The Landy - February 2021

Page 34: Exploring the empty deserts, mountains and forbidden zones of Europe’s only Buddhist state

LANDY

FEBRUARY 2021

THE

ISSUE 84

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3 New engines to the fore as Land Rover unveils revised Discovery line-up

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and Rover has updated the Discovery for 2021, with new engines and improved infotainment systems to complement a mild freshen-up for its exterior styling.

The new-look Discovery gets what Land Rover calls ‘a bold exterior evolution optimised to project a more confident road presence.’ This comes from new LED headlights, tail lights and

front and rear bumpers, and there’s also a new R-Dynamic model with its own styling tweaks to add further to the vehicle’s purposeful stance.

Under the bonnet, there’s an almost completely new range of engines. Only the 2.0-litre P300 remains from before; it’s now joined by P360, D250 and D300 six-pots, all of them 48-volt mild hybrids. The entry-level D250 sounds

like it might be the pick of these, with its 249bhp backed up by 420lbf.ft from an impressively low 1250rpm.

The new six-cylinder engines are mated to an Intelligent All-Wheel Drive system, also making its debut here, which constantly adjusts the torque split between the front and rear axles for optimum traction, on-road dynamics and driveline efficiency.

Land Rover says this comes with ‘no compromise to Discovery’s trademark all-terrain capability’ – indeed, the Terrain Response 2 system now comes with Wade Mode, so it ought to be better than ever.

Discos with the P300, P360 and D300 engines also get Adaptive Dynamics suspension, with active shock absorbers which adjust themselves in response to driver or road inputs to allow greater body control.

Inside, there’s a new-look steering wheel with hidden-until-lit switches, as

well as redesigned metal shift paddles and a new gear selector which Land Rover says ‘provides instinctive control of the powertrain.’ The second row seats have been revised, too, with reprofiled cushioning material to support a better posture for their occupants.

The Discovery also gets Land Rover’s latest Pivi Pro infotainment system, displayed on an 11.4” full-HD touchscreen. This promises to be quick and logical to operate, and there’s also a 12.3” electronic instrument panel containing a high-res sat-nav display. An on-board 4G Wi-Fi hotspot is also standard, as are Click and Go tablet holders for passengers in the second row.

‘New Discovery is a beautifully proportioned and sophisticated premium SUV,’ said Land Rover design boss Gerry McGovern. ‘This compelling and versatile vehicle has been refined in every detail, enhancing its characterful exterior and hugely versatile interior to ensure the Discovery maintains its position as the most capable and family-friendly full-size SUV in the world.’

The revised Disco is available to order now, in S, R-Dynamic SE and R-Dynamic HSE guises. You’ll pay from £53,090 to £68,050 at list price.

The Commercial model remains, too, and gets the same updates as the passenger-carrying version. Available only with the D300 engine, this is offered in SE and HSE guise, starting at £58,450 and climbing to £63,150.

4Mk1 Discovery tops results of survey into values of restored classics

T

he cost of a classic vehicle restoration almost always exceeds expectations, and owners are often reminded to restore their classics for love rather than money,’ warns classic car specialist Hagerty. ‘But how does an owner know whether they are entering into a financial folly before they even start?’

To answer this fabulously thorny question, the company has surveyed a range of more than 2000 vehicles included in its near-biblical Hagerty Price Guide. This includes values for a range of four conditions – from Condition 4 (fair: a drivable but imperfect classic) to Condition 1 (concours: one of the best in the country).

The idea was to see how much value you can add to a vehicle by restoring it from Condition 4 to Condition 1. Hagerty first looked at this in crude terms – which would inevitably be biased towards the sort of exotic rarities that change hands for the price of a hospital wing, to quote Del Amitri – then, and this is where it gets interesting, as a percentage of the price you might get when selling a vehicle in the very best condition.

To dispense with the boring stuff first, the big winner was the Ferrari 250 GTO – with a colossal difference of £13,120,000 between its values in Conditions 4 and 1. The AC Cobra Daytona Coupe and McLaren F1 weighed in at

£8,364,000 and £5,740,000, putting them second and third.

After that, things get interesting – and, if you live in the real world, accessible. When you look at the percentage difference between a vehicle’s values in Conditions 4 and 1, the winner is – the Mk1 Land Rover Discovery.

Hagerty’s Price Guide currently lists one of these as being worth £1400 in rough but running condition. Restore it to concours, on the other hand, and you could expect to sell it on for £14,800. That’s a difference of £13,400 – or a massive 91% of the vehicle’s value in Condition 1.

Now, we all know that a really grotty old off-road nail of a Disco would do

Left: The Tdi engine has been one of the Discovery’s secret weapons down the years. With regular oil changes and sympathetic maintenance, they go on and on forever – removing one of the major hurdles to a vehicle reaching old age Right: By classic car standards, driveable Discoverys in rough condition are unusually cheap to buy.

One reason for this is that compared to something like an old Porsche, rough ones tend to have had a really hard life…

incredibly well to fetch as much as £1400, even with a current MOT. And at the top of the market, we’ve seen time-warp examples listed by (possibly optimistic) traders for closer to twenty grand. So the percentage difference could easily be higher still.

Does this mean that from a restorer’s point of view, an early Disco is the ideal vehicle on which to turn a profit? Well, no, actually. You can put a stupendous amount of work (and, God knows, welding) into bringing one back and still only sell it for less than fifteen grand, so it’s not exactly sounding like a new career – especially when you bump down the profit margin by the cost of all the parts you’ll need.

There are still some vehicles that offer a good percentage return and a much more interesting price in Condition 1. Hagerty quotes the sort of old Porsches and Bentleys that are worth more than your house, but we’d look closer to home and speculate on the Range Rover – and even the Defender, given the sort of prices these continue to fetch in good condition.

The Defender also bucks the restoration trend in that originality doesn’t matter the way it would with almost anything else. A repowered 90 or 110 from the pre-Tdi era can be done up to look like a G4, or a Tomb Raider, or the last one off the line, and no-one will blink. Matching numbers aren’t a problem, and modifications or enhancement are almost welcomed so long as they’re the kind buyers actually want.

So the moral of the story may be that you can use statistics to prove anything you want. The Discovery doesn’t stand out here because of how much a restored one is worth, but because of how cheaply you can pick up a stinker. Which is something we all knew all along.

Still, there is something very well worthwhile to take from all this. Which is that if you fancy restoring an old vehicle, whether it’s a Discovery or anything else, don’t let the price of a tidy one, let alone a concours example, fool you into thinking there’s going to be bunce in it.

‘The best reason to restore must be to return a car to a level of mechanical and aesthetic quality that delivers an enjoyable and safe driving experience to the owner,’ says Hagerty’s John Mayhead. ‘Above everything else, if the owner thinks it is worth it, then it probably is. Buy a car you like first and foremost – and should it deliver a healthy return financially, treat it as the icing on the cake.’

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Gibson’s Gab Time to dream bigger

Unless there’s a real shift in thinking, talk of a motoring revolution by the year 2030 is a load of hot air Words: Tim Gibson So the big news this month is that the Ineos Grenadier will be available with a hydrogen-powered engine option.

Sir Jim Ratcliffe’s much-vaunted replacement for the real-world Land Rovers of yore is to feature the world’s most cutting-edge fuel technology, courtesy of a partnership with Korean manufacturer Hyundai.

Of course, this tie-in makes perfect sense for Ineos. If you’re a massive chemical company, there’s a high chance the usual problems besetting hydrogen fuel cell vehicles are obviated: y’see, Sir Jim and his gang will have no trouble sourcing hydrogen to power their revolutionary vehicle. According to reports, Ineos generates around

300,000 tonnes of the stuff a year, usually as a by-product of other processes.

Just don’t go thinking this will change the face of motoring. The major stumbling block for mainstreaming hydrogen technology in the motor industry is twofold: availability, certainly, and the fact the tech is so young.

But I’m struck by the elegance of the Ineos innovation. Take a vehicle that is trying simultaneously to recapture the essence of off-roaders from the days of beam axles and proper four-wheel drive hardware and blend it with a commitment to taking engine technology into a new era. It’s a compelling narrative and I wish Ineos hugely well with it.

What’s not clear to me is where it leaves the motor industry more generally. The government has recently

committed to banning the sale of new ICE vehicles by 2030. For diesel lovers like me, still profoundly sceptical of the value of hybrid technology let alone pure electric, this feels like a worryingly proximate deadline.

And, frankly, I just can’t see how it will be met. Certainly, it’s prompted the likes of Land Rover to shift up a gear in their quest to offer ‘green’ versions of their vehicles. For a long time it looked as if the suits at Gaydon were in denial about the move away from traditional power plants, and Land Rover was rather slow to embrace the use of plugin drivetrains.

That’s changed now, of course, and it’s possible to spec pretty much every model of Land Rover with this eco-friendly option. Though, spoiler

alert, I reckon you’ll still get better miles per gallon and enhanced real-world usability if you spec a good old-fashioned oil-burner.

And herein lies the rub. Because, for most of us who rely on Land Rovers because we live in the middle of nowhere and need vehicles that can hold their own when conditions become trying, even the best hybrid technology doesn’t yet compare to the convenience of a traditional power plant.

I have a hunch that electrification will be the Betamax of the automotive industry. Question is, will hydrogen prove to be the VHS? Maybe Sir Jim will help us find out.

Hydrogen is seen by many as the long-term answer to the question of how to turn cars green. However the number of hydrogen filling stations in the UK is currently about the same as the number of traditional petrol stations in Croydon…

Pic: Shell hydrogen pump Torrance CA, by haymarketrebel @ flickr.com, CC By 2.0

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They’re there to be used…

S

ince I started editing Land Rover publications, way back in October 1994, a good many things have changed in the Solihull scene.

A major one, of course, is that Land Rover dealers now sell expensive premium vehicles and not a lot else.

Another is that the clubs don’t have magazines any more – they feel to the dubious lure of forums many years ago, and these in turn have given way to the even more dubious social (sic) media.

People aren’t building hybrids any more, either. They’ve long since moved on to 90s for their off-road thrills… and in many cases moved on again, having found that the knockabout fun wagon they bought is now just a few straight panels away from being worth a couple of years’ mortgage payments.

Most of all, though, one big thing has changed in the Land Rover scene.

Back when I started, people (and lots of them) were still using Series IIs and IIIs as daily drivers. Even Series Is, too, and certainly those hybrids used to be commonplace as people’s only cars.

Similarly to the way many people have moved away from 90s and 110s as off-road steeds thanks to their rapidly increasing values, as old leafers have come to be seen as classics the amount of use they get has collapsed. In the mid-90s, the team I was part of prepped an 88” IIA for trialling and spent a few seasons doing AWDC Modified events in it. It was hopelessly outclassed, of course (as were its drivers), but the point is that treating a leafer like that these days would be almost a crime.

So it’s nice to come across people still using old Landies as daily drivers.

People such as Josh Roberts, whose Series III Lightweight is featured in this issue, and Nima Staniewick, owner of a sublime pre-Defender 90 whose jaw-dropping paintwork doesn’t stop him from loading it up like the truck it is.

These are heritage vehicles which, in other hands, would be wrapped in cotton wool and treated as assets, not cars. Which seems like a pity, because a Land Rover’s longevity is one of its most endearing features. They’re easy to admire, of course – but using them is the most admirable thing you can do.

Alan Kidd, Group Editor alan.kidd@assignment-media.co.uk

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8Dunsfold legend Phil Bashall

retires to spend more time with his family of Land Rovers PHILIP BASHALL, one of the best loved names in the Land Rover business, has announced his decision to retire. Well known for many, many years as the driving force behind the Dunsfold Collection, Phil was also the proprietor of Dunsfold Landrovers, a traditional parts and servicing business – which will close with immediate effect following his retirement.

‘For many years my ambition has been to commit more of my time to the Dunsfold Collection, which was founded by my late father Brian in 1968,’ said Phil. ‘The Collection is a registered charity and operates completely independently of DLR, and I’m looking forward to being able to spend more time on Collection activities.

‘Deciding to close DLR has been a very difficult decision to make, and I’d like to thank everyone for their custom and support over the years. I would also like to thank my staff for their contribution and loyalty over many years.’

We would of course like to wish Phil a very happy and extremely well earned retirement. Though of course, when you’re going to be spending it running the world’s biggest collection of rare and significant Land Rovers, it could hardly be anything else!

Land Rover to play leading role in autonomous vehicle research hub JAGUAR LAND ROVER has announced that it is to be a lead partner in the Future Mobility Campus Ireland (FMCI) – a smart city hub allowing real-world testing of connected technology in which self-driving vehicles share the streets with cars, pedestrians and cyclists.

The FMCI will be spread across 12 kilometres of public roads along the Shannon estuary. It will allow its stakeholders to harness valuable data, simulate a variety of road environments and traffic scenarios and trial new technologies.

The site will be equipped with sensors throughout, along with high-accuracy location systems, a data management and control centre and self-driving prototype vehicles. It will feature smart junctions, connected roads, autonomous parking and electric vehicle charging as well as links to a 450km stretch of connected highway and a managed air traffic corridor for drones from Shannon airport.

As part of the project, JLR will collaborate with tech giants including Cisco, Seagate, Renovo, Red Hat, Valeo and Mergon. ‘Traditionally,’ says the company, ‘such testing sites have been established overseas. The FMCI provides Jaguar Land Rover with a key research site next to an existing facility: its Shannon software hub.’

‘This partnership with FMCI provides us with a real-world facility to trial our emerging autonomous, connected, electrified and shared technology in a strategic location,’ said JLR’s John Cormican.

‘Collaborating with top-tier software companies will allow us to develop our future systems more efficiently.’

9

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NEXT MONTH’S ISSUE OF THE LANDY IS PUBLISHED ON 25 JAN You can pick up your copy of our March 2021 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, Olly Sack, Mariusz Reweda Photographers Steve Taylor, Richard Hair, Harry Hamm, Michelle Thruxton, Vic Peel, Iwona Kozlowiec Advertising Sales Manager Colin Ashworth Tel: 01283 553244

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10

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‘This way, we’d actually be able to walk them in half the time. If drivable, we’d take it in turns to drive them.’

Gordon armed himself with OS Landranger maps, as well as copies taken from Memory Map with the 40 lanes printed on them and a GPX file which he exported to a couple of the group with the necessary software. With everyone gathered near the start of the first lane on the appointed day, he split the vehicles into groups based on their and their drivers’ ability, just in case anything unexpected should happen.

After a bit of discussion, Gordon decided simply to mark up everyone’s maps, with the lanes numbered in the order in which they were to be surveyed. ‘This actually meant that the only time we would meet each other would be at one or the other end of a lane, so minimising our presence,’ he explains. ‘Although this sounds incredibly planned, I kind of made it up as we went along – I wasn’t expecting such enthusiasm for a day which would involve a lot of walking, and this way we could survey more lanes in a shorter time.

‘Also one of the group kindly stepped forward to take notes and write those up for Trailwise 2. Planning a route, following it, checking it and liaising with the other group doesn’t leave a lot of time to make notes as you’re going along!’

With that done, the convoy was all ready to split up and move off… when a police van pulls up and on go the flashing blue lights.

‘Anything I can help you with, officer?’ says Gordon.

‘Yes, I saw the Land Rovers parked up. Which one of you has broken down?!’ This would be a cop who knows what he’s looking at, then…

Gordon explained what was going on, showing him the map, and his reply was exactly what it should be: ‘Go and enjoy yourselves, guys – have a great day out!’ By and large, the group were met with the same positive attitude by the people they encountered as they went about their work.

‘In all,’ says Gordon, ‘we visited 18 lanes on the day. The first was

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seriously overgrown and the lady at one end was more than happy to chat.

She commented that very occasionally a trail bike came down, though it is impassable by horses and there’s little chance of recovering it for 4x4 use as it is way too narrow and overgrown.

‘The second turned out to be a simple hard surfaced lane through the trees that clearly saw very little use.

The third was impassable for all users including pedestrians; it had clearly been abandoned long ago by all users.

The fourth had seen occasional pedestrian use, though even if recovered would be too narrow for 4x4 use. The fifth turned out to be a nice grassy lane.

‘And so the day went on. In all, four of the lanes are completely lost and

impassable by 4x4s; two of these could be used by trail bikes. One could be recovered with a small amount of work and one could be used by trail bikes, and with a lot of work (though still without destroying the nature of the lane) could be recovered for 4x4 use.

‘One needs repairs due to drainage problems meaning it has become impassable. Two lanes were listed as impassable but we managed to drive them – though some might consider them a little scratchy.

‘In all, we only met three landowners or householders, two of whom were pleasant and pleased to see us and happily engaged in a conversation. The third refused to engage and despite offering my name and contact details, simply took photos and registration numbers.’ You can’t reason with stupid, as they say…

Following the survey, all these lanes have now had their Trailwise 2 entries updated. ’So any future explorers can be safe in the knowledge that the information on those lanes is up to date,’ comments Gordon.

This was certainly not what you’d consider to be a conventional kind of a day’s green laning. But it was one which was as enjoyable as it was worthwhile. ‘Everyone had a great day out exploring lanes previously undriven for quite a while,’ concludes Gordon.

‘Plus, we now had an action plan to get the lanes back in use.’

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In Gear

The very latest gear you need for your Land Rover

Brightest 4x4 Overlander named for longest. as UK importer for Autohome roof tents

The brightest, longest lasting +150% performance halogen bulb.

Check online for your nearest stockist, ringautomotive.com

Pack for illustration only.

Italian roof tent specialist Autohome has a new importer in the UK. The company, whose tents are offered as OEM accessories by a variety of manufacturers including Land Rover, is now working with Halifax-based 4x4 Overlander – which offers its products both for sale and for hire.

4x4 Overlander has plenty of history with tents, so the company knows its stuff here. It gets regular shipments from its suppliers, so any out-of-stock items can be sourced promptly.

Adding Autohome to its repertoire was a no-brainer as this is a roof tent brand whose heritage goes all the way back to 1958. In that time, it has spread into new markets such as the United States, Australia, Japan and South Africa and, it says, become ‘the most famous Italian brand in the world of design and production of roof tents.’

Today, Autohome offers no less than seven different models of tent, as well as 60 kinds of equipment and a wide range of accessories, allowing you ‘to turn adventure and vacation in freedom into a real lifestyle.’ The company is proud of the fact that its entire range continues to be made 100% in Italy, with no commercial business or production based outside the country.

To translate, it hasn’t been lured into saving money by moving its production eastwards to that well known land of factories making rubbish knock-offs.

‘We have always been number one,’ says Autohome. ‘Not by chance.

Because of our combination of imagination and “Made in Italy” quality.

The result is our roof tent – the first, the original and still the biggest seller.

‘Each Autohome tent is the product of our experience and the

recommendations of adventure travellers. These two skills together have created the largest range of tents available. A catalogue that is constantly kept up to date to provide you with a tent that is perfect for your needs.’

The company promises that its tents are made using the best materials, with attention to every detail and under a strict quality control regime. To prove the point, they come with a highly impressive five-year guarantee.

The aforementioned land of factories making rubbish knock-offs ensures that there are cheaper roof tents in the world. But if you ask absolutely anyone who knows about expedition prep, they’ll tell you that if you’re going to buy one, it’s a classic case of spend it once, spend it right. And they don’t come much more right than this. To find out more, pay a visit to www.4x4overlander.

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Issue 84: Feb 2021

A lot of light for your pocket, in every sense…

SUPERIOR ROOF TENT

WE FEATURED NIGHTSEARCHER’S Tri-Spector workshop lighting kit a couple of months ago, and in case you missed it we were highly impressed.

But much as we’re suckers for big stuff, we like the company’s much smaller i-Spector Pocket unit too.

This is smaller because, surprise surprise, it’s designed to go in your pocket. Measuring about 7.5” in length, it contains two LED lights – a narrowbeam torch on its end and a wide-beam strip light in its face.

These give it remarkable flexibility, with the narrow torch beam delivering 120 lumens. In wide-beam mode, meanwhile, you get a choice of two outputs – 110 or 350 lumens, with the latter able to be seen from space.

A 1100mAh li-ion battery, which charges to full from empty in three hours using the supplied USB cable, provides up to five and a half hours’ running time. Even with the 350-lumen monster blazing away continuously, it’s still good for 90 minutes, and if you need that much light for that long you really need to be investing in a more permanent source. Nightsearcher will be happy to help, obv…

As it is, the i-Spector Pocket is a sturdy little unit whose body is resistant to the sort of solvents and chemicals typically found in a workshop. It comes with a belt clip and is also magnetic, allowing you to pop it on to the underside of your truck while you’re working on it – assuming you can find metal through all the mud, of course.

The i-Spector Pocket is available through a wide variety of retailers at a wide variety of prices. There’s no need to spend more than £30 to put one in your own pocket, and we think that’s cracking value for money.

360° view with maximum privacy Autohome reinvents the concept of now you see it/now you don’t, with an innovative “black edition” mosquito net, a new hi-tech first for the Airtop 360° range.

Very thick and dark, it also protects against intruding eyes, whilst giving a full view from inside the tent: you can’t see in, but you can see out! Thanks to four additional large windows, providing all-round vision.

This is the result of sixty years’ experience as specialists, a success that confirms AUTOHOME as leader in the production of roof tents.

Available in the UK from 4x4overlander Ltd Tel: +44 1422 243966 e: info@4x4overlander.com

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sealan ne Parts 14 Britpart range xgains Parts roof bush Kits • Sprin rack to suit new Exhausts • Exha Defender 110 uspension Lift K STEVE PARKERS LTD STEVE PARKERS LTD ors & Starters • S Winching Equipm w w w. t h e l a n d y. c o . u k

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Issue 84: Feb 2021

BRITPART HAS MOVED pretty quickly to introduce a range of accessories for the new Land Rover

Defender – including this low-line expedition roof rack for the 110. Made from anodised aluminium rails set in a

cast alloy powder-coated black frame, it’s light in weight and has a fully integrated design which Britpart says ‘enhances the exterior style of the vehicle while providing easily accessible, extended roof carrying capability.’

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Fitting directly to the roof rails to provide a flexible roof carrying solution, the rack has been designed with an aerodynamic shape which Britpart promises will minimise drag and wind noise.

In addition, it also comprises T-track bars to allow a variety of accessories to be attached.

The rack is a pretty simple job to attach, using the Defender’s own

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factory -fit roof rails. Its bespoke design takes into account the position of the vehicle’s standard antenna and is shaped to let the sunroof, where fitted, continue to operate as normal.

Depending on the tyres fitted to the vehicle, the rack will carry up to 132kg, and Britpart says it can easily be removed from the vehicle when not in use. You’re likely to pay just under £1000, at least before the VAT gets plonked on top; your nearest Britpart dealer can be tracked down by visiting www.britpart.com.

Latest Petzl head torches now at Euro 4x4 Parts

THE LATEST E+LITE and Hybrid Concept head torches from Petzl are now in stock at Euro 4x4 Parts.

Priced from €25, these are light, compact and powerful, making them an ideal item to carry in your vehicle for those after-dark emergencies.

The e+Lite is particularly small yet punches out 30 lumens of constant or flashing light in white or red. It comes with two CR 2032 batteries and Euro 4x4 Parts says you can store it for as long as ten years and it’ll still work when you need it to.

It’s waterproof to IPX7, too. Perfect cubby box fodder.

The Hybrid Concept takes things to another level with 300-450 lumens in a multi-beam pattern.

Waterproof to IPX4, this too offers the option of red light for better night-time vision – and it can be used with either standard AAA or rechargeable batteries.

This is more of a torch you buy to use rather than keep in reserve – though it would be a proper lifesaver in the latter role too. In each case, you can find these lights by visiting euro4x4parts.com.

nd 110. Engine con or more information Leaking Discovery 2Leaking sunroof?Discovery Replace brokenReplace plastic 2the sunroof? spouts with our kit, the broken plastic which consists of spouts with our kit, New spout, Genuine Non Genuine WE MANUFACTURE CONVERSION EXHAUSTS SEE& WEBSITE FOR DETAILSParts & whichmetal consists of rivets, sunroof seal, Accessories New metal spout, Genuine & Non Genuine Parts & & instructions Service Kits • Batteries • Engine Parts sealant rivets, sunroof seal, Accessories • Clutch Kits & Parts • Gearbox Parts sealant & instructions Service Kits •Bushes Batteries Engine Parts • Suspension Inc• Polybush Kits • Springs, Brakes

• KitsParts & Parts • Gearbox Parts &Clutch Electrical • Mild Steel Exhausts • Exhaust Fitting • Suspension Bushes Inc Polybush Kits • Lift Springs, Kits • Performance Brakes • Suspension Kits •Brakes Side & Electrical Parts • Mild Steel Exhausts • Exhaust Fitting Steps & Dog Guard • Alternators & Starters • Specialist Kits • Performance Brakes • Suspension Lift Kits • Side 4x4 Tyres •Workshop Manuals • Winching Equipment Steps & Dog Guard • Alternators & Starters • Specialist Full workshop facilities for Servicing and Repairing Defenders 90 and 110. Engine conversions and 4x4 Tyres •Workshop Manuals • Winching Equipment chassis replacements carried out as well as general repair work. For more information please ring Full workshop facilities for Servicing and Repairing Defenders 90 and 110. Engine conversions and Kevin Direct on 01706 854223 or Email service@steveparkers.com 01706please 854222 chassis replacements carried out as well as general repair work. For more information ring LLOYD STREET, ONLINE ORDERING Kevin Direct on 01706 854223 or Email service@steveparkers.com 01706 854222

ONLINE ORDERING www.steveparkers.com www.steveparkers.com

WHITWORTH, ROCHDALE, LLOYD STREET, LANCASHIRE, OL12 8AA WHITWORTH, ROCHDALE, LANCASHIRE, OL12 8AA

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New 12-volt air compressors from Britpart

IF YOU’RE ON THE LOOKOUT for a portable air compressor, the new XS range from Britpart might fit the bill.

Powered from your vehicle’s battery via a pair of heavy-duty clamps, these 12-volt units deliver up to 150psi, making them ideal for general everyday use.

There are two compressors in the range. The DA2354XS has a single pump and 40-amp output, with an air flow of 72 litres per minute. The DA2392XS, meanwhile, has dual pumps and puts out 50 amps, giving it an air flow of 150 litres per minute.

In each case, the compressors have a 10-metre air hose, integrated sand tray and anti-vibration rubber feet, and the gauge and brass fittings are all heavy-duty. The single-pump unit has longer cables, at three metres compared to just the two, however the bigger double-pump job has an automatic cut-off function to prevent overheating. In each case, the maximum duty cycle is 30 minutes at 22°C and 40psi.

Supplied in a moulded carry case, these compressors start at about £70 for the single-pump unit from the usual Britpart dealers.

ALSO FROM BRITPART is this new Mini-Bin Buddy from Navigator.

Designed to take 32-litre bags, this measures 250 x 290 x 400mm and folds completely flat when not in use.

When erected on its frame, the unit has a heavy-duty sealed lining for moisture protection and, most important of all, a hard moulded lid with fastening to keep nasty smells locked in. You can sniff it out it by visiting www.britpart.com

Issue 84: Feb 2021

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Issue 84: Feb 2021

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The Bogeyman

Words: Dan Fenn Pictures: Arkonik

Fungus Green is not the most promising name for a paint colour. Unlike the Bogeyman of the same name, however, it actually looks rather classy. And when it’s applied to a magnificantly remanufactured Defender 110 like the Oxygen edition, the latest creation to emerge from noted restification specialist Arkonik, the effect is nothing short of world-class

H

e’s out there. Somewhere.

Somewhere in the world, nobody knows where. But he’s out there.

Perhaps he’s reading this. Perhaps not. But somewhere, somewhere out

there in the world, is the man who thought it would be a good idea to name a paint colour Fungus Green.

Wherever he is, we should all be grateful that when Land Rover needed a name for that worrying brown colour

Defenders used to come in, he was nowhere nearby. It’s colloquially known as farmyard camouflage, because the stuff that comes out of cows doesn’t show up on it, but a name like Richard the Turd or something really would

The 3.5-litre V8 engine is original to the vehicle, as it has to be in order to enter the USA as a road-legal import.

Not that it looked much like this when it left the Land Rover factory, obviously. The standard of finish is magnificent, and it reflects the level of workmanship that Arkonik puts into remanufacturing engines in the first place. The front bumper, which carries DRLs and a Warn winch, is classy and purposeful without being in-your-face aggressive

not have helped it become part of the vehicle’s legend.

Not that being called Fungus Green has prevented the shade you see on this 110 from, well, being on this 110.

Which is saying something, because

it’s one of the most beautiful Defenders ever built.

We can say this with confidence because it’s the latest Land Rover to come out of the Arkonik factory. The Somerset company last appeared in

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Issue 84: Feb 2021

Arkonik’s vehicles only ever have superb interiors, and this is one of their best yet. The seats, door cards and cubby box are trimmed in Vintage Thatch brown leather with a beautiful diamond-stitched quilt, and this is set off by a classic 15” wood-rimmed steering wheel. The ambience is completed by black carpeting and brushed aluminium gear knobs and door furniture

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Created For Arkonik

VEHICLE INTERIORS AS INDIVIDUAL AS YOU ARE 0116 277 3701 bespoke@ruskindesign.co.uk

www.ruskindesign.co.uk

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Fungus Green sounds like it might be a quaint village in leafy Surrey, or possibly a character out of Just William. But it’s neither of those things: it’s a paint colour whose deep, classy hue is completely out of keeping with what its name suggests, and it complements the 110’s design to perfection.

The vehicle rides on 255/70R18 BFGoodrich All-Terrains, which are wrapped around a set of Kahn alloys whose design is either five, ten or twenty-spoke depending how you look at it

these pages just under a year ago after unveiling a stunning right-hand drive demonstrator which heralded its return to the UK market after several years of concentrating solely on North America; it operates right at the top end of the restoration game, remanufacturing Defenders from scratch to unique customer specifications and with many improvements over the way Solihull built them first time round.

This latest work of four-wheeled art is called Oxygen. An eight-seat station wagon, it looks splendid in its sparkling green coat – there’s nothing fungal about it at all. There’s a rim-before-sidewall sense to its stance, with 255/70R18 BFG All-Terrains mounted on a set of tremendously eye-catching Kahn alloys, and up top a Slimline II roof rack from Front Runner adds an air of functional purpose.

This is enhanced still further by a front bumper carrying DRLs, an A-bar and a Warn Zeon 12-S winch. It looks like it’s ready for business but not as if it’s waiting to start a fight, the way some off-road prepped Defenders can.

Along the sills, it’s trimmed in black chequer plate – something that tends to make us shudder, if only because of the number of people who think this somehow qualifies as armour, but when there’s also a set of Fire and Ice side steps looking after them you know the vehicle is in good hands.

Then you look inside, and you see that the vehicle hasn’t just been in good hands. It’s been in the hands of a master. Arkonik is known for the quality of its cabins, and for using the very best suppliers to ensure it stays that way – but even by its own heady standards, this one is something special. Vintage Thatch brown leather with

a diamond-stitched finish is applied to the seats, cubby box and door cards, creating a sumptuous ambience that’s boosted hugely by a classic 15” wood-rimmed steering wheel. ‘Imitating nature,’ says Arkonik, ‘Oxygen’s interior is a heady mix of natural materials.’

Of course, materials don’t come any more natural than fungus, so there’s a theme running through this 110. The paint isn’t coloured using actual fungus, but you can still convince yourself that this glorious 110 is a force of nature rather than a man-made masterpiece.

And a masterpiece it most certainly is, from the fine detailing on the V8 engine to the exquisite trim in the cabin to the level of finish with which that Fungus Green has been applied. We’d be very surprised indeed if the guy who named it, whoever he might be, ever

thought it would grace a vehicle with such style.

And he’s out there, whoever he is.

He’s out there somewhere. And maybe, just maybe, he’s reading this article and smiling to himself – because as it turns out, he was right all along.

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 The essential annual for Land Rover owners and enthusiasts

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The Short and the Long of it…

Following on from the triumphant arrival of the new Defender 110 earlier last year, the 90 has if anything been even more eagerly anticipated. Traditionally the coolest option for Land Rover fans, it’s no quite as small as it used to be – though that could be seen as a good thing. So when it comes to Solihull’s new-found here, is it the case that less is more…?

T

he new Defender 110 has been around for a good few months now. But for many Land Rover fans, the 90 is the one we were really waiting for.

The short-wheelbase Defender has always been the sexy one, after all.

Traditionally, the 110 has been pretty much the only choice if you’ve got a family to consider or you ever need to carry loads worthy of the name – but for whatever combination you care about of cool looks, on-road agility and the ultimate in off-road skills, not to mention the capacity to emerge from

a car park without having put years on your life, it’s got to the 90.

The difference between the two models is a bit more slight this time, albeit only by a couple of inches. The 90 has grown from 92.7” to 102”, while the 110 has been stretched from 110” to 119”. So, nine plays eleven, for all that’s worth.

And actually, it’s worth quite a bit.

How much of it is down to the wheelbase is a different matter, but this time the 90 feels a lot closer to the 110 to drive. Hard as it is to believe, it’s actually longer than a first-generation Range

Rover – it’s a very different beast to that, of course, but it’s even more of a different beast to the Defenders of the same era.

As with the 110, the Defender has a big, upright stance and an interior that manages to be simple and high-tech at the same time. We drove a P300 SE model, whose 2.0-litre petrol engine puts 300bhp and 295lbf.ft through the standard eight-speed automatic gearbox, and the smoothness of its drivetrain is remarkable.

It handles similarly to the 110, too, with perhaps just a touch more

Opposite page, top: Rear-seat legroom is less generous than in the 110. You can fit one six-footer behind another, but not in any great comfort, and those in the rear will only just have enough headroom Opposite page, bottom: Folding the rear seats yields a tall, wide cargo bay, but one whose floor has a big step in it.

The angle the seats sit at is steeper than this picture makes it look, too

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directness in its cornering if you really push it. It resists body roll effectively and goes where you point the steering wheel without pulling any surprises on you. It doesn’t feel rapier-like in corners, but it’s responsive and predictable. If the shorter wheelbase makes it less fluid in corners, any difference that exists is absolutely marginal.

We found the 90’s ride to be quite jittery on poor roads, however. Fair play to Land Rover for setting out a route on its driving event which asked some searching questions of the vehicles’ suspension – we’re talking about the sort of B and C-roads that even managed to upset a Range Rover in places, so the 90’s copybook is hardly blotted by any of this, however we did find it noticeable that instead of the thumps and crashes you’d expect of a traditional truck, it responded with jolts that were much more controlled but still quite evident.

This was in a model with 20” alloys as standard, and on the particular vehicle we drove these had been upgraded to 22”. You can’t image this helping, though once again its ride wasn’t harsh, just rather fussy and unsettled.

Our instinct would be to go for the smallest rims and the tallest sidewalls on offer, but with all things being equal our feeling is that this is an area in which the 110 has the edge.

It’s certainly better inside, at least if you’re talking about the rear seats.

These are less spacious than in the 110, understandably enough, with limited legroom for adults. One six-footer can sit behind another, but neither will feel any great sense of freedom – and if, as was the case with ours, you also have a folding roof to contend with, headroom will only just be enough too.

Our 90 had electric seats, which we always think is a bit of an over-rated accessory at the best of times. Here, it’s a positive menace. If you want to get someone in to the back seats, you have to push a button next to the headrest and it’ll glide forward automatically – we timed this at 11 seconds, and try standing out in the rain for that long if you want to see how it felt to us. You then have to fold the seat-back forward

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There’s a good, big aperture for loading cargo into the 90. It’s the same in the 110, though – which is much more accommodating once you get inside yourself, whereupon the person getting in the back can finally climb aboard.

Once they’re in, you have to hold down the button again while the seat whirrs back into place. More than half a minute has now elapsed.

For carrying cargo, too, the 90 falls short of the very high standard set by the 110. Its rear seat-backs drop down to sit at rather an unhelpful angle, while also leaving an even more unhelpful step in the loading area, so it’s not well suited to carrying large or bulky items that need to be slid into place. Of course, it will always be less spacious than the 110, but this is compounded by the larger vehicle’s far more elegant approach to accommodating people and cargo alike.

For these reasons, on the basis of this first experience of the 90 our instinct is to say that if carrying rear-seat passengers is something you can get away with never having to do, it’s best suited to be seen as a van. Of course, Land Rover has made it available in exactly this from from the word go – there are very sound tax reasons for choosing the Hard-Top commercial model, as well all know, but over and above that our first reaction to the vehicle is that this is simply its natural state.

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LAND ROVER & 4X4 SERVICING

The Hard-Top comes with a nice, fuss-free spec level, too, plus a price to match (£42,920, as opposed to the £62,025 it would cost to buy the vehicle we drove). Its seats have the minimum of electric gadgetry, its steel wheels are 18” across and it’s as cheap as a Defender can be. We’d say that if you don’t need the second row, this is the one to have – and that if you do, a 110 is the one that makes sense.

Our first drive of the 90 didn’t include any off-roading, so that’s a story for another day. We’re looking forward to seeing how it copes on coil springs rather than adjustable air bags, though, not to mention what it’s like with the most basic possible form of electronic assistance. It is, after all, a 90.

And the 90 is the sexy one, right? To us, it’s less cut and dried than it used to be with the old Defender, but there’s still something about the proportions of the short-wheelbase version that says it means business. Notwithstanding the qualms we’ve express about it above, we think that if you choose the right model, it’ll be absolutely spot-on.

Once again, choosing a Defender is all about whatever combination you want of cool looks, on-road agility and the ultimate in off-road skills. It’s just that this time, there are two models that offer all this – and so long as you choose the right one, you don’t need to lose out on the virtues that have always made the 90 great.

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Issue 84: Feb 2021

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A classic among classics

Words: Paul Looe Pictures: Harry Hamm

There was a time when Lightweights were ten a penny. Hardly an RTV or CCV went by without at least a couple of old Half-Tonners strutting their stuff – and, often, taking a few more dents in the process. These days, those dents have taken their toll and a Lightweight still being used as a daily drive and off-road toy is about as rare a things as you’ll ever see. So in a matter of speaking, Josh Roberts’ Series III is not just a classic Landy – it’s a classic example of what the Lightweight became in the years after the MOD disposed of them en masse

T

here was a time when old ex-military Land Rovers were a common sight in the off-road scene. With loads and loads of them floating around post-demob, people would snap them up for sweeties to use as cheap green lane toys – then later, once a few years of sound thrashings had taken their toll, they’d go shopping again for a knackered old Range Rover then batter the two together to create a hybrid.

Countless old Series Is, IIs and IIIs ended up this way, as did who knows

what percentage of the Lightweights that were disposed of by the MOD. These days, any of those vehicles in their original condition would be worth a spectacular amount of money, so the days of cutting them up is very well in the past – now, it’s all about taking old Landies back to standard and treating them like classic cars.

Every now and again, though, you still come across a relic from the leafsprung days that’s still being used the way Land Rover intended. Some of these wonderful rarities are even still

leaf-sprung, too. And very, very occasionally, they’ll still be working for their living as daily drivers.

Josh Roberts’ early Series III Lightweight is one such vehicle. You could possibly call it a throwback – but you certainly wouldn’t call it a relic.

Its chassis and bodywork might be as close to standard as makes no difference, and it is still riding on leaf springs, but this is a heavily modified vehicle which, as well as being Josh’s only car, is also a highly focused offroad machine.

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Issue 84: Feb 2021

The engine is at least the fourth to have taken its place beneath the Lightweight’s bonnet. In addition to the orginal 2.25, it’s had a 3.5-litre V8 from a Rover P6 and a 200Tdi which let go in a big way after a couple of years. This one’s a 300Tdi, which Josh pulled out of a Disco he’d bought from a mate for £150 then went on to modify, rebuild and modify some more. These days it’s running a turbocharger from an Iveco Eurocargo, a full-width intercooler and, of all things, a side-mounted cherry bomb exhaust.

The result? ‘All I can say is sit down and hold on!’

A member of Bonkas4x4Wales, Josh and his Lightweight are regulars on the club’s off-road gigs. ‘I do green laning or pay and plays,’ he says. ‘Or if there’s nothing on, I’ll go and find a good green lane myself so I can explore and have an adventure.’ Insatiable.

He’s had no shortage of adventures in the workshop, either. Those leaf springs hold the vehicle up on military 109-spec front and standard civvy rear axles; the former comes with 11” drum brakes, which helps deal with the much greater weight now sitting over the top of it.

This weight in turn comes from a 300Tdi engine, which is the third the vehicle has had in it since coming on to Josh’s radar. It came to him via a member of his family, so he’s been aware of it for a good while.

‘When we first had it,’ he explains, ‘it was running a 3.5-litre V8 motor from a Rover P6. It was a gas guzzler, so we changed it to a 200Tdi – which only lasted for two years before she blew the fourth conrod out the side of the block! Fair play, though, we still drove it off the side of the mountain on three cylinders.’

Good going, and typical of the stories we continue to hear about the 200Tdi’s in-built robustness. But not what you’d call a long-term solution – hence the 300Tdi that’s in there now.

‘The engine was from a Discovery 1 which I bought off my mate for £150,’ Josh comments. ‘I ran it for a year before I got fed up with the lack of power, and then I started work on the engine. I turned up the fuel pump by turning the boost pin and ran it for another year… then I parked the Landy outside my Dad’s house and started a full rebuild.

‘While I was rebuilding the engine, I found the head had cracks in it. So I sourced a new head, which happened to be from Ronicevi (an Argentinian specialist which makes replacement units with hardened valve seats), and

27

set the timing slightly advanced.’

So far so good, but now it’s time for the good stuff. ‘For a while,’ continues Josh, ‘I had had a turbocharger off an Iveco Eurocargo sat on my bench. And I thought sod it, let’s have some fun…

‘I had custom flanges made to mount it on, but when I put it in place it was touching the chassis. So I notched the chassis to accommodate the bigger turbo. I then went for a full-width intercooler and an ally radiator to help keep things cool, then I butchered together a cherry bomb exhaust and mounted that along the side.’

Right about now, you’re either thinking ‘oh yes’ or ‘oh no.’ Plenty of people hit Josh with the latter, but we asked him which of all the modifications he’s The front axle is a military unit with 11” drum brakes from the long-wheelbase 109 of the time.

Like the rear, which is a standard Series unit, it runs 3.54:1 diffs and braided brake lines. Those tyres are 33x12.50R15 GT Radial Adventuro M/ Ts, riding on offset rims to give them some space for movement

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Issue 84: Feb 2021

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Above left: Suspension is by parabolic leaf springs all-round, with polybushes to keep their movement in line Above right: The vehicle was built for hardcore off-roading, so even though it’s a hard-top a roll cage is a very good idea. The internal structure you see here is a full four-pointer, run right down to the chassis to provide very solid protection made to the Lightweight has worked best and here’s the answer: ‘The turbo.

Many people said it wouldn’t work and all I proved them all wrong. After all the mods, all I can say is sit down and hold on!’

If you were to sit down in this vehicle, you’d be doing so in a leather-trimmed Recaro bucket from a Ford Puma. You’d be held in by a full four-point harness, too, and in each case that’s a lot better than any Lightweight’s original crew

were treated to. Further safety comes from an old-school four-point roll cage which takes up most of the rear cabin and is stoutly attached to the chassis.

Talking of the chassis, in addition to being notched to accommodate the turbo it’s had new engine mounts welded on (several times over, you’d assume) as well as a set for the LT77 gearbox that’s bolted to the back of it. This is the unit that Land Rover used with the 200Tdi; it’s more agricultural than the

R380 box that was introduced with the 300Tdi, and has a much heavier clutch, but for no-nonsense robustness there’s not a lot to match it. The one Josh used was a short-bellhousing variant taken from a 90, and it turns the props via an LT230 transfer case from a Discovery.

Said props are from a Discovery, too.

The one at the front has been lengthened and the one at the rear shortened, all of which Josh did himself. ‘I do all the work and try to keep it all in

house,’ he says. ‘But now and again some jobs take two people so I have to call on friends and family.’

Fair enough. A bit of support might not have gone amiss early on in the project, either: ‘When I got it, some of the wiring had burnt through. So I started ripping at it and replacing the wires that were bad… I ended up coming close to pouring petrol on it and walking away, but I stuck to it!’ He’ll be quite pleased about that, we assume…

‘This is the only 4x4 I have ever owned,’ continues Josh, ‘and to be truthful it’s all I need to own. I use this truck every day without fail unless it’s broken down. I take it wherever I’m allowed and will keep driving it until I’m old. It’s been through floodwater and deep bogs and also long trips, and it always without fail puts a smile on my face – because it’s a proper Landy and drives like a tank, and that’s what I love about it.’

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Issue 84: Feb 2021

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Golden Brown

Words: Paul Looe Pictures: Harry Hamm

It’s easy to describe a restored Defender as ‘understated’ when in actual fact it’s been turned into something that looks like the inside of a brothel. This 2.5 TD 90 certainly stands out in a crowd – but it does so without losing even a shred of its original character. And better still, not only is it cool in a wondefully vintage way, it’s also mechanically original – and barely run-in…

T

here are many reasons for buying a Land Rover. Obvious ones like needing a tow truck, an off-roader or something really big and safe for your family, or – just as obvious – simply liking them.

Then there are ones like ‘I drove one in the Army’ or ‘I grew up on a farm’, or ‘I like things I can fix with a stick and a lump of rock.’ But Nima Staniewick has one that was new to us.

Nima has had several Land Rovers.

But his current 90 is the one that stands out. Not just because, well, it does stand out, full stop, but because of what he likes about it.

‘I thought it an entirely appropriate acquisition for several reasons,’ he says. ‘Immediately the colour distinguished it from any other Land Rover I have seen. I live in Stamford, a Georgian town renowned for its architecture and one built almost entirely from local limestone, so the colour was an instant attraction for me.’

Bikers say you should choose your helmet to go with your bike, not the other way round. And it does stand to reason that you should choose your Land Rover to go with your town, because doing the opposite could prove tremendously inconvenient.

It’s hard to believe that something as simple as paint can have such an effect on a vehicle. But the 90 really does look like so much more than just another Truck-Cab – the combination of Cappuccino to the body and wheels with a Roman Bronze roof is astonishingly effective, making it stand out in any company

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Issue 84: Feb 2021

So many people would have yielded to the temptation to replace the original 2.5 TD diesel engine when restoring this 90. But with less than 50,000 miles showing at the last MOT, it’s barely run in – and while it’s not known for being as smooth as a Tdi, it’s perfectly suited to the vehicle’s timeless charm

The 90’s appearance is the result of what Nima describes as a ‘fabulous restoration’ by Cool’n’Vintage. Powered by its original 2.5TD engine, it dates from May 1989 – yet he’s only the fourth owner it’s had. The previous was a stonemason to the Crown (didn’t know crowns were made of stone, did you?) and when Nima went to look at

it he found a Land Rover which was ‘well-looked after and without a single oil leak.’ Unusual, you’ll agree. ‘I knew,’ he says, ‘I had found an iconic gem.’

If nothing else, he had found an early 90 with only 50,000 miles on the clock and a professionally Waxoyled chassis. More than that, he had found one whose appearance, inside and out, makes it what he calls ‘one of the most uniquely distinctive and beautiful vintage Land Rovers still on the road.’

The Cool’n’Vintage restoration, which Nima says cost more than £20,000, has a pleasing lightness of touch to it.

Many such Landies tend to be restored and modified to the point where they’re no longer recognisable, but this is definitely still a 90 – just a very cute one.

The Cappuccino paintwork sees to that, especially as it’s continued down on to

the original-issue 16” steel wheels, and then up top there’s the absolute coup de grace.

A 90 Truck-Cab from back then would have left the factory with a white roof, and jolly nice it would have looked too. But this one is a lot more than just nice. It’s hard to believe we’re talking about mere paint, actually.

‘Adorned with its metallic Roman Bronze roof,’ says Nima, ‘it implies an air of sophistication and takes a stage of its own in the sunlight.’ And he’s right. It looks, not to put too fine a point on it, gorgeous.

On anything other than a Defender, the fact that this quite superb looking paintwork is quite well scratched up at the back of the cab would be considered sacrilege. But this is a working vehicle, even today. Nima’s line of business is

architectural salvage, and at times he has to carry big, long items which need to sit in the pick-up bed and rest on top of the roof. Both areas have scars to show for it, but that’s just as it should be – even a nice ‘un was never made to be molly coddled. ’I have been a Land Rover enthusiast ever since setting up my Lincolnshire-based architecture practice some years ago,’ Nima explains. ‘Specialising in landscape architecture, heritage and management, I have been involved in a variety of projects spanning from the Lincolnshire Wolds to the Cotswolds and this has meant many a muddy site visit! And there is only one vehicle capable of tackling such terrain for me.

‘My Land Rovers have always been classic in style. Having moved away from the luxury of Audi some years

31

back, I like the rugged, heritage quality of the 20th Century Defender.

‘My profession involves the conservation and restoration of classical architecture. Timeless pieces of heritage that, with the right restoration or preservation work, pass from generation to generation to admire and enjoy.

The fact this Land Rover is also a result of the same process was perhaps the most important factor in purchasing it.’

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Canadian calf-leather seats are the highlight of a cabin which also features full black carpets, oak suede headlining with matching visors and a Kenwood stereo with DAB, Bluetooth, USB inputs and hands-free phone pairing. It’s not trying to be anything it isn’t – just to be what it always was, only much better The Canadian calf leather seats didn’t exactly put him off, either. These go perfectly with the exterior colour, and they have the same stitching pattern as a traditional Land Rover seat – it must have been tempting for the restorers to get all fancy and go for diamond quilting or something like that, which can work superbly in later, more lavish 90s but would have looked out of place in something with such an understated feel.

Even in a modest little Truck-Cab, the seats look like they belong. A full

set of black carpets helps there (bare floors and rubber mats would not do), as does an oak suede headlining and matching visors from Exmoor Trim.

Elsewhere in the cabin, the 90 retains its correct four-spoke pre-Defender steering wheel; rather less of a period piece is the new Kenwood Chromatic HD stereo which means this has got to be one of the only 2.5TDs in the world with DAB, Bluetooth, USB sockets and hands-free phone pairing.

So, you’re not looking at a 90 that’s been preserved in aspic and kept living

This is the pick-up bed of a true working vehicle that regularly carries large items and needs its Goodyear Wranglers to get on and off construction sites.

The period cargo box adds a wonderfully fitting touch – it, like the whole vehicle, is a superb calling card for Nima’s architectural salvage business

in the past. Yet nor are you looking at one that’s been dragged kicking and screaming into the modern world.

There are enhancements, for sure, but none of them try to make it something it wasn’t.

Mainly, the restoration done to this 31-year-old 90 has concentrated on getting it set for the journey towards its half-century. Rust-free and rock-solid underneath, it has a lifetime still ahead of it – especially when you look at the tiny mileage on its clock. Some people would be gung-ho to fetch out an old

2.5TD and replace it with something more modern instead, but as Nima says it ‘never misses a beat and sounds delightful, combining power, performance and all-round economy’ – and of course it’s elegantly simple and easy to maintain.

And most of all, it’s right. Which is a good verdict on the vehicle itself. It’s very cool to look at, with an understated chic that’s carried through to the cabin, and is guaranteed to stand out in a car park full of… well, anything. But what makes it so special isn’t just what

has been changed, but what has been left alone. This is still a pre-Defender 90, with the same mechanical spec as the day it left Solihull – but it’s so much more besides.

‘She’s a privilege to drive,’ concludes Nima. ‘Despite being an old girl, she outshines even the newest of Defenders.’ And when you see it parked, gleaming in the autumn sun and blending in perfectly with the elegant limestone buildings of a Lincolnshire village, you have not one but two examples of English heritage at its best.

KDL GROUP (UK) LIMITED

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A Steppe Back in Time

Words: Mariusz Reweda Pictures: Mariusz Reweda and Iwona Kozliwiec

The region between the Black Sea and Caspian Sea is unfamiliar to British travellers. But beyond the uneasy combination of run-down towns and glittering cities, the landscape varies between sandy steppe, arid savannah and lush, towering mountains. It’s also home to something truly unique, in the shape of Europe’s only Buddhist state. Exotic, beautiful and absolutely fascinating – it’s the perfect place to take your Land Rover for a genuine journey into the unknown

T

hroughout their history, the Russian Republics of Kalmykia, Dagestan, Chechnya and Northern Ossetia have been involved in many wars and internal conflicts. For the first time since the Lenin revolution, however, they have finally opened up to foreign tourists, making them fascinating to explore – and, with a wild landscape of deserts and mountains, they’re perfect for an expedition aboard your Land Rover.

Our convoy had one Defender 110 in it, along with a trio of vehicles from other manufacturers. Leaving our home in Poland in early July, we crossed

Ukraine at pace, speeding along the motorway to Kiev and the main potholed roads to Kharkov before continuing to Lugansk. On our fourth evening, after a long and arduous day of driving, we parked up for the night under a star-studded sky in the Steppe. Just off the main road heading south out of Volgograd, it was a relaxing sight for weary heads as we prepared for the next leg of the journey – towards Kalmykia, which can claim to be one of the few truly unique regions in Europe.

Kalmykia has the distinction of being Europe’s only Buddhist state, which gives it an atmosphere quite unlike anywhere else on the continent. Its people arrived from Mongolia in the

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The Kalmyk people arrived in Europe during the 17th Century, having migrated from Mongolia seeking refuge from the murderous khans. They brought with them their Buddhist religion, which has survived to this day – despite the best efforts of Stalin, had them transported en masse to Siberia after the Second World War. In typical Buddhist style, the Kalmyk capital Elista is a bright, friendly place that’s extremely welcoming to visitors 17th Century, having adopted Tibetan Buddhism in defiance of the warlike Mongol khans, and lived a peaceful nomadic life on the semi-desert steppe.

The Kalmyk capital, Elista, welcomed us with open arms; words cannot describe the smiling hospitality we found there. We parked near the main square, with a huge prayer wheel in the centre, and walked a few blocks further to visit the new Buddhist Datsan.

Although the population of Elista is over 100,000 people, the city resembles a provincial town more than a metropolis. Only buildings of one or two storeys can be seen along the main road; the rest are family houses with high wooden fences. We were sorry to leave, but time restraints pushed us on.

We continued south into the outback and the floodwaters of the Manych River, driving on asphalt until we made a stop in the village of Homutnikov. Only there could we find some shade from the blistering heat. This is a big challenge in the Steppe, which, although not as flat as in Kazakhstan, has only a few meagre hills here and there.

We pressed on in whirling clouds of dust raised by the wheels of our vehicles, potholed countryside roads frozen into fantastic shapes of mud ruts dried in the searing sun. Every spring, this road turns into an extreme challenge for experienced off-roaders.

Off the main road, we crossed borders without knowing as we travelled on our way to the Caspian Sea. We reached a dirt road alongside a wide canal. Its banks were sporadically Stalin wasn’t the only dictator who tried to purge the Causasus of its ethnic heritage. You know you’re getting on a bit if you look at this mural and immediately think of Dad’s Army…

spotted with trees, and lush high grass and canes were home to many birds.

Among the floodwaters, we found a cosy place for the night’s stop. Stunted trees gave some meagre shade from the setting sun, and a small lake provided a soothing breeze to the dry air.

In the morning, woken by the hot sun, we followed a paved road to Nieftiekumsk. This area is dominated by crude oil searchers and the city gives the impression of being quite rich and modern, but beyond here the going became more interesting.

Heading for the sandy Steppe, we managed to find roads among sand dunes covered with grass only, thanks to the calibrated satellite pictures

downloaded to our navigation system.

This would be a wilderness but for a few sparsely distributed farms – which mean there are a few tracks to be driven in the sand.

Already in Dagestan, we were getting closer and closer to the south-eastern end of the Caspian Sea. We hoped to camp that night at the seashore, but on arrival we did not find our dream beach with white sand and trees providing cooling shade. Instead, we sheltered in high grass among low trees twisted by sea storms and shrunk by the powerful sun. The savannah sprang to mind.

It was a reminder of how very varied Russia is. During the Communist era, Stalin had the Kalmyks rounded up and

imprisoned in Siberia for their Buddhist beliefs, yet the freezing winters they had to endure were all part of this same nation we were in right now as we basked in a landscape reminiscent of Africa. The country’s landscape, its climate, its culture and the level of its industrial development is so endlessly diverse, you find yourself constantly surprised to be experiencing all this in one single land.

First thing next morning, we crossed the run-down fishing town of Sulak.

