The Landy March 2020

Page 16: What it’s like to use your Land Rover for the most extreme form of off-road motorsport

LANDY

MARCH 2020

THE

ISSUE 73

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The sprawling forestry of Cannock Chase has long been playing host to convoys of Land Rovers.

But after 27 years, the monthly 4x4 in the Forest event was set to close down.

Step forward two Land Rover lovers who knew this four-wheel wonderland was too good to lose. And now, with the blessing of Forestry England, you and your Landy can continue to enjoy one of the best days out anywhere.

Terrafirma set out to show what you can do with its products when it laid out the spec for its new Defender 110 TDCi demo truck. And you can do a lot…

Full story: Page 14

Full story: Page 18

After 15 years in a lock-up, this 86” Series I is back on the road. And it might just have a hidden history behind it, too…

Full story: Page 10

If the interior of Arkonik’s Fargo 90 isn’t enough to fill you with lustful thoughts, we don’t know what is…

Full story: Page 12

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JLR rescues Bowler and expands SVO portfolio

Brightest for longest.

Words: Dan Fenn and Rover’s acquisition of the Bowler group of businesses (Bowler Brands, Bowler Motor Sport and Bowler Manufacturing), which was finalised just before Christmas, will add a fourth arm to JLR’s burgeoning Special Vehicles Operations division.

Bowler, which was in administration prior to the sale, will continue to operate from its premises in Belper, Derbyshire ‘for the foreseeable future’ during a transition period which will see its motorsport and all-terrain performance expertise being absorbed into the SVO group.

The Bowler story began in 1985 when the company’s founder, the late Drew Bowler, started building and selling off-road competition cars based on early Land Rovers and Range Rovers.

A pioneer of the popular comp safari builders’ technique of replacing the

L

Rangey’s rear A-frame suspension with front radius arms and panhard rods, Bowler’s engineering skill soon came to set him apart as a leader in his field – in a quite literal sense, when he won the safari at the 1990 ARC National.

At this stage, Bowler’s products were still being sold as kits. In the late 1990s, however, the company took a major leap forward when it sold this part of its business and launched the exclusively turn-key Wildcat 200 – heralding an era of almost total dominance in UK motorsport. The Wildcat also took Bowler into international cross-country sport for the first time, too; by 2005, it had the second-largest factory entry in the Dakar Rally, and its cars were among the most competitive in Baja events across Europe.

Bowler had long been working in close cooperation with Land Rover’s Power Train Projects division by now (PTP’s signature light blue colour

scheme featured on many of its cars for years), and in 2012 the companies entered into a formal brand partnership.

This yielded the Defender Challenge, which between 2014 and 2016 saw a group of modified 90s competing in a series of stage rallies across the UK, and in 2018 Bowler vehicles finished first, second and fourth overall in the Tuareg Rallye – seen by many as the spiritual successor to the original Dakar.

Jaguar Land Rover’s purchase of Bowler, which brings with it massive sporting credibility and goodwill as well as the company’s huge engineering know-how, can be seen as part of the process by which it aims to turn Special Vehicle Operations into its equivalent of Mercedes’ AMG division.

The company says it will be gaining ‘expertise in all-terrain vehicle dynamics, low-volume production techniques and extreme durability’ – hinting at further factory involvement at the top end of cross-country racing, as well as the possibility of more exclusive SVR and SVX showroom and special-order models than ever.

Purchasing Bowler also gives JLR access to the company’s multi-use Cross Sector Platform, an aluminium frame which has already been used in motorsport applications and prototype military vehicles.

‘For almost 35 years the Bowler name has stood for innovation and success, with a reputation forged by its participation in the world’s toughest off-road motorsport competitions,’ said SVO boss Michael van der Sande. ‘It’s exciting that we’re now in a position to participate in and lead the Bowler brand’s future as part of Jaguar Land Rover.

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Restoring Defenders is the order of the day, and this particular Land Rover has been on the receiving end of specialists Masai 4x4...

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Land Rovers really do get under your skin. And to prove it, there’s no better than the story behind the life and times of one man and his Series Landy that just couldn’t be separated

NEXT MONTH’S LANDY IS PUBLISHED ON 25 FEBRUARY You can pick up your copy of our April 2020 issue from newsagents or Britpart dealers – or read it online at www.thelandy.co.uk 01283 553243 • enquiries@assignment-media.co.uk • www.thelandy.co.uk • www.facebook.com/thelandyuk Editor Mike Trott Assistant Editor George Dove Contributors Tim Gibson, Barrie Dunbar, Jannis Drew, Dan Fenn Photographers Steve Taylor Group Editor Alan Kidd

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Gibson’s Gab Catch ‘em Young

Tim Gibