a torch for a focused beam, making it ideal for detailed work. It has a magnet for hands-free use and a 180° ratchet to position light where you need it. It is rechargeable and cordless, with an operating time of up to five hours.

‘The MAGflex Slim solves one of the most common problems when working on a 4x4: how to get light into a narrow space in the engine bay,’ says Ring’s Jim Gross. ‘We’ve combined high-lumen output and a narrow design to create an inspection lamp that gives excellent general illumination, as well as the ability to get light into the hardest to reach spots.

‘As with all our inspection lamps, we’ve designed it with the workshop in mind. So as well as providing exceptional illumination, it is lightweight, comfortable to hold, tough enough to withstand knocks and drops and comes with a 180° ratchet and magnet for hands-free use.’

The MAGflex Slim is part of a wide range of Ring products, all of which are extensively tested in its on-site ISO:9001-accredited Quality Assurance facilities. To find out more about any of these, visit ringautomotive.com.

HIGH SECURITY BONNET FIXINGS ALUMINIUM FUEL CAP NO EXTERNAL FITINGS £118.00 PER PAIR MACHINED FROM BILLET ALUMINIUM 6082-T6. COMES COMPLETE WITH LOCK AND KEY. AVAILABLE IN BLACK, SILVER & GREY £65.00 SECURITY SWIVEL LOCK EASILY FITTED BY REPLACING YOUR STEERING WHEEL WITH A SWIVEL LOCKING COVER WHICH WILL FIT IN YOUR CUBBY BOX. COMPATIBLE WITH OPTIMILL QUICK RELEASE BOSS ONLY. £138 EXTERIOR DOOR HANDLES MANUFACTURED FROM BILLET ALUMINIUM. SOLD WITH OR WITHOUT HIGH SECURITY LOCK. SOLD INDIVIDUALLY £165 LOCKABLE, £135 WITHOUT LOCK SLIMLINE STEERING WHEEL BOSS & CAP 48 AND 36 SPLINE VERSIONS AVAILABLE 32MM IN LENGTH £72

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Issue 55: Sept 2018

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The Land Rover Story Pt2: Range Rover

Words: Mike Trott Pictures: Land Rover

T

ravel down any road in Britain today and you’ll be met with a swathe of tall, big, four-wheel drive capable vehicles that all try to outdo each other by making the biggest statement and being the flashiest peacock at the zoo.

The zoo often turns out to be the kerb directly outside your local school, where badge wars commence and no one really seems to have the proficiency to actually park their aircraft carrier.

There’s a chance I’m exaggerating, but you’ll have caught on that I’m referring to the beloved SUV, and the fact that every man and his dog seems to be riding around in some form of ‘lifted’ motorised box these days.

What’s ironic, though, is that few vehicles really typify being a genuine sports utility vehicle anymore. SUVs today don’t stay true to the acronym they are categorised by, as most of them attempt to be as car-like as possible, and only add in a raised ride height and seating position.

These vehicles are no longer utilitarian hacks, but instead luxurious family carriers suitable for every occasion. But the idea of an upmarket SUV emerged decades ago, with one particular vehicle setting the trend: the Range Rover.

As if it wasn’t enough showing the world how to build a robust machine capable of unthinkable prowess and ability over rough terrain, Land Rover had to then go and blow everyone away with the world’s first luxury SUV. Naturally, the Range Rovers you see on the roads today are far more ad-

Workshop

Buyers

As Land Rover continued to grow in its early years, the company needed to start offering something different to the farmyard Series machine – and did so by creating the world’s first luxury SUV

Above Left: Showcasing the new luxury SUV to the world, the Range Rover caused a stir at The Louvre in 1970

Above Right: The second-generation Range Rover was well overdue by the time it arrived, but the technology on-board was the future of luxury vanced than the original that appeared in 1970, but the premise behind each generation has been the same – namely to give go-anywhere capability in a package that immerses the driver in exquisite luxury.

But how did it all come about?

Well, just as any successful company would do, Land Rover saw an opportunity to expand and diversify following the triumph of the Series Land Rover. A company can’t afford to stand still, and by bringing another product to market, Land Rover’s long-term future could not only be secured for years to come, but in doing so could open even more doors for the manufacturer.

They had the rugged and utilitarian offering, now it was time for something different. In truth, the luxury didn’t arrive straight away, even if the Range Rover was far more civilised than the

Series IIA that was on sale at the time it debuted. Nevertheless, while the Range Rover shared a similar design concept – through using a ladder chassis with bodywork fixed to a frame – the similarities ended there.

The Range Rover that was launched in 1970 had permanent four-wheel drive and used coil springs rather than old fashioned leaf springs. It boasted disc brakes at every corner and could shout even louder with its V8 powerplant, derived from Rover and subsequently Buick. This was the 3.5-litre V8 that would remain in the Range Rover Classic (as it became known as) until 1989, where it would then be bored out to 3.9 litres for the remainder of its days – excluding the 4.2-litre long wheelbase LSE version, of course.

But back to the Seventies briefly, the early versions of Range Rover were

only built in two-door form – and this was something that didn’t change until the introduction of the four-door Range Rover in 1981, when Land Rover finally cottoned on to the fact that it could make money in providing more doors, just like all the independent specialists had been for years.

As mentioned, the luxury took a while to filter into the cabin and was a trait that became more apparent with the later four-door variants. Initially, the Range Rover was still something you could hose down the interior of after spending an afternoon shooting pheasant. The panel gaps would have helped drain the water away, although vinyl seats and a plastic dash meant the Range Rover was still a very practical tool.

Wood soon replaced plastic; leather was substituted in for vinyl, and the Range Rover quickly developed a

reputation for being at the forefront of automotive comfort. Air suspension appeared on the Classic before it paved way to the second-generation Rangey, a machine that was arguably too advanced for its own good.

The Mk1 Range Rover continued in production till as late as 1996, and although petrol had always been the chief driving force underneath a Range Rover’s bonnet, that hadn’t stopped Land Rover dabbling with diesel. First there was the 2.4-litre Turbo D derivative supplied by VM Motori, followed by the switch to Land Rover’s own Tdi units in the early Nineties.

By the end of its reign, the Range Rover Classic had become an icon in its own right, and another star of British engineering. Its successor, though – the P38 – doesn’t always receive the same plaudits.

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We’re on Facebook: www.facebook.com/thelandyuk Launched in 1994, the P38 was ahead of its time and a state-of-the-art machine that had more electronics than it could handle. The Electronic Air Suspension (EAS) could adjust automatically, according to what style of driving or situation you were facing. One of the most problematic areas on the P38, though, is located underneath the driver’s seat. It’s known as the Body Electronic Control Module (BECM) and is effectively the vehicle’s brain, only it’s frequently in ill health and rather than letting the ‘doctor’ in at the door, it keeps itself locked away from any possible diagnosis.

Still, when it works, the P38 is rather splendid. There are more special editions of the P38 than you’d care to imagine, for instance, the Holland and Holland, the 30th Anniversary (celebrating 30 years of Range Rover), the 50th Anniversary (celebrating 50 years of Land Rover) and then there’s the Westminster, the Braemar and the Linley. They’re all slightly different – and very rare – iterations of a superbly lavish vehicle.

The 4.6-litre V8 was the jewel in the crown when it came to the engines, although a 4.0-litre V8 was available along with the 2.5 six-pot diesel. The latter was fine in the BMW saloon it was made for, but not so in the P38.

Nonetheless, if the P38 was considered technologically advanced, then the L322 must have been considered on par with a space shuttle. It was certainly the size of one.

The L322 was a BMW-owned project based on a monocoque construction and possessing independent suspension, along with powerplants from the German manufacturer. The third-generation Rangey took a step further upmarket and became the first Range Rover to become synonymous with Cheshire. Or at least the footballers of Cheshire.

As the Range Rover grew older it had become bloated and gained numerous updates during its third era. Jaguar engines started to appear under the bonnet and more and more electronics found their way onto a vehicle already buzzing with technology. Terrain Response was added, infotainment systems enhanced and the L322 became

Continued overleaf

Below: The L322 may have been

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Issue 55: Sept 2018 1.

Above: Releasing the Evoque brought the Range Rover to the mainstream Below. The Royals have always been advocates of the Range Rover 2.

3.

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the default luxury machine – whatever your profession.

It was so good, Land Rover even made a Sport version. Yep, in 2004 the Range Rover donned a tracksuit and showed the world that big didn’t mean you couldn’t be athletic. Okay, so the Range Rover Sport was no Lotus Elise, but it showed that Land Rover could make a car that handled.

The original Sport was based on the Discovery 3’s underpinnings, giving it effectively two chassis, along with the TDV6 powertrain, while the Sport was also available with various Jaguar-derived petrol V8s throughout its nineyear production.

Both the Range Rover and Range Rover Sport have since been succeeded by newer versions – namely the L405 and L494 respectively – with both of these models pushing the boundaries of automotive extravagance to the absolute limits. The newer models share the same platform and thanks to Jaguar Land Rover’s obsession with aluminium, they both weigh in at nearly half a tonne less than their predecessors. They are both handsome to look at and are a staple of JLR’s success over the last decade.

However, one vehicle has done more to improve the fortunes of Land Rover in the last ten years than any other.

And Victoria Beckham should be given credit here.

When the Range Rover Evoque was first launched in 2011, nobody knew it would become the fastest-selling Land Rover of all time. With its good looks (something its bigger brothers actually copied rather than the other way around) this baby Range Rover brought a more attainable slice of prestige to a mass market.

What’s more is that while the Evoque may look like the aforementioned peacock, it’s still a very capable off-roader, 1: Trans-America Expedition 1972

2. The Great Divide Expedition 1989 3. Rangeys never shy from a stunt

Workshop

Buyers

even without a low-range gearbox. It may well be used predominantly by moms on the school run, too, but this is a vehicle that has allowed JLR to expand and reinvest in itself to secure the company’s long-term future.

A convertible version of the Evoque has been less successful since its emergence last year. However, the fact that Land Rover has been able to grow the Range Rover family with such success is credit to the Solihull outfit. And they’ve grown it a step further still.

The Velar was announced in early 2017 and has plugged the gap between the Evoque and bigger Sport, offering a suave, low-slung body on essentially the Jaguar F-Pace platform. It’s a brilliantly desirable object and one of the most attractive machines to ever grace the UK roads. Plus, it has taken Land Rover’s interiors to a new dimension, with the Velar comfortably blessed with the best cabin of any Green Oval product.

Not only is it a comfortable and stylish place to dwell whilst on the move, but the Velar drives as well as it looks.

And that’s the thing with Range Rovers – no matter how lavish they have become, no matter how their drivers choose to use them, each and every Range Rover ever made has had the talent to match the charm.

These are vehicles reserved for Land Rover’s finest craftsmanship and they will always carry themselves with the utmost majesty. Talking of which, Her Majesty is often partial to a ride in the Rover.

Range Rovers leaving Land Rover assembly plants around the world today are doing exactly the same job as those early two-door models from the 1970s. They are helping Land Rover expand its brand, with the company on a constant quest to bring luxury to the world in a package consisting of four wheels and a steering wheel.

The Range Rover may well have been the world’s first luxury SUV back in 1970, but crucially, it’s still the only luxury SUV you need today in 2018.

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

News

Issue 55: Sept 2018

Products

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Buyers

Daily Grind

Words and Pictures: Mike Trott

Joe Farrow does things a little differently to most. He doesn’t drive a vehicle with modern creature comforts – instead, whether it’s for business or pleasure, he calls upon his trusty 1965 Series Land Rover…

I

f you do any sort of mileage that means going any further than your local shopping parade once a month, the chances are you’ll appreciate a vehicle that has some level

of sophistication to it. Of course, here I am saying this out loud (well, in print, but you get what I mean) in a Land Rover publication, so there is a chance you’re not one for the ‘modern rubbish’.

However, even you, sir, with the Defender 110 you drive each day, or you, madam, with the Td5 Discovery, will admit that you quite like having features during your commute, such as electric windows or air conditioning.

You know, because Britain has seemingly developed a climate rivalled only

by Kenya’s…

It’s great to have an everyday vehicle that wears a Green Oval badge – but what’s the ideal Land Rover to have for the daily grind? I bet you wouldn’t turn up to work all flustered in a Range Rover. And not just the flash new stuff either – a relaxed V8 thrum would go nicely with the Classic’s smooth ride.

If you’re on a budget, there’s always the versatile Discovery, and there’s more than a few treats in those to keep you free from boredom. The lights on the dash really will give you a disco,

too. A Defender is a brave choice and only for the hardy sort of people out there, I mean you’re looking at having to wind windows yourself!

And no one would contemplate using a Series Landy every day… Oh, wait.

Joe Farrow has a vehicle he uses every day. And it’s a 1965 long wheelbase Series IIA. And do you know what? He absolutely loves it. But this is a love affair that goes way back.

‘How the Series IIA came to me is a funny one,’ begins Joe. ‘I’d known about it for 20 years as it belonged to

a friend. I still have memories of me standing next to it as a teen, probably when I was around 14 or 15.

‘Then about four years ago, I bumped into Chris (the owner) and asked, “Oh, how is the Land Rover?”

And he said, “Well actually it’s for sale.”

I mentioned that I’d be interested in buying it, so he said to come and see it and it just seemed like I was in the right place at the right time.’

Joe has had Series Land Rovers previously, but this 109” is a little more special. Although it’s not so special

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We’re on Facebook: www.facebook.com/thelandyuk that it won’t get used for just about anything. Over the course of a year, Joe will rack up around 12,000 miles, and his 53-year-old Land Rover eats up every one of them.

‘We’ve not long come back from Spain and France, my wife and I, covering 3,000 miles and I didn’t even need to open the bonnet!’ beams Joe. ‘Naturally, we always pack a selection of bits and pieces, like the final drive gear and spare hubs. There’s belts and every fluid known to man in there.’

Deciding to have a Series Landy as your everyday vehicle requires a practical sort of approach to life, something Joe has down to a T. He continues, ‘It’s in good nick to drive, because it benefits from being used every day. It helps you keep on top of all the niggly things. Like if a side light goes on something you only drive once a month, you may not bother changing it, whereas when it’s your daily drive you just get the tools out and get on with it.

‘My own personal approach is that if something has gone wrong on it, the aim is to get it back out on the road within 24 hours, where possible.’

In Joe’s case, this has occasionally required the burning of midnight oil. A

Right: This is a Land Rover that has always had a strong work ethic

Below Right: Joe has fitted a 2.5

N/A diesel engine, which is a robust engine and adds a little extra power

couple of years ago, a few days before Christmas, the ignition switch fused and burnt out the starter solenoid in the process. So, in between helpings of Brussels sprouts and Christmas pudding, Joe performed a complete rewire of the system so it was back on the road ready for his return to work on the 27th.

So how do people react to Joe’s dear old daily?

‘A lot of people are quite bemused – my mother to this day has never got it.

There does seem to be this begrudging respect for it, though, even if it is a very marmite car,’ admits Joe. The vehicle may not be to everyone’s taste, but there’s no question Joe and the 109” possess noble personalities.