This little settlement could be a textbook illustration of what Europeans think about Dagestan: dirty, potholed roads and houses surrounded with high brick walls looking like fortress-

es which, to survive, have to defend themselves against the reality of grey streets. Old dilapidated cars look like abandoned wrecks on the sides of the main street and a big square was the only stop for buses going to the capital, with a littering of small shops selling cheap Chinese goods the only merchants around.

Unlike Elista, we weren’t very sorry to leave Sulak. We ventured further through the sands, finally returning to the main road to Makhachkala, the capital of Dagestan.

Makhachkala is the complete opposite of Sulak and not a stereotypical Dagestanian city. It is modern, clean, well maintained and fast-developing,

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judging by the numerous big construction sites we saw. With its glamour, the capital of Dagestan resembles the rich cities of the Russian north.

Leaving Makhachkala, we went straight into the Caucasus Mountains where, from the very start, just after Kaspiysk, the landscape promised great views. Once in the mountains, we were surprised to be treated to asphalt roads. In Siberia or northern Russia, roads to remote villages rarely have asphalt surfaces or bridges over rivers, but in the Dagestanian Caucasus we encountered the full trappings of civilisation. By the time we passed Hebda, we had clocked up only a few kilometres on dirt tracks and were presented with a panorama of magnificent mountain views.

We were also surprised by the friendly attitude of the locals. Unlike in Sulak, they didn’t look daggers at us and,

given the opportunity, they would stop to talk and ask where we were from and if we needed anything. Everybody wanted to offer help.

Next morning, we started early, continuing across the mountains towards Bieshta. The asphalt soon finished and from then on we travelled all day on potholed gravel tracks. We may have moved more slowly, but it certainly wasn’t boring, the surrounding mountains providing marvellous views.

To reach the border with Chechnya, we had to cross the mountains: I had prepared three routes using old military maps. However, the broken line on these maps signified mountain tracks for donkeys, not trucks. Nevertheless, we made an attempt in Ratlub, driving up to the village, located (as are all villages in the area) at the mountain top.

We were told there was no road leading to Chechnya across the moun-

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tains, only tracks for hikers (in communist times, the Caucasus was popular with German backpackers). The army had, however, built a new road leading around the highest peaks and through the border zone.

The villagers warned us that the soldiers might not let us through without a relevant border permit. And they were correct. According to the army’s regulations, we needed to have a permit issued by their headquarters near Makhachkala.

After camping at the top of the mountain, the following morning saw a sharp sun shining from a blue sky.

Our next road led along the ridge and, after passing a 72 metre waterfall, we reached the village of Hunzah, located on a vast plateau.

We asked about the road to Chechnya across the mountains, but nobody could give us any reliable advice until

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we hit Botlih. There they told us in detail about the ‘smugglers’ tracks’ leading west. We chose the easiest trail, which even then turned out to be quite a challenge. In places we had to use low first to climb up the steep rocky road to nearly 2000 metres.

We entered Chechnya stunned by the amazing views and, as the evening closed in, we descended to the lower mountainsides covered with forests, just a few dozen kilometres before Grozny. Policemen at a checkpoint registered our passports and we set about looking for a decent camping spot. A group of local beekeepers recommended a friendly place in the river valley and Iwona even got a jar of fresh honey and an invitation for a veal dish cooked on the fire.

All the time we kept thinking about safety in the mountains of Dagestan and Chechnya. We had heard so many

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stories from those who travelled here before us: about soldiers who arrest travellers for entering forbidden zones, about aggressive youths and police-

They do love a good statue in Russia. You may or may not decide for yourself that they’re also quite partial to the other kind, but one way or the other there are more traditional monuments to be seen too. The Dargavs necropolis, for example, is a sight to behold, not least because the mummified remains of its ‘residents’ can still be seen lying open to the elements. Approach with care, though; it’s only a few miles from the border with Georgia, and the authors and their friends were arrested here for unwittingly having strayed into a restricted zone

To advertise in The Landy, call our team on 01283 553244 w w w. t h e l a n d y. c o . u k We’re on Facebook: www.facebook.com/thelandyuk men extorting bribes from tourists. But so far we had come across none of those scourges.

Next morning, we set off to reach Grozny, the capital of Chechnya. As soon as we were back on the main road, we returned to the ‘civilised’ world: farmed fields, factories, towns and villages. Mountainous landscapes quickly flattened and we found ourselves back on a plateau.

We had enjoyed the company of the mountains, with their silence, scarce population, wonderful views, clean rivers and aromatic air. And now it was a completely different feeling here in the lowland, among so many buildings and vehicles again. People didn’t smile so widely here. Maybe they were not as happy as the highlanders, although they were definitely wealthier.

Grozny totally surprised us. Following the brutal war between Russia and Chechnya in 1999-2000, the UN described it as the most destroyed city on earth. But it has risen like a phoenix in the decade that followed, with the entire centre rebuilt from scratch in the glitzy Asian style.

Now it looks like a model city with wide, empty streets, as though made

for big military parades and surrounded by modern architecture. Ground floors are occupied by fashion shops, the streets deserted. At each junction stand policemen or soldiers. The true, living city, meanwhile, has been pushed back to the northern outskirts.

Grozny is sizzling with wealth and growing to be the centre of great business in the Caucasus. Anything is possible here. A few winters ago, it failed to snow and President Kadyrov, worried about local children not feeling the true atmosphere of Christmas, ordered snow from the mountains to be brought to the city by trucks.

From Grozny we went to Vladikavkaz in Northern Ossetia. Vladikavkaz is similar to other Russian cities with the old centre under renovation, and in the main pedestrian precinct the atmosphere feels completely different to Grozny or Makhachkala.

From Vladikavkaz we went to the foot of Mount Kazbeg (5033m) and continued to Dargavs to have a look at the beehive-shaped burial towers that are traditional here. Here it is possible to see mummies, human bones and skulls left behind by archaeologists and scattered by thieves.

However, that was not the main feature of the day. At the Dargavs necropolis we were arrested by a border guard. It turned out that unwittingly, we had violated the border zone.

The head of the Border Control Office in Vladikavkaz assured us that we hadn’t committed a major crime, but he had to impose a fine at the lowest rate of 50 euros per person. All that he could do for us, as a favour to speed our progress, was to prepare report forms to be signed ‘in blank’ and to take our fingerprints as soon as possible.

Only then could we continue our trip.

After a night spent in a maize field, we travelled west the following day on the main road. There were no more attractions or sightseeing to be done now, only hundreds of kilometres of the asphalt road to get home. The great adventure was now over; we were already looking forward to the next, and one day to returning to this fascinating, little known corner of Russia.

The authors run Kilometr, a company specialising in 4x4 expeditions with itineraries throughout much of Eastern Europe and Asia. To find out more, visit www.kilometr.com.

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Following the Russian assault on Grozny in 1995, the Chechen capital was listed by the UN as the ‘most destroyed’ city in the world. Memorials remain to those who fought in its defence, and to the estimated 30,000 innocent civilians, among them 5000 children, who died or disappeared during the brutal fourth-month conflict. Since those dark, tragic days, Grozny has been rebuilt into a fresh, appealing city whose mixture of European and Asian influences is reflected in its elegant architecture and streets lined with rows of stylish boutiques. It’s very different to what you might expect – and a complete contrast to the traditional way of life that’s still lived to this day in the mountains just a few hours away

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Want a Winter Warmer? Head for the north of Scotland!

A

couple of months ago, we introduced Celtic Routes in these pages. A new venture from the people behind the renowned Peru Safari, it aims to let clients enjoy the thrill of adventure travel without having to go through the hassle of catching flights, crossing borders and so on.

In other words, it’s overland travel for the Covid era.

With a bit of luck (and hasta la vaccine, baby), that era’s days are well and truly numbered. But for now, Celtic Routes has a very pleasing message:

Adventure travel is not exactly an easy thing to do at the moment.

But thanks to Celtic Routes, you can banish the winter blues with a luxury Highland tour of aboard a prepped Discovery 4

‘When things are going south, escape to the far North!’

We’re telling you about this again because the company is running a winter promotion on its tours, which offer clients the opportunity to hire a fully expedition-prepped Discovery 4 equipped with a virtual guide in the shape of an app on in in-car tablet.

This is top-end stuff, as you’d expect when you’re springing for a week aboard someone else’s adventure wagon. The vehicles are good ones, too, from the second half of Disco 4 production and in really straight condi-

tion, so it’s not going to be like renting a car on holiday in the Med and ending up aboard something that would already have been scrapped back home.

Peru Safari is renowned for looking after its customers and vehicles alike (its owners, who hail from the UK, use late-model Toyota Hilux double-cabs down there) and while setting up Celtic Routes they chose Discoverys that had been lightly used, well looked after and kept in immaculate condition.

That sets the tone for the itinerary itself, which the company says ‘loosely follows the better sections of the North

Coast 500 route.’ If you’ve ever been up that way, you’ll know that the landscape in the Highlands is completely different to the rest of the UK – it’s very easy to forget you’re in Britain up there, especially when you see road signs pointing to places like Buldoo, Taagan, Beinn Eighe and, in particular, Lost.

But there’s a welcome benefit to finding adventure so close to home.

‘Luxurious lodges, castles, and lighthouses allow for winter comforts along the way, not to mention the wild and rugged scenery of winter in the Highlands,’ says Celtic Routes. ‘Think

breathtaking classic highland routes through Skyfall and Outlander country, with a day rounded off by a single malt, a roaring log fire and a sumptuous lodge by a loch. It’s the ideal escape from the winter blues.’

We mentioned the company’s virtual guide earlier, and this doesn’t just give you turn by turn navigation. It puts special routes, places to eat, eateries, hotel details and real-time weather forecasting right there in the cabin of your Discovery.

The vehicle is also loaded up with traditional maps and guidebooks, too,

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And another welcome in-car amenity is a tea and coffee making kit; if you’ve ever been in the north of Scotland in the winter and actually dared to get out of your vehicle, you’ll know how welcome that is going to be the moment you get back in…

If Scotland is too far away, Celtic Routes also has a route available in Wales, or if the opposite is the case during 2021 it intends to add further itineraries in Ireland, Brittany and Galicia. For now, however, a six-night luxury tour including all your accommodation and some evening means costs £1540 per person, and if you quote Landy/4x4/WA when booking a bottle of Speyburn 10-year oak-aged single malt whisky will also be yours.

You’re definitely not roughing it on a budget with these tours, then. But when you consider the quality of the accommodation and service you’re getting, it’s barely any more expensive than flying out for a week in a soulless box on the Med with the aforementioned clappedout old snotter as your only means of getting around.

And instead of a holiday you’ll struggle to remember (if you even want to), you’ll get an experience you’ll never forget. You can even opt to kick it off with a half-day course aboard the new Defender at Land Rover Experience Scotland – which might come in handy if you’re new to Terrain Response, because despite the lack of a proper green lane network in Scotland, Celtic Routes’ itinerary will definitely take you on some adventures well away from the beaten (or surfaced) track.

Sounds good? You know it. Celtic Routes says vehicle availability is limited, as is hotel space, so don’t hang about. Head for www.celticroute.com (note the spelling in the web address) and prepare to set your sights for all points north!

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COMPLETE READY TO DRIVE CARS OR SELF BUILD KITS • Build manuals & full kits,

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• Pre-cut panel sets • Build manuals & full kits, & ready-made bodies available controlled speed, lights, horn, • Manual includes full component • Pre-cut panel sets and body cutting dimensions & ready-made bodies available • Battery powered DIY kits or parts • Manual includes full component For more information please contact 01291 626141 sales@toylander.com www.toylander.com and body cutting dimensions

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

The last true all-rounder?

