The Landy - February 2022 by Assignment Media Ltd

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LANDY

FEBRUARY 2022

Light is Adventure. Allow OSRAM to help you take the road less travelled.

THE

ISSUE 97

ISSN 2056-6778 • Assignment Media Ltd

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But not many can match the strength and depth of its build spec. Created by Wallis Defenders, it’s a Puma Uility Wagon whose owner wanted the full works. And that’s what he got – even if it looks kind of understated, this is one of the best-specced Land Rovers you’ll ever see.

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Even the toughest nuts in the Army might shudder at the prospect of deep wading in the sort of water temperatures that go with a climate knocking on for fifty below. And this version of the Wolf was equipped to do it at a depth of up to 1.5 metres. Five feet, in other words. There are snorkels, and there’s the snorkel on this thing. If necessary, in the space of about an hour the Waterproofed Wolf could be prepared to operate while completely submerged. Obviously, once the driver’s head was under the surface he would have no way of knowing how close it was coming to the air intake somewhere above him, and there’s also the small matter of being able to breathe, but for short bursts of action the capability was certainly there. Another interesting feature of these Defenders is that they were built with struts to keep their tailgate down during wading. This was to let water flow in to the back body, thus preventing it from floating away, and also to let it pour back out again as quickly as possible once reaching land. ard-top models were fitted with an escape hatch about the driver’s and passenger’s seats. Preventing the engine from sucking in water and suffering a catastrophic hydraulic lock is the most critical matter when you’re wading a vehicle, but protecting it long-term is every bit as important. ence the use of grease

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2022 Yearbook Footers 73

Land Rover Yearbook

?ioning all ioned: ange Rover specialist Kingsley Cars has launched a new series of reborn vehicles – designed to be fully compliant with London’s recently expanded Ultra Low Emissions Zone. The company hasn’t done this by re-engineering the Range Rover Classic as an electric vehicle or plug-in hybrid. It has, however, replaced the original V8 engine – with a bigger V8. Customers are offered a choice of

AND REPAIR AND REPAIR

traditional 4.0 or 4.6-litre units putting out 220bhp and 270bhp respectively – the key being that the vehicles they go into were all first registered before 1981, meaning they were already exempt from ULE regulations in the first place. London’s ULE regs say that anything recognised as a classic car by the DVLA is free to come and go in the capital. This is defined on a rolling basis as vehicles reach their

109

09/11/2021 18:49:56

BESPOKE LAND ROVER ENGINE A BESPOKE LAND ROVER AND BESPOKE LAND ROVER ENGINE AND BESPOKE LAND ROVER ENGINE ANDENGINE GEAR BOX RE-MANUFACTURIN GEAR BOX RE-MANUFACTURING GEAR BOX RE-MANUFACTURING GEAR BOX RE-MANUFACTURING AND REPAIR AND REPAIR AND REPAIR AND REPAIR

40th birthday – meaning the scope for ingsley to find suitable Range Rovers is growing all the time. Safe to say this is not what the capital’s powers that be had in mind when Supply of quality spare parts they drew up a strategy for cleaner air Supply of quality spare parts Supply of quality spare parts blasting service Supply of quality spare parts In house vapour in the city. But by helping provide an In house vapour blasting service incentive to keep older vehicles on the In house vapour blastingInservice house vapour blasting service Full in house machining service road, along with the energy locked up FullFull in house machining service in house service machining service Full in house machining service in their manufacture, they may have Friendly backed up with 12 month warran unwittingly built an additional benefit Friendly service backed up with 12 month warranty Friendly service backed up with 12 month warranty Friendly service backed up with 12 month warranty into the new rules – one which it took Kingsley Cars to discover. The company is well known for the lengths it goes to when rebuilding the Range Rovers it sells, and these new models are no different. Available in two and four-door form, each vehicle is stripped to a bare shell, repaired as necessary and seamlessly welded for built-in protection against rusting. To make this last as long as possible, they’re then protected with seam sealer and a rubberised coating before being finished with high quality solvent paints. A three-year guarantee against corrosion is proof of ingsley’s faith in what it’s doing here.

Supply of quality spare parts Supply of quality spare parts In house vapour blasting service In house vapour blasting service To get the road service Fullyou in back houseonmachining Full in house machining service Friendly service backed up with 12 month warranty Friendly service backed up with 12 month warranty

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Kingsley Cars side-steps London low emission zone with restored Range Rover Continued from page 3

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To address what the company sees as another weak point on the Range Rover, its entire engine and drivetrain is replaced with the aforementioned choice of later 4.0 and 4.6-litre Rover V8 engines mated to a ZF 4HP22 automatic gearbox and fully rebuilt Borg Warner transfer case. The rebuilt vehicle is speciﬁed to modern standards of reﬁnement and can be ordered with a variety of high-tech additions including a reversing camera, front and rear proximity sensors, cruise control and iPad-based entertainment for rear-seat passengers. Further options in the cabin include ambient lighting, smartphone integration, wireless charging and a 700-Watt DAB stereo. The seats come heated as standard, and customers can have

them trimmed in a wide variety of fabric and leather ﬁnishes. Should your idea of the perfect Range Rover include more visceral matters, Kingsley also offers its Fast Road Suspension Kit and Big Brake it, the latter adding six-pot front and four-pot rear calipers as well as larger discs while allowing you to retain the classic look of a 16” wheel. Forged aluminium wheels are available on the options list, too. ‘It was crucial to come up with a way to not only continue to restore classic Range Rovers and Land Rovers but to enhance them for modern use,’ comments Kingsley Cars founder Damon Oorloff. ‘And so, our classic Range Rover Reborn series was created. Designed for fans and enthusiasts of

the classic model, it ensures that when driving in London, road users will not be hit by the ULE charge. ‘It’s so important for businesses like ours to keep classic cars on the roads. We want to establish our vehicles as the alternative to modern Range Rovers by offering our customers modern technology that ﬁts seamlessly into their everyday lives and enhances the usability of our cars, while retaining the vintage look and charm that comes with owning a classic.’ Prices for these Range Rovers start at £125,000 – so, not much more than a new Mk5, then, and guess which one will be worth more ten years from now? The waiting time is currently six to eight months, and Greta Thunberg will be placing her order any day now.

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Local authority votes to ban legal 4x4s from right of way blighted by years of illegal use

or many years, the green lanes in Surrey have been blighted by rampantly criminal behaviour by a small but determined group of 4x4 drivers. The word ‘irresponsible’ hardly begins to describe their total lack of regard to the damage they cause. Over time, the authorities’ efforts to identify the people in question and prevent them from continuing their destructive rampages appear to have amounted to zero. With stretched resources and more pressing matters elsewhere, damaged rights of way always tend to be given a very low priority – and as green lane users are all to aware, on a local government level the answer is normally to punish legal, responsible users for the actions of a tiny criminal fringe. For many years, however, Surrey County Council has been commendably level-headed in its approach to managing its rights of way. The council has long resisted the inevitable calls for blanket closures from residents, who don’t understand the difference between legitimate use and vandalism, and serial anti-4x4 fanatics who do but don’t care. Over time, however, a number of rights of way have fallen under seasonal restrictions and, in a few cases, full closures. This worrying trend has of course done nothing to prevent damage, instead merely shifting the problems from lane to lane – however this hasn’t stopped the authority from voting to impose a new Trafﬁc Regulation Order which will mean Wolvens Lane, a

gloriously scenic and peaceful ancient road near Dorking, can no longer be used by 4x4s. Wolvens has for many years been the site of enormously damaging offpiste activity by a small but determined group of 4x4-driving criminals. owever the lane itself is ﬁrmly surfaced, with a well drained sandy base that makes it 100% sustainable under all kinds of legal use. The lane has already been subject to a temporary closure following erosion which affected a small section of the woodland it passes through. During this time, the vandals have moved elsewhere – a perfect example of how preventing legal 4x4 use fails completely to stop illegal activity. As always, however, closing lanes is a way for local authorities to silence loud and troublesome voices by being seen to be taking action – even if anyone with a shred of knowledge about the subject knows it’s the wrong action to take. ‘I was surprised how slightly disorganised and parochial the meeting was,’ says Stuart Boreham, Surrey Rep for the Green Lane Association. ‘I wonder how many of the councillors had read the extensive report and information about the issues on Wolvens Lane. ‘Seasonal TROs, permit TROs and Public Space Protection Orders were all dismissed out of hand and they went with that old favourite – ban the 4x4s. It’s almost as if the consultation was just a box- ticking exercise. Who’d have thought?’

A feature of the closure proposed on Wolvens Lane, as has been the case so often elsewhere (notably, the Monks Trod in Wales has just been reopened to two-wheeled trafﬁc only), is that it applies only to 4x4s. Speciﬁcally, the TRO will be based on vehicles’ width. ‘The mud-pluggers have moved on and there are two other lanes in the county now with extensive damage, plus a couple more under pressure from local residents and MPs,’ continues Stuart. ‘(These are) mainly complaining about the noise and speed of motorbikes – the same vehicles that the county has just voted to allow to continue using Wolvens.

‘Much as we support our twowheeled colleagues, it is us 4x4s who are being penalised for the actions of a few criminal drivers – and apparently as a result of some overly speedy bikes as well. ‘The council can’t think of a way to stop bikes that does not also stop horses. And as the police don’t seem keen on doing very much, shutting off the routes to 4x4s is something they can point to as a response. Enforcing against a few destructive drivers might be more appropriate but efforts seem to flow towards the easy solution – at the expense of the rights of responsible drivers like ourselves.’ The Association is now taking advice on the next stage of the process as it seeks to defend Wolvens against the actions of an authority that’s supposed to protect it. ‘The Wolvens story is not over yet,’ reflects Stuart. ‘Certainly, the experience has made me rethink my attitude to how a rep might influence things, at least in this county.’

The Green Lane Association is to be applauded for its continued efforts on behalf of Britain’s rights of way. These take many forms and more volunteers are always welcome to help ﬁght the good ﬁght – you can get in touch at www.glass-uk.org.

NEXT MONTH’S ISSUE OF THE LANDY IS PUBLISHED ON 8 FEB You can pick up your copy of our March 2022 issue from selected newsagents and Britpart dealers – or read it online at www.thelandy.co.uk 01283 553243 • enquiries@assignment-media.co.uk • www.thelandy.co.uk • www.facebook.com/thelandyuk Group Editor Alan Kidd Contributors Tim Gibson, Gary Noskill, Dan Fenn, Paul Looe, Tom Alderney, Gary Martin, Olly Sack Photographers Steve Taylor, Richard Hair, arry amm, Michelle Thruxton, Vic Peel Advertising Sales Manager Colin Ashworth Tel: 01283 553244

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

While rvery effort is made to ensure that the contents of The Landy are accurate, Assignment Media Ltd accepts no responsibility for errors or omissions nor the consequences of actions made as a result of these When responding to any advert in The Landy, you should make appropriate enquiries before sending money or entering into a contract. The publishers take reasonable care to ensure advertisers’ probity, but will not be liable for any losses incurred as a result of responding to adverts Wholesale copies distributed by Marketforce

The Landy is distributed by Britpart. Details of your nearest Britpart dealer can be found at www.britpart.com Where a photo credit includes the note CC-BY-SA, the image is made available under that Creative Commons licence. Details are available at www.creativecommons.org The Landy is published by Assignment Media Ltd, Repton House 1.08, Bretby Business Park, Ashby Road, Bretby DE15 0YZ © 2021 Assignment Media Ltd

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ibson’s ab

My resolution not to make resolutions

Tim Gibson isn’t making any plans for 2022. But if he was, he’s no longer certain that a Land Rover would feature in them Words: Tim Gibson IT WAS EXACTLY TWO YEARS AGO that I made a bold statement in this very column. I said that I would spend 2020 driving every model in Land Rover’s line-up, using these pages to share my verdict on the cars. Needless to say, events took over. Within a few days of the year starting, Covid-19 was ripping across the land and disrupting every industry, including the media and automotive sectors. In a matter of weeks, all the writing commissions I had queuing up for the months ahead disappeared like interns at the end of a Number 10 Christmas party. My diary emptied at a pace which to this day I ﬁnd disarming no one

wanted a freelance hack to write for them, while car makers shut up shop and mothballed their press ﬂeets. In terms of my 2020 New Year’s Resolution, then, I was pretty much stuffed. I’d barely written my ﬁrst road test of the year before everything dried up and I was barricaded at home with nothing but Joe Wicks and Microsoft Teams to keep me in touch with the real world. I spent the time writing a couple of books and teaching my children how to do fractions, so it wasn’t all bad. But it did make me think about the unpredictability of things. And that’s why I haven’t bothered with New Year’s Resolutions since. They feel a bit pointless when you don’t know if you’ll be able to leave the house for the coming six months.

One thing I am prepared to predict, though, is that we’re coming to the end days of the motor car as we know it, and 2021 feels like it has been a tipping point. The mood has swung away from traditional combustion engines in favour of all-electric and hybrid power plants. Take one of my 4x4-loving buddies as a case in point. He runs a PR Agency for rural businesses and spends a lot of time trundling across muddy ﬁelds for photo shoots. This makes a pick-up the obvious choice of vehicle practical, cost-effective thanks to reduced Beneﬁt in ind company car tax and comfy enough for hacking around motorways and moorlands alike. But just recently, he’s noticed clients commenting on his choice of vehicle

– usually as they clamber into a Nissan Leaf or Tesla Model X. In the space of a year, the pendulum has swung away from big old trucks in favour of sleeker, greener cars that tell the world you’re serious about arresting climate change. I’ve noticed it in the test cars that are now ﬁnding their way back to my front door. In the last six months, I’ve only had one petrol-powered vehicle to write about, and not a single diesel. The rest have been hybrids or all-electric. Which brings me back to New Year’s Resolutions. If I were to make one (and

I’m deﬁnitely not), I’d be torn in two directions. On the one hand, I’d resolve to look for what I know could be my last ever ‘big-car’ purchase – a TD5 Defender, perhaps, or a Disco 2. On the other hand, I’d be resolving to get an electric car and embrace the change, meaning I’d have to face up to the fact that I may have owned my last elderly Land Rover. So it’s lucky I’ve given up making New Year’s resolutions, isn’t it? Because that would be the hardest decision of all…

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Land Rovers are climate heroes

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t should come as no surprise that a company has come up with a way of defeating London’s newly expanded low-emissions legislation. Vehicles aged over 40 are exempt – so ingsley cars has started rebuilding pre-1981 Range Rovers into modernised luxury SUVs – with bigger V8 engines than ever. No, it’s not the way to improve air quality in the city. And yes, you can well imagine the self-righteous fulminating from local busybodies when they first heard the news. But there’s a point to it that’s important to understand. When my Mum was nine, World War II started. She grew up with rationing and that had a profound impact on her character – and, therefore, on the way I was brought up. ‘Waste not want not’ is such a glib phrase, but it’s also a very accurate one. The ULE zone has a very worthwhile aim. But it’s a blunt instrument at best and counter-productive at worst. I lived in London during the 90s and I saw the effect of the toxic smog we all breathed in every day. Wearing a new white shirt to work in the morning and arriving home with the collar a dark shade of grey makes you realise how filthy the air was back then. It’s better now and the new rules will make it better still. But if they encourage people to weigh in perfectly good cars, spilling out all the energy locked up in them in the process, and replace them every few years as the rules get ever tighter, how can that be good for anyone apart from the car makers? Let me go back to the way I was brought up to abhor waste. Tease out a vehicle’s lifespan the way we all do with our Land Rovers, and you are being a climate hero. And that’s why ingsley Cars’ Range Rovers, gas guzzlers though they might be, are a fine example of how you can do your bit by not being obsessed with the latest model. These are six-figure 4x4s – and in ten years’ time, they still will be. The latest SUVs costing that much? Ten years from now, they’ll be pushing up daisies. And that’s the fate the ULE rules want for all Range Rover Classics, too. Thanks heavens for loopholes. Alan Kidd, Group Editor alan.kidd@assignment-media.co.uk FP_LRO_458361id4668191.pdf 21.07.2021 12:29

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The latest and best kit, tools and accessories for Land Rover owners ITG brings top-level motorsport experience to bear on new Defender air filter ITG HAS INTRODUCED a new fitment to its Profilter range – a replacement air filter for the current Defender. Developed as a consequence of the Coventry outfit’s involvement in the upper echelons of motorsport, this measures 345.5mm x 164mm and can be installed in any version of the 90 or 110 – irrespective of its engine. The filter is made from a graded three-ply sandwich of reticulated polyester foam. A coarse outer layer stops larger contaminants while also straightening the airflow for maximum intake efficiency; next, a medium-grade layer traps the majority of harmful airborne dirt; and finally, a fine inner layer polishes off the tiniest particles without impeding airflow to the intake tract. Supported by a stainless steel wire mesh to keep it in place, the foam sandwich is adhesive-bonded to help

keep out any water, fumes, oils and fuels that come its way. ITG sees this as being a step up on cotton gauze or paper filter elements, adding that it cleans the air going into the engine as efficiently as possible while also allowing maximum airflow without any drop-off in pressure. The Profilter can be used on any L663 Defender, whether petrol, diesel

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or hybrid powered, including all 2.0 four-pot and 3.0 six-pot engines and also the 5.0-litre V8. Fully serviceable, with a simple cleaning and re-oiling process all that’s required between cycles of use, it’s priced at an RRP of £49.75 including VAT. You can find out more about both this and ITG’s other filter options for a range of 4x4s at www.itgairfilters.com.

Updated stay bars for LED products from Lazer Lamps

LAZER LAMPS HAS UPDATED its Stay Bar Kit for its ST/Triple-R and Linear LED lighting products, which now come with a PTFE black powder coated ﬁnish. These now promise full protection against rust and corrosion; in addition, the coating is designed to resist cracking or breaking when the parts are bent to shape to suit each installation and mounting point. You can ﬁnd out more at www.lazerlamps.com.

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Tough grilles from Series Defender Outfitters

SERIES DEFENDER OUTFITTERS is, on the face of it, yet another company making fancy bits for Land Rovers. But it’s a bit unusual in that it’s doing it from the far side of the Atlantic. Based in the exotic sounding Saratoga Springs in upstate New York, the company sells a wide variety of bits such as roof racks, switches, interior trim and, one of its signature products, replacement Defender front grilles. Made from CNC-milled aluminium, this provides a 4.7mm thick metal shield in front of the radiator that’s a whole lot more robust option than the standard plastic unit. From a styling point of view, the octagonal design gives it a neat appearance that’s finished off in black powder-coat. But this isn’t just a pretty accessory. Series Defender Outfitters claims that ‘you could drive a golf ball into this grille at highway speeds and it would barely even dimple it.’ We suggest you don’t try this at home, though. No, not even if you reckon you’ve got Tom Chaplin levels of skill as a golfing amateur… at least, not unless you fancy copping some heavy flak when your neighbour gets home to find Titleist’s best has made a fast pass through his conservatory. Anyway, these grilles are no more than a ten-minute job to fit using the same mounts as the standard job. You do need to order the right one in the first place, though – there’s one kind for Defenders with the in-cabin bonnet release and one for the manual ‘fingerthrough-the-grille’ type. To really give your Defender the frontal treatment, a selection of badges are also available including the modern black and silver style or traditional green and gold. Or you can go old-school and get a historic Solihull badge instead. The grille costs around £350 and the badges a further £50-£70. You’ll find it at www.seriesdefender.com.

Issue 97: Feb 2022

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Issue 97: Feb 2022

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Bespoke dampers from Bilstein promise the right solution for your Land Rover IF YOU’RE AT ALL INTERESTED in Land Rovers and you haven’t heard of Bilstein, you soon will. Actually, you just did. Anyway, the company makes shock absorbers (actually let’s get it right and call them dampers) and it has a wide range of models and ﬁtments covering just about anything you need for whatever 4x4 you drive. Just about. There are those of us whose needs are so specialised that wherever you look, off-theshelf won’t cut it. And this is where Bilstein’s Leicestershirebased technical division can come to your rescue – because it’s home to the company’s bespoke damper department. And whatever you drive, whatever kind of off-roading you do in it, these guys can make exactly the dampers you’re after. This is particularly relevant if you run a competition car, of course. If you’ve found that nothing standard will do, or you have a vision of something better than what’s on your off-road racer or challenge truck right now, then why not have the dampers made exactly to your plans and

speciﬁcations? If the answer is anything that sounds like ‘because it’ll cost,’ take a long hard look in the mirror and try to remember what the most important technical part of any off-roader really is. Whatever you need, whether it’s an odd-sized damper, brake line guides or needs a threaded body top mount, all this can be accommodated. If it’s physically possible to make, then Bilstein can make it – and, they’ll not be slow to tell you, they’ll do it to an OEM standard. Check them out at www.bilstein.de.

ALLISPORT’S PUMA TDCI TUNING BOX has been out of stock at Britpart for a good while. But now it’s back and once again ready to help you breathe new life into your post-2011 Defender. ‘The 2011-onwards 2.2 TDCi model Defender has new-style piezo injectors and requires specialised tuning solutions,’explains Britpart. ‘It is currently not possible to remap the ECU through the OBD port. ‘This substantial new tuning unit is designed to plug directly into the wiring loom and requires no modification to the vehicle. Contained in a waterproof housing, it can be safely located in the engine bay.’ The tuning box claims to boost the engine’s power output by 27bhp and its torque by 52lbf.ft. Prices vary from around £350 to £450 with the VAT included, so shopping around is an even better idea than usual. To find out more, visit www.britpart.com.

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Put a sock in your truck with Britpart’s Dynamat range

OLD-SCHOOL DEFENDERS are fantastically good at many things. Unfortunately, one of them is giving you headaches. Whether it’s from the scourges of crumbling crossmembers or seeping seals, the price of road tax or not being able to park up for more than thirty seconds without someone nicking your bonnet, Defenders are amazingly capable at making you reach for the Nurofen. Mainly, though, it’s the noise. A satisfying chunter from the engine and bump-bump from the wheels is all very well around town and positively welcome off-road, but on a long journey it can get pretty deafening. The good news is that you can do something about this. Like going to Britpart, for example, and availing yourself of the Dynamat

Xtreme Sound Deadening mats that sell so well though its dealer network. These are flexible and mouldable, meaning you can put them in all sorts of places in your Defender. They’re made of an aluminium constraining layer and a sticky butyl layer inside which has really effective energy conservation properties. You can apply them under the bonnet, on the doors, under the wheelarches, on the roof, wherever. They’ll cut out buzzes and rattles and even claim to make your music sound better, depending on your taste in music in the first place. The kits cover virtually any Defender or you can buy a sheet of it to cut to fit. Head for www.britpart.com and at least that will be one of your headaches taken care of…

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Six of the Best

The Defender range has grown fast over the last year, gaining everything from a Commercial variant to a 5.0-litre V8 engine. But the most signiﬁcant addition was the D250 – a straight-six diesel that’s one of the best things Land Rover has ever done

he new-shape Defender has been around for long enough now to become a very well established sight on Britain’s roads. The range has grown in that time, with the addition of PHEV and V8 power trains – and Land Rover has given it some early updates, too. The D250 engine is one of these. Replacing the D240 with which the Defender was launched, this is a 3.0-litre

diesel producing 249bhp and 420lbf.ft. Those are the kind of ﬁgures that will make any diesel lover’s heart proud, and all that torque comes in from just 1250rpm – putting this Defender ﬁrmly in stump-pulling territory. It’s tested here in SE form, a midrange trim level listing at £58,355 with this engine. Enough, you might think, but our test vehicle also had around ten grand’s worth of options on it.

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We don’t normally say much about paint colours but these include Yulong White metallic paint, a black roof, black exterior detailing and satin-ﬁnish dark grey wheels, which between them add £3365 to the bill. Having got your breath back, pause to consider how astonished we feel to be saying that in our view, it’s worth every penny. The Defender is a handsome looking beast, but we’ve never seen such an imposing

example as this one when it rocked up in our car park. That’s not the view of one person but of everyone who saw it; for some reason, this colour combination made it look about twice as big as normal. Enormous, classy, dominant and with off-the-scale road presence. That’s the stuff of personal taste, of course, but the 110 did seem to command the attention of everyone who saw it. And so it jolly well should,

you might think when you’ve spent this much money on one. Our tester had more options inside, too. Ebony Dinamica and Steelcut premium textile seats very much lead the way here, in lieu of the grained leather and weave that’s standard on the SE. This is a no-cost option, which is doubly good because however much we like the white and black exterior, we liked the seats more. We’re not huge fans of leather for leather’s sake (not in cars anyway, etc), so we certainly are huge fans of Land Rover for the alternatives it offers. Not just because these are more sustainable, either (though it matters) mainly, the look and feel of these materials is on another level altogether. The impression is of a hard-wearing suede, but done at a fabulously premium level – our notes include the phrase ‘bang on the money,’ which is doubly good because they don’t cost any.

’

Put it this way. Our 110 was also equipped with a sliding panoramic sunroof, which costs £1650 and doesn’t even slide that far. If it was free, we still wouldn’t want it but if it was the seats that cost £1650, we still would. Further options in this 110 include three-zone climate control, heated rear seats, cabin air ionisation and an air quality sensor. There’s about £1250 in that little lot, which shows how far you can go to improve the environment you and your passengers are sitting in. All of this comes on top of the stuff that makes the Defender’s cabin what it is. Which is huge space, brilliant practicality and a blend of quality, equipment and sheer ﬁtness for purpose that’s so good it’s almost obscene. Its general usability is so, so good, with no end of places to stash things and, should you need to carry serious cargo, an almost van-like space in the rear when the seats go down.