Get this for a story…

When previous owner, Chris, went on his honeymoon 28 years ago to Ireland with the Series, he never made it to the one mountain range he really wanted to see, the Macgillycuddy’s Reeks.

Continued overleaf

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www.exmoortrim.co.uk | +44 (0) 1984 635 060 | mail@exmoortrim.co.uk

19

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Issue 55: Sept 2018

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Buyers

Above: You can just make out the old mileage etched into the dashboard on the Series. The only issue is that no one actually knows how many times it has been around the clock

So Joe, while on his own honeymoon, promised that he and his new wife would travel in the Land Rover to the mountain range and complete the journey Chris was always supposed to make. And they did just that.

He’s not afraid to venture further, too.

‘I want to do Morocco or Iceland next, although I need to make the Land Rover child-friendly over the next year or so!’ Still, despite plans to start a family, Joe won’t be changing his truck.

‘I’d never swap it, and I’d never get anything ‘normal’ now, it’s in my blood,’ says Joe. ‘Earlier this year, the diesel pump packed up on my Land Rover

and I sold the sensible car in order to pay for the new pump!’

His sensible machine had creature comforts like heated seats, so by selling that vehicle on, Joe has certainly committed himself! He’ll have the warmth of the engine coming through to the cabin in winter, though, so every cloud and all that…

Running a Series Land Rover as your main car may seem crazy to many people. But for those who do ‘get’ this whole Land Rover thing, it’s easy to admire, respect and even envy Joe’s decision. This is a guy who really is living the Land Rover dream.

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Issue 55: Sept 2018

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50:50

Words and Pictures: George Dove

Rebuilds often go one of two ways – a restoration or a complete overhaul. But, intriguingly, Andy Hopcroft’s 1994 ex-MOD 110 is a bit of both…

P

lainly, Defenders are iconic vehicles. They’ve gained star status for a whole host of reasons – one of which being their appearances on the Silver Screen. Due to their workhorse identity, Defenders fit right into action movies, as proven in the most recent Bond flick, Spectre, and further back in the Noughties, the Tomb Raider blockbuster featuring Angelina Jolie. It’s the latter of those two franchises, though, that inspired Andy when it came to converting his own starlet.

‘I wanted it grey with a black roof, like Lara Croft’s. And that would’ve been ace,’ he chuckles. ‘But the professionals said red – so we went red.’

The professionals Andy refers to are the guys who helped him turn an ex-military 110 into the smart Solar Red wagon he drives today – Matt and Chick from O.S. Fleetcare, and H.T.L. Fabrication. Their garages are on-site with WOM Automotive, where the vehicle was delivered after being bought at an online auction.

Having worked alongside the MoD for years, when Andy decided he wanted a Defender as a project vehicle, there was only one place he was going to look.

‘It was bought from Witham Specialist Vehicles, who have a contract to sell the

MoD’s disposable fleet. I’ve worked with the MoD for a long time and I know that they service their vehicles very, very well. I know that what you’re getting is essentially one really careful owner.’

So, having decided to embark on a rebuild, with the 1994, ex-military 110 bought and delivered to the site, the next step was one present in any good story: the pub.

‘In the pub Andy did a lot of talking,’ says Matt. ‘We just nodded and agreed with him.’

Then they went and did what they wanted!’ interrupts Andy jovially. ‘We started off wanting to get the vehicle right, before it looked right.’

Matt and Chick went over the Defender from top to bottom, checking that it was mechanically sound and changing what they needed to.

‘Most of it stayed the same,’ admits Matt. ‘All of the brake parts were re-done. But there wasn’t a great deal that needed doing on the rest of it. We gave it a good waxoyling underneath and that was it.’

‘We took out the auxiliary power unit,’ adds Andy, ‘And dragged out all of the MoD equipment that was left in it.’

Well, almost all of it. Sat in the driver’s seat, Andy points out the gun mounts up front that have remained in place between the seats. A reminder of

the history of the vehicle, but surrounded by contemporary upgrades that have rejuvenated the aesthetics. The reupholstered seats are garnished in black leather with red diamond stitching and trim to match the bodywork. They are comfortable and stylish re-workings of the standard seats, boasting Land Rover embroidered belt pads.

The same pattern and finish is carried through to the seating for four in the rear, too. There’s another flash of red on the custom dashboard, which houses a touchscreen sat-nav and entertainment system, which also

displays the reversing camera. Former radio antenna mounts on the roof have been replaced by rear facing spotlights.

Then, in the back, in the LED-lit cabin, sits a storage unit accommodating the TV and the Xbox 360.

‘The Xbox was a case of “Why not?” in the pub,’ says Andy. ‘My kids absolutely love it. I use the Defender with them all the time, and I pull in at home and end up leaving them sat on the drive whilst they finish off.’

Despite adding plenty of tech to the 110, it was something a lot less complicated which proved the most difficult.

‘When it came, it was brush-painted – three times,’ says Chick, with a face that suggested he wasn’t reliving fond memories. ‘We found it had previously been green and black, cream and black, and brown and black. It took eight hours a day sanding – for five days – to get it off. There was lettering on the side in oil-based paint which wouldn’t move, either.’

‘The only other problem we had was the relays,’ recalls Andy. ‘When we connected the LEDs, they just kept blowing. Then we worked out what it was and we easily sorted it.’

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Suspension extreme MPER DEFENDER BUMPER ‘I’d worked on Land Rovers before,’ explains Chick. ‘But we’re not specialists in them. We usually work on Mercedes Sprinter vans.’

Matt continues, ‘It was a nice change and they’re fairly simple. No electrics or diagnostics – lovely jubbly! Just lots of WD40!’

Aside from the borderline blinding shade of red, there’s plenty of attention to detail on the exterior of the 110 as well as the inside. The diff matches the bodywork, as do the nuts on the wheels. The protective plating on the front and the black grille give a rugged, youthful face and up close, the finish is so smooth it’s enough to help anyone – except Matt and Chick – forget that it was ever hand-painted.

‘It’s a striking colour and very much a head-turner,’ admits Andy. ‘It’s like a rampaging armadillo when it comes down that road, but it’s still a 1994 Defender. That’s what it is, just with a modern twist. We wanted to change the aesthetics so it looks and feels fresh, but we also wanted to leave it as close to that feeling of driving a 110 during the process.’

But just because it’s had a makeover doesn’t mean that this Landy has been shirking any work.

‘I use it a lot,’ declares Andy. ‘It will happily sit there at 70. It is a Land Rover, there’s a bit of wind, a bit of noise, but it gets up there and stays up there.

It’s been off-road a bit, too, it’s been shooting – it’s a great shooting bus!’

When the subject of project regrets arose, all eyes tentatively flicked to Andy, waiting for him to say the colour is wrong. But he surprised us all.

‘It’s different, you don’t see Defenders in that colour,’ he diplomatically laughs. ‘We came very close – because we’d changed the colour, the interior, made it more comfortable and

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News

Issue 55: Sept 2018

S AV E

5%

W IT H

CO D E

“ L A N DY M

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Despite the loud colour, there are plenty of smaller details to appreciate on this vibrant 110!

The guys may have kitted out the back with their favourite gaming console, but there’s serious colour coordination going on, such as the matching Solar Red diff guard and wheel studs.

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aesthetically changed a lot – to going a couple of steps further. Should we have dropped in a 300TdI? Or a Td5 with power steering? If you’re trying to keep a car the same, then the answer is “no”. But we have already altered enough to warrant that extra step if we wanted to.’

And that’s a good point. Despite the appearance and the plethora of gadgets, somehow this Defender still feels like a Defender. Beneath the LED running lights, the black grille and the cosmic spray tan it’s still a working

vehicle. It’s just a soldier that’s retired from service and had his teeth whitened amid a mid-life crisis.

However, Landies are as diverse as their owners, meaning that half would vote for a completely unique vehicle, whilst the rest champion an authentic rebuild. And with the two aspects of this build placing it firmly on the fence, the decision was made to keep the 2.5-litre diesel unit in place.

Despite their pride in what was their first project, the guys are looking to move on to another build, but as of yet

there is no suggestion as to what it may be. And although the Defender is for sale, the project still isn’t totally finished.

‘I’m thinking about fitting some optics in the back,’ Andy shares with a smirk. ‘Not for the kids, but for when I take it shooting.’

But Rob, director of WOM Automotive who are selling the 110, points out that the option is still there in the future.

‘The next owner can just drop another engine in, if that’s what they want to do. It’s easier to do that than to revert it back to what it is now.’

Mechanically speaking, this Defender isn’t a hybrid. But there is an argument to be made that in some ways it is a hybrid. It’s been restored to work as it was always intended to, with its original running gear. But then it’s been given an ostentatious red coat and loaded with gadgets. Like all Landies, it can take its passengers pretty much anywhere, except this Defender has a different aura to most you encounter.

But, whether you know where you stand on it, or are yet to decide, one thing is clear – when it comes to personalisation, this Defender rules.

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Land Rover: The Everyday Classic is a celebration of Solihull’s finest in day-to-day life. Concentrating on vehicles from before the modern era, it looks at Series trucks, pre-Puma Defenders, ex-military Landies and live-axled Discoverys and Range Rovers still in regular use.

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26

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

Issue 55: Sept 2018

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Taking Off The Makeup

Words: Mike Trott Pictures: George Dove

The Range Rover Velar has claimed accolades for its looks, but is it just another flashy Range Rover or can Land Rover still make a vehicle that’s attractive whilst remaining understated?

M

odern Land Rovers are all relatively handsome crafts, apart from arguably the latest Discovery, whose rear end seems to divide opinion. Personally, I still admire it – but another vehicle in the Land Rover stable has been getting all the attention of late.

Indeed, it’s the Range Rover Velar that has been named the fairest of them all, after winning the prize for World Car Design of the Year earlier in 2018. There’s no denying that the Velar is a stunner – if it were human, think Margot Robbie or Emilia Clarke.

However, while another Jaguar Land Rover product may be reaping yet more accolades for the company, does anyone else out there think that most new Green Oval machines on the road today seem a bit too… showy?

You see a lot of examples out there with either too much chrome, or more

often than not, too much gloss black, making the vehicle better suited to sitting outside a rapper’s ‘crib’ than an aristocrat’s country house.

In essence what I’m asking is, can Land Rover still put together a vehicle that oozes class rather than chintz? Or has it all just turned into one big bling fest when it comes to getting a new Land Rover?

We have a vehicle here that may just settle the discussion. It’s a Velar, in HSE trim with the D240 powerplant, meaning an Ingenium 2.0-litre turbo-diesel that yields – you guessed it – 240hp. A word on how it drives, though, before we get stuck into the aesthetics: this is the engine choice to go for in the Velar.

It’s the most powerful four-cylinder diesel you can get in the Velar and provides more than enough midrange to not feel like you’re missing

the bigger six-cylinder 3.0-litre units.

40mpg can be achieved and there is a satisfying sweet spot in some of these Ingenium motors, where ample throttle inputs reward the driver more so than outright attack.

It allows the engine to stay in the meatiest sector of the torque band and suits the relaxed approach the Velar has to covering ground. Land Rover knows how to put a cruiser together, and the way the Velar handles reflects this.

There’s a weight to the steering to mimic the size of the car, so the wheel moves in your hands like it should, but its real triumph is in how accurate the Velar feels. It’s progressive and never going to be sharp like a sports car, but there is never any need to readjust.

You never find yourself having to take a second bite of the cherry – the Velar just flows like a river meandering through a valley.

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Issue 55: Sept 2018

This isn’t even an R-Dynamic variant and it still looks properly smart The surfaces along the Velar’s exterior also flow. This is a smooth and polished body with no angular or jagged outcrops, and it all gives the right signs as to what personality lies inside.

This Velar we have here is finished in Indus Silver and it’s strange that while silver is often looked at as being a rather mundane choice nowadays, in this instance it works to the Velar’s advantage. Being a handsome machine, it doesn’t need to have loud colours or additional trinkets showered over it.

This isn’t even an R-Dynamic variant and it still looks properly smart. Ever heard the expression ‘less is more’?

I’m glad it’s not dressed in all black, either, as it would just look like a hearse for Kanye West. Nevertheless, when you hip-hop inside this particular Velar, it gets even better. The interior is predominantly trimmed in an Ebony colour (that’s black to you and me), but unlike most black interiors, it’s broken up with grey highlights and there is a distinct lack of leather in here, creating a cabin that feels very different to the norm – in a good way.

27

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Above: The subtler interior option of textile makes a welcome change to wall-to-wall leather, and the Union Jack detailing of the seats is fantastic The premium textile seats with wool blend and suedecloth are here, and it’s all the better for it. The steering wheel, which is already a star in the Velar sky thanks to the metal ring that embraces the periphery, grasps you as much as you grasp it. You sit in the wonderful comfy seats, cruising along in luxury, looking around at the materials you

thought mankind had forgotten about.

But crucially Land Rover hasn’t.

All Velars are pleasing on the eye, as are most other Land Rover vehicles that are made today. But letting rip on the options list can be dangerous, and if you’re trying to create a vehicle that stands out you’re often best off remembering that less really is more.

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

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Issue 55: Sept 2018

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Desert Oasis

Words: George Dove

Arkonik has revealed another one of its newly restored masterpieces, and this is no mirage

D

efenders are a British icon.

That’s a fact. But because they can go anywhere they’re loved all around the globe.

Snow, sand, mountains and mud are no problem for the trusty ‘Fender. Many an adventurer has adopted one to take them on their journey, and it comes as no surprise.

This means that when it comes to restoring and designing a 110 or 90, there’s a never ending well of inspiration. Can you guess where the Arkonik team looked when they were working on the Sahara D110?

The Limestone painted Sahara looks equally as ready to cross a desert as it does to lead a safari, thanks to the slightly retro yet timeless colour it wears. With its 3.5-litre V8 under the bonnet, it certainly has enough grunt for both. Its suspension has been upgraded, too, with a twoinch Terrafirma lift kit installed. The 18-inch Kahn 1983 alloys are paired with a set of General Grabber TR tyres – giving the Sahara a stance with style and substance.

A KBX signature grille adorns the front beneath the recognisable embossed Defender lettering on the hood, and KBX wing-top vents offer ventilation for the big V8. A Solihull plaque on the back ensures that the Sahara remembers its origins no matter where life takes it.

Wherever the Sahara goes, it’s made to take a crew – in comfort. The Fire & Ice steps make it easier to get into the cabin, where you’ll find two front seats upholstered in Cocoa Diamond XS thrones. Or if you get into the second row you’ll discover a matching row of three high-back heated seats, behind which are four tip-up seats in the load area. Door cards match the brown leather of the seating, as does the front centre armrest, and all sit seamlessly alongside the glorious 15-inch wooden Evander steering wheel. It’s three chromed alloy spokes complement the door furniture, and the upgraded Alpine sound system modernises the cabin.

Combining aspects both new and old, the Sahara D110 follows the classic Arkonik formula. The paint

is reminiscent of a time when Land Rovers were more akin to tractors than Bentleys, and the overhauled interior adds comfort more common at the other end of that spectrum.

The process undertaken by Arkonik to prepare their custom Defenders blurs the line between new and original.