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lending some of the Range Rover’s comfort with the Defender’s practicality, the Discovery has long been the all-rounder in the Land Rover range. But it’s been getting steadily more and more upmarket almost since the word go.

Now, an upmarket 4x4 can still be a workhorse. But the most modern Discos are way more luxurious than even the Range Rover was back in the day. And of course, they don’t have real axles any more. So, was the Discovery 2 the last true all-rounder Land Rover made?

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.

The good news is that if you think so, there’s plenty around to choose from.

Some are very cheap but also very rough, however good ones command strong money – but will repay the investment. Search out a well serviced TD5 whose rear chassis has escaped the

£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: Appearance isn’t to everyone’s taste. Exclusivity 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: Excellent parts availability. Easy to work on. Unlimited potential for mods and restos Cons: Puny engines (V8 apart) Not many left in good condition

Insure your Discovery 2 with Adrian Flux from £300

rust curse, and you’ll have a Land Rover that will do everything you want of it for many years to come.

• Based on a standard 2003 Discovery 2 TD5 ES, valued at £5000, on unlimited mileage.

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

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

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 other, if that’s what you want Cons: Especially brutal to drive, and to find parts

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

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

Defender Tdi (1990-1998)

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 earlier 200Tdi is simpler and less refined than the 300, which arrived in 1994. But both are superb engines.

Do be aware of whether you’re getting a genuine one, though.

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 V8 soundtrack. Everybody who sees one loves it Cons: Monumental running costs. Expensive to buy, too

£4000-£24,000 Loads of owners have swapped in Tdis from Discoverys; these aren’t worth as much, as they’re less of a known quantity, but a good one can still be a lifelong companion.

Pros: Excellent off-road.

Arguably the very best engines.

Old-school electrics Cons: Many have been used hard. Not rustproof

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Defender Td5 (1998-2007) The Td5 engine is arguably Land Rover’s most reliable unit and it’s a strong performer. It does lend itself to being tuned though, so watch out for abused ones.

As with all Defenders, you’ll need a rear crossmember sooner or later – or even a new chassis.

Freelander 1 (1997-2006) The Freelander 1 is a cheap gateway into Land Rover ownership.

It has issues, though, such as the viscous coupling, which is expensive to replace and can be upset simply by mismatched tyres.

The 1.8 petrol used to be notorious for head gasket failures,

£6000-£30,000 Despite having more electronics than the Tdi, a Td5 Defender can still be a DIY machine – and it’s one of the best Land Rovers ever.

Pros: Off-road capability, power, overall reliability Cons: Rear chassis, premium prices, monstrous road tax

£400-£5500 but today’s replacements are much more robust. The TD4 diesel is your best bet – but check the condition of the injectors first.

Pros: Cheap to buy, no big rust issues, surprisingly able off-road Cons: All sorts of things can go wrong, some very expensively

Issue 84: Feb 2021

Defender TDCi (2007-2016) The last Defenders gained modern 2.4 and 2.2 TDCi engines and sixspeed gearboxes, They still had phenomenal off-road ability and were even okay to sit in.

Many people dislike the TDCi, but they still change hands for huge money – especially when the

Freelander 2 (2006-2015) The Freelander 2 is a refined and affordable SUV with a strong 2.2-litre turbo-diesel engine and a strong level of practicality. Plus it’s become one of the most reliable Land Rovers out there… but do be aware of the rear diff and Haldex unit for costly outlays.

41

£9500-£195,000 likes of Twisted have been involed.

You will always pay a premium for a Puma – but look after it and you may well never see depreciation.

Pros: Efficiency, creature comforts, off-road prowess Cons: Price, electronics, TDCi engine is unloved

£2000-£19,500 Prices have fallen since the production ended. It’s a fine all-rounder – and £10,000 now gets you one worth having.

Pros: Reliability, refinement, 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 money in a resto than spending it on a new model.

A very early two-door can cost mega money, but any Classic will appreciate in value if kept in good

condition. An awful lot have been neglected and/or abused – but if you’ve got the skills, a resto 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

A Mk2 Rangey in good working order is still a sensational car to own, even today. The problem is that they’ere very complex and very, very good at going wrong.

Air suspension failure is the norm. Head gaskets can let go.

Electronics are laughably flaky.

And parts can cost the earth – as will the labour bills.

Still, you’ll get a classy motor with proper off-road and towing skills. It’s becoming a classic, too.

Pros: Luxury, price, a Land Rover that doesn’t rust Cons: Electrics. Be very afraid

42

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

News

Issue 84: Feb 2021

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

£2250-£28,000

Products

Vehicles

Adventure

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

£32500-£25,000

RR Sport Mk2 (2013-on)

£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: Economy, handling, iconic 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

Discovery 2 (1998-2004)

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

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

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

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

£1100-£9000 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 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

The original Discovery was based on the Defender of the time, but

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

with a 100” wheelbase and a slick body containing a spacious, flexible cabin. It was well equipped and refined to drive, 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,

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

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

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

Buyers

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

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.

Expect horrific running costs

Workshop

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

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: Performance, refinement, 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 availability. Epic off-road ability Cons: The body rusts like it’s been doused in sea water

£2950-£38,000 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-£38,000 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 Evoque, and less vulgar. Seven seats. Capable enough off-road Cons: Back seats only for small mammals. Price of top models

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

News

Issue 84: Feb 2021

Products

Vehicles

Adventure

Workshop

Buyers

USED LAND ROVERS FOR SALE Series I 86” (1955). 2.5 diesel, IIA gearbox, SIII front axle, overdrive, PTO winch, parabolics. Ex RAE/RAF, same family since 1970. Major rebuild 20 years ago, still very solid. £12,750. Eastleigh. 07704 680068 02/21/014

Series III 109” (1985). 25,000 miles. Ex-MOD. 2.25 petrol. Waterproof canvas. Very rare radio seats. 12/24-volt. Clean underbody, no issues, drives great.

MOT June. £6500. Biggleswade.

07979 910347 12/20/019

Series III 88” (1976). Chassis kept waxed. New grille, doors, arches, bumper, engine mounts, fuel tank and more. Full respray. Rear crossmember needs work. Tax/ MOT exempt. £9750. Cropston, Leics. 07736 457850 02/21/010

90 2.5 TDI (1987). 150,382 miles.

7-seater. Excellent bodywork.

PAS. Snorkel. Bulkhead guard.

Must be seen to be appreciated.

Part-exchange welcome. Full MOT. £7999. Bedford. 07365 430834 02/21/006

90 2.5 petrol (1985). 109,000 miles. Fully renovated in last year.

Original chassis. Polybushes, new springs and shocks, Wolf wheels, hood and sticks. USA exportable.

MOT Sept. £11,000. Plymouth 07891 609833 02.12.016

Series I (1958). Rare ex-military 4x2 for full resto. 2.0 petrol engine (not running), retains original chassis plate but chassis and bulkhead need work. Good tub and panels.

Heritage cert. £6995. Faversham.

07775 774440 02/21/015

Series III 88 (1975). 2.25 petrol.

Tax and Mot exempt. Barely used since resto 10 years ago. Galv chassis, rebuilt engine, unleaded valve seats, new wiring harness, overdrive, FWH. £10,000. Glos.

07813 568218 12/20/018

Lightweight (1983). 200Tdi. Ally intercooler. PAS. Disc brakes.

High-ratio diffs. Custom stainless exhaust, roll cage, Wolf wheels, custom mohair hood. Custom interior. £13,000. Derry. 07871 869784 02/21/013

Defender 90 TD5 (2002).

135,629 miles. Good condition.

Solid chassis, mechanically sound.

Boost alloys in great condition.

Side steps, dog guard, spare wheel carrier. MOT Sept. £8500. Preston.

07964 453704. 02/21/012

90 3.5 V8 (1987). 77,000 miles.

Factory engine! Galv chassis.

ARB Air-Lockers, Corbeau buckets, ZU alloys, Warn 9.5XP on Masai bumper, panoramic roof, 54” LED bar. £19,950. Warwick.

07972 039656 12/20/010

Series II 88” 2.25 Diesel (1958).

2 owners from new! Good chassis and bulkhead. Original engine. Ifor Williams canopy. Overdrive. Optima battery, parabolics, T7 heater, hand throttle. Tax/MOT exempt. £8500.

Glos. 07942 752929 02/21/007

Series III 109 (1982). 2286cc petrol. 11-seater with canvas roof. Galv chassis, total professional restoration, only 150 miles done since. Full body-off respray. £27,995. Sandhurst.

07977 023266 01/21/005

Defender 90 5.0 V8. 59,000 miles. Built 2018 by Birch 4x4.

Modded TVR engine, ZF auto, new chassis. Bilstein suspension, performance brakes, Stunning.

MOT April. £37,995. Liverpool.

07887 614843 12/20/004

90 200Tdi (1989). 50,500 miles!

Cool’N’Vintage Retro Edition.

Professionally undersealed.

Vintage calf leather seats. Just had £20,000+ refurb. Stunning. £37,500. Stamford. 07583 457511 11/20/012

Defender 110 300Tdi Hi-Cap (1999). 168,000 miles. Nut and bolt resto. Galv chassis, rebuilt engine, Ashcroft box, Terrafirma suspension, Boost alloys, Exmoor canvas and much more. £15,950.

Hull. 07427 114765 02/21/009

Series IIA (1968). Rover 3.5 V8. Rebuilt from chassis up.

Everything works, but layshaft may need replacing (a complete spare gearbox is included). £5995. Fareham, Hants. 07929 107274 01/21/009

Series III 88” (1977). 150,000 miles. Galv chassis. 2.25 petrol from early 110. Fairey overdrive.

FWH. Parabolics. Cobra buckets, front-facing rear seats. Totally solid. £9999. Ross-on-Wye. 07498 626138 11/20/002

Defender 90 County (2003).

106,419 miles. Galv chassis, 300Tdi, big intercooler, Ashcroft box, 1.2:1 transfer case, 2” lift, Momo wheel, RX8 seats. MOT March 21. £15,000. Southampton. 07703 044121 12/20/001

Defender 90 2.2 TDCi CSW (2015). 22,143 miles. FSH. One owner from new. Waxoyled. BFG Mud-Terrains, Bowler sill and steering guards, front and rear diff guards. £30,500. Lancs.

07843 018383 12/20/002

Defender 110 2.4 TDCi Camper (2011). 150,000 miles. Climate, leather, aux heater, parking camera. 190bhp Stage 2 remap. Lift kit, Ramsey winch. MOT Feb 21. £14,995. Ruabon, Wrexham.

07552 565057 01/21/007

Series 3 HCB-Angus Fire Engine (1973). 93,450 miles. Excellent chassis. 2286cc diesel. New mud shields, brakes, cab floor, battery, wheels and tyres. Custom seats.

Tax/MOT exempt. £7500. Bristol.

07890 948758. 12/20/013

Series 3 88” 2.25 diesel (1972).

46,000 miles. Has had patches on chassis. Painted a few years ago. New leather seats (7-seater). Paperwork going back to 2004. £7500 ono. Gillingham.

07377 329474 12/20/005

Defender 90 Pickup (2009).

20,000 miles. Excellent condition inside and out. Never been used off-road. First to see will buy. Full service history. MOT November. £19,995. Darlington. 07402 044446 02/21/005

Defender 90 TD5 Autobiography (2001). 138,000 miles. Full rebuild with panoramic windows, sawtooth alloys, Momo wheel, Sparco seats. Fully soundproofed. £21,500. Knutsford. 07580 772188 01/21/003

Defender 110 200Tdi (1986).