15 I’

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They do so using a time-honoured method with the bases tumbling forward and the backs dropping down into the space that’s left. Thus configured, the 110 offers a loadspace floor that’s not only completely flat but boarded out in a tough, splash-proof plastic whose rubberised finish means it’s also grippy enough to stop things from sliding around. This remains in place even when the rear seats are up and you’re running with a traditional boot arrangement – and unless we’re talking about a monster tip run or a particularly enthusiastic mission to Ikea, it’ll swallow everything you can throw at it even in this form. Up front again, there’s enough space in both rows of seats for one six-footer to sit very comfortably behind another. Everyone on board will get stacks of headroom, too (that panoramic roof notwithstanding), as well as a superb view out. From the driver’s seat, this

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The back seats in the 90 are such ’ combination of passenger space W seats are up, knee and head room are mammoth, as is the boot space in the back: drop them down,

as close as makes no difference to a

means the same high-command position as the old Defender – only this time with the added advantage of being able to relax. Talking of relaxation, with so much torque and so few revs the six-cylinder D250 engine is so laid back it’s almost horizontal. It’s a mild hybrid unit, though this has no appreciable effect other than to help it run a bit more efficiently; what you notice is the unrelenting linear pull that comes on stream the moment you start to squeeze the throttle. It feels at once massively powerful and also very controllable. The impression of having so much in reserve is aided by the impressive refinement with which all this is done. The engine is not especially quiet, but its note is nicely purposeful and certainly not strained. The gearbox, meanwhile, appears to perform entirely seamlessly however hard you try to confuse it, both on and off-road, and ride quality is smooth enough to confound everything you thought you knew about what a 2300kg truck would be like on 20” wheels. The air suspension that’s standard on most Defenders does help here, and it allows the 110 to handle with a fluid suppleness that defies its size and weight. Nobody’s pretending it’s a sports car, or even a sports SUV, but it’s also not like driving an old-shape 110. Some will say that this is a bad thing (and we ourselves have praised the base-spec 90 for reminding us of what the old one was like in corners) but its steering is responsive, its body movements are predictable and its drivetrain never lets you down. There was a kind of anarchic quality to the old 110’s dynamics that made it lovable in a hilarious kind of way. This one by contrast is very grown-up, but it’s just as easy to appreciate. It’s like the difference between the teacher who finally got you to understand calculus and your mate who taught you how to roll your own; you remember them both fondly, it’s just that one set of memories is a bit hazier than the other… Despite its considerable size, the 110 proves impressively manoeuvrable around town – where its suspension

continues to excel, even when the road surface does not. It’s an absolute monster on the motorway too, bowling along quietly on all that torque with nothing more to disturb you than a bit of wind noise and a far distant rumble from the road. Get it off-road, meanwhile, and it’s in its element. The gap between the old 90 and 110 here was huge, but the new model has changed that – obviously, its longer wheelbase will come in to play in some situations, as will its extra weight, but with a barrage of electronic aids helping you out there’s really very little between them. The 110 is surprisingly agile in tight situations and, of course, with all that torque at such low revs it covers rough, hilly and sticky ground with dismissive ease. Put it on the sort

of bumpy, stony track that makes up 99% of the off-road work people do in the real world, and you might as well be driving on a smooth runway. That’s without getting into the various options offered by the adjustable air suspension and Land Rover’s All Terrain Progress Control and Terrain Response 2 off-road drive modes. The Defender is almost endlessly tunable to suit the terrain, and on top of that you’ve got various cameras ready to create an array of images on the standard-ﬁt Pivi Pro infotainment screen. It’s absolutely not a substitute for having a competent spotter on your side, and it remains the case that when all’s said and done, low range is still your staunchest ally off-road, but the 110 has that and so much more besides.

Keeping on top of it all can be distracting, if truth be told. The vehicle’s deep reserves of built-in ability mean it’s only rarely that you’ll get into a situation where your choice of Terrain Response programme actually becomes critical, at any rate. Going back to the options list for a moment, our 110 was also equipped with an electronic locking rear diff. That’s another £1020 on the bottom line, but it’s well worth it if you’re going to do anything more than the most basic off-roading. Being fully automatic, it’s not something that you have to worry about operating – but watching the off-road information display as you drive, you see how much of the time it’s engaged. It might not always be making the difference between success and

failure, but this does demonstrate how much of a beneﬁt you get from it. So often, the questions that are asked about the new Defender boil down to whether you’d have it or an old one. But a much more relevant consideration now is whether you’d have a D250 or the D240 it replaced. The answer is that this engine takes what was already a sensational vehicle and makes it better. Not just a bit better, either. The new Defender was a quantum leap forward (or backward, or sideways, depending on your view) from the old one. And with the D250 engine, it’s done the same thing again. During the course of 2021, all the headlines went to the V8 and PHEV units – but for the deﬁnitive Defender, you need look no further.

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Issue 97: Feb 2022

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As good as ever

This very late Series III has just 32,260 miles on the clock – along with a staggering array of features which make it one of the most original classic Land Rovers you’ll ever see Words: Dan Fenn

e spend a lot of time talking about classic Land Rovers in terms of how original they are. Well, they don’t come a lot more

original than this sensationally beautiful Series III. First registered in March 1985, as leaf-sprung Landies go it’s notable from the outset for being a particularly late

one. It’s an 88 2.25 Diesel ard-Top and in all its life it has covered a total of just 32,260 miles. This of course only tells part of the story. We’ve all seen plenty of lowmileage basket cases in our time. But rather than having been left in a field to rot away, what you’re looking at is a Land Rover that’s been shown a great deal of love. It hasn’t been round the clock and sneakily restored, either. ‘It was sold new to its first owner in 1985 then to its second, a vicar, in 1999,’ says Mark Anderson, who had the vehicle up for sale when we came across it. ‘Not long after the second owner bought the car, he had it fully rustproofed by Before’n’After, which obviously served it very well.’ Both those owners were good at keeping up with their filing, too. Because the original invoice is still with it – as is ‘every invoice for every service and every MOT certificate’ since Reverend chap took it on. ‘All of this backs up the car’s low mileage of just over 32,000 miles,’

Mark points out. And so indeed does its extraordinary condition. Being based in Lanarkshire, Mark has the good fortune to have an outstanding leaf-sprung Land Rover specialist in his neck of the woods, half an hour away. ‘Since I’ve owned the car,’ he says, ‘I’ve had a full inspection and two services performed on it by

James at Quothquan Workshops – a very reputable Series Land Rover specialist. During his inspection, he noted by email to me: “I see a lot of Series III Land Rovers through the workshop but this has to be one of the best condition original ones I have seen. Everything seems to suggest the mileage is very low and it has had relatively light use over the years. The chassis and bulkhead are in excellent condition and the mechanics are very good too, so you have found a good one. ’ As votes of confidence go, that’s as good as they get. And as Series IIIs go, you could pretty much say the same about this one. To help keep it that way, Mark had it professionally steam cleaned and POR15-prepped where required. The the chassis box sections, door frames and bulkhead were all injected with Dinitrol 3125 cavity wax then external faces of the chassis were treated with Dinitrol 4941. The chassis, bulkhead and engine are all original to the vehicle, so keeping it as perfect as possible is very much a case of protecting your investment. That’s not just the beginning and end of what’s original about this Land Rover, though. It was equipped from new with a period Bearmach Toro Overdrive and freewheeling front hubs – both of which are still in place and working. There’s a set of original mudflaps on it, too – the level of astonishment with which you react to this basically increases exponentially the more you know about Land Rovers. Best of all, the correct MW/LW Motorola radio is still to be found in the dash. Safe to say that when this was originally fitted, whoever wired

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We’re on Facebook: www.facebook.com/thelandyuk it up never stopped to imagine that it would to all intents and purposes outlive MW/ LW radio itself… There’s more, too. ow many vehicles’ handbooks live through the reign of seven prime ministers (or 28 Tottenham otspur managers, if you prefer to see the world that way) without being lost, thrown away

or thumbed to death? You’ll find one here, along with all the correct supplementary books, that’s been sitting dutifully in place since the end of the miners’ strike. Look elsewhere and you’ll find the original roll-up toolkit – as well, wonderfully, as the factory-supplied starting handle for cranking the engine by hand, which is still in its original packaging. The keys (plural) are original, too, as are the seats, headlining and door cards, all of which Mark says are in ‘reasonable in condition for its age.’ We’d venture to suggest that he might be hiding his light under a bushel there. Since owning it, Mark says he’s replaced the tyres with a new set of Michelin Ls and fitted a full stainless steel exhaust from Rimmer Brothers. While he was doing so, it was noted that what looked like the original downpipe was still in place. This, then, is one very special Series III indeed. So why is Mark selling it? ‘Simply to free up some spare cash’ is

ckd shop

the honest-sounding answer, which of course leads us on to the big question, and the big answer is £12,500. When you look at the sort of money people are asking for leafers whose originality has been restored out of them, to us that sounds like sensational value for money. This is a seriously nice old truck with the sort of features you can spend a lifetime searching for. It would be perfect as an everyday classic

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• Tailgate 80” mid 1949 to 1953 • Correct genuine rope hooks • OEM quality

or an investment to treasure, and every owner it’s ever had has treated it properly. It’s listed in the classiﬁeds section of this issue – and we reckon Mark had better brace himself for a lot of calls.

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Issue 97: Feb 2022

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Barn- ound Beaut

his earl u ﬁ B ange o er has een laid u or almost a decade. nderneath the dust its condition loo s er good indeed and with some er rare actor o tions on oard its more o a treasure than e er Words: Gary Martin

way too often in the world of classic cars. All too often, when something is described this way it turns out to have been abandoned to rot in long grass for a few years, having been left there in the ﬁrst place because the MOT tester ran out of paper while trying to print off its fail sheet. But then there are genuine treasures. A Sufﬁx B Range Rover

on 77,000 miles that’s been laid up for almost a decade, for example? Sounds like a good candidate. This one was built in 1972 and first registered in January the following year, making it one of the first Suffix B models. It was bought in 2013 to add to a private collection and has been dry stored ever since. In the words of its owner (who, being a collector, wants to keep his identity to himself),

‘this was fully running and driving when it was switched off way back and ran extremely sweet with no issues.’ So it’s not a barn ﬁnd in the sense that everyone had forgotten in was there. But it’s deﬁnitely not the kind of old Land Rover whose owner thinks you can turn an old shed into a priceless antique just by letting your dog sleep in it for a few years. Sure, it’s covered in dust and needs a very thorough clean-up as well as a general recommissioning. But it’s complete, it looks sound and its tyres are holding air. It appears not to be beaten up or rusted to death. Its interior, while it will certainly need some trim work, hasn’t been eaten or otherwise destroyed. You can even tell what colour it is.

There’s something else about this Range Rover that makes it uniquely interesting, too. When it was bought new, its ﬁrst owner got busy with the accessories list – as a result of which, still today, it boasts a variety of prime optional equipment. Ever seen a Range Rover with a PTO and a capstan winch before, for example? Well you have now. The winch is tucked away behind the original slatted grille, which itself sports a period metal AA badge for a that extra bit of authenticity. There’s an overdrive, too, as well as a factory-ﬁtted half vinyl roof. Judging by the paw prints in the dust on the windscreen, a local cat has found the latter very comfortable during the vehicle’s extended holiday. Certainly,

if you were to buy this Range Rover and restore it to its original condition, you’d one which, by the nature of what someone bought it for almost half a century ago, will stand out in any crowd of people who know what they’re looking at. And doing so does not look like it would be a huge job. There’s a layer of wax underneath covering what appears to be solid metal, and the bodywork is still excellent under its coat of dirt. ‘I went to the bother of cloth polishing the inside of the driver’s door shut,’ says the owner, ‘and you can see from the pictures how good the paint came up. ‘We could roll her out, wash, polish and fire her up with fresh petrol. But the fact she’s a genuine barn find means much more to the potential buyer. You get to be the first for a long time to breathe life into the old gal.’ Doing so will involve spending £13,000 plus whatever else it costs you in parts, consumables and so on. Which certainly doesn’t sound like much when you consider the value of a good two-door, let alone an early Suffix B. But storage has become an issue, and you know what that means. ‘If money was no object,’ adds its owner, ‘there is no way this would be up for sale.’ But up for sale it is. Though one suspects it won’t be for long. See it as a cheeky little winter project and by the time next year’s show season comes around, you could be turning up aboard a Range Rover that pulls in attention from every angle. It’s located in Mid-Wales, and you’ll find it listed in the classified section of this issue.