Their top to bottom, bolt-by-bolt refurbishment retains original mechanics – but conditions them to the shiny levels of brand new parts.

Sadly, as with most Arkonik Defenders, the Sahara is destined for the USA. But as with all Defenders, who knows where it will end up in the future.

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30

4x4 guided PERU self-drive Mystical archaeological sites, stunning scenery, and wildlife make for an unforgettable South American adventure.

Ruby’s Off Again: Final Episode

This is it. Ruby and Co. have waved goodbye to Mexico for the second time as they begin the final stretch of a two-year adventure that has seen them meander through South America, the Caribbean, Central and North America and even Antarctica. Well, you know what they say about good things…

Above: The Alamo is one of San Antonio’s most iconic attractions and a location that bursting with history

Words: Jenny Bright Pictures: Gavin Lowrie

A

fter crossing the Mexican border, there were just two weeks left before the return flights left the airport in Houston, so it was time to head towards Galveston. The first destination on the trip north was San Antonio. The day was spent exploring the Alamo – a key landmark in the Texan battle for independence against Mexicans in the nineteenth century.

‘For Texans the Battle of the Alamo became an enduring symbol of their heroic resistance to oppression and their struggle for independence,’ says Jen. ‘We wandered along the river walk and took in our historic surroundings.’

Based outside of Houston for a few days, Gav and Jen began organising themselves before they had to drop Ruby off for shipping from Galveston.

‘We treated ourselves to a day at the NASA Space Center,’ shares Gav. ‘It was absolutely fantastic! We were there from the moment it opened, almost to the moment it closed!’

The day included a tram tour that highlighted standout points of the Johnson Space Center, which still functions as an integral part of the NASA organisation today. The active space station is the home of mission control; is the lead for International Space Station operations and missions; holds the Orion multi-purpose crew vehicle, and several advanced human exploration projects.

‘The first stop took us into a room that overlooked the historic mission control,’ Jen recalls. ‘It managed all of the lunar landings amongst many other missions! It’s where the NASA team exercised full mission control of Apollo 11 from launch and lift-off at the Kennedy Space Center to splashdown in the Pacific Ocean. You can feel the

Below: Street art has been one of the themes from this trio’s world tour

history in the room from the monitors to the rotary dial telephones!’

Gav added, ‘We learnt that the infamous line “Houston, we have a problem” is actually wrong. The words spoken were actually “Okay, Houston, we’ve had a problem here”. The room we stood in was the one where the families of astronauts watched their loved ones in space, and they only used one computer that has the computing power of just one app we now use on our phones!’

The tour then continued to the space vehicle mock-up facility and astronaut training centre, where all astronauts have been trained since 1980. There have been a number of mock-ups over the years to fulfil different functions in training astronauts and engineers. The facility initially housed space shuttle training modules, such as the full fuselage trainer and two crew compartment trainers.

The exploration rover prototypes are housed here, too, along with other robotics projects, such as Valkyrie, the next-gen humanoid robot that goes by the name of R5. At the time of Jen and Gav’s visit, engineers were finalising the design of the Orion crewed space vehicle – which aims to be the first vehicle to take humans to Mars.

Next up on the tour was Rocket Park. Here, one of only three remaining Saturn V rockets is displayed alongside various other rockets that have propelled space exploration. The Saturn V rocket at Johnson Space Center is the tallest, heaviest and most powerful rocket ever flown. They were used primarily during the Apollo space

programme to send a total of 27 Americans to the moon and stand at 363-feet tall and were used to launch America’s first space station – Skylab – into orbit.

‘There was so much to see,’ excites Jen. ‘We visited a shuttle replica Independence, mounted on top of the historic and original NASA 905 shuttle carrier aircraft and enjoyed exploring the giant plane.

‘It is the world’s only shuttle mounted on a carrier aircraft and the only one allowing the public to enter both! We saw how astronauts live in space and learnt about planned missions to Mars and listened to a talk by an astronaut who had been to space.’

Back on the ground after a day at NASA, it was time to head closer to Galveston for the last few days. First, it was Ruby’s turn and she was delivered to the port and prepared for shipping back to little old Blighty.

At the port an escort had to be hired as Ruby wasn’t allowed to drive through on her own, and after getting the dock receipt stamped, her VIN number checked and shipping codes written on her window, Her Royal Highness was ready. Instead of going in a container, Ruby was going to be shipped by roll on roll off, meaning she would be driven on and off the various ships instead of travelling in a shipping container.

‘It was a very strange feeling leaving her there,’ says Jen emotionally. ‘Ruby has been our home, our transport and our life for the last two years and she has done us proud. She’s been fantastic! Whilst we have had a few mechanical issues – none have been too serious – and she has kept going mile after mile after mile.’

‘People love Ruby,’ Gav adds. ‘She has had countless photos taken of her and has been pulled over many times by the police and military so they could have a good look at her. She’s been an integral part of this trip and through her we have met some wonderful people, such as Francis and Elsa in Portland, Graham and Joyce in Belize, all the Landy guys in Colombia and the wonderful Jorge in Argentina.’

‘She has also brought us into contact with the lovely editor at The Landy, Mike Trott,’ continues Jen. ‘Thank you, Ruby, and safe travels – we’ll see you back in blighty!’

With Ruby settled for her journey home, it was a case of heading through customs and confirming permission to export her. With that done Jen and Gav headed from the port to their AirBnB for the last night of this fantastic trip.

The last day was spent on a fishing trip out from Galveston port. Heading out on a large boat with around 80 oth-

31

4x4 guided PERU self-drive Mystical archaeological sites, stunning scenery, and wildlife make for an unforgettable South American adventure.

Above and Right: A day at NASA can feel out of this world... er people, the trip lasted a few hours.

Dolphins followed the boat and Gav got his eye in with the fishing, catching and releasing three catfish.

‘The route headed past Ruby,’ says Jen. ‘Patiently waiting for her boat, she must have thought “Look at those buggers, still enjoying themselves when my trip is over!”. But that was it for us, too. We later flew back from Houston, almost exactly two years after flying from the UK to New York!’

‘We’ve have had a wonderful time and seen some of the most incredible things,’ reminisces Gav. ‘We have set

foot on the most remote continent on Planet Earth and felt like we were part of a David Attenborough documentary! We’ve never felt unsafe and have always found someone to help us when we needed it. The world is largely a safe place and people are generally kind.’

‘The sight of nearly half a million king penguins at St. Andrew’s Bay, South Georgia stood out to me,’ adds Jen. ‘But seeing Ruby come out of her container for the first time in Colombia was one of the best memories!’

This isn’t Ruby and Co.’s first adventure, but it was a special one.

‘She was already a character, however, this developed further as the trip went on,’ Jen admits. ‘I’d talk to her often, so would Gav on occasion. On tough roads we’d both urge her on. She is a strong, independent, feisty Landy who is not always predictable!’

‘We visited mechanics all over the Americas because of odds and sods,’ Gav says. ‘We even went to the most southern Land Rover dealer in the world in the Falklands!’

Ruby got more than her fair share of attention at the helm of this epic adven-

ture. But she didn’t just catch people’s eyes – she brought about a community between other Landy lovers.

‘There were people who helped us, supported us, offered us guidance

Continued on page 34

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32

4x4 guided PERU self-drive Mystical archaeological sites, stunning scenery, and wildlife make for an unforgettable South American adventure.

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Words: George Dove

Land Stover Landies are old school. They don’t overcomplicate things, and because of that they will work just about anywhere – except the bottom of a lake. The same can be said of the Bushcraft Allrounder Stove.

The portable log burner is functional everywhere, from mountain ranges to your patio. The stainless steel design incorporates an oven and a clip-on water tank to boil water, a transparent oven door,

temperature gauge, airflow control and is compactible into the stove for easier storage.

Weighing in at 25kg makes this a sturdy piece of apparatus, and thanks to the clever design, keeps your food smoke-free. All bolts and welding are stainless steel – just like the panelling – so it won’t rust like your Land Rover.

The Allrounder lives up to its name and will enable you to cook real food in a number of ways, wherever you and you Landy go.

The stove is available through Landy Bits ‘n’ Bobs, who are also offering a free t-shirt with orders using the promo code LANDY18 at checkout. To stoke up your stove, visit landybitsnbobs.co.uk for full specs and dimensions.

All Systems Go The thing with accidents is that you can’t anticipate them. That’s certainly the case when you’re far from the roads and deep into Landy territory, as things can often get tricky. Plus, when you’re in desolate surroundings, mistreatment of even the smallest nick could easily get much worse.

What you need to take with you is a first aid kit that is up to the task.

What you need is the Lifesystems Waterproof First Aid Kit. The tough, waterproof bag promises to withstand wet weather and challenging conditions – and is also very well stocked. Included within you’ll find safety pins, 5.5cm bladed scissors, tweezers, a thermometer, two pairs of vinyl gloves, paracetamol and various types of bandages, tapes

and plasters, plus a resuscitation face shield and burn gel to ensure that there is a comprehensive amount of supplies that hopefully won’t need to be used.

But it’s better to have them, right?

The Waterproof Kit costs £29.99 and you can order your bag of bandages and read the contents list in full, online at lifesystems.co.uk.

Lighting the Way There’s an added satisfaction when a name reflects function. And that is the case with the Navigator-620R. This little pocket rocket is well equipped to show you the way. It has – you guessed it – 620 lumens from its ultra-bright CREE XP-L LEDs that can be channelled into a 175-metre spot beam.

Not only bright, there is a dimming function and a brightness memory

function, too. Ready for hard work and the outdoors, the anodised aluminium housing is impact proof and IPX7-rated waterproof.

The rechargeable lithium-ion battery can power the torch at full whack for six hours between charges, but the switch battery status allows you to keep on top of things.

For full specs and pricing, visit nightsearcher.co.uk.

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Above: Strolling along the river walk in San Antonio is a must on your visit to Texas and also invited us to a lot of fun stuff!

People took time off work to help us, fix Ruby for free, invited us camping,’ recalls Jen. ‘Everyone seems to love the Landy all over the world!’

‘Rubes also gave us access anywhere,’ adds Gav. ‘Up horrible mountain roads, over rough ground – we saw amazing places. She’s helped us camp in amazing places by the oceans, at altitude, on salt flats and is part of so many wonderful memories!

‘It wouldn’t have been the same trip without Ruby. Everyone we met knew her name and loved her! By the end of the trip we felt so grateful to her for taking us all the way! The only thing we would’ve changed would to have been able to sleep inside on the occasions the weather was bad!’

Surely Ruby deserves a rest, doesn’t she? Well, she is a Land Rover…

After four weeks at sea she finally arrived back in the UK. After being transported back to Jen and Gav, she

passed her MOT – with just one advisory after all of that travelling – and is waiting to be re-registered in the UK. ‘We need to build connections and bridges, not walls and barriers,’ adds Jen. ‘We have never taken our privileges for granted and have felt so lucky to do this trip.

Jen’s conclusion at the end of this epic globetrotting adventure? ‘Life is not a journey to the grave with the intention of arriving safely in a pretty and well-preserved body, but rather to skid in broadside, thoroughly used up, totally worn out and loudly proclaiming “WOW, what a ride!”’

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A business that cares about your Landy and your needs.

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The Final Encore – Part Six

It’s a big moment for Nicky Smith this month, as he looks to install a Tdi unit into his beloved ‘Pukka’.

Surely a straightforward job then...

Words and Pictures: Nicky Smith

I

have talked the talk and now I’ve walked the walk – I’m past the point of no return where the engine is concerned.

A couple of days ago, Wifey told me to get the 110 under the car port so I could work on it properly. So, it was quickly parked up and then the strip down began. Off came the bonnet and wings, then I drained the coolant, which was very clean and new, and then out with the old tar-like engine oil.

With the easy bit done, I organised myself so I could put things back in the right place when the 200Tdi goes in.

The easiest way to do this was to tape and label the wiring and cables as I removed them. I plodded on, systematically removing wires and marking them up, then taking off the pipework,

putting it into boxes or tying it back out of place. I realised I’d disconnected everything from the engine itself, so that only left undoing all of the bolts from the bell housing. To get to that I’d have to remove the floor pans I had painstakingly fitted way before I decided on an engine swap.

Within the space of a few hours I was ready to remove the engine, but the day had grown long so I waited and enlisted a friend’s help.

The following day, we dug the engine crane out of the garage along with a strap to lift the lump clear and soon it was in the corner out of the way. Whilst I had access I undersealed the whole of the bulkhead.

I decided it was a good time to scrape off all of the years of accumulated dirt and oil from the front chassis.

This sticky, dirty mess did a superb job of keeping rust at bay, but 10mm thick was a bit much.

Above and Below: Body stripped down, out comes the old 2.5 ex-military diesel unit, and now the preparations can begin for the arrival of the Tdi lump

With cleanish metal in front of me I applied the underseal, giving liberal coatings everywhere. I even did the bulkhead as who knows when I’d get back there again! The heater box got a coat of Hammerite whilst it sat exposed, too.

I chose the Discovery 1:2 ratio transfer box as the 110 will be my camper that will rack up road miles more than anything else. With that in mind, I started removing the gearbox to change the transfer box and replace gearbox mounts.

Propshafts are easy to get to from underneath, but I wouldn’t recommend applying so much force that the spanner slips off and you punch yourself in the face…

After lubrication, both propshafts were soon removed. Once the handbrake, reversing light wiring and accelerator cable were removed, I drained the fluids from both boxes. I was tired and funnily enough had a headache coming on in earnest, so called it a day.

I was soon back on the job, though.

The gearbox was lying on the ground looking at me, laughing at how long it took to come out and just how tired I was. But, after a thirty-minute struggle it was out.

An old friend was up for the day to give me a hand with what was meant to be a quick change over of the transfer box before popping it back into position. Easy.

Above and Below: Next on the agenda was the removal of the propshafts, followed by the gearbox itself. Avoid punching self in face...

It didn’t take long to separate the transfer box and gearbox at all. With that done my friend – a mechanic by trade – piped up, ‘Let’s get the replacement lump in, pop the gearbox on and finish with the replacement transfer box.’

Out came the engine crane with the 200Tdi, and in what felt like minutes, it was dropped straight into position.

Now time to refit the gearbox – but would it drop into place? Nope. It was fiddly but we managed eventually.

Fitting the gearbox replacement mounts was a pig of a job and at this point we were both getting fed up, but we pushed on. We’d had enough but once everything was securely in place we went and got washed up.

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37

Above Left: Using the crane, Nicky easily slots the 200Tdi into position, but do you think the gearbox would follow suit?

Above Right: Nicky took the opportunity to scrub up the flywheel before fitting the new clutch and reinstalling the gearbox I needed to find some enthusiasm for the project again, though, because I was sick of it! Having said that I was now at a point where I could just go out and potter from time to time on smaller jobs, which works better for me.

When I had a spare hour, I started popping a bracket in between the alternator and fuel pump bracket, making sure that I had all of the bits I needed.

With that done in a few minutes, I set to popping the wiring back into place on the starter motor. Then last but not least for the day was swapping over the old type of fuel filter housing, for a 300Tdi one that will make it easier to change over and service as and when needed.