Ex-MOD. 180,000 miles. Chassisup resto. 70,000-mile engine.

New head hasket and clutch master cylinder. MOT Oct 21 (no advisories). £9000. Wellingborough. 07843 142688 12/20/017

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45

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

Defender 110 TD5 (2005).

190,600 miles. Baroud XXL roof tent, Hannibal awning, separate leisure electrics, all-round LED lighting, external speakers and much more. £15,995. Southampton. 07976 531824 02/21/017

Discovery 300Tdi (1996).

72,000 miles. Manual. Air-con (cold), no sunroofs, tow bar. One owner since 1997. No holes.

Some welding in past. Drives mint. 9 months’ MOT. £3900.

Leeds. 07466 628703 12/20/014

G4 Challenge Discovery 3 (2008).

92,000 miles. 1 of 68. Replacement 2.7 TDV6 engine. Plus G4 tent, bike, kayak and more. £26,000 just spent. Immaculate.

FSH. £22,494. Bothwell. 07803 042618 02/21/001

Range Rover Overfinch (1988).

Body-off restoration. Sound engine, new Holley carb. Good interior. New brake and fuel lines, ball joints, bushes, suspension footwells and inner wings. £17,995. Wargrave, Berks. 07930 376543 02/21/008

Range Rover Sport 3.0 TDV6 HSE (2012). 79,900 miles. 22” Kahn alloys. Autobiography upgrade. Repainted light blue pearl. Genuine 25,000-mile engine fitted 3 years ago. Mint condition. £16,795.

Wigan. 07961 161817 02/21/004

Defender 110 DC (2008).

137,000 miles, new 55,000-mile 2.4 engine. Spotless. Comes with Exmoor canvas and hoops and Bell engine mapping kit. £19,500. Towersey, Oxon.

07738 015135 01/21/006

Discovery TD5 ES Premium (2003). 140,000 miles. Auto with diff-lock. Stage 1 remap.

Rust-free chassis, Waxoyled.

Rear coil spring conversion. FSH. 12 months’ MOT. £4800. Dorset.

07796 926454. 01/21/004

Range Rover 3-door Turbo D (1989). 70,000 miles. LHD. Original chassis and engine. No welding needed. Mechanically great. Clean bodywork but could use a respray.

Heritage cert. MOT May. £6995.

Walsall. 07404 901248 02/21/018

Range Rover Sport 3.0 TDV6 HSE (2010). 89,000 miles. Great condition, unmarked paintwork.

Extended leather pack. Refurbed 20” alloys. Harmon Kardon stereo. £10,495. Stourbridge. 07387 446581 02/21/003

Range Rover Sport 4.2 Supercharged (2006). 109,000 miles.

LPG, drives stunningly on gas. Full service history. Very little wear inside. Very well conditioned. MOT Dec 21. £5500. South Kirkby.

07500 275701 02/21/002

Defender 110 2.4 (2010). Rock sliders, steering guard, wide arches, winch bumper, Mud-Terrains, snorkel. Patriot roof rack with LED lights. Waxoiled and regularly serviced. Full MOT. £22,950. Knutsford. 07738 408381 02/21/011

Discovery 2 TD5 (1998).

160,000 miles. Ex-ambulance, still with sirens, lights and megaphone. 2” lift, snorkel, rock sliders, Insas etc. Solid chassis.

Recent MOT. £4250. Dartford.

07792 521781 01/21/002

Range Rover 2-door (1987).

Import. Excellent chassis. Rustfree. All inner wings, sills, A and B posts, boot and floor immaculate. VM diesel (running on 3 1/2 cylinders). £6200. Sheffield.

07790 506946 12/20/012

Range Rover (1971). Suffix A 2-door. Recent recommission with new RPI engine rebuild (cost £11,000) and retrim by Nationwide Trim. Great investment. £28,995. Tunbridge Wells.

07789 114156 01/21/001

Range Rover 3.6 TDV8 (2010).

117,317 miles. Rare Bournville brown metallic paint. Good condition inside and out. MOT July 2021. £8954 ono. Carmarthenshire. 01559 389030 12/20/006

The best G4 Disco?

Defender 110 2.2 TDCi (2015).

45,156 miles. One owner. FSH. Exo roll cage, LED lighting, new alloys and tyres. Recently Waxoyled. Great example, first to see will buy. £25,995. Cumbria, 07803 518445 12/20/007

Discovery 4.0 V8 Auto (2003).

79,000 miles. FLRSH, recent MOT. Cruise, climate, leather, nav etc.

Professionally 3D textured paint finish (cost £11,000). Waxoyled every 5 years. £9995. Bradford.

07866 486650 12/20/008

Defender 110 fire engine (1985) 142,000 miles. 2.5 diesel. Water tank, hoses, shutters, original torches, sirens and PA speaker.

Very good chassis. MOT July 21. £12,750 p/ex poss. Maidstone.

07738 821813 12/20/016

Discovery 4 3.0 SDV6 XS (2014). Cruise, climate, special paint, cream leather, sat-nav, electric heated seats. New MOT, FSH with big service just done. £16,450. Tredegar. 07837 208518 01/21/008

110 2.5 n/a Hi-Cap (1985).

70,000 miles. Ground-up resto.

Original engine fully rebuilt.

Chassis sandblasted and zinc coated. New hardware and seals.

Rewired. £12,750. Marlow, Bucks. 07894 104203 12/20/003

Discovery 3 2.7 HSE (2009).

109,000 miles. Remapped, EGR removed. New towbar and electrics. Belts done at 70k, just had full service. New arms and bushes. MOT Nov. £7795. Corwen. 07530 287683 12/20/011

IS THIS THE best G4 Challenge Discovery 3 in the county?

Probably, according to its owner – and it’s easy to see why.

Although it’s on a replacement engine, all the work was done by main dealers – as has a full set of services. The vehicle is on 92,000 miles, with the engine on about 8000, and none of its three owners have used it off-road. Additionally, loads of parts have been replaced – including stuff like the brakes and EGR valve, as well as less obvious items such as the gearbox spigot and air-con pipes.

On top of this, the engine has been given a mild remap from Alive Tuning, and the vehicle has been professionally undersealed. The interior bears out the amount of love the Disco has had lavished on it, too.

The G4 Discovery was based on the HSE model, meaning it already had pretty much all the equipment a car could have. And that’s before you add all the Warn XP9500 winch, mantec snorkel, Goodyear Wrangler tyres, underbody protection and roof rack with four xenon spotlights and a rear ladder, not to mention the G4’s unique Tangiers orange paint.

The vehicle also has a full set of G4 Decals and plaques at the front and rear – and these have been completely renewed as the originals had faded in the sun. The alloys have been refurbished, too.

This gives you an indication of how much pride the Discovery’s owner takes in it, and there’s still more to come. It’is sold with an impressive collection of G4 accessories – a Khyam tent, kayak and mountain bike, all with the correct branding. This is definitely a Discovery for an enthusiast; not cheap, at £22,494, but that’s a whole lot less that it cost to be able to present it in such a superb condition. You’ll find it listed on this page.

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

Registered To Land Rover Online Service System

QUADZILLA UTV & ATV Dealers

46

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

News

Issue 84: Feb 2021

Products

Adventure

Workshop

Buyers

Calendar

Off-Road Playdays 28 December Hill’n’Ditch

21 February

Slindon Safari

Devil’s Pit

Thames Valley 4x4

Explore Off Road

Slab Common, Hampshire

30 January

Picadilly Wood

Kirton Off Road Centre Kirton Lindsey, North Lincs

Slindon, West Sussex

Barton-le-Clay, Bedfordshire Silverdale, Stoke-on-Trent

Hill’n’Ditch

Mouldsworth, Cheshire

Muddy Bottom

Minstead, Hampshire

31 January

27 February

10 January

Cowm Leisure

Kirton Off Road Centre

4x4 Without a Club

Frickley 4x4

Aldermaston, Berkshire

Essex, Rochford and District 4x4 Rayleigh, Essex

Slindon Safari

Slindon, West Sussex

Whitworth, Lancashire

28 February

Kirton Off Road Centre

Cowm Leisure

Kirton Lindsey, North Lincs

7 February

17 January Devil’s Pit

Picadilly Wood

Explore Off Road

Minstead, Hampshire Bolney, West Sussex

Silverdale, Stoke-on-Trent

14 February

Frickley 4x4

Essex, Rochford and District 4x4

Frickley, South Yorkshire

Hill’n’Ditch

Mouldsworth, Cheshire

Kirton Lindsey, North Lincs

Frickley, South Yorkshire

Muddy Bottom

Barton-le-Clay, Bedfordshire

Whitworth, Lancashire

Frickley 4x4

Frickley, South Yorkshire

Kirton Off Road Centre Kirton Lindsey, North Lincs

Slindon Safari

Slindon, West Sussex

Rayleigh, Essex

Frickley 4x4

Frickley, South Yorkshire

Green Lane Convoy Events 29-30 December

13-14 February

8-12 March

Ardventures

Protrax

Ardventures

Wiltshire

Coast to Coast

10 January

20-21 February

13-14 March

UK Landrover Events

Protrax

Atlas Overland

Lake District

Peak District

Wales

23-24 January

21 February

Protrax

UK Landrover Events

Wales

Durham Dales

23 January

26 February

4x4 Adventure Tours

UK Landrover Events

Wales

Dales and Eden

24 January

27 February

UK Landrover Events

4x4 Adventure Tours

Tyne and Wear

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

Slindon, West Sussex

Tong, Bradford

Tixover, Northamptonshire

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

Slindon Safari

Tixover, Northamptonshire

Protrax

Defender 90 Station Wagon 96P 125K miles, 1 owner, New Galv Chassis, full external roll cage, Alli Wheels, MT Tyres. £8995.

Tixover, Northamptonshire

Frickley 4x4

Bolney, West Sussex

Defender 110 TDI 91J 200TDI only 63,000 miles.

Good order. £4995.

Protrax

3 January

Parkwood 4x4

Discovery 300TDI 3 door 95H 125K miles.

2 owners. New sills.

Long MOT. £1600.

Minstead, Hampshire

Protrax

Minstead, Hampshire

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

Muddy Bottom

24 January

Muddy Bottom

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

Dates are apt to change, so always check with the site before travelling

Mouldsworth, Cheshire

Frickley, South Yorkshire

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

Vehicles

Wales

7 February

6 March

4x4 Adventure Tours

UK Landrover Events

Wales

UK Landrover Events Lincoln and Belvoir

Yorkshire Dales

7 March UK Landrover Events Eden District

Wessex

Protrax Wiltshire

19 March UK Landrover Events Lake District

19-21 March Ardventures

Mid and North Wales

20 March UK Landrover Events Tynedale

22-23 March UK Landrover Events Cumbria and Yorkshire

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21/05/2020 11:49

New Accessory Catalogue 18th

The Edition Is Out Now! The new Britpart Accessory Catalogue is now available.

This is the catalogue to have!

Whatever model you drive, whichever year it is, we have the accessories to suit your requirements.

Order your FREE copy today Simply pop to -

Now Available

www.britpart.com/ request - fill in your details and we’ll send you a copy!*

Note - Sorry but catalogues can only be posted to UK addresses. Catalogue can be viewed online at www.britpart.com/cat *Alternatively write to the Marketing Department, Britpart, The Grove, Craven Arms, Shropshire, SY7 8DA.

www.britpart.com Find your nearest stockist - www.britpart.com/stockist