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Issue 97: Feb 2022

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The Full Works Words: Paul Looe Pictures: Harry Hamm

Speccing up a new car means choosing from a huge list of options – and if you’re not careful, going way over the top. The owner of this 110 didn’t have any such problem –he just went to Wallis Defenders and told them to build him a Land Rover with the best of everything on it ou know those configurator things every car manufacturer has on its website now? You choose the model you’re after, the engine you want, the colour you fancy, the trim level with all the kit that’s right for you… and then up come the options and accessories lists and before long, your sensible family SUV is going to cost more than your house. These configurators are a great idea because they let you learn about vehicles without the constant feeling that there’s a pack of hyenas intently watching your every move. But they’re every bit as terrible, too, because they mean finding your ideal Land Rover comes with a side order of learning

how much better it could be if only you had more money. Still, it’s nice to be able to play at being the bloke who walks into a Land Rover showroom and says ‘just ﬁt everything.’ The sort of bloke who ordered the 2011 Defender 110 Utility Wagon you see here, for example. This sounds like the introduction to a story about someone with more money than sense, but it’s anything but. This bloke didn’t go into a main dealer and ask them to throw the brochure at it, for starters. e went to Wallis Defenders, which deﬁnitely counts as good sense. The Cambridge company is relatively new, but it’s part of a family business that’s been in the motor trade since before Spencer and Maurice went for

their famous walk on the beach. And in the short time since it joined the Defender personalisation game, it has built a reputation for doing it properly. There are companies that crank out fancy looking, specced-up sheds; this is not one of them. This vehicle is a good example. Well, it’s more than just a good example, actually. It’s a good example of the standard to which the company presents the Land Rovers it builds – and a ﬁne illustration of just how far those builds can go. Because if Wallis Defenders had a conﬁgurator on its website, this is what you’d get if you went wild and clicked on everything. Typically of a Wallis build, it looks cool without coming over as a car

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Top: The Puma engine has been uprated with a Stage 2 remap, full 3” exhaust, silicone hoses, alloy intercooler and W 8 8 ’ A

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that’s trying too hard. You know the kind of Defender we mean – the kind with crass bodykits and alloys so huge they just look stupid. There’s a ﬁne line between good and bad taste, and it’s one the company treads with skill. ence this vehicle’s Masai roof rack, halo LED headlamps, Fire and Ice side steps and S gloss black grille. All stuff you’ll immediately identify as being good quality lifestyle Defender kit the likes of which are specced to make people who know what they’re looking at nod in approval, rather than to make slavering fanboys grab their phones and post a blurry drive-by shot on Instagram. In the same vein, there’s a long list of Optimill trim on the vehicle – door handles, washer jets, bonnet hinges, mirror arms with puddle lamps, things like that. And it has 18 Sawtooth alloys on 30mm spacers, giving it proportions that look ‘right’ – not like it’s going to topple over in the wind, but also not like a bloated work of stanced idiocy. That said, it could certainly be said that from a Defender traditionalist’s

Issue 97: Feb 2022

LAND ROVER trip in France ?

A huge stock over 2 800 m 2 Established 1985

point of view, there’s not enough space between the tops of the tyres and the bottoms of the wheelarches. Or is there? It all depends… This is where the suspension comes in. The 110 is running Fox shocks front and rear – but these are paired with a full set of adjustable air springs

from On Air Suspension. This system is designed to combine better road matters with the ability to achieve greater ground clearance off-road, thus engineering out the compromises in the standard coil-sprung set-up. What this means is that with the springs pumped up to their full height,

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Issue 97: Feb 2022

’

the Defender sits more or less as you’d expect one to look. With them dropped for road use, however, it’s noticeably lower, looking as if body roll will need to be more or less zero if the tyres aren’t going to foul the wheelarches. This is about more than just appearances, too. On Air says beneﬁts of its system include ‘improved vehicle stability and handling under all loaded conditions’ and ‘increased comfort and enhanced driving experience.’ To translate, you can chuck it around in corners and it won’t start turning into the Titanic.

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You can also give it some full stop, thanks to a performance package designed to get the most from the Puma engine. It’s been upgraded with a performance panel air ﬁlter, alloy intercooler, Terraﬁrma silicone hoses and full 3 Demand Engineering stainless steel exhaust, and on top of this it’s been give a Stage 2 in-house remap to 180bhp and 358lbf.ft – a nice bit of power but, more importantly in a Defender, a really nice bit of torque. Inside, it very much follows the same pattern you see from without. There’s no shortage of cool, classy kit on

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display – but without it ever appearing showy. Taste is of course personal, but the dark grey Lucari leather wing-back seats and cubby lid with contrasting orange stitching have an image that’s elegant and very posh but certainly not garish the way some cabin treatments can be. The rear seats are trimmed to match, too, as are the dash-top trims and door handles. Elsewhere, you’ll ﬁnd a Lucari carpet set with satin black edges and orange logos, an alcantara headliner and alloy gear levers and heater controls from Optimill. There’s a 13 Momo steering wheel, too, along with a gloss black facia to suit a double-DIN stereo. Said stereo combines a Pioneer head unit with Focal Elite 2 and coaxial 130AC speakers in the front

’

and rear respectively, backed up by a Focal subwoofer under the rear seat. You’d be able to hear your tunes in this thing even without the 3mm sound deadening and 6mm insulation Wallis have fitted throughout the floor, doors and roof. Did we mention the roof? There’s a pair of panoramic glass panels in it, which is something else that sets this 110 very firmly apart from your run-ofthe-mill Defenders (whether modded, blinged or otherwise). It also has a snorkel, which is a lot less unusual, a NAS rear step and a front bumper with daytime running lights. Someone has ticked a lot of boxes when speccing this vehicle. Which brings us back to those car configurators. If there had been one

to cover the process of creating this 110, whoever specced it up it would have needed physio on their swiping finger by the time they finally got to place the order. There really is so much going on with it – the ways in which it’s been improved are almost countless, yet all of them work together and the overall effect is even greater than the sum of its parts. Which is a good result. Because when you say ‘just fit everything,’ you need to know that whoever you’re saying it to isn’t going to go off and create a self-propelled festival of tack on your ticket. This 110 is not that rather than being overstated, it’s understated on a grand scale. And perhaps that’s why its owner went to Wallis Defenders in the first place.

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

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A lighter shade of pull Words: Gary Noskill Pictures: Steve Taylor

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Back in the days of hybrid building, if you saw an 80” Lightweight you’d be able to guess how it had been made. The Land Rover you see here might look familiar, then… but under the skin it’s something altogether different to the norm here was a time, and what a happy, innocent time it was, when building hybrids was all the rage. People who couldn’t afford a 90, which was more or less all of them, would take a Range Rover chassis, cut it down to whatever wheelbase they wanted (normally 88” or, for trialling, 80 ), replace the rear overhang with a Series crossmember and cobble together a body out of

whatever panels they could get their hands on. Those were the halcyon days before the SVA test came along to turn hybrid building into yet another Thing You’re Not Allowed To Do In Britain Any More. Mainly, though, the hybrid era came to its own natural end simply because 90s and 110s came down in price to the point where building your own was no longer necessary.

That was when people started modifying Defenders instead, and that has been at the heart of the Land Rover game ever since. A few hybrids and bitsas did still get built, but normally only by people looking for a 100 Defender or some other speciﬁc vehicle that couldn’t be achieved any other way. Where does the Lightweight you see here ﬁt in to all this? Well, it was

Top: This is not an everyday Lightweight, and these are not everyday axles. Lee wanted massive strength, locking diffs and the lowest possible ring and pinion, and so he turned to the Mercedes G-Wagen. Built to M ’ legendary off-road monster, these standard and their 4.88:1 diff ratio was well suited to turning a set of S L a three-link suspension set-up of his own design, achieving nine inches of travel at the front and sixteen at the back

built at a time, about twenty years ago, when most of the top competitors in the winch challenge game were in a race to build bigger, better 90s. But the man behind it, Lee Bond, saw another way. Lee wanted to build something that was like a 90, but lighter. Like a Lightweight, right? Well, sort of. Though in fact, the only part of his truck that actually came from a genuine Lightweight was its bonnet.

e fabricated the other body panels out of aluminium, although he is happy to admit that he matched them for likeness to Land Rover designs. Look twice and you see it, but at ﬁrst glance you probably thought you were looking at a Lightweight. Actually, though, you’re looking at… a Mitsubishi Shogun. Cue outrage, but yes, that’s where the vehicle’s chassis came from. ‘I chose the Shogun for

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THE LEADING LAND ROVER AND RANGE ROVER 4X4 ENGINE REBUILD SPECIALISTS

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Hard as it is to believe, this would ’ standards. The challenge scene was still growing when Lee built his Lightweight, however, and a 35” Simex Extreme Trekker was cutting edge stuff back then. So too was having a winch on the back as well ’ to have three of even four on your vehicle, but simplicity ruled back then and guess what? People had just as much fun as they do now

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its lightness and strong construction, and it made sense to go for a shortwheelbase because I was intending to cut it down anyway,’ he told us. And what did he cut it down to? Yes, 80 . Now, where have we heard that one before? Challenge trucks do have to carry a fair bit of kit, not least among which is an enormous spare wheel, but manoeuvrability matters too and being the same length as an original Series I gave it a real edge in certain situations. So we have a Land Rover bonnet and a Mitsubishi chassis, and next comes a pair of axles from a Mercedes G-Wagen. If you’re an ALRC scrutineer, maybe grab a stiff drink but do stick with us, because the worst will soon be over. Those axles are renowned for their strength. They’re built to cope with the weight of a G-Wagen, after all, and there are entire continental land masses that struggle to do that. They’re also renowned for being fitted with hydraulic diff locks as standard, as well as a 4.88:1 ring and pinion ratio. Lee wanted hydraulic lockers for their dependability, and when you’re going to be running 35 tyres it certainly helps to start out with the lowest possible overall gearing. ‘Fitting the axles was a bit of a job,’ Lee admits. ‘When I first installed them, they rotated in different directions, which was a cause of some consternation ’ Fortunately, this is a man who absolutely loves his workshop time, so doing the machining to let him turn one diff through 180 degrees was pure pleasure. Lee built the whole thing in a single garage outside his house. ‘I’ve done all the work on the truck myself,’ he told us, ‘and it has been designed to my own specification.’ As always, building a vehicle is also the best possible way of knowing it inside-out. The bodywork, such as it is, consists mainly of a tubular exo cage welded directly to the chassis. Obviously, a cage is there for protection when the inevitable happens (and inevitable is the word when you’re talking about winch challenges), but a structure like this means you can be bashing it up against trees all day long and the worst

you’ll need to do afterwards is touch up a little paint. Since we’re on the subject, sort of, the winches Lee bolted to his truck were a Warn 8274 at the front and a Superwinch 9 at the rear. And if there’s anything that dates this story, it’s that. No twin-top motors, no outsize drums, no air freespools, no motor brakes… not even synthetic rope ‘I prefer steel cable,’ Lee told us. ‘I ﬁnd the wire easier to handle.’ That thing

that just landed on the top of your foot is your jaw. So anyway, we’ve made it this far in the only Land Rover item we’ve seen so far is a bonnet. Things are about to improve, though. After trying a variety of engines, Lee settled on a blueprinted 4.0-litre Rover V8 running twin carbs and a 10 1 compression ratio. ‘I can’t think why any regular challenge competitor would choose a diesel over a V8 nowadays,’ he said. ‘The power is

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We’re on Facebook: www.facebook.com/thelandyuk incomparable, and most events don’t seem to have that much deep water any more.’ We’ve seen stuff in the intervening years which suggests that event organisers may have taken this comment as a bit of a challenge, but even without his home-made snorkel Lee said he found that the V8 coped pretty well with water. The engine’s power is transmitted to the axles via a three-speed Ashcroftbuilt auto, behind which is a Series IIA transfer case. There was a time when no self-respecting red-blooded off-roader would be seen dead driving an auto, but then you learn how much better it makes a truck at climbing steep hills and next step, you’re a convert. And with a big V8 spinning a set of 35x10.50R15 Simex Extreme Trekkers, grip is not a thing you lack. If you look closely at the 15 wheels upon which the tyres are mounted, you may notice they are unique. Lee commissioned them from Raceways at Castle Donington, having found it hard to source aftermarket Mercedes wheels. ‘They don’t look that unusual

when you glance at them,’ he said, ‘but it’s nice to know that even the rims on this vehicle are out of the ordinary.’ This sentiment sums up Lee’s attitude to the truck. Taken individually, none of the components would be anything other than the bits and pieces that combine to make an off-road vehicle. But when you put them all together, you have a Land Rover (and yes, dammit, it is a Land Rover we see when we look at it) that will almost certainly never be replicated. Take the suspension, for example. This holds the vehicle up on Range Rover springs from Old Man Emu – but no way is it as simple as that. To ﬁt them, Lee had to cut the chassis so they could be accommodated without getting in the way of the diffs. ‘Shogun springs are mounted inboard,’ he explains, ‘so I needed to ﬁnd a way of overcoming this without altering the shape of the chassis, which gets wider at the back to improve stability.’ Sounds like a nightmare of a job, but it paid off – and with their threelink location, which needless to say Lee designed himself, you’re looking at nine

inches of travel at the front and sixteen at the back. When we spoke to Lee, he estimated that he had upwards of £20,000 on getting the Lightweight to the point it was at when we took these photos. And that’s with doing all his own spannering and fabrication. ‘Ridiculous,’ he said, but he got a ridiculously good truck out of it so maybe not so much. Anyway, as we all know, there’s no such thing as a project that doesn’t suck up more time and money than you ever thought possible. Lee was not the ﬁrst to discover this, and he certainly wasn’t the last. In fact, there’s a generation of hybrid builders who now look back on the time when a whole section of their lives disappeared into the black hole of a workshop. The rewards were there, in the shape of some wonderful trucks that helped shape the scene in the 1990s, but little did those Landy men of old realise just how much of a hybrid a hybrid could be. It might not be a Land Rover at all in some people’s eyes – but as far as we’re concerned, this sortof Lightweight was a hero of its time.