I had a new clutch slave cylinder I’d bought simply because I was changing the clutch over and the old one looked tired. It was soon in place after a few frantic minutes of scrabbling around looking for the bolts, only to find the new branded part leaks.

Nothing stopped the drip of clutch fluid until it ran dry. It could be the old

pipework or the new part. I’ll replace the pipe first, then strip the part out if a good seal cannot be made and swiftly return it.

It was then on to popping the crossmember back into place. After removing it from under the truck, I gave it a good rub down, removing any rust build-up and greased the hell out of it. Do the same thing to the chassis it fits onto. Then it will be able to be gently knocked into place with no struggling, swearing or attempts to swing a large hammer whilst lying underneath it.

I hopped back on-board one spare morning with spanners in hand to get the propshafts reattached. The front one just fell into place and was soon all tightened up.

For the rear I dragged it all into place to offer it up, wondering why it was all of a sudden too spacey. I lay there on my back trying to figure out why the bolts met both ends – what was that space?

The penny dropped. I didn’t put the handbrake drum back into place first.

That didn’t take long but doing the nuts and bolts up seemed to take an age.

I ended up jacking up one side on the front and rear, so I could turn the propshaft to make access a little easier.

After a shopping trip, the kitty had been drained, but I had enough parts to take me almost to the end of the build.

An exhaust still needs to be modified and fitted along with the pipework for the coolant, but I will get to them in due course. I also need a pair of seats…

When I refitted the rear propshaft I put the damned thing on the wrong way around. The morning was spent doing my favourite job of taking off then replacing the fiddly propshaft nuts. It took a while but now sits as it should!

I then removed the pan hard rod on the front, treating the metal whilst it was exposed, then refitting the replacement one with the new bushes in.

Spending an hour here or there, it seemed some progress was being Left: Once the gearbox had been wiggled into place, Nicky spent time placing a bracket in between the alternator and fuel pump bracket Below: The wiring was then returned to the starter motor...

Below Left: ...Before the fuel filter housing was changed for a 300Tdi version for simplicity down the line

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made and the steering box was my new focus.

This really was a straightforward swap. Firstly, I removed the nut and bolt from the steering column UJ. Then off came the front steering bar on the box’s drop arm. Four bolts that run through the chassis came undone without too much of a fight and then the box literally dropped off. I slid the replacement power steering unit on and much to my surprise it bolted straight into place without any messing around.

It’ll be nice to have power steering on Pukka. Seeing as it will be our camper I want it to have as many of life’s creature comforts as it can!

There has been a lot of thought about Pukka’s seats. I have gone from outlandish captain seats through to RX-8 seats in my mind, but I decided to stick with standard Defender seats.

I came across two separate sets – one had a good driver’s seat and the other

a good passenger. The money was right, so I bought them and made a pair myself. I didn’t fix them in place as the inside was nowhere near ready, but it was damned good to see a pair of seats in the old boy, though!

I went out to buy a singular nut for the steering box, but it was out of stock and a quick change of plans saw me buying the whole of the 200Tdi exhaust system instead.

When I got home I realised I hadn’t bought the manifold to downpipe gasket, but decided to get it all offered up to make it fit anyway. I didn’t get past the conversion downpipe. When the pipe was flush to the manifold it rested on the passenger footwell, which wouldn’t bode well when driving.

I decided to modify the footwell. I’d have to cut it out and make up some new shaped box that will give some clearance for the pipework when the engine’s running.

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Above: Propshafts were then put back into place (the right way around)

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Below: The panhard rod was replaced along with accompanying bushes

In light of this, I bought a ticket for the Euromillions in the hope that I won enough money to either pay someone else to finish the rebuild or to buy an already finished motor – and take great pleasure burning this one.

The steering wasn’t finished so I took a closer look at what was left to do. As I was hunkered down, I recalled that the front wheels needed setting up straight.

Now I do not own any fancy wheel alignment equipment but what I do own is a length of rope. I tied this around the rear axle then ran it down the side from wheel to wheel which showed me which way to adjust it.

With the first side done and wedged into position, I made short work of the other. I double-checked and they were both straight and in line. Then I set the steering box to its centre position and started fitting the new drop arm. I was advised to make a bit of a mod here, so the drop arm is a Discovery one and the new front bar I bought did not have any fittings for the steering damper.

There was a niggling at the back of my mind to check the spares shed. A quick rummage found a heavy-duty front steering bar complete with a damper mount!

After a quick coat of paint, I fitted it and attached the damper. I went back around the front end, making sure I had tightened all of the bolts and fitted all of the split pins. I didn’t want any nasty surprises when old Pukka was back on the road!

There was still a pile of parts kicking about so in keeping with working from the front backwards I dug out some of the easier parts to fit to the engine.

First up was the thermostat changeover. In the past anytime I touched the bolts on a thermostat housing they just snapped off leaving half the stud behind.

But this was a lucky day! They all came loose with a satisfying crack! I soon had them out and the thermostat looked past its best, but after a quick clean and fitting the Discovery thermostat, the job was done!

Next up was the old fuel pump. An old Series pump was loosely bolted into place, so off that came and I quickly fitted the new 200Tdi one.

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39

RUST PROBLEM?

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01775 761222 sales@rust.co.uk Above: A new exhaust system was needed to mate with the 200Tdi in Pukka, but with the pipe resting on the passenger footwell, some alterations were required to make room for the pipework Now seemed like a good time to rewire the engine, so I steadily worked my way through it, adding the odd new end here and there.

Reclining back in my chair, supping a brew, I decided I should reconnect a battery and see if the motor fired up. I removed the seat then opened up the battery box, dropped in a battery and pushed the keys into the ignition. At

this point I thought how disappointed I would be if nothing happened here. It would mean that I had done something wrong with the wiring or the starter was past its best.

I turned the key and to my immense delight the engine turned over without hesitation, what a sound! I don’t think I have ever been so pleased to hear an engine start before!

This is a huge milestone. I have replaced Pukka’s guts and he’s still alive and kicking. I’m now so much closer to the end of this project than the beginning, and it feels like it might get finished!

You can read the full version of Nicky’s project by heading over to his blog – the website you need is here: www.nickysmith.me

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Left: Attempting the thermostat changeover, Nicky is weary of snapping any bolts on the housing Above: Spot the difference – one of these is past its best and the other fresh from its box Right: With the new thermostat in situ, Nicky tackles the fuel pump from above, substituting the old Series unit for the correct 200Tdi equivalent

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Astwood 4x4 Ltd www.astwood4x4.co.uk

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Syncro Shift Up a Gear: Part Five After a noble start to life in the Ultra4 Championship with their debut in the King of France event, TSR now face their next challenge on home soil Words: Kim Sammons Pictures: Ollie Evans

A

fter an eventful and valuable shakedown at the King of France event in May, Team Syncro Racing faced their next hurdle in the Ultra4 European Championship circuit – this time in sunny England!

The King of Britain Ultra4 race was held at Kirton Off Road Centre in Gainsborough on the 22-24 June. This 9.5km brutal course consisted of large rocky sections, with hairpin bends meandering through forest trails and loose gravel tracks.

Some homework to do first, then, with a walk of the course helping to gauge the best route through prior to the Friday qualifying. The rest of the weekend’s racing would be split into heats with a short-course style sprint.

The TSR truck had matured since the French event, with the AlliSport radiator back in situ and now featuring better mounting points to avoid it coming loose. The ineffective sway bar set-up was removed and the problematic pedal box was replaced with a brand new heavy-duty unit supplied by OBP Motorsport.

TSR are still on a learning curve, but with a little more seat time, Shabs

Piercy (TSR Driver) had more confidence in both the truck and his driving going into the British event.

‘Both the truck and myself had been put through the paces at France, so with a few long nights of tweaking the truck, we were better prepared for the race in England.’

The Ultra4 weekend was exceptionally hot, dry and very dusty, making for dangerous driving conditions and resulting in a last-minute change to the planned driving format.

Race control made the eleventh hour adjustment, splitting classes into shorter heats so as not to have everyone out on a track at the same time.

After completing a successful qualifier (a first for TSR as they managed to avoid the water hazards this time unlike in France), TSR were happy to start at the back of the pack of the Legends class on the first race heat.

As the truck started to stack in the laps, the team unfortunately faced several challenges during the event, such as burst tyres on the sharp rocky sections, the fuel pump giving up the ghost and needing changing whilst on the exit out of the Maxxis Hill rock section, plus more electrical intermittent issues with the ECU. Getting the truck back to the pits meant all hands were on deck to try and resolve the issues. A late Saturday night and very early Sunday morning meant TSR made the start line and were ready for the second day of racing.

‘We’ve had a bit of trouble during this event, which is always expected from a new team and untested truck, but we are stoked that everyone rallies around to fix the issues and for us to be on the start line and out racing every heat every time,’ said Nick French, TSR Pit Crew Member.

Still plagued by shock set-up issues, the team realised that they were in fact driving the entire event with zero shock set-up! Naturally, the 100km distance the team covered over the weekend was particularly rough.

‘It was bone shaking to say the least,’ gestured Marcus Williams, TSR Co-Driver for King of Britain. ‘No shocks meant the truck landed heavy on every rock and this was felt within the car and our bodies, we also had to take the race at a slower speed due to how much the

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lack of shocks caused excessive body roll and added difficulty in handling even on the straighter sections.’

With a mid-range finish for the King of Britain event (5th out of 6th in Legends class), this meant that Team Syncro Racing are actually 4th position in the championship and only a few points away from 3rd place! Not bad for a team competing without a suspension!

‘We are really excited to be so close to a championship podium position,’ shared Shabs, ‘This is spurring us on to attend the remaining races in the European circuit! Finishing on the podium for the 2018 Ultra4 Europe Championship would be beyond our dreams and expectations of our first ever attempt at racing. Achieving this would be a true testament to all of the hard work and dedication every member of TSR has put in this year and all the help from of our amazing sponsors.’

The Ultra4 Europe season still has King of Portugal race in September and the newly announced King of Poland race in October – so it’s all to play for.

There’s also the small matter of the Enduro Rampage event in August. Unlike no other, the Enduro Rampage race is planned to be a gruelling 18-hour endurance event with two trucks working as one team to complete as many

laps as possible. Racing will commence at midnight on Friday 10 August with all trucks competing on track simultaneously before the tag-team style race kicks off later on the Saturday.

Whilst this event won’t count towards the Ultra4 Championship, it’s the first of its kind and is a great opportunity for Team Syncro Racing to bag some

A business that cares about your Landy and your needs.

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additional experience behind the wheel of their gladiator.

Be sure to visit the Enduro Rampage at Kirton Off Road Centre, Gainsborough, over the 10-11 August.

Join us next time to see if TSR can survive the ‘Rampage’ and follow TSR on their adventure through Facebook @ TeamSyncroRacing.

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The Landy Buyer

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

Range Rover P38: On the Rise

A

P38 Range Rover is an intriguing machine. Not only does it manage to combine a classy posture with a relatively square and boxy ruggedness, but this is a vehicle that can be bought for as much as a bag of cress (cress being the aristocrat’s equivalent of a bag of Skips).

So you get all the majesty of a Range Rover at the same price as a toaster, although while it’s cheap to buy now, that may not be the case for much longer.

A couple of years ago, the P38 hit rock bottom in terms of pricing. The big – and often problematic – sec-

ond-generation Range Rover was high on nobody’s list and as such you were able to pick up a tidy and decent spec P38 for as little as £1,000.

The market has since moved on, and with the ludicrous prices of the Range Rover Classic now becoming unfeasible even for collectors, the P38 represents something of a bargain.

For now.

Take a glance around the marketplace today and there is a change in the wind surrounding the P38. Put the foibles to one side for a moment and if you can find a solid, working P38 then you do have a very capable vehicle that ticks the usual Range Rover

boxes of luxury and comfort, plus you have one of the few Land Rovers that isn’t (as) prone to corrosion.

They have their risks of course, but name us a Land Rover that doesn’t!

Time is of the essence, though, with smart examples of the preferred 4.6 V8

with under 100,000 miles on the clock now demanding premiums of £5,000 and over.

There’s plenty of rare limited edition models within the P38 category, however, and if you put your Skips down and move quickly, it’s possible that you

could bag yourself a real collector’s item, just at the optimum moment.

So, if you’re brave enough, now could be the time to fork out for a P38.

Just don’t be surprised if you keep on having to fork out once it’s sitting on your driveway…

Insure your P38 with Adrian Flux from as little as £120

* Based on 50-year-old driver, comprehensive cover, second vehicle status, low annual mileage, with green lane and off-road cover, no claims or convictions and £150 excess

Series I (1948-1958) If you want to be the owner of a vehicle that oozes heritage like no other, then surely a Series I Land Rover is the way to go.

The Series I Land Rover – particularly in its 80” guise – is arguably the most sought after Land Rover for purists and collectors alike.

Its 1940’s engineering gives it a real charisma, but consequently, parts aren’t as readily available as they once

were. Restoration projects require deep pockets, but then a finished example will fetch mega bucks.

Gone are the days where you could use a Series I as an actual Land Rover, because with restored and cherished examples now retailing where they’re at, preservation is the aim of the game.

The rarer and earlier the vehicle, the higher the price tag gets. But can you really put a price on such an icon?

Series II/IIA (1958-1971) In 1958, the second-generation Land Rover was born and along came the barrel sides which we came to recognise on even the very last Defenders.

Today the Series II or IIA is a more affordable prospect than a Series I, yet it still carries much of that early charm that makes it a hit with enthusiasts.

The prices are on the increase, however, as these 50-year-old vehicles start to come into their own as a collec-

tor’s item. A 2.25 petrol 88” would be our pick, as the diesel engines, certainly the 2.0-litre diesel, were underpowered and noisy.

The Series II/IIA carries a wider stance than its predecessor and adds an extra (thin) layer of refinement over the Series I. While the engines have excellent longevity, they need to have been maintained properly. Be thorough in your checks.

£5000-£50000+ Versions: 80” (‘48-’53), 86” (‘54-’56), 107” Pick Up (‘54-’56), 107” SW (‘54’58). 88”, 109” Pick Up (‘56-’58). 1.6 4cyl petrol (‘48-‘52), 2.0 4cyl petrol (‘52- ‘58).

Pros: Heritage, charm, a true classic, the original Land Rover Cons: Availability of parts, price tag on early 80”s

£2500-£30000 Versions: 88”, 109”. 2.25 4cyl petrol (‘58-’71), 2.0 4cyl diesel (‘58-’61), 2.25 4cyl diesel (‘61-’71), 2.6 6cyl petrol (‘67-’71 (109” only)).

Pros: As a resto it’s a sound investment, some examples now MOT exempt, more desireable than SIII Cons: Bulkheads can rot with ease, check suspension leaves for seizing

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Series III (1971-1985) Following on from the Series IIA, the Series III emerged in 1971 with a few cosmetic tweaks and safety features to freshen up the model.

Headlights were shifted out to the wings in-line with new legislation and the dash received a bit of padding to hide the new safety bar across the top of the bulkhead – not sure it’s a five stars on the Euro NCAP scale, though.