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GREEN LANE GUIDE

North-East Powys

Wales is a perennial favourite among green lane users, and on these rights of way to the west of Welshpool it’s easy to see why. This route provides a perfect combination of scenery, driving challenges and easy, wide-open lanes. It’s not for Freelanders, however, as you’ll need low range and tall tyres to stay in control on some of the lanes. Don’t do it without some means of recovery, though – this is a route that’s best tackled in tandem with at least one other Land Rover

ROUTE NOTES START FINISH DISTANCE TIME TERRAIN HAZARDS

OS MAPS TYRES WEATHER LOW BOX DRIVING DAMAGE

Llangadfan (SJ 012 107) Llanfechain (SJ 189 203) 39.65 miles 5-6 hours Hill farms and forestry Steep climbs and descents; enclosed tracks; large drop-offs; ruts, quite deep in places; surface ﬂoods; other users; confrontational landowners Landranger 125 (Bala & Lake Vyrnwy) Tall profile and mud-terrain pattern essential Avoid when very wet or icy Essential Some taxing climbs and deepish ruts, plus wet ground; one or two major drop-offs to avoid Quite severe risk of scratching, but no need for actual damage if you drive the way you should

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SAFE AND RESPONSIBLE GREEN LANE USE The trails on our green lane guides

are their victim. If it’s safe to do so,

are all public rights of way – either

ﬁlm them in the act and pass it to

Byways Open to All Trafﬁc or

the police.

Unclassiﬁed County Roads. The

Elsewhere, let common sense

latter are also sometimes known

and courtesy prevail. eep your

as Other Routes With Public

speed down, be ready to pull over

Access. Many green lane users

for others and show the world we

avoid referring to their hobby as

are decent people just like them.

‘off-roading,’ because these rights of way are roads – and also to

ANTIS

distance themselves from the illegal

By and large, anti-4x4 bigotry is

activities of vandals who give 4x4

limited to individual troublemakers

drivers a bad name..

and organisations who want the

NAVIGATION

countryside to themselves. being reasoned with, but it’s rare

possible to follow the route. We

to encounter real hostility even

normally only include junctions

from their rank-and-ﬁle members.

at which you have to make a

If you’re friendly towards the

turning or don’t have right of

people with whom you share the

way, so stay on the main road or

countryside, the vast majority will

continue straight ahead unless the

respond in kind. There are always

instructions tell you otherwise.

bad apples, but no more so than

You’ll ﬁnd a guide to using grid

able to do the route without maps,

driving sensibly. What suspicion

but you should certainly have them

you do encounter is likely to

with you.

be from farmers worried that you’re there to steal from them, reassurance. Once satisﬁed that

judge how suitable the route is for

you’re not after their quad bikes,

your Land Rover. These are just

their mood will lighten.

of any hazards or difﬁcult sections,

DO…

but the nature of any green lane can change quickly. Wet weather

• eep your speed right down • Pull over to let walkers, bikers and

can make a huge difference to the

horse riders pass

conditions underfoot, and what’s wide open in winter can be tightly

• Leave gates as you found them • Scrupulously obey all closure and

enclosed and scratchy in summer.

voluntary restraint notices

The responsibility is yours!

• Ensure you have a right to be there. We research the routes on

be safe to drive in a solo vehicle.

our roadbooks very carefully, but

We do recommend travelling

the status of any route can change

in tandem wherever possible,

without notice

however. The risk of getting stuck

• Be prepared to turn back if the route is blocked, even illegally

can be greater than it appears – and even the most capable of Land Rovers is capable of breaking down miles from anywhere.

RESPONSIBILITY Irresponsible driving is a big issue on green lanes. In particular, you must always stay on the right of way. Never drive off it to ‘play’ on the verges or surrounding land, even if you can see that someone else has; doing so is illegal and can be tremendously damaging. This kind of illegal off-roading is a key reason why green lanes get closed. Drivers who do this may be fellow Land Rover owners

1.85

SH 991 119

Bear right on the track through a gate and up the hill. It’s not signposted and there are no landmarks, but it’s the only junction around so you won’t confuse it with anything else. It’s pretty steep from the word go, and quite scratchy as well

4.55

4.6

Continue ahead through the gate (beware – it’s the kind that wants to take all the skin off your hands), keeping the edge of the forest immediately to your left. The section ahead is quite deeply rutted

10 5.0

1.9

As the main track forks gently left, bear right on to another track that’s smaller but still well defined. You can identify it by the wooden post with the number 5 on it

5.25

5.8

2.05

Your turning isn’t signposted, but it’s shortly before a brown sign pointing left into Pen y Ffordd forest and equestrian centre, which you’ll be able to see as you turn

so be ready to offer a word of

The notes on this page help you

Our roadbooks are designed to

1.55

Turn right in Foel. It’s hard to spot as you approach – the turning is straight after a terrace of creamcoloured buildings on the right, and opposite a small track on the left

Likewise, most local residents will accept your presence if you’re

guidelines, however. We’ll warn you

Start at the Cann Office Hotel on the A458 in Llangadfan, which is the perfect place to stay the night before your lane run. Zero your trip as you turn left out of the car park, then immediately left again on the A458 heading west

anywhere else.

OS map. Our aim is for you to be

SAFETY

0.0

These organisations are beyond

The idea is for it to be as easy as

references on the legend of any

SJ 012 107

• If you ﬁnd an illegal obstruction, notify the local authority • Stick scrupulously to the right of way • Always remember that you are an ambassador for all 4x4 drivers

DON’T… • Go in large convoys instead, split into smaller groups • Drop litter. Why not carry a bin bag pick up other people’s instead? • Go back to drive the fun bits, such as mud or fords, again • Cause a noise nuisance, especially not after dark

(actually, chances are their vehicles

• Get riled up if someone challenges you. Be ﬁrm but polite,

are stolen), but they are NOT your

stay calm and don’t let them turn it

friends. They’re criminals, and you

into a ﬁght

3.75

3.9

This track gets rather rutted further along

6.15

Turn right on to what feels like a main road as you come to the junction but is just a Cat A track

14 6.75

The ruts get deeper as you drop down towards the bottom of the field, then there’s likely to be a flood as you roll up to a gate. Fortunately it’s a pusher, so you can drive right up to it

34 15

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Issue 97: Feb 2022 SJ 032 136

6.95

Products

Fork left between the old wooden gate posts

Buyers

Caution – this is the kind of track that could lure you in to going too fast, but all of a sudden there’s a huge drop-off to the right

1.05

1.25

Caution – this is a main road, even if it doesn’t look like one

ZERO TRIP

Fork left on to a slightly smaller track. There’s a slight step up the bank as you turn

1.3

7.85

Workshop

9.45

7.6

Adventure

8.35

7.2

Vehicles

The track drops into a steep, bumpy descent between ferns which at some times of the year will be taller than your vehicle

8.2

16 17

News

0.5

1.5

The track becomes sloppy and rutted for a short spell, including one sharp step up in front of your nearside wheels which will require a bit of momentum. It looks pretty nasty as you approach, but we did it on 265/75R16 BFG Muds at 30psi with no axle lockers, so there’s no need to go nuts

Caution through the farmyard and on to the road

Free Car Park

7.9

20 8.0

There are toilets on the right at this junction

0.6

This is a big, wide ford, and the river is fast-moving. It’s not normally deep, but if the water level is up you shouldn’t attempt it. There’s a tight left-hander as you climb out at the far side, and a steep step up – use whatever lockers you have so as to minimise wheelspin

26 0.8

1.85

If you look carefully, you’ll find a bit of blue twine hiding in the bank, with a hook on the end of it for holding the gate open!

32 2.15

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8.7

2.35

There are several Cat A tracks branching off this road, all of which look lovely but none of which are rights of way

SJ 075 153

5.45

There’s a fuel station and shop at this junction

The track on the left at this junction is so well surfaced it looks like a road at first

5.05

44 1.6

Caution - this is a major road

5.3

Cownwy

SJ 044 200

This is just after a small bridge with stone parapets

51 7.7

Follow ahead past the sheep pens on the right

The climb gets pretty steep at this point

3.15

7.6

Caution – this turning is very tight, and blind to start with.You’ll need at least one shunt

45 2.0

50 5.6

Pen-y-Bont Fawr

ZERO TRIP

0.6

3.9

3.65

4.0

9.7

2.85

The track becomes semi-surfaced in patches

9.3

2.65

7.75

7.85

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Issue 97: Feb 2022

8.2

1.6

10.1

The surface gets a bit cut up at the bottom of the hill, and it’s poor;y drained so you’re likely to be splashing through standing water

You might find a pile of branches and so on dumped on the track as you approach this junction

1.7

8.7

Products

Turn right then immediately left again for Llanfihangel-yng-Ngwynfa and Dolanog

62 63

SJ 079 167

0.55

2.3

Adventure

Workshop

Buyers

There’s a sharp hump just before the junction

3.05

67 4.85

1.8

ZERO TRIP

Vehicles

4.6

SJ 102 175

Just after Cefn Llwyni on the right, the road swings hard left down the hill; the junction is just after that

Caution – the turning is very shallow, with poor visibility in either direction, and this is a fast road

4.85

Village Centre

In the village, stay to the right of the war memorial then through the gate with a sign on it reading Penisarllan

64 2.35

0.6

The track is quite deceptive – it feels easy, but you’re soon into a steep climb that seems to go on forever

70 5.05

Ll`anfyllin Y Trallwng Welshpool

59 1.2

Turn left just ahead of a gate that looks like it might be protecting a secret nuclear installation or something like that

65 2.7

At the top of the climb, the going gets quite rutted

1 4

This is in Llanfyllin

5.7

Bwlchyddar

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72 5.9

SJ 143 196

Don’t go too early – it’s not Maes Myllin on the right, but just a bit further on round the corner, and yes you really do drive straight into a river bed!

Bear left on the track when you reach the wooden gate

6.25

75 6.45

76 6.65

This turning is very tight back over your shoulder, with a sharp climb up on to the road which is likely to need at least one shunt

SJ 151 196

Where the road heads towards the farm buildings, bear right through the rusty old gate and up a green road with a line of trees immediately to your right

Bear left where the track splits around the trees. It doesn’t look like it’s going to be anything, but it soon becomes clear – though it could be slippery, and there’s a big drop-off to the left

Join the concrete farm road

6.8

78 7.2

79 7.9

80 8.1

Fork left down the hill

Follow the track through the gates, ignoring the one straight ahead towards the old building

After the second gate, the track starts dropping steeply and getting uneven

SJ 169 206

This is very tight back over your shoulder – it’ll need at least one shunt

With a gate in front of you, turn right up a track (wrongly) signposted with a blue horse rider sign

8.65

85 8.7

It’s a big track on the right, but stay on the road

87 9.3

8.6

86 8.95

8.55

8.6

6.0

88 10.0

There are quite deep ruts as you approach the junction, but they’re gently shaped rather than sharpsided and you’re going steeply downhill, so you should be fine

89 10.1

90 10.4

Arrive at the Plas yn Dinas pub in Llanfechain for the end of the route

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Issue 97: Feb 2022

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Vehicles

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Workshop

Buyers

The Landy Buyer

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

Three Magic Letters

ow do you turn a slightly ho-hum old 90 or 110 into a highly wantable classic? It’s simple, you just add need to the three magic letters: T… D… I… The pre-Defender Land Rover was a ﬁne thing. But it was when the new en-

gine came along in 1990 that the vehicle was transformed. So much so that it can be almost quite hard to ﬁnd an earlier one that hasn’t had one of these engines retro-ﬁtted during its life. The Tdi is not entirely dissimilar to the earlier Diesel Turbo unit, but has a more

Series I (1948-1958)

The Series I, particularly in its 80 guise, is the most sought-after of

all Land Rovers. Its engineering and design give it real charisma, but parts aren’t readily available. Restoration projects require deep pockets, but see it through and the result will be worth mega bucks. Gone are the days where you could use a Series I as an actual Land Rover. Because with restored examples changing hands

Series III (1971-1985)

The Series III wasn’t too dissimilar to the Series IIA in mechanical

terms, keeping the same 2.25-litre engines throughout the length of its production run. In 1980, the engines switched to a more durable ﬁve-bearing crank rather than the old threebearing setup. The transmission also received syncromesh on all forward gears to make it easier to live with.