The Series III wasn’t too dissimilar

to the Series II in mechanical terms, keeping the same 2.25-litre engines throughout its production, although in 1980 the 2.25 motors switched to a more durable five bearing setup.

The transmission also received syncromesh on all forward gears to make it easier to live with.

They still carry the simplicity of earlier Land Rovers, but can be obtained for a fraction of the price... for now.

Lightweight (1968-1984) Possibly the ugly duckling of the Series Land Rover family – but that doesn’t mean to say you won’t find much love for the Series Lightweights.

These military-derived vehicles can be easily distinguished from the regular Series Land Rovers, with visibly more angular wings and a frontal appearance that does divide opinion when you and your mates are in the pub.

To mimic the civvy Series machines,

the SIII LWT – built from 1972 onwards – also had its headlights switched out to the wings.

These Series Lightweights throw up an extra dimension to Land Rover ownership, with military history and touches often machine-gunning the vehicle. It means you get a Land Rover that could have a few more stories to tell – and you have something that stands out from the crowd.

Forward Controls (1962-1978) Only serious enthusiasts need continue reading here. Ownership of any Forward Control is not for the faint-hearted.

These leviathans are expensive to run and trying to get hold of some of the parts can be, quite frankly, a bit of a nightmare! Clubs can help here, though, as is often the case with any Land Rover.

These vehicles offer substantial

payloads if that’s the sort of thing you’re after, but will also tick the boxes for huge, unnecessary and hilariously addictive fun.

If you’re going to go the whole hog then why not buy a 101FC. You’ll have a V8 engine harping away underneath you (literally) and people are likely to clear out of your way when they see you coming in their mirrors. Surely that’s reason enough to buy one?

Ninety/One Ten (1983-1990) The icon of the 4x4 world. This is Land Rover at its best: a no nonsense workhorse that can also take you just about anywhere in the world.

Early examples of the Ninety and One Ten are worth keeping hold of, providing they’re in good condition – but you’ll be searching far and wide for examples that are.

This was the birth of the Defender, despite not being christened officially

until 1990, and as such these Land Rovers had coil-sprung suspension, new engines – although they were still terribly underwhelming – and offroad capability that has still yet to be matched today.

A very early 2.25 petrol 90 is a rare thing, and a beautiful one too. But perhaps try for a 2.5TD version with low miles and good history. They’re robust and as simple as they come.

Defender Tdi (1990-1998) In 1990, the Defender name emerged and for the first time it meant that no longer was a Defender being powered by a feeble hamster in a wheel.

If you’re after a 200 Defender, though, you might get a 200 unit but check whether it’s a Defender engine.

Replacing blown units with a Disco 200Tdi is popular, so check the arrangement of the turbo and manifold to see which one you’ve got.

After the 200 followed the 300Tdi, a revised version with a little more refinement, but just the same durability.

Properly maintained, they can last for decades. Look around for one with full service history and you could find yourself a keeper.

Some Tdi Defenders have received galvanised chassis and even bulkheads, and these are the type of Defender you should be after.

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£1700-£25000 Versions: 88”, 109”. 2.25 4cyl petrol, 2.25 4cyl diesel. 2.6 6cyl petrol produced until 1980. Stage One V8 used detuned version of the 3.5 V8 (‘79-‘85).

Pros: Most affordable way into Series ownership, still has the Series pedigree, parts still widely available Cons: Not as desireable as earlier Series models

£2500-£25000 Versions: 88”. IIA (‘68-’72), III (‘72-’84).

2.25 4cyl petrol engine.

Pros: Not like all other Series Land Rovers out there, military background, uses lovely 2.25 petrol Cons: Styling isn’t to everyone’s taste, can be pricey owing to their exclusivity over regular models

£7000-£35000 Versions: Series IIA (‘62-’66), Series IIB (‘66-’72), 101 (‘72-’78). 2.6 6cyl petrol engines for IIA/IIB, 3.5 V8 petrol for 101.

Pros: Soundtrack, presence, exclusivity Cons: Fuel bill, fuel bill, parking conundrums... fuel bill

£2000-£15000 Versions: Ninety (‘84-’90), One Ten, 127 (‘83-’90). 2.25 4cyl petrol (‘83-’85), 3.5 V8 (‘83-’90), 2.5NA 4cyl diesel (‘84-’90), 2.5 4cyl petrol (‘85-’90), 2.5TD (‘86-’90).

Pros: Good ones are now worth saving, same ability as Tdi Defenders Cons: Not many left in good condition, engines underpowered

£3200-£25000 Versions: Defender 90, 110, 130 (1990- 1998). 200Tdi 2.5 4cyl turbo-diesel (‘90-’94). 300Tdi 2.5 4cyl turbo-diesel (‘94-’98).

Pros: Excellent off-road, arguably the very best engines, old-school electrics Cons: Units are getting rare, many have been used hard; Tdi it might be, but that doesn’t mean rustproof

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Defender Td5 (1998-2007) Following on from the Tdi era, Land Rover issued the Defender with its Td5 engine from 1998 to 2007.

The engine is arguably Land Rover’s most reliable unit and it’s a strong performer out of the box, although it does lend itself to being tuned – just make sure that any mods have been done properly.

Remaps, EGR valve deletes and uprated intercoolers are a few exam-

ples of what many have been subject to. Lots of power doesn’t always mean happy faces.

The rear of the chassis has frequently been called into question, so protect the rear crossmember if it’s in good shape, or else face the consequences.

With minimal electrics, the Td5 Defender is still a DIY machine and you’ll be working on one of Land Rover’s most notable masterpieces.

Defender TDCi (2007-2016) The last of the Defenders were fitted with Ford Transit engines – first the 2.4 TDCi, followed by the 2.2 TDCi, brought in to meet Euro V emission standards and keep the Defender alive for another few years.

Sadly, these engines denoted the Defender’s swansong, the twilight of its days. They were fitted with six-speed gearboxes, still had phenomenal off-road capability and even made the

Defender a nice place to be. But they were still very much Defenders.

The era of blinging also began and you can find special editions out there costing obscene amounts of money.

You will pay a premium for these Defenders, especially since the end of production. But if you can grab a 2.2 TDCi and start preserving it now, you may well never see depreciation. We’re no financial advisors, though...

Freelander 1 (1997-2006) We haven’t always held the Freelander 1 in the highest regard here at The Landy, but as market prices constantly change, so too can our opinion on certain vehicles.

With examples attainable from as little as £500, the Freelander 1 represents a cheap gateway into Landy ownership.

There are a few issues to be aware of, though, such as the viscous coupling, which is expensive to replace

and can be upset by simply having mismatched tyres on your axles.

The 1.8 petrol used to be notorious for head gasket failures, but today’s replacements are much more robust.

The V6 is thirsty and the 2.0Di is gutless, so opt for a TD4 – but check the condition of the injectors first. Buy an FL1 and you even get a Landy that’s decent off-road and doesn’t carry the usual trait of rusting after five minutes.

Freelander 2 (2006-2015) Most people will turn their noses up at Freelanders because they’re not properly recognised as true Land Rovers.

But while you should turn your nose up at the FL1, the Freelander 2 actually makes for a much smarter proposition than you may think.

Because of it being replaced by the Discovery Sport, the FL2 is now an affordable option that still offers good levels of refinement, a strong 2.2-litre

four-cylinder turbo-diesel engine and a level of practicality that means it can make for a great family vehicle. Plus it’s become one of the most reliable Land Rovers out there.

Prices are now falling thanks to the Freelander name disappearing from the production line, but for £10,000 you can now get a capable all-rounder that is actually pretty adept off-road and yet still economical to run.

Range Rover Classic (1970-1996) The Range Rover Classic is one of those vehicles that you could theoretically still use everyday, even now in the 21st Century.

If you’re running a V8, however, that may not be such a wise idea. Classic Range Rovers still provide a relatively refined and great drive today, but they can be thirsty if you’re not in one of the various turbo-diesel examples.

That said, if you own one and it’s in

good condition – look after it, as it will only appreciate. These vehicles are popular with collectors.

Unfortunately, in terms of spare parts, many have succumb to corrosion or have been abused off-road to the point of no return.

While an early ‘70s Classic may not be attainable for everyone, tidy examples of the late four-door versions can make for an equally tidy investment.

£4000-£25000 Versions: Defender 90, 110, 130 (1998-2007). Td5 2.5 5cyl turbo-diesel.

Pros: Off-road capability, power, reliability (generally) Cons: Rear chassis, premium prices at the moment

£10000-£40000 Versions: Defender 90, 110, 130 (2007-2016). 2.4 TDCi (‘07-’12), 2.2 TDCi (‘12-’16).

Pros: Better emissions (marginally), more creature comforts, same off-road prowess Cons: Price, more electrics, last of the breed

£500-£4000 Versions: 1.8 4cyl petrol (‘97-’05), 2.0Di 4cyl diesel (‘97-’00), TD4 2.0 4cyl turbo-diesel (‘00-’06), 2.5i V6 petrol (‘00-’05).

Pros: Cheap to buy, no major rust issues, surprisingly good off-road Cons: There are better Land Rovers out there, FL2 showed the FL1 how it should have been done

£3200-£22000 Versions: 2.2 4cyl turbo-diesel, available in two- or four-wheel drive, 3.2 V6 petrol (‘07-’09).

Pros: Better off-road than you may anticipate, reliability, refinement, economy of diesel engine Cons: Transmissions can wear quickly if used for towing

£1500-£50000+ Versions: Two-door (‘70-’85), four-door (‘81-’96), LSE (‘92-’96). 3.5 V8 petrol (‘70-’86), 3.5 EFI V8 petrol (‘86-’89), 3.9 EFi V8 (‘89-’96), 2.4 VM turbo-diesel (‘86-’92), 200Tdi (‘92-’94), 300Tdi (‘94-’96).

Pros: Most usable classic Land Rover, V8 power, ride quality Cons: Rust (again), availability of parts for early models, V8 thirst

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Range Rover P38A (1994-2002) Many people believe the P38A Range Rover to be a bit of a menace – and often it’s completely justified. Lights on the dashboard, air suspension failure, head gasket failure... the list can start to look like a cartoon bill.

Still, it’s not all doom and gloom with the P38. In fact, if you find one in good working order, it’s sensational.

Service history is a must, and if you’re going to own one then some

diagnostic equipment is going to be a better companion than a spanner.

Avoid the diesel variant as the engine was adopted from a BMW saloon and isn’t up to the task of the extra weight a Range Rover carries.

Go for a 4.6 HSE, it’s actually more economical than the 4.0 V8 and you’ll get all the toys (working or not). Or you could try and find an anniversary model or even a Holland & Holland...

Range Rover L322 (2002-2012) Compared to the P38, the L322 Range Rover was a saint. Generally. Its electronic aids were far less temperamental and it delivered a new level of luxury to four-wheeled motoring.

The Td6 receives mixed reviews: some say it’s underpowered while others say it’s the best of the bunch.

Common sense would steer you towards a TDV8, either the 3.6 or 4.4, but these are the L322s holding out for

strong money. Notably, the petrol V8s are lingering with very appealing price tags, but don’t think running one would be cheap.

As with many 21st Century Land Rovers, they have lost their accessability for the home mechanic. Drivetrain faults are becoming more frequent, so you need to look for that FSH. As a car, however, it’s probably all the car you’ll ever need.

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£1600-£9000 Versions: 4.0 V8 petrol, 4.6 V8 petrol, 2.5 6cyl turbo-diesel.

Pros: Luxury, price, a Land Rover that doesn’t rust. Could even P38 prices rise soon?

Cons: Electrics. Nuff said

£3800-£31000 Versions: 3.0 Td6 (‘02-’06), 4.4 V8 petrol (‘02-’07), 3.6 TDV8 (‘06-’10), 4.4 TDV8 (‘10-’12), 4.2 supercharged V8 petrol (‘05-’09), 5.0 supercharged V8 petrol (‘09-’12).

Pros: Great off-road, luxury, image, TDV8 powerplants Cons: Your maintenance bill

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Range Rover L405 (2012-present) If you want the very best in automotive luxury, then look no further.

The latest incarnation of Land Rover’s flagship Range Rover weighs a whopping 400kg less than its predecessor thanks to the use of an aluminium body, which helps on mpg – although owning one of these suggests that your cash flow isn’t particularly an issue.

This is the last word in elegance and majestic motoring. All the engines

supply copious amounts of power to your right foot, while the L405 hasn’t lost any of its off-road pedigree... even if taking one off-road is like asking your alcoholic friend to a wine-testing session. They could comfortably partake, but probably shouldn’t.

Prices are still only right for Premier League footballers and people with a link to the royal family. If you fit into that category, then we envy you.

RR Sport 1 (2005-2013) Much of the Range Rover Sport was borrowed from the Disco 3, in fact it shared virtually identical underpinnings, whereas today’s RR Sport uses actual Range Rover foundations.

Nevertheless, Land Rover put a Range Rover in a tracksuit and attempted to make a handler out of it. To some extent they succeeded, although it’s no sports car despite what it says on the back of the vehicle.

It can play the leisure vehicle very well, though, and will go off-road like the best of them.

If you’re going to buy one, then you need to love it for itself, becausse a Discovery of the same era is more practical, while a full-fat Range Rover is always going to carry an extra layer of prestige.

They’re still a good all-rounder, though, and now relatively affordable.

RR Sport 2 (2013-present) The second-generation Range Rover Sport has also been on a diet to save over 400kg, just like the current daddy Range Rover, the L405.

That means that even this big bruiser is relatively economical when spec’d with the SDV6 motor.

Some won’t like the vulgar and flamboyant posture, while others will adhere to the smart, yet mean styling.

But no one can knock the Sport for its

performance. It feels incredibly light for such a big car, and if you’ve robbed a bank and can afford the SVR version, it’s as good round a race track as it is on a green lane.

The only stumbling block with such a fine motor is going to be how to pay for it. Removing limbs is possibly the most feasible option, or wait ten years and see if the prices have come tumbling down off those high pedestals.

RR Evoque (2011-present) When the Range Rover Evoque was launched, it signalled JLR’s intent on hitting the masses. And given that the Evoque was their fastest-selling vehicle for a number of years, they clearly hit the brief, even if it wasn’t for the purist.

They don’t much like the fact Victoria Beckham was involved in the designing of it, nor that it is the polar opposite to a Defender.

It’s actually still a capable thing

off-tarmac, but it would rather not go down that route. Nevertheless, it is economical by Land Rover standards and because there are so many out there, they have decent residuals.

The floppier Convertible was launched in 2016, and there’s also a three- and five-door version. We say stick to the latter, and avoid the 2WD model. What’s a Range Rover without four-wheel-drive?

Range Rover Velar (2017-present) And so the Range Rover family welcomes its fourth model, confidently making it the most prominent of Land Rover’s sub brands.

It’s a vehicle we will be giving our driven verdict on in the very near future, but for the meantime, we do know this much: the Velar is a fine-looking craft and is based upon the same architecture as the Jaguar F-Pace.

It has greater off-road ability than the

aforementioned (good for Green Oval enthusiasts) and it is available with a wide choice of engines, most of which combine good economy with usable everyday performance.