Lightweight (1968-1984)

These military vehicles can easily be distinguished from regular

Land Rovers. To mimic the civvy Series machines, the Series III model built from 1972 onwards, also had its headlights switched out to the wings. Lightweights add an extra dimension to owning a Land Rover. Their military history and details mean you get a truck with more stories to tell – and that stands

90/110 (1983-1990)

This is Land Rover at its best: a no nonsense workhorse that can

also take you just about anywhere in the world. Early 90s and 110s are starting to be a real collector’s item. But you’ll likely be searching far and wide for a pristine example. These Land Rovers had coilsprung suspension, new engines and a world-beating level of rugged off-road capability.

modern head, direct injection and better turbocharging, the latter associated with intercooling. Mainly, though, these days it’s renowned for its ability to go round and round the clock if you keen on top of the maintenance. It’s a pretty simple unit, too, Later versions of the 300 Tdi had started to gain electronics, but the earlier 200 Tdi can be ﬁxed with a stick and a piece of rock. Add to this its willing performance and

£5000-£75,000 for millionaire money, preservation is the aim of the game. The earlier the vehicle, the more it will be worth. The sky’s the limit – but can you really put a price on such an icon? Pros: Heritage, charm, a true classic, the original Land Rover Cons: Availability of parts, price tag on early 80s

£2500-£30,000 They still carry the simplicity of earlier Land Rovers, but can be obtained for a fraction of the price... for now. Pros: Most affordable way into Series ownership. Still has the Series pedigree. Parts still widely available Cons: Not yetas desirable as the earlier Series models

£3500-£22,000 out from the crowd. They’re a rare breed, though – so if you ﬁnd one, it could be worth keeping hold of. Pros: Not like all the other Land Rovers out there. Military background. Lovely 2.25 petrol Cons: A ’ ’ E over regular models means they command a price premium

£2500-£19,000 A very early 2.25 petrol 90 is a rare thing, and a beautiful one too. But perhaps try for a 2.5 natasp diesel they’re robust and as simple as they come. Pros: E E U potential for mods and restos Cons: Puny engines (V8 apart) Not many left in good condition

Insure a Defender 110 Tdi with Adrian Flux from £275 tunability, and you can certainly see why these Defenders are so sought after.

• Based on a 1992 110 CSW 200Tdi with no mods.Valued at £20,000, limited to 10,000 miles a year. 50 year old driver, fully comp, excess of £300

Series II/IIA (1958-1971)

£2500-£40,000

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

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

Series IIA/IIB FC (1962-1971)

£2500-£15,000

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

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

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

101 (1972-1978)

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

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

127 (1985-1990)

The 127 was built on a special production line in Solihull which

having heavy-duty ENV axles, but engine-wise they had the familiar 2.25 petrol and diesel lumps. So, don’t expect performance – but do expect to be given an ‘interesting’ time in the workshop… Pros: A Land Rover like no ’ Cons: E

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

£7500-£25,000 took 110 chassis and stretched them. It was designed for military and commercial users and came as a high-capacity double-cab. These days, it’s very rare to ﬁnd a 127 that hasn’t been hammered, restored and or converted, or all three. People looking for a work truck tend to go for a later 130, so the 127 is more of an enthusiast’s

motor. It’s popular for homebrewed overland conversions, too. Almost all 127s have had an engine conversion by now, too. Lots to be wary of, then – but it’s a hell of a lot for your money. Pros: E limitless potential and character Cons: U S had a colourful life

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Defender 200 Tdi (1990-1994) £4000-£29,000 Defender 130 (1990-2016)

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

decades if it’s looked after. Find one that’s had all its oil changes (a tall order) and it’ll go round (and round) the clock. The good thing about the earlier 200Tdi is that it’s simpler than the later 300. What you gain here you lose in reﬁnement, but this is seen by many experts as the best Defender of them all.

Defender 300 Tdi (1994-1998)

The 300 Tdi engine is very different to the 200 unit it replaced, though

the two are related. It’s much more reﬁned and smoother to drive, though there are more electronics involved so later versions in particular are less of a DIY ﬁx. The arrival of the 300 Tdi also brought with it the R380 gearbox. This used to have a terrible reputation for relability, but most have been put right by now and they’ve

Defender TDCi (2007-2016)

The last Defenders gained modern 2.4 and 2.2 TDCi engines and

smooth six-speed gearboxes, They still had phenomenal off-road ability and were even okay to sit in. Famously, this was the Defender that actually had a dashboard Many people dislike the TDCi, especially the earlier 2.4, but they still change hands for huge money – especially when the likes of Kahn or Twisted have been

The LT77 gearbox in the 200 Tdi is more truck-like than the later R380, and these vehicles didn’t come with bling. Just be sure it’s an original Tdi you’re getting, not an old Discovery conversion. Pros: The perfect combination of tradition and modernity Cons: Lots of horrible and/or deceptive ones around

£4500-£30,000

When Land Rover introduced the Defender name, it was actually the

Defender Td5 (1998-2007)

£9500-£195,000

Defender (2020-on)

When it comes to 4x4 insurance, Adrian Flux have got it covered. Our 4x4 insurance policy benefits can include: Limited mileage discounts Modifications Off-road & green lane cover + Plus much more

Call our UK team today 0800 085 5000

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If the subject of the new Defender comes up in enthusiast circles, try

As a result, you’ll ﬁnd many more original(ish) 130s than 127s. Some are even still in service with the utility companies they were built for. If you want a Defender for overlanding, look no further. Pros: A proper truck with huge capabilities in every area Cons: I ’ ’ actually need that much size

£6000-£30,000

a strong performer. It does lend itself to being tuned though, so watch out for abused ones and knackered examples that have been pushed beyond the limit. As with all Defenders, you’ll need a rear crossmember sooner or later – or even a new chassis. Despite having more electronics than the Tdi, a Td5 Defender can

The Td5 engine is arguably Land Rover’s most reliable unit and it’s

involed. You will always pay a premium for a Puma, and a Tdi or Td5 may turn out to be a better purchase. Even then, though, look after it and you may well never see depreciation. Pros: E forts, off-road prowess Cons: Price, electronics, TDCi engine is unloved

£12,500-£30,000

130 that changed the most. That’s because unlike the old 127, it was built on a proper chassis of its own rather than a stretched 110 frame. The advent of the Tdi engine was the making of the 130, too. At last, Land Rover could make them pull properly without returning single-ﬁgure fuel economy by using a hard-worked V8.

become sought after for their light clutch and better shift action. It was during the Tdi era that Defenders started getting things like alloys, too. You might even ﬁnd one that’s not been off-road… Pros: Strength and simplicity. D Cons: Sure to be very different to when it left the factory

still be a DIY machine. Parts are in plentiful supply, as is specialist knowledge – and it’s one of the best Land Rovers ever. Pros: Off-road capability, power, overall reliability. Very well Cons: Rear chassis, premium prices, monstrous road tax on later vehicles

£45,000-£105,000

to steer it away on to something safer. Like Brexit, for example. Much as it may infuriate purists, however, the Defender is actually a very wonderful thing. It’s kind of like an old one, only with space, comfort and equipment. The big difference is that you can’t work on it yourself. This goes for maintenance and, crucially,

making modiﬁcations – a market Land Rover wants to take back and have for itself. It won’t hold its value the way an original-shaper does, either. Be in no doubt, though – this is a superb vehicle. Pros: Comfort, capability, Cons: Not cheap to buy. Lacks ’

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Freelander 1 (1997-2006)

The Freelander 1 is a cheap gateway into Land Rover ownership.

It’s also a notable classic in its own way, as it heralded the start of the company’s modern era. It has its issues, though. The viscous coupling is expensive to replace and can be upset simply by running mismatched tyres. The 1.8 petrol used to be notorious for head gasket failures. Today’s replacements are much

£400-£5500 more robust, but a late diesel is your best bet. Even these can go calamitously wrong, though. This was a more complex car than it needed to be, and buying one for sweeties now doesn’t change that. Pros: Cheap to buy, no big rust issues, surprisingly able off-road Cons: All sorts of things can go wrong, some very expensively

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Freelander 2 (2006-2015)

The Freelander 2 was a massive improvement on the model

Buyers

£2000-£19,500

it replaced. It’s a reﬁned and affordable SUV with a strong engine, good equipment and a decent level of practicality. It’s become one of the most reliable Land Rovers out there, too. But do be aware of the rear diff and aldex unit for costly outlays. The 2.2-litre diesel engine is a strong performer, though for a

bargain search out one with the unpopular 3.2 petrol unit. Either way, it’s a ﬁne SUV to drive. Prices have fallen since the production ended, too – £10,000 now gets you one worth having. Pros: R economy of diesel engine Cons: Transmissions can wear quickly if used for towing

Range Rover Classic (1970-96) £5000-£85,000 Range Rover P38A (1994-2002) £1500-£25,000

The original Rangey is a classic you can use everyday – and there

are people who do just that, preferring to invest new-car money in a restoration than spending it on a current model. It’s a smart policy, too. An early two-door can cost mega money, but any Classic will appreciate in value if kept in good condition – and sought-after rarities like the CS and LSE can be a gold mine.

Range Rover L322 (2002-12)

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

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

RR Sport Mk1 (2005-2013)

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

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

RR Evoque Mk1 (2011-19)

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

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

An awful lot of Rangeys have been neglected and or abused, and you can still buy they cheap. But if you’ve got the skills, and access to parts, restoring one would be the ultimate hobby that pays. Pros: Most usable classic Land Rover, V8 power, ride quality Cons: Rust, availability of parts for early models

£2250-£28,000

A Mk2 Rangey in good working order is still a sensational car to

own, even today. The problem is that they’re very complex and very, very good at going wrong. Air suspension failure is the norm. ead gaskets can let go. Electronics are laughably ﬂaky. And parts can cost the earth – as will the labour bills. Perhaps worst of all, nowadays it’s very hard to ﬁnd one you can be sure hasn’t

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

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

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

£32500-£25,000

RR Sport Mk2 (2013-on)

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

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

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

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

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

RR Evoque Mk2 (2019-on)

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

The Velar a competent cruiser and has received numerous accolades

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

The original Discovery was based on the Range Rover of the time,

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

£22,500-£190,000

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

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

spent at least part of its life being worked on by idiots Still, you’ll get a classy motor with proper off-road and towing skills. It’s becoming a classic, too, and prices are still tiny considering everything you get. Pros: Luxury, price, a Land R ’ Cons: E

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

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

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

£1000-£18,000 and when you do they tend to be priced with a lot of optimism. Very early ones in tip-top condition are full-on classics, too. For a sound one to own, we’d look for a tidy 300Tdi. Pros: Price, practicality, parts E Cons: T ’ been doused in sea water

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Discovery 2 (1998-2004)

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

£1100-£9000

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

Discovery 5 (2017-on)

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

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

£25,600-£80,000

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

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

Discovery 3/4 (2004-2017)

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

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

Discovery Sport (2015-19)

The Discovery Sport packs seven seats into a Freelander-sized

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

Discovery Sport (2019-on) The Disco Sport is a premium medium-sized SUV. It’s available with seven seats and, by the standards of the competition, models with four-wheel drive offer a decent level of off-road ability. It’s a massively popular choice

The essential annual for Land Rover owners and enthusiasts The essential annual for Land Rover owners and enthusiasts

22 022 021

YEARBOOK 10

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

£15,000-£35,000 might shudder at the price if you’re buying new, though – but on the used market, there are some tidy looking deals to be had, even on high-spec examples. Pros: More practical than an E S seats. Capable enough off-road Cons: Back seats only for small mammals. Price of top models

for the school run – and, with the arrival of a plug-in hybrid early last year, as a company car. Quality has taken a step up from the ﬁrst model, with far better chassis dynamics and overall reﬁnement. There’s a range of

excellent drivetrains on offer, and the interior is a quantum leap ahead from the old model – it now feels ﬁt to be called a Discovery, whereas the previous version was more of a Freelander. The Sport has grown into a convincing pre-

mium vehicle, and the range offers enough choices to suit anybody with the means to buy one. Pros: Classy and practical cabin, all-round good to drive Cons: You can get a Defender for the price of some models

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The second-generation Discovery Sport arrived only four years after the ﬁrst. That’s because once again, it’s related to the Evoque, which was launched several years earlier and was therefore ready for a full new model in 2019.