The interior is Land Rover’s most advanced cabin to date, with other models expected to follow the Velar in due course.

Other than that, you do pay a premium for the suave looks...

£45000-£150000 Versions: 3.0 TDV6, 4.4 SDV8, 5.0 supercharged V8 petrol, 3.0 SDV6 hybrid (‘14-present).

Pros: Styling, engines, capability at pretty much everything Cons: Price

£7000-£40000 Versions: 2.7 TDV6 (‘05-’09), 3.0 TDV6 (‘09-’11), 3.0 SDV6 (‘11-’12), 4.4 V8 petrol (‘05-’07), 3.6 TDV8 (‘07-’10), 4.2 supercharged V8 (‘05-’09), 5.0 supercharged V8 (‘09-’12).

Pros: Decent performance from both engines and chassis, a lot of car for your money Cons: Not as practical as a Disco, not as prestigious as a proper RR

£43000-£130000 Versions: 3.0 SDV6, 4.4 SDV8, 5.0 supercharged V8, 3.0 SDV6 Hybrid.

Range Rover Sport SVR 5.0 supercharged V8 (‘15-present).

Pros: Feels light considering weight, engines, almost as luxurious as its bigger brother Cons: You’ll need deep pockets

£14000-£48000 Versions: 2.2 SD4 (‘11-’15), 2.0 Si4 4cyl petrol, 2.0 TD4 (‘15-present).

Pros: Economy, handling, beats rivals off-road Cons: Not as practical as the new Discovery Sport

£44000-£90000 Versions: D180 2.0-litre 4cyl turbo-diesel, D240 2.0-litre 4cyl turbo-diesel, D300 3.0-litre 6cyl turbo-diesel, P250 2.0-litre 4cyl petrol, P300 2.0-litre 4cyl petrol, P380 3.0-litre 6cyl petrol.

Pros: Very stylish, interior, choice of engines, driven verdict soon...

Cons: Could hurt the bigger Sport and L405. Prices stretch to near £100K

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Discovery 1 (1989-1998) The earliest version of the Discovery was aimed purely at providing a middle ground between the agricultural Defender and the luxury, upper-class Range Rover.

It carried much of the Defender’s capabilities, but added more refinement and a driving experience more suitable to families – but without a Range Rover price tag.

Blessed with the same wonderful

Tdi engines, the Discovery saved Land Rover and hit back at offerings from other nations by being an affordable all-rounder. And that still holds true even today.

Early Discovery 1s in fine condition are now classics and will continue to appreciate. We would recommend trying to find a tidy and later 300Tdi example, but watch out for body rust – the boot floor, arches and wings etc.

Discovery 2 (1998-2004) Following on from the first-generation Discovery, in 1998 Land Rover gave its family SUV some minor cosmetic tweaks and a whole new power unit in the shape of the Td5.

The engine is arguably Land Rover’s most reliable unit and it’s a strong performer out of the box, although it does lend itself to being tuned – just make sure any mods have been done properly. You can also buy a V8, but

the fuel bill isn’t going to be welcome, plus they’re more temporamental.

Unlike on the D1, its the chassis that’s the problem, not the body. We all know that Discos make for a great tow car, and consequently many of the rear chassis on D2s have dipped their rears into the sea. Not all of them live to tell the tale...

Get a later example for more creature comforts and difflocks too.

Discovery 3/4 (2004-2017) The Discovery went through a dramatic revamp for its launch in 2004, but it came out the other side as one hell of a vehicle.

Greatly improved in terms of power and refinement, the Disco 3 received the relatively economical 2.7 TDV6 engine (although the thirsty 4.4 V8 petrol was an option) and became the first Land Rover to be given Terrain Response. If you need one vehicle in

your life, this could be the one that ticks the most boxes at once.

Be weary of maintenance costs, especially as you approach the 105,000mile/seven-year mark that means the timing belt is due – it’s a body-off job!

The 3.0 TDV6 and SDV6 engines are even better, with monumental amounts of torque. Luxury has also increased significantly in later examples. A later SDV6 model is best.

Discovery 5 (2017-present) Launched last year, this latest Discovery has received high praise in taking the SUV into new territory.

Land Rover needed to improve economy in particular with this edition of the Disco, and having chopped 480kg from the kerbweight, they’ve taken one huge step towards doing so.

Having driven the latest Discovery, we can confirm that it has lost none of its versatility and is comfortably the

most capable Land Rover currently on sale today.

All of the engines have great flexibility and, along with its increasingly upmarket – and Range Rover-esque – interior, the new Disco 5 is one of the best machines to cover long distances in, whether that’s on the road or not.

Like most new Land Rovers, it’s easy to overspend on the options, but a well-specced Sd4 is all you really need.

Discovery Sport (2015-present) Brought in to replace the ageing Freelander 2, the Discovery Sport was the vehicle that turned the Discovery brand into a family.

It has come to be so much more than a re-badged Freelander, though.

For starters, the Discovery Sport has seven seats (just), drives better than a Freelander 2 and is now more refined thanks to the Ingenium Td4 engine.

Land Rover is now churning out

substantial units of the baby Disco, now even matching the Evoque for pace as one of the fastest-selling vehicles to carry a green oval.

It’s a more usable vehicle than the Evoque, though, and carries less of the feministic stigma that often surrounds the Evoque.

Grab a cleverly-spec’d SE Tech for a car that can be as practical as a daddy Disco, but for a more attractive price.

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£700-£10000 Versions: 200Tdi 2.5 4cyl turbo-diesel (‘89-’94), 300Tdi 2.5 4cyl turbo-diesel (‘94-’98), 3.5 V8 (‘89-’93), 3.9 V8 (‘94-’98).

Pros: Almost as every bit as good as the Defender off-road, price, practicality Cons: The body rusts like it’s been doused in sea water

£1000-£6000 Versions: Td5 2.5 5cyl turbo-diesel, 4.0 V8.

Pros: Td5 power and reliability, great all-rounder, better comfort than D1, diff locks standard for ‘03 onwards (model dependent) Cons: Rear chassis crumbles like its dessert namesake

£3500-£40000 Versions: 2.7 TDV6, 4.4 V8 (‘04’09), 3.0 TDV6 (‘09-’12), 3.0 SDV6 (‘12-present).

Pros: Off-road capability, usability for every occasion, luxury on later models, torque of 3.0-litre engines Cons: Maintenance costs, air compressor on D3s, D4s not so cheap

£38500-£70000 Versions: 2.0 Sd4, 3.0 Td6, 3.0 Si6 (‘16-present).

Pros: Most technologically-advanced Land Rover to-date, keeps Discovery practicality, comfort Cons: Has lost its sense of value, steps on the toes of the Rangey

£18000-£45000 Versions: SD4 2.2 4cyl turbo-diesel (Jan ‘15 - Aug‘15), TD4 / SD4 / eD4 Ingenium 2.0 4cyl turbo-diesel, Si4 2.0 4cyl petrol.

Pros: More practical than an Evoque – and less vulgar, seven seats, still great off-road Cons: Back seats only for small mammals, price of top models

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Specialist Land Rover and 4x4 Stockists Parts and accessories for a range of models, from Series II to Range Rover Sport Free Standard Shipping on UK Mainland Webshop Orders* Visit www.psautoparts-store.co.uk Call 01622 891777 * Minimum order £10

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5 Wheeler Street, Headcorn, Kent, TN27 9SH

Independent Land Rover Specialists Parts, Accessories and Off-Road Equipment

Gumtree 4x4 “Independent Specialists in Land Rover, Range Rover, Discovery and Freelander.”

Unit C17, Ditchling Common, West Sussex, BN6 8SG

www.gumtree4x4.co.uk admin@gumtree4x4.co.uk • 01444 241457

www.island-4x4.co.uk

Full workshop facilities, including MOTs and spare parts

ALL 4X4S CATERED FOR!

Unit A3, Portland Close, Townsend Industrial Estate, Houghton Regis, Dunstable, LU5 5AW www.4x4service.co.uk | 01582 472116

West England

Online Land Rover Part Specialists Offering Worldwide Mail Order

* Free Mainland UK Delivery Over £50 * * Delivery France, Germany and Belgium £10 unlimited weight and parcels *

sales@island-4x4.co.uk

LRS Engineering Loony about Landys!

Unit 6 Westmead Ind Est, Hedingham Road, Gosfield, Halstead, Essex, CO9 1UP

www.lrsengineering.co.uk 01787 469553

BENINGTON 4X4 CENTRE Independent mechanics specialising in both Land Rovers and Range Rovers

36 years of 4x4 servicing

Benington Park Farm, Benington, Stevenage Hertfordshire, SG2 7BU T: 01438 869 432 blccentre@hotmail.co.uk www.benington4x4centre.co.uk

Droitwich Road, Martin Hussingtree, Worcester, WR3 8TE

www.mm-4x4.com marketing@mm-4x4.com • 01905 451506

Stafford’s only independent Land Rover Specialist Service & Repair of all Land Rover Vehicles SALES & REPAIRS IN ALL VEHICLES & 4x4s

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

Smithfield Works, Bridge Road, Much Wenlock, TF13 6BB wenlockmotors@btconnect.com • 01952 727214

APB Trading

Leading Independent Land Rover Specialists Unit 38, Hartlebury Trading Estate (North), Kidderminster, Worcestershire, DY10 4JB

01299 250174 • www.apbtrading.co.uk

Unit 1, Tixall Heath Farm, Brancote, Stafford ST18 0XX 01785 243175 | www.ashley4x4.com

East England Hobson Industries Ltd

TRAINING | EVENTS | EXPERIENCE DAYS | VEHICLE FAMILIARISATION

www.bala4x4.co.uk 01678 521453 | 07896 545945 info@bala4x4.co.uk

Yorkshire

All aspects of Land Rover repairs and maintenance, diagnostic work, MOT work and preparation, parts stocked and supplied.

0114 283 1785 | www.facebook.com/elitelandroverspecialists Unit 7 Glenn Works, Carr Road, Deepcar, Sheffield S36 2NR

Asset Managed Parts. Saving Energy & Natural Resources

Station Road, Donington on Bain, Louth, Lincolnshire, LN11 9TR 01507 343401 www.hobsonindustries.co.uk

North East England

Quality used 4x4 diesels from a family run business.

Always a large selection of Land Rover Defenders and Discoverys direct from main dealers.

www.tandtmotors.co.uk T: 07711 065953

Low Moor House, The Bungalow, Moor Knoll Lane, East Ardsley, WF3 2DT

MPB 4x4

Independent Land Rover Specialists Parts, Repairs, Service, MOT and Breakers Unit 2, Holme Mills, Holme Mill Lane, Keighley, West Yorkshire, BD22 6BN www.mpb4x4.co.uk mpb4x4@gmail.com • 01535 661203

Land Rover Defender 110 2.5TDi County - 3DR - Full MOT £6,195

T: 07711 065953

www.tandtmotors.co.uk

STOCKIST DIRECTORY

South West England

North West England

North West cont.

GREEN BROS LAND ROVER

Worldwide LR

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

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

www.worldwidelr.co.uk

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

enquiries@worldwidelr.co.uk • 01704 567114

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

North West cont.

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

www.ca4x4.co.uk

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

Steve Parkers Ltd

A1 British 4x4 Specialists Independent Servicing and Performance Specialists for Land Rover Vehicles.

Unit 4, Fernhill Street, Bury, Lancashire, BL9 5BG

49

• • • •

4x4 Specialists Spares, Accessories & Parts Servicing and Repairs MOT Preparation Crane wagon hire and haulage

Tel: 01539 732637 Mintsfeet Rd South, Mintsfeet Ind Est, Kendal, LA9 6ND Parts – Garage Services: Parts@gibsonsofkendal.co.uk Website: www.gibsonsofkendal.com

Servicing, Repairs, Spares and Conversions Lloyd Street, Whitworth, Rochdale, Lancashire, OL12 8AA

www.steveparkers.com info@steveparkers.com • 01706 854222

The essential annual for Land Rover owners and enthusiasts

From the publishers of The Landy 2 018 comes our annual publication

Land Rover

YEARBOOK 10

£7.99

the year’s pages of cts for u best prod over dR your Lan

What’s stopping you?

Eye-catching 90 revived and enhanced with no previous experience ON TEST

PART OF THE FAMILY

One-owner 109 lovingly restored after 35 years of service

Evoque Convertible

Range Rover Sport SVR 4 Enhanced 4 Restored 4 Preserved 4 Modified

One great Land Rover after another inside

EXPEDITION OR COMPETITION

A Discovery built for both

The essential annual for Land Rover owners and enthusiasts

10 pages of the year’s best products for your Land Rover One great Land Rover after another!

Eye-catching 90 One-owner 109 A Discovery built for expedition AND competition ON TEST: Evoque Convertible ON TEST: Range Rover Sport SVR

On-sale in WHSmith and all large newsagents from 17th November Order online at www.toronline.co.uk and pay no P&P Or call 01283 553243

50

Land Rover Defender 90 2.5TDi County - 3DR - low miles - £6,395

www.tandtmotors.co.uk

T: 07711 065953

USED LAND ROVERS FOR SALE Series I

Series I 86” (1954). Chassis 644. 2.0 petrol. Four owners.

Resprayed. Detachable metal work blasted, galvanised and lacquered. New hood, interior. £20995. Norwich, East Anglia.

07866 763635 04/18

Series I 88” (1957). 2.0 petrol. Nut and bolt restoration.

Engine rebuilt (new clutch).

Chassis blasted and two-part painted. New hood, brakes, seats.

Resprayed. £25950. Norfolk.

07901 750403 08/18

Series IIA 88” 2.5 Tdi (1969).

69,000 miles. MOT Aug ‘17. Tax exempt. Recent improvements: reconditioned engine, clutch, new starter motor, springs.

Overdrive. £5900. Northampton. 07711 381216 03/17

Series IIA 88” 2.25 Diesel (1967). MOT Jan ‘18. Galvanised chassis. Fairey overdrive. Dixon Bate adjustable tow bar. New door tops, bottoms, side skirts.

Matching VINs. £3300. Rochester, Kent. 07478 116660 11/17

Series IIA 88” Restored (1965). 51,017 miles. MOT and tax exempt. Original chassis, shot-blasted, engine overhauled, body stripped, painted. £17500.

Monmouth, South Wales.

07590 012114 09/18

Series II 88” Hard Top (1982).

25,321 miles. MOT Feb ‘19. 2.25 diesel. Clean vehicle. One small hole in door. Drives perfect. Belt squeeks. Rear brake lights don’t work. £3200. Chichester, West Sussex. 07791 475063 09/18

Series III 88” (1973). 40,700 miles. Tax and MOT exempt. Very original. 2.25 petrol. Chassis and body excellent. New rear x-member in 2016. New clutch, master cyl. £5000. Stevenage, Herts. 07773 333991 08/18

Series III 88” (1977). 98,900 miles. MOT Sept ‘18. 2.25 diesel. Original chassis, welded, undersealed. Engine rebuilt.

New exhaust, alt, belts, seats, canvas. £3500. Cockburnspath, Scotland. 07801 651847 08/18

Series I 86” Ex-Ministry of Supply (1955). Mechanically good – Steve Parker conversion to 2.3 Ford V6. More driveable.

Bodywork all original. Stainless exhaust. £12995. Dundee, Scotland. 07814 400565 08/18

Series IIA 88” (1962). 2.25 petrol fully restored on new chassis. Rebuilt axles, engine and gearbox. Resprayed. Nut and bolt restoration with stainless parts. £POA. Nottinghamshire.

07791 461223 08/18

Series IIA 109” SW (1967).

Safari top. 12 seater. 2.25 diesel.

Non-runner, stalled project.

Needs time spent on it. Spare rear tub inc. Bulkhead, chassis not great. £2495 ono. Hereford.

07817 114834 09/18

Series II 109” Hard Top. Bought as a project, but no time to complete. No keys, but ignition is apart so starts and drives. Good engine. Chassis needs welding.

Diesel. £1500. Mayfield, Staffs.

07956 980567 07/18

Series III 88” Station Wagon (1981). 55,000 miles. MOT Aug ‘19. Petrol. Galvanised chassis.

Parabolic springs. New wheels, tyres and brakes. Seating for six. £10500. Leicester. 07811 922164 09/18

Series III 88” (1975). 75,000 miles. No MOT as exempt.

Completely rebuilt. 2.25 diesel.

New galvanised chassis and bulkhead. Irish reg. Just needs painting. £7000. Northern Ireland. 07701 389639 09/18

Series III 88” (1973). MOT April ‘19 – no advs. Tax exempt. 2.25 petrol. Galv chassis. Parabolics.

Fairey overdrive. Solid bulkhead.

Wolf door tops. Free-wheeling hubs. £6500. Llandovery, South Wales. 07903 328777 08/18

Series III 88” (1983). 35,784 miles. MOT Oct ‘18. 2.25 petrol.

Great condition. Very tidy and trouble-free. Straight panels.

Good chassis, solid bulkhead. £8500. Llanfyrnach, South Wales. 07724 752351 08/18

Series I 80” V8 Trialer (1951).

3.5 V8, strong gearbox, four-speed unit. Could use an overdrive for road. Mot till Sept.

Tax exempt. Rebuilt steering box. £5500. Southampton, Hants. 07979 976285 07/18

Series IIA SW (1972).

2.25 diesel.

Starts, runs and drives.

MOT’d. Solid old Landy. £4250.

Conwy, North Wales.

07957 191484 06/18

Series IIA 88” (1965). MOT, tax exempt. Good condition. Starts, drives as it should. Power steering, new clutch, shoes, slave cyl, master cyl, door locks. Custom towing dolly. £3200. Northampton. 07577 050944 09/18

Series IIA 88” Truck Cab. 2.25-litre diesel with overdrive.

New factory chassis and running gear some time ago. Sound mechanics, dry stored some years. £5250 ono. York. 07968 056464 06/18

Series III 88” Pick-Up (1982).

110,457 miles. MOT May ‘19.

2.25 petrol, LPG. Original engine, galv chassis, ACR head, Weber carb, RR diffs, lots of new parts. £5500 ono. Wirral. 07803 337412 (Text only) 08/18

Series III 109” Pick-Up (1979).

2.6 6cyl petrol. 87,000 miles.

MOT Oct ‘18. Free-wheeling hubs. New clutch, seals for g’box, engine crank. Chassis, bulkhead good. £5995 ono. Crediton, Devon. 07784 227307 03/18

Series III 88” Pick-Up (1981).

MOT April ‘19. 2.25 petrol. Good chassis, bulkhead. New tyres.

Straight body. Barn find. Heater and fuel gauge only issues. £3300. Shepton Mallet, Somerset. 07854 072567 08/18

Series III 88” 2.25 Petrol (1976).

Very famous previous owner with a royal connection. Hard Top. Two sets of keys. £10000. Manchester.

07860 683794 06/18

Series III 88” (1976). 985 miles.

MOT exempt as of May. Starts and drives well. New batt, clutch cylinders. V5 present. Used on farm. Some rust needs addressing. £2500. Rye, East Sussex.

07740 356975 09/18

Series III 109” Station Wagon (1972). 22,758 miles. MOT July ‘18. 2.5 NA diesel, Kenlowe fan.

Chassis, bulkhead excellent.

New radiator. Free-wheeling hubs. £5800 ono. Nottingham.

07833 684472 10/17

Series III 88” (1973). 101,328 miles. Solid chassis, bulkhead.

2.25 petrol. Tax exempt (MOT exempt from May). New carb, alternator, HT leads and electronic ignition. £7950. Tadley, Hants.

07881 913711 01/18

Series II/IIA

Series III

FOR SALE

Land Rover Private Collection Series I, II and III Range Rover twoand four-door Discovery 200 + 300 Tdi Devon Area 01364 661557

Series III 109” Unfinished Project (1971). 30,000 miles. 2.25 diesel. Tax exempt, MOT exempt from 20 May. Chassis good, new rear x-member. Fairey overdrive. £7500. St Helens, Merseyside.

07399 750570 04/18

Series III 88” Truck Cab (1980) Petrol Chassis gone Superb original body in green Ready for new chassis £1500 ono York 01904 700277 07968 056464 06/18

101

LR 101 Forward Control.

40,000 km, GS model, new engine MOD spec. MOT’d.

Chassis sound. £12500. Southampton 02380 860843 – Evenings 06/18

Land Rover Defender 90 2.5 TDi Hardtop - 7 Seats - MOT 2019 £5,995

www.tandtmotors.co.uk 90

T: 07711 065953

Hot Picks

06/18

Defender 90 Td5 SW (1999).

110,000 miles. Full nut and bolt restoration in 2016, including new paint and engine. Momo steering wheel. Immobiliser, green tint glass. £12000 ono.

Kent. 07799 602410 06/18

Defender 90 300Tdi (1997).

77,000 miles. Full MOT – no advs. Bodywork clean.

Mechanically A1. CD player. Tow bar. Snorkel. Rust-free. £7995.

Wolverhampton, West Mids.

07796 666690 05/18

Defender 90 2.4 TDCi (2010).

14,000 miles. 12 months’ MOT. Grabber ATs. Original except from the HD front bumper, complete with DRLs. Stainless bolt set. £18000. Umberleigh, Devon. 07972 068957 03/18

Land Rover 90. Built on a 1988 chassis. Discovery Tdi engine.

Six seater. Immaculate. Long MOT. Special interior, pink and black, pink gearknob and sporty steering wheel. £10995 ono.

Cornwall. 07855 185059 01/18

Defender Td5 CSW (2006).

49,900 miles. 11 months’ MOT. FSH. Ruskin interior. Treated with Buzzweld, Krown. Masai steps. Cooper AT3s. Featured in The Landy. £21000. Newport, Shrops. 07970 117228 08/18

Defender 90 300Tdi (1991).

159,823 miles. MOT Jan ‘19.

Rebuilt on galv chassis. Heated seats, new tyres, alloys, rear prop, brakes and headlining. £10950 ovno. Corwen, North Wales. 07969 274996 09/18

Defender 90 Td5 Hard-Top (2002). 95,500 miles. MOT Nov ‘18. Nut and bolt restoration.

Chassis stripped, treat with Buzzweld. Brembo brakes.

Remapped. £20000. Penzance, Cornwall. 07810 544058 02/18

Defender 90 Td5 Pick-Up (2002). MOT Dec ‘18. Just serviced. £6000.

Tywyn Gwynedd, West Wales.

01654 710777 07831 362086

Defender 90 Tdi (1995). MOT March ‘18. Fully rebuilt with new chassis coated in Buzzweld. Lifted, sliders, dislo’ cones, guards, winch, cage, LEDs, bucket seats. £6500. Rhyl, North Wales.

07803 359482 10/17

Defender 90 300Tdi (1993).

128,000 miles. MOT May ‘18.

Forward-facing rear seats. LEDs, snorkel, chequer plate, roof rack and ladder. Few marks. £8500.

Billingshurst, West Sussex.

07788 463500 05/18

Defender 90 300Tdi CSW (1995). 166,000 miles. MOT March ‘19. New front brakes, servo, batt, vacuum pump, fan and timing belt. Just serviced. Solid all-round. £5500. Gillingham, Kent. 07887 564381 10/17

Defender 90 2.4 TDCi County Hard Top (2011). 22,000 miles.

MOT till 2019. Full Land Rover Service History. One owner. £21990 no VAT. Rossendale Valley 4x4, Bacup, Lancashire.

01706 872182 Trade

Land Rover 90 (1986). 245,420 miles. MOT Sept ‘18. Galv chassis, rebuilt 2.5 diesel engine.

Snorkel, light bar, chequer plate and winch. Good history. £7500 ono. Whitley Bay, Tyne & Wear.

07864 312691 12/17

Defender 90 Td5 Hi Cap Pick Up (2003) £5500 Southampton 02380 860843 – Evenings

Defender 90 300Tdi (1998).

120,000 miles. County Station Wagon. One of last 300s made.

Excellent chassis. Alloys. Seven seats. £11990 no VAT. Rossendale Valley 4x4, Bacup, Lancs.

01706 872182 Trade

Defender 90 300Tdi (1997).

127,000 miles. MOT’d. New clutch kit, rear x-member, EGR deleted, boost pin. Chassis and bulkhead mint. Standard farm vehicle. £4000. Saltburn, North Yorks. 07866 116735 10/17

Defender Wolf 90 XD Tdi FFR (1991). MOT July ‘18. 24v.

LEDs. Ammo tray and gun rack still installed in rear. Lowered.

Polybushed. Cambelt done. £8750. Truro, Cornwall. 07772 223312 01/18

Defender 90 Td5 (2006). MOT July ‘18. Under 5000 genuine miles. Original condition as one would expect of a low mileage vehicle. £16000 plus VAT. Harrogate, North Yorkshire.

07817 006297 06/18

Stage 1 V8 6x6 (1981). One of two ever made. Professionally restored and rebuilt on new chassis by Mark Peacock Land Rovers. £25000. Eye, Suffolk. 01379 388399 09/18

08/18

List your Landy for FREE! Email one picture and details to: michael.trott@ assignment-media.co.uk

51

52

Land Rover Defender 90 2.5 TDi County - 3DR - 200 TDi - Low Miles £4,895

www.tandtmotors.co.uk

T: 07711 065953

Hot Picks

Defender 110 Td5 (2004). MOT Aug ‘19. Service history. Recent service and clutch. Good bodywork. £8995. Available from T&T Motors, Wakefield. 07711 065953 Trade

Defender 90 Td5 Black Limited Edition (2006). 76,000 miles.

MOT. FSH. E/W, AC, heated seats and windscreen, cubby box, black upholstery, alloys, alarm, Waxoyled. Never taken off-road. £21000. 07957 188011 07/18

Defender 110 CSW 300Tdi (1994). 95,000 miles. 12 months’ MOT. New doors and panels. Alarm. Sat-nav. Cooper AT3s. New tensioner, belt. Rear tub/chassis rebuild and respray. £POA. Contact The Landy 08/18

Land Rover 110 Ex-MOD (1988). 70,000 miles. Great platform for military resto. 2.5 N/A diesel. Tidy for its age, with a good, solid chassis. Starts and drives. £2500 ono. Bath, Somerset. 07836 310225 01/18

Discovery 2 4.6 V8 Trail Edition (2004). LHD. Rattle in the engine, but still drives. Rare vehicle. US version of G4 truck.

Roof lining sagging. £3000 spares or repairs. Basingstoke, Hants. 07479 210200 12/17

Discovery 3 XS. 58,000 miles.

FSH. One owner. Alpine roof.

Nearly new Range Rover wheels and tyres. Exceptional condition. £8875 ono.

Dorset.

07966 511493 08/18

Land Rover 90 Off-Roader (1985). 200Tdi fitted. Lifted, spacers, sliders, guards, new rear x-member, new PAS box, fuel tank. Needs new rear diff. £3000. Bolton, Greater Manchester. 07885 535200 09/18

Land Rover 110 2.5 Tdi (1989).

MOT May ‘19. Full respray.

County spec. £1000s spent with receipts. £5795. Available from T&T Motors, Wakefield.

07711 065953 Trade

Defender 110 V8 Full Rebuild (1992). LHD. Exportable with all matching numbers. Original platform and engine. Rebuilt drivetrain. Resprayed. Dropside rear. £39995. Pershore, Worcestershire. 01905 840085 02/18

Discovery 2 Td5 (1998).

142,000 miles. MOT April ‘18.

Seven seats. Great runner. New Grabbers. Standard susp. Slight sag in roof. Small dent on bonnet. £1850. Brierley Hill, West Mids. 07429 051045 02/18

Discovery 2 Td5 Auto (2000).

178,000 miles. MOT Sept ‘18.

Roof rack needs replacing.

Lifted, snorkel, ATs, cruise and climate control. Spots, sliders. £1900 ono. Bridgend, South Wales. 07850 323826 04/18

Defender 90 Ex-RAF Arctic Spec (1995). 47,000 miles. MOT Feb ‘19. Soundproofed, PAS, aux heating, heated screens, Wolf wheels, disc brakes. Excellent chassis, bulkhead. £7500. Norwich. 07501 466060 08/18

Defender 110 2.5 Tdi (1991).

MOT July ‘19. County spec.

Solid throughout. £5495.

Available from T&T Motors, Wakefield.

07711 065953 Trade

Defender 110 300Tdi (1995).

MOT Jan ‘19. Rebuilt, galv chassis, stainless fuel tank, exhaust.

Breather kit, lifted, cranked arms, wide-angle prop, polybushed, electric fan. £9800. Gatwick, London. 07887 878866 04/18

Discovery 2 Td5 (2002).

148,000 miles. 11 months’ MOT. FSH. No sunroofs. Manual. Electric windows, mirrors. New tyre.

Five seats. Solid underneath.

Tidy vehicle. . £1750. Leyland, Lancs. 07396 147335 04/18

Discovery 2 Td5 (2003). 65,169 miles. Full service history.

Manual. Minor front damage.

Vehicle in Italy past 10 years.

Best offers. 07432 674243. tomhardingdesign@gmail. com 12/17

Defender 90 200Tdi Off-Roader (1990). 150,000 miles. MOT July ‘19. Auto. New items: arches, tyres, roll cage, Stealth winch, seals. Lifted, guards, sliders, LEDs. £8500. Exmouth, Devon.

07732 102274 09/18

Defender 110 Td5 G4 SW (2003). 140,000 miles. FSH. Luna Pack roof tent. Roof rack.

Full electrics. Roll bars. Nudge bar. £19990. Available from Rossendale Valley 4x4. 01706 872182 Trade

Discovery 1 300Tdi 3dr (1994). 180,000 miles. Manual.

Five-seater. Clean car. May need a couple of patches for MOT. No sunroofs. ATs, EGR delete, guard, bumper. £750. Farnborough, Hants. 07792 338080 09/18

Discovery 2 Td5 (2002).

111,000 miles. MOT July ‘19 – no advs. Manual. Cambelt, bearings done. New water pump.