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CLASSIC

USED LAND ROVERS FOR SALE • • • • •

Series I Series II/IIA Series III Stage 1 V8 Series IIA/IIB Forward Control • Lightweight • 101 Forward Control

Series IIA 2.25 diesel soft-top (1971). 96,400 miles. Galv chassis. Restored by previous owner. Some perishing on canvas roof. Runs well, very reliable, room for further tidying. MOT Nov. £8750. Stockport. 07973 203060 02/22/007

Series II 88” (1958). Totally original rust- ree arn ﬁnd rom Australia. Perfect chassis and bulkhead, original engine, no parts missing. V certiﬁcate. Ver eas restoration project. £5500. Welshpool. 07929 222241 12/21/013

Series I 86” 2.0 diesel (1956). 92,000 miles. Originally 2.0 petrol. Fully rewired. New pistons and liners, NOS fuel pump, injectors stripped and pressure tested. Runs and drives well. £15,000. Sleaford. 07899 903233 02/22/006

Series I 88” 2.25 petrol (1957). 80,569 miles. Series IIA engine and gearbox (both overhauled). Also IIA back axle. Good bulkhead, new rear crossmember, many new parts. £12,895. Gloucestershire. 07388 660396 13/21/014

Series III 109” diesel (1980). 2.25 diesel hard-top with windows. On SORN and sold as a project – starts, drives and stops but just need ﬁnishing. £3400. Bringsty, Worcestershire. 07518 611179. 01/22/002

Series IIA Lightweight (1970). 40,800 miles. Ex-RAF. 2.5 TD (19J) engine. Solid Waxoyled chassis, parabolics, FWH, Fairey overdrive, new fuel tank, brake cylinders and more. MOT Sept. £10,950. Cheshire. 07939 538498 01/22/004

Series III 109” Safari (1979). 16,000 miles. 2.25-litre with 4-speed and overdrive. Lots of history, been round Africa. Chassis and doors in bad shape, engine turns over. £3400. Cranbrook. 07494 784944 01/22/005

Series III 109” HCPU (1982). 200 Tdi. Solid chassis, ok bulkhead, mechanically excellent. New clutch, exhaust, door tops, fuel tank, fuse box, props, water pump (all Genuine). £15,250. Andover. 07973 183610 01/22/006

Series III 88” 3.5 V8 (1984). Manual. Overdrive, FWH, electronic ignition. New rear crossmember and Exmoor hood. Solid chassis and bulkhead, just been fully serviced. MOT March. £8500. Wirral. 07825 371530 13/21/013

Series III 88” 2.25 Diesel HT (1984). 32,260 miles. Orig chassis, engine and bulkhead. Period overdrive, FWH, seats, radio (!) Professionally rustproofed. MOT Dec 21. £12,500. Lanarkshire. 07415 036706 01/22/007

Series III 2.25 Petrol (1981). 76,000 miles. Ex-Telecom. Original, unmolested. Engine and boxes work well. Major rebuild 18 months ago inc chassis and bulkhead. MOT Apr. £9850. Carmarthen. 07852 595765 01/22/015

Series III 88” 2.25 Petrol HT (1984). Overdrive, FWH. Lots of welding to chassis and bulkhead. New brakes/cylinders and clutch cylinder, bump stops, grille and bumper. MOT Aug. £7500. Newark. 07715 480354 01/22/018

Series I 107” V8 Station Wagon (1958). Rebuilt 3.5 V8, recon SI box and transfer case. New brakes, HT system. Overdrive, FWH. Very good bodywork, interior almost as new. Used daily. £29,500. Retford. 07766 912213 01/22/019

Defender 110 Soft-Top. Ex-MOD with Penman trailer. Discovery 300 Tdi / R380. Excellent chassis, bulkhead and doors. Civvy seats. New hood. Trailer in excellent condition. £13,995. Chippenham. 07785 350304 01/22/034

90 (1988). 205,000 miles. Galv chassis and bulkhead. Disco 200 Tdi (new cambelt), R380 box, Ashcroft halfshafts. Rewired, +2” erraﬁrma li t arn winch leather. MOT Oct. £19,995. Winchester. 07860 718771 01/22/024

Defender 90 Hard-Top 2.2 TDCi (2015). 48,000 miles. Professionally undersealed. Soundproofed. Heated leather seats, quilted nappa leather, panelled rear. FSH. MOT Oct. £37,000. Romford. 07990 508888 01/22/027

Defender 110 HCPU (1988). Nut and bolt restoration on original chassis and bulkhead. 300 Tdi, LT77. Enormous list of new parts. LED lights, heated seats, Apple CarPlay. Year’s MOT. £17,995. Exeter. 01626 852817 01/22/035

Defender 90 2.4 TDCi Hard-Top (2009). 75,600 miles. CD, heated leather seats. Superb unmolested truc . ema i ercross air ﬁlter. X-Tech alloys, brake upgrade. FSH. MOT Mar. £26,995. Newbury. 07702 210208 01/22/021

Defender 130 300 Tdi DC Tipper (2002). 129,000 miles. Ex-military. Good chassis and bulkhead, straight body, good tyres. Engine runs well, tipper works perfectly. Some history. MOT Aug. £16,995. Epping. 07939 095545 01/22/025

Defender 90 300 Tdi (1995). 93,000 miles. Heritage Recreation. Restored from scratch on galv chassis. New interior with leather seats. No expense spared rebuild. ome histor . £26,995. Epping. 07939 095545 01/22/026

Defender 90 300 Tdi (1990). Bare metal restoration done to the highest standard. New shocks, exhaust, canopy, seats, tyres. Fully rustproofed throughout. Lots of paperwork. Long MOT. £19,500. Chorley. 07811 131586 02/22/018

DEFENDER

Series III 88” Hard-top Diesel (1983). 109,588. Good chassis and bulkhead, excellent all round. Good engine and box. Recently repainted. Drives very well. Large histor ﬁle. ug. £7500. Bristol. 07890 948758 02/22/010

• Pre-Defender 90, 110, 127 • Defender 90 • Defender 110 • Defender 130 • New Defender • Defender-style hybrids

List your Landy for FREE! Email one picture and details to alan.kidd@assignment-media.co.uk Include your postcode if you would like your listing to go on our online classiﬁeds (postcode for internal use only) *Free offer applies to private sellers only

Defender 90 200 Tdi (1993). 126,900 miles. 300 Tdi disc-brake rear axle. 2” lift, cranked radius arms, diff guards, snorkel, steering guard. LEDs, MPX grille. Long MOT. £9500. Buxton 07960 925523 01/22/042

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Issue 97: Feb 2022

Disco 1 wearing its off-road build with pride 90 2.5 Station Wagon (1988). Only 38,050 miles! 2.5 n/a diesel. -seater. es ra ed ril . Matching coloured wheels with amazing tyres. HPI clear. Will come with year’s MOT. £15,000. Crawley. 07495 225294 02/22/013

Defender 110 2.4 TDCi Utility (2011). 101,000 miles. Winch on HD galv bumper, HD wheels, BFG M/Ts. Roller shutter side lockers. Rear camera, 240v inverter. MOT Nov. £15,995 + VAT. Heathfield. 07951 438793 02/22/012

Defender 90 300 Tdi (1996). 103,000 miles. New chassis, susp and rear halfshafts 3 years ago. Genuine replacement engine at 80,000 miles. New rear door in 2020. £9000. Llanymynech. 07583 612422 02/22/017

Defender 90 Td5 (2000). 147,000 miles. Nearly new roof tent. Rebuilt engine, performance brakes. New suspension, props, steering, rebuilt rear axle. Waxoyled. Sound deadening. £14,500. Beaconsfield 07753 686939 02/22/016

Defender 90 XS Station Wagon (2011). 39,500 miles. Immaculate. Air-con, heated screens, heated seats, half-leather. Genuine Sawtooth alloys, chequer plate and LR rubber mats. FSH. £39,900. Bristol. 07795 430611 01/22/033

Defender 90 Td5 Soft-Top (2000). 131,000 miles. Heritage style. Just rebuilt. Galv chassis, new suspension and clutch, bulkhead removal bar, Optimill hinges, Exmoor seats, DAB, Moto Lita wheel. £30,995. Welwyn. 07834 451917 02/22/015

Defender 90 TD5 (1999). 200,000 miles. Solid chassis. Side steps, 4 new tyres, new steering wheel and clutch spring. Only selling due to expanded London ULEZ zone. MOT Oct. £10,995. Swanley. 07809 277424 01/22/028

Defender 90 300 Tdi Pick-up (1995). Full resto on galv chassis. New brakes, suspension, bushes, PAS, clutch, timing belt, alternator, doors, tailgate, interior and more. £24,995. Ballyclare. 07843 800388 01/22/032

Comp safari 90 4.6 V8 (1986). 135,000 miles. Edelbrock 4-barrel carb and manifold, electronic ignition er good wiring. erraﬁrma sus ension ull cage ﬁddle ra es. MOT Nov 22. £4750. Harrogate. 07909 568945 01/22/022

Defender 90 300 Tdi Station Wagon (1997). 52,887 miles. Heated seats. Recent clutch, cambelt, rear crossmember, steering, suspension. Fantasic interior History. MOT Oct. £16,999. Winchester. 07766 690165 01/22/023

Defender 90 TD5 HT (2003). Only 12,119 miles! Always garaged. Unmarked interior. Full Dinitrol treatment. Looks and drives like new. Recent BFG All-Terrains. FSH. MOT Oct. £32,500. Lampeter. 07851 428522 01/22/041

Defender 90 TD5 County (2005). 63,354 miles. Chassis and bulkhead immaculate (never welded). Genuine A-bar, spotlights, snorkel. Recent tyres. Recent service. FSH. MOT June. £22,500. Totnes. 01803 712801 01/22/020

OFF - ROAD BUILDS were the fate of many a Discovery 1. The number of these now-rare classics that were battered to death at playdays around the country doesn’t bear thinking about. Most Discos were turned into toys because it was a lot cheaper than doing it to a Defender, and the result was that they were never treated with the same respect as a 90 or 110. But every so often, someone would do it properly – and then, rather than being a one-way ticket to the breaker’s yard, an off-road build could become the making of the vehicle. The 300 Tdi ES you’re looking at here shows many signs of being a good example. When a seller says ‘VIRTUALLY RUST FREE – ALL WELDING DONE,’ for example, you know he knows what you know. And you know he’s telling you that he’s done something about it. At the same time this is no mildly modded sometime plaything. ‘My awesome Discovery has been modified to be the ultimate off-roader!’ is the seller’s fairly unequivocal claim for the vehicle – and a glance at its spec list, or indeed the photos, will confirm that he’s taken it a lot further than most. Those are 35x12.50R15 tyres, for starters. That’s big on a Defender, let alone a Disco. To make room for them, it’s on +3” springs and +2” body mounts, the former twinned with 4-stage adjustable front and 8-stage adjustable rear shocks. When most Disco builder are content with a 2” lift and 265/75R16s, that’s bi-i-i-i-ig. The suspension also features cranked trailing links and dislocation cones. The whole lot has just been fitted with polyurethane bushes, according to the vehicle’s owner, and it’s unlikely to come as a huge surprise to you to learn that the standard props have made way for wide-angle jobs. There’s an extended A-frame ball joint at the back and an adjustable panhard rod up front, along with heavy-duty steering rods and a Terrafirma RTC damper. Just in case all this heavy-dutiness isn’t

enough, there’s a half-inch steering guard running down from a Terrafirma winch bumper. This is home to a new winch, too. And that’s not the only new thing on the vehicle – you can add an alternator, PAS box and front calipers to the list. Most importantly of all, the Disco is running a cucaracha air horn. Did you know that cucaracha means cockroach? You do now. It also has a four-bolt rear diff, which like the one up front is protected by heavy-duty steel guards. Interestingly, there’s no snorkel fitted but the gearbox and both diffs are kept free from water by raised breather pipes. Something else that’s interesting (and, if you know your old Discos, borderline incredible) is that the air-conditioning still works. It’s an ES model, so it came out of the factory with all the toys, and it still has its leather seats in place so it’s still a much nicer thing than it might look to ride around in. If you want to make it a great deal less nice on the road, it comes with an inventory of spare parts including a set of 35x10.50R15 Insa Turbo Special Tracks. These are brutally effective at digging down off-road and deafening you on tarmac. That inventory of spares also includes the 16” alloys the Discovery originally came with, as well as a Boost Pin for warming up the engine and a set of rock sliders to finish off the sills. Plenty of opportunity to make a good thing even better, then. With 112,000 miles on it, the Disco is not a spring chicken – though with the right maintenance, for a Tdi that’s barely run-in. At £4800, it certainly is a lot of truck for your money. It’s located in Poole, Dorset, and you’ll happen upon it a couple of page-turns on from here.

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

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

90 (1986). 165,000 miles. All matching numbers including axles. New footwells, rear crossmember, Exmoor hood, door tops. Recent full repaint. Recently put back on the road. MOT Nov. £12,495. Yeovil. 07743 343593 02/22/019

Defender 110 300 Tdi (1984). 480,000kms. LHD. Solid bulkhead, good interior, new shocks, springs, brakes, exhaust etc. Engine and o ro essionall ﬁtted. e ender axles. New MOT. £12,950. Axminster. 07968 206309 13/21/011

Defender 90 TD5 Hard-Top (2005). 133,000 miles. Excellent condition. Extras including snorkel, roof rack and spots. Long list of work done, many new parts. MOT Nov. £19,500. West Sussex 07906 903704 01/22/029

Defender 110 Wolf 300 Tdi (1988). 78,200 miles. Remus upgrade. All as original from MOD. 24-volt. Undersealed. Anti-vibration acoustic matting. Good tyres. MOT Nov. £14,250. Barnet. 07702 887413 01/22/030

Defender 110 2.2 TDCi DC (2012). 104,000 miles. Air-con, leather, heated seats, electric windows, Boost alloys, fully carpeted. Side steps, factory snorkel, upgraded lights. Waxoyled. FSH. £28,500. Usk. 07377 068654 01/22/039

Defender 90 200 Tdi CSW (1992). 188,000 miles. Solid chassis and bulkhead. Rear discs. Alloys. Drives faultlessly. Some war wounds and corrosion to door bottoms. MOT Nov. £8295. Lichfield. 07454 771999 01/22/036

Defender 110 TD5 (2000). 113,000 miles. Superb. Sweet engine, clutch and box. Solid, undersealed chassis. £3000 updates plus recent Samurai HD winch. MOT Nov 22. £15,990. Blackburn. 01282 270082 01/22/037

Defender 110 2.2 TDCi Utility (2012). 107,000 miles. Air-con, CD, 18” alloys. Optimill handles, LEDs, security bonnet hinges, NAS step. Interior excellent, body pristine, drives perfectly. £30,000. Doncaster. 07961 338457 01/22/038

Defender 110 TD5 Station Wagon (2006). 125,000 miles. Heavy-duty suspension, snorkel, LED lights. Alloys. Leather. Cubby o . ecent clutch and wheel. MOT Nov. £18,995. Bedlington. 01670 208158 01/22/031

Defender 110 (2015). 81,300 miles. Heritage Adventurer model. Stage 1 remap, 18” Bowler alloys, premium black leather. ARB roof rack and awning with walls. Undersealed. FSH. £55,000. Poole. 07583 435030 13/21/012

Discovery 4.0 V8i ES (1999). 72,000 miles. Alloys, air-con, cruise, CD, heated leather seats. Nice interior, excellent body, good wheels, drives well but engine smokes. MOT Dec 21. £2795. Ilford. 07939 661720 01/22/012

Discovery 2 V8 manual (1998). 116,000 miles. LPG converted. Some welding done. Air-con works. Straight-through exhaust. Sagging headliner. RR alloys and brand new tyres. MOT Nov. £6250. King’s Lynn. 07807 713783 02/22/008

Discovery 4 3.0 SDV6. 8-speed box. Cruise, climate, heated seats, parking sensors. Sat-nav, video, DAB. Full unmarked leather interior. Nearly new tyres. Smooth and capable. FSH. £13,995. Norwich. 07564 301122 02/22/009

Defender 90 Td5 CSW (2005). 181,000 miles. Twisted remap. Corbeaus, LEDs, Trek Overland roof rack. Leather. BFGs. Stunning, reliable, drives like a dream. FSH. MOT Jan 22. £16,500. Newcastle. 07710 259950 01/22/040

DISCOVERY

Servicing, Repairs, Diagnostics,

• Discovery 1 (200/300 Tdi) • Discovery 2 (TD5) • Discovery 3 • Discovery 4 • Discovery 5 • Discovery Commercial • Discovery conversions

Rebuilt Series III with patina intact

YOU MIGHT WELL CONSIDER this 88” Series III 2.25 petrol to be the best of both worlds. Dating from 1981 and showing 76,000 miles, it combines rock-solid underpinnings with great patina – making it a perfect usable everyday classic. It’s got a bit of history, too. Its owner believes it to have been owned by British Telecom, back in the days when British Telecom was a thing, and it’s still in its original yellow paintwork. The bulkhead and front wings have recently been resprayed in a bodyshop – no bushes or rollers here, thank you. Also original are the vehicle’s number plates. These bear Land Rover’s own motto rather than a dealer’s – meaning it was supplied direct from Special Vehicles.

Since then, it has done its tour of working duty before falling into private hands – with its current owner having had it for more than 20 years. In early 2020, he decided it was time for a major rebuild which saw it gain new front and rear quarter-chassis sections and outriggers as well as a bulkhead with new ribbed footwells, pillars and legs both sides. These jobs were both done professionally, as was the respray. ‘I rebuilt this with the intention of keeping it another 20 years and everything fitted was of the best quality available,’ comments its owner. This includes parabolic springs with Monroe gas shocks and Genuine poly bushes, OEM brake cylinders from TRW and Mintex shoes all round, an AC Delco lift pump and a complete Lucas distributor. The clutch was completely refurbished, too, again using TRW parts. Elsewhere, on went a stainless steel fuel tank, brand new wheels and tyres, Lemforder track rod ends and a Genuine exhaust manifold. The seats and door cards were already only a few years old, so they stayed, but now the Land Rover was pretty much ready for anything. Including being put up for sale, evidently. Taking a look involves getting to Carmarthen, which is a bit of a trek for most of it, but if you’re after a nice leafer you’re likely to find the trip to have been well worth it. At £9850, it’s a lot better value than some of the restored Landies you see out there – and we reckon it’s got a lot more character, too.

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Issue 97: Feb 2022

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STOCKIST DIRECTORY

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News

Issue 97: Feb 2022

Discovery 300 Tdi (1996). 112,000 miles. +3” springs, +2” body lift, 35” Kumhos, adjustable shocks etc. All welding done. Air-con works! Full leather. Lots of new parts and spares. MOT Mar. £4800. Poole. 07501 792343 02/22/002

Products

Discovery 2 2.5 Td5 Landmark (2004). Manual. 7-seater. 161,800 miles. Climate, leather, alloys, twin sunroofs, heated screen. 6-disc CD changer. Immaculate condition inside and out. MOT Sep. £6500. Bristol. 07890 948758 02/22/011

Vehicles

Discovery 300 Tdi ES Auto (1994). 196,000 miles. +4” suspension, 2” body lift, 22” Toyos, HD bumpers, rock sliders, on-board air, 13,000lb winch, 4-pin rear diff. Full engine rebuild in 2019. £4650. Braintree. 07908 636899 13/21/006

RANGE ROVER

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

• Range Rover Classic • Range Rover Mk2 (P38) • Range Rover Mk3 (L322) • Range Rover Mk4 (L405) • Range Rover Sport • Range Rover conversions • Range Rover off-roaders

Adventure

Workshop

Buyers

Discovery 3 2.7 TDV6 Commercial (2008). 123,000 miles. Climate, cruise, leather, snorkel, Allisport intercooler. New (not recon) turbo and box, prop, brakes, suspension compressor. MOT Mar. £8500. Daventry. 07989 162886 13/21/002

Discovery Tdi 50th Anniversary (1998). 140,000 miles. Manual. Leather, air-con, tow-bar, over-mats. Undersealed. New tyres plus spare. Extensive service history, new MOT. Inspection welcome. £4995. Bitton. 07423 697173 13/21/007

Range Rover 3.9 EFi Vogue SE Auto (1992). 94,000 miles. All welding done professionally. Many new parts inc HT system, starter motor, brakes, lights, head lining. Fresh MOT. £8750. Broadstairs. 07870 272834 01/22/010

Range Rover (1973). 77,000 miles. u ﬁ B arn ﬁnd. actor overdrive, vinyl roof, PTO and capstan winch. Dry stored since 2013. Running well and Waxoyled when laid up. £13,000. Llandrindod Wells. 07802 479601 02/22/001

Discovery 300 Tdi 3dr (1996). 186,000 miles. 7-seater. Needs usual welding. Very good body, hardly a dent. Starts, drives and runs well but smokes a bit. Lots of history. No MOT. £2495. Nuneaton. 07837 012397 01/22/001

Discovery 2 TD5 Pursuit (2004). 166,000 miles. Solid chassis, great interior, fantastic body, drives really well. Recent clutch, brakes, tyres. Once owned by Queen’s chauffeur. MOT Jan. £3995. Cheshunt. 07954 697325 13/21/001

Range Rover 3.9 auto (1988). 116,000 miles. +2” springs, Insas, rear LSD, LED bar, Disco engine with Megasquirt conversion. NB winch removed, body needs some welding. MOT Nov. £3450. Sudbury. 07841 020645 01/22/009

Range Rover Vogue 3.6 TDV8 (2008). 181,000 miles. Good inside and out, good alloys, drives smoothly at 30mpg, air suspension works correctly. Recent full service. MOT Apr. £4995. Stoke on Trent. 07772 227532 01/22/013

Range Rover Sport 2.7 TDV6 (2005). 115,000 miles. Vemiri bod it erﬁnch allo s V la er. Heated seats and screen, leather interior in VCG. Sat-nav, Bluetooth. FSH, MOT Nov. £5995. Doncaster. 07342 975403 01/22/014

Wood and Pickett Range Rover (1988). Once owned by Elton John. £75k resto including all new wood and leather. New 10-speaker stereo. Rebuilt engine with upgraded EFI. FSH. £90,000. Southampton. 07717 176293 01/22/017

Range Rover Sport 3.0 SDV6 HSE (2013). 135,000 miles. Climate (just re-gassed), cruise, heated leather seats, parking sensors, 20” alloys, sat-nav, premium stereo. FSH. MOT July. £19,995. Derby. 07970 099055 01/22/011

Range Rover 3.5 V8 (1989). 94,500 miles. Full Service History – 18 stamps! Manual. Air-con. New sills and cali ers. wheels. erfect headlining. Good electrics. MOT May. £10,000. Bakewell. 07710 478300 13/21/004

Range Rover Sport 3.6 TDV8 (2007). 103,000 miles. Sat-nav, cruise, climate, leather, park assist. Amazing condition, rare colour, great to drive. Huge £3000 service just done. MOT Sep 22. £7699. London. 07510 844770 13/21/009

Range Rover 3.5 In Vogue 3rd Edition plus donor (1983). 95,589 miles. Manual. Very rare (only 325 made), all matching numbers, full resto but donor has all the bits you need. £4750. Holsworthy. 07825 490149 13/21/008

Range Rover Sport 3.0 HSE (2012). 80,000 miles. Autobiography upgrade, unmarked Pearl Blue, 22” Khan alloys. Air-con, sat-nav, fridge, DAB, TV. New cambelts, discs and pads at 70k. FSH. £14,995. Wigan. 07961 161817 13/21/010

Range Rover Sport 4.4 V8 (2005). 182,000 miles. Sat-nav, cruise, sunroof, heated seats. Stunning example, drives perfectly, no knocks or bangs from suspension. FSH. MOT June. £4995. Newbridge. 07814 013838 01/22/016

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

Discovery 300TDI 3 door 95H 125K miles. 2 owners. New sills. Long MOT. £1600.

Discovery 2 TD5 2000W 127K 5 seat, Good runner. £1750

Lightweight /Range Rover V8 Hybrid. Range Rover chassis and running gear. New PAS box and hoses, brakes, fuel pump. Tax/MOT exempt but comes with new MOT. £9995. Taunton. 01823 327555 13/21/005

Discovery 200-300 TDI, breaking for spares, most parts available.....POA

200-300 TDI engines, ex-Discovery, ideal for conversions, comes with radiator and intercooler....£450

ALL VEHICLES SERVICED + NEW MOT EXPORT SHIPPING ARRANGED - CALL FOR DETAILS OPEN 7 DAYS - Please call first 1/2 mile off the A6097 - East of Nottingham

Freelander 1.8 Estate (2003). 129,000 miles. Manual. Propshaft removed so 2wd. Saggy headlining. Wheels need refurb, handbrake needs adjusting. MOT Nov, advisory on 2 tyres. £855. Telford. 07798 713305 02/22/005

Range Rover 3.6 TDV8 Vogue (2009). 152,000 miles. Cruise, leather, CD, TV reception etc. Drives well, no box changes smoothly, no faults showing. Tidy inside and out. History. MOT Aug. £8250. Fife. 07718 974333 01/22/008

Evoque Dynamic (2014). 75,000 miles. Cruise, climate, leather. Full SVR kit, 22” Urbam alloys, lowered, side steps, twin exhaust. Stunning condition, drives perfectly. MOT Feb 22. FSH. £22,750. Beds. 07939 162082 13/21/003

Range Rover 4.6 Vogue (2000). 145,523 miles. LPG (runs well). Top-end rebuild, new rad, water pump, cat, exhaust, shocks, air springs, ball joints, bushes and more. MOT Oct. £2995. Buntingford. 07748596280 01/22/003

MISCELLANEOUS

Toyota Hilux Invincible 07 3 litre, auto, leather, 191K, alloys, cheap Toyota £5995

• • • • •

SOFT-ROADERS

Telephone: 07973 139 483 Telephone/Fax Home: 0115 965 2204

• • • •

Freelander 1 Freelander 2 Discovery Sport Range Rover Evoque • Range Rover Velar Freelander 2 Td4 S (2008). 98,526 miles. HST kit, CD, air-con, cream leather. Cambelt and water um in 0 clutch and wheel 2017, rear discs 2020. Part history plus receipts. MOT Mar 22. £3800. Aldridge. 07792 736347 02/22/003

Parts Accessories Publications Models Memorabilia

Land Rover 2.25-litre petrol engine and gearbox. All in good condition, complete with attached transfer case. £1500 ono. Bristol. 07890 948758 11/21/040

Genuine Land Rover roof rack. Original Land Rover part number identiﬁcation la els still in lace. Very good condition. £400. 07486 601077 13/21/014

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ANDTheALSO ALSO RECEIVE BOTH OFTHESE THESEAND PUBLICATIONS FROM THE AND RECEIVE BOTH OF PUBLICATIONS FROM THE AND ALSO RECEIVE OF THESE PUBLICATIONS FROM THE essential annual for Land Rover BOTH owners and enthusiasts RECEIVE THE LAND ROVER Subscribe to The Landy and The essential annual for Land Rover owners and enthusiasts SAMEGREAT GREATEDITORIAL EDITORIALTEAM TEAMAS ASAA A FREE GIFT WORTH £16.98! SAME FREE GIFT WORTH £16.98! YEARBOOK 2019 AS A FREE GIFT! SAME GREAT EDITORIAL TEAM AS FREE GIFT WORTH £16.98! receive the Land Rover 22 021 022 Yearbook 2021 free! Worth £7.99 the Landabsolutely Rover Yearbook,

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