No leaks or lights on dash. Good tyres. £3700 ovno. Paignton, Devon. 07748 240028 09/18

Discovery 2 Td5 (2000).

114,000 miles. MOT Oct ‘18.

Auto. Just serviced. Seven seats. Full respray. New front diff. Alloys. Tow bar. New PAS pipes. £1600. Peterlee, County Durham. 07888 011265 02/18

Land Rover 110 Ex-MOD (1989). 181,000 miles. Rover V8 (from new) with LPG. Needs recommissioning and a new rear chassis. Good winter project. £2250 ono. Blackburn, Lancashire. 07834 800419 12/17

Defender 110 Hard-Top ‘Day Van’ (2008). 130,000 miles.

MOT Sept ‘18. Part service history. Bench seats and cupboards switchable to sleeping area. £10995 ono. Portland, Dorset.

07543 008508 02/18

Discovery 2 Td5 Auto (2003).

155,600 miles. MOT Aug ‘18.

Seven seats. A/C needs recharge.

Central locking, immobiliser.

Cruise control. Body good. New tyres. Two keys. £2695. 07966 789649 02/18

Discovery 2 Td5 (2000).

177,000 miles. MOT Nov ‘18.

Manual. Seven seats. Rear suspension overhauled. Tuning box, EGR removed. Welded, undersealed. £2995. Scunthorpe, Lincs. 07910 008176 02/18

Range Rover Classic 3.9 V8 Vogue SE Auto (1995). 85,000 miles. Soft dash. Original – never welded. Every MOT, file of history. £19950 ono.

Cirencester, Gloucestershire.

07796 264004 02/18

Land Rover 110 LS6 Chevy V8 (1989). Hard Top. Noisekiller soundproofing, Exmoor Trim acoustic carpets, County seats. £12500 ono. As featured in The Landy. Washford, Somerset.

07712 594591 11/17

Defender 110 Td5 SW (2005).

82,750 miles. MOT April ‘18. Half leather, LEDs, DRLs, spotlights, Grabbers, chequer plating, perfect chassis, waxoyled. Service book, two keys. £12500. Seaton, Devon. 01297 680191 03/18

Discovery 1 300Tdi (1998).

142,000 miles. MOT June ‘18.

Auto. Recon’d head and gasket, EGR blanked. Headlining is sagging, but generally solid vehicle. £1400. Solihull, Warwickshire.

07891 430624 10/17

Discovery 1 300Tdi 50th Anniversary Edition (1998). 65,755 miles. MOT Aug ‘18. VGC. No rust and no sunroofs. Just serviced.

3.9 V8. Auto. Atlantis Blue paintwork. £4250. Peacehaven, East Sussex. 07967 458237 09/18

RR Classic (1982). 57,000 miles.

Heritage certificate. Fairey overdrive. Original interior. Ziebart rustproof treatment from new.

New shocks, exhaust. £15000.

Godalming, Surrey. 07867 412893 04/18

2 & 4 Door Classic Range Rovers, all parts, body shells and doors.

Located in the Midlands, 5 minutes from junction 15 on the M6 Tel: 07842 818294

110

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

Discovery

Range Rover

Servicing, Repairs, Diagnostics, Programming, Genuine & Non Genuine Parts Supplied Unit 6 Westmead, Hedingham Road, Gosfield, Nr Halstead, Essex CO9 1UP 01787 469553

Registered To Land Rover Online Service System

QUADZILLA UTV & ATV Dealers

Land Rover Defender 90 2.5 TDi Hardtop - 3DR £4,395

www.tandtmotors.co.uk

T: 07711 065953

RR P38 2.5 DSE (1996).

200,000 miles. MoT Sept ‘17.

Manual. Tow bar. Lots of £££ spent, invoices to prove it. Clean car, starts, drives well. £1495.

Henley-on-Thames, Oxfordshire. 07711 259529 09/17

RR Classic Vogue (1988).

3.5 V8 petrol.

Automatic. £6000 ono.

Droitwich, Worcestershire.

01905 774441 or 07377 751946 (after 4pm) 09/18

Freelander 2 TD4 HSE (2007).

64,000 miles. MOT Nov ‘18.

FSH. Full black heated electric leather seats, sat-nav, electric sunroof, Bluetooth, parking sensors. £8495. Morecambe, Lancs. 07760 625038 04/18

Freelander 1 TD4 (1999).

76,000 miles. MOT Feb ‘19. Full service history. Major service just done. Excellent condition inside and out. £1495. Brighton, East Sussex. 07583 915352

Trailer for Series 1 Also looks great behind a 90 or other Land Rovers! Front ladder rack, rear drop tailboard, lights, jockey wheel. £300 ono. Devon.

01548 521278

05/18

07/18

RR P38 4.6 V8 (2002). 83,000 miles. 12 months’ MOT. FSH. Java Black with cream leather interior. Heated seats, rear entertainment, A/C. New brakes. £5750. Liverpool, Merseyside.

07703 617001 12/17

Range Rover P38 4.0 HSE V8 (2001). 125,000 miles. MOT Aug ‘18. Auto. FSH. Black leather, heated seats, climate and cruise control. New exhaust, discs, pads, HT leads. £2300. Bradford, Yorks. 07974 600958 11/17

Freelander 1 1.8 Petrol (2004).

76,000 miles. MOT May ‘19. New front tyres, fuel pump, exhaust manifold and silencer. Propshaft removed. Bodywork good. Spare key. £1150 ono. Manchester.

07814 849002 09/18

Land Rover Discovery 19901994 Workshop Manual and Owners Handbook.

Covers all petrol models and 200Tdi. £25.00 postage included.

01505 682187 09/18

Wanted: V6 Hotrod 4x4 A Jeep would be ideal but a hotrod Land Rover might do also.

Please call Rob U’Ren: 01548 521278 Totnes, Devon

Range Rover P38 4.6 V8 Petrol.

105,000 miles. Long MOT. Coil springs.

Cream leather interior.

No tow bar ever fitted. £2995.

Watford, Hertfordshire.

07900 230222 09/18

RR P38 4.0 V8 Westminster Edition (2002). 106,000 miles.

MOT Sept ‘17. One of 200. Auto.

Three owners. New camshaft, water pump. Cosmetic areas resprayed. £7600. Ware, Herts.

07780 000678 09/17

Freelander 2 HST Top Spec (2008). 90,000 miles. MOT July ‘19. Limited edition HST. Full leather interior. New front tyres. Sat-nav. Electric sunroofs. £8250. Bishop’s Stortford, Herts. 07754 746987 09/18

Foers Ibex 250S. Panther Black.

Front and rear ARBs. Stainless exhaust. New wheels and mud tyres. Carpeted. AlliSport intercooler. Full MOT. Good example. £16000 ono. Castle Douglas, Scotland. 07885 780380. 09/18

Snowplough Shown installed upon a Discovery 1, but would more easily be fitted to a 90 or 110. £300 ono.

01505 682187

Miscellaneous

07/18

53

Private seller?

You can list your Land Rover for FREE! Simply email one picture and details over to: michael.trott@

assignment-media.co.uk

07/18

SHELT HILL FARM, SHELT HILL, WOODBOROUGH, NOTTS NG14 6DG Telephone: 07973 139 483 Telephone/Fax Home: 0115 965 2204

RR Classic (1987). 66,138 miles.

MOT Dec ‘18. Diesel. Lovingly treasured and maintained. Economical. Full MOT. No welding required, waxoyled. £7000.

Bury, Greater Manchester.

07582 817671 09/18

RR Classic 6.2 V8 GMC Diesel (1982). 51,000 miles. MOT Oct ‘18. Auto. Conversion done during full rebuild. New uprated gearbox and springs. Good tyres. £15995. Sheffield, South Yorks.

07931 655911 05/18

Freelander 1 TD4 SE (2003).

92,000 miles. MOT May ‘19.

FSH. New genuine LR clutch.

New batt, starter, wipers. Powder-coated wheels. £2250 (or p/x for classic car/bike). West Midlands. 07868 323218 09/18

Range Rover 3.9 EFI Buggy Automatic. Terrafirma suspension. Road legal, all-singing, all-dancing winch. Call for details: 07738 614185. £5995 ono. Basingstoke, Hampshire. 07/18

Defender 90 ‘98R’ 175K miles. Alli + BFG Tyres.

Repainted. Good runner. £6495.

Exchange Trials Land Rover for old Jeep.

Or happy to purchase outright.

Please call Robert U’Ren: 01548 521278 Devon.

07/18

Defender 110 TDI 91J 200TDI only 63,000 miles. Good order. £4995.

Hot Picks RR Classic 3.9 V8 SE (1995).

146,000 miles. FSH. Brooklands body from factory. LR directors car originally. Vehicle in Italy past 13 years. Best offers.

07432 674243. tomhardingdesign@gmail.com 12/17

RR P38 Pre-Production 2.5 DSE (1994). 147,000 miles. Manual.

Part service history. Original handbooks and pre-pro features.

Repainted, new headlining. £9750 ono. Wednesbury, West Mids. 07831 582983 02/18

RR P38 4.6 V8 Vogue SE (2001). 120,000 miles. MoT Sept ‘17. Cream leather, high gloss black cappings. Integrated sat-nav. LPG. New tyres, battery and air susp’. £3450. Gloucester.

07467 244563 10/17

Land Rover Defender 90 300TDI 96N 14.5K Miles. Very nice. £5495.

Freelander

Freelander 2 GS TD4 (2008).

140,300 miles. MOT March ‘19.

FSH. New cambelt and water pump. Two prev owners. Auto.

Two keys. Excellent bodywork, clean interior. £4500. Birmingham. 07903 884273 09/18

Discovery 200-300 TDI, breaking for spares, most parts available.....POA

Range Rover Classic LSE (1992). 2.5 diesel. MOT May ‘19. Very clean, low miles, two keys, good tyres, full leather. £3995. Available from T&T Motors, Wakefield. 07711 065953 Trade

200-300 TDI engines, ex-Discovery, ideal for conversions, comes with radiator and intercooler....£450

ALL VEHICLES SERVICED + NEW MOT EXPORT SHIPPING ARRANGED - CALL FOR DETAILS OPEN 7 DAYS - Please call first 1/2 mile off the A6097 - East of Nottingham

54

Land Rover Defender 90 2.5 TDi Station Wagon - 3DR - 300 TDi £6,795

Call us NOW 01604 402403

www.tandtmotors.co.uk

DON’T GET LEFT BEHIND

Calendar

Off-Road Playdays

5 August Frickley 4x4 Frickley, South Yorkshire

Muddy Bottom Minstead, Hampshire

Parkwood 4x4

CB RADIOS £54.99 T-800 The Starter Pack CB Radio

Muddy Bottom

Minstead, Hampshire

Minstead, Hampshire

Mud Monsters

Picadilly Wood Bolney,West Sussex

East Grinstead,West Sussex

25 August

Parkwood 4x4 Tong, Bradford

Picadilly Wood Bolney,West Sussex

26 August

4x4 Without a Club

12 August

Cowm Leisure Whitworth, Lancashire

Essex, Rochford and District 4x4 Club

Kirton Off Road Centre Kirton Lindsey, North Lincs

Rayleigh, Essex

Harbour Hill,West Berkshire

Essex, Rochford and District 4x4 Club

Slindon Safari

Fontwell,West Sussex

Fontwell,West Sussex

16 September

Hilll N Ditch Mouldsworth, Cheshire

From

Muddy Bottom

Tong, Bradford

Rayleigh, Essex

www.THUNDERPOLE.co.uk

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

Kirton Off Road Centre Kirton Lindsey, North Lincs

4x4 Without a Club

For the complete range of ALL CB Radios & Accessories visit

T: 07711 065953

Slindon Safari Fontwell,West Sussex Whaddon 4x4 Milton Keynes, Buckinghamshire

19 August Explore Off Road Silverdale, Stoke-on-Trent

Frickley 4x4 Frickley, South Yorkshire

Whaddon 4x4 Milton Keynes, Buckinghamshire

27 August Hilll N Ditch Mouldsworth, Cheshire

2 September

9 September Harbour Hill,West Berkshire

Slindon Safari

Avalanche Adventure Sibbertoft, Northamptonshire Explore Off Road Silverdale, Stoke-on-Trent

Frickley 4x4 Frickley, South Yorkshire

Muddy Bottom

Devil’s Pit

Minstead, Hampshire

Barton-le-Clay, Bedfordshire

Mud Monsters

Frickley 4x4

East Grinstead,West Sussex

Frickley, South Yorkshire

Green Lane Convoy Events 5 August

UK Landrover Events Peak District

Protrax East Midlands

25 August

4x4 Adventure Tours Welsh Borders

UK Landrover Events North York Moors

Ardent Adventures The Lake District

Atlas Overland Wessex

11-12 August

26 August

Protrax Wales

Ardent Adventures The Lake District

15 September

1 September

Trails and Tracks Northumberland

UK Landrover Events Lake District

21 September

1-2 September

UK Landrover Events Yorkshire Dales

UK Landrover Events Wiltshire

14-16 August UK Landrover Events Coast to Coast

18 August Trails and Tracks Yorkshire

Compass Adventures Wales

18-19 August

Trails and Tracks Lake District / Yorkshire Dales

Protrax Wales

2 September

19 August

Protrax East Midlands

Protrax East Midlands

UK Landrover Events Eden District

8-9 September

23 September UK Landrover Events Northumberland

29 September Ardent Adventures Mid Wales

WHAT’S THAT COMING OVER THE HILL? IT’S A DAVANTI.

Mastering every terrain takes a certain type of driver.

No nonsense, no frills, no fluff - if you’re negotiating fells, tundra, jungles or desert plains you need a tyre that can handle anything.

Meet Davanti’s new all-terrain tyre - Terratoura. Unstoppable off-road, quiet and comfortable on-road.

Coming soon to a Davanti dealer near you.

TO FIND A DAVANTI DEALER IN YOUR AREA, PLEASE VISIT WWW.DAVANTI-TYRES.COM

Let the fun begin!

The perfect gift for any little Land Rover fan.

Fully licensed by Land Rover, these Defender 12V electric toys are suitable for children aged 3 to 8. These toys are well equipped with features such as EVA wheels for reduced ‘road noise’, shock absorbers for a comfortable ride and working LED lights. MP3 connectivity means your little ones can listen to their favourite music as they drive around. The cars can be controlled by either the child driving or by a parent with the remote control handset. 2.4GHz radio control ensures each car has its own frequency so can’t be controlled by anything else - ideal if you have two Defenders in the same location.

With opening doors, entry to the vehicle is nice and easy.

Plenty more images of these amazing Defenders online at www.britpart.com/defenders > 2V 7AH battery > Power indicator display > Real key start > Working LED lights and engine noise > Opening rear door with storage space > 2 shock absorbers

> 5 point seat belt > MP3 connection > Two forward and reverse gears > 2.4GHz radio control > Easy to assemble > Fun!

DA1521

White Plastic finish DA1524

Red Painted finish DA1523

Size 1,320 x 600 x 670mm Weight - 25kg

Silver Painted finish DA1522

Orange Plastic finish DA1525

Black Painted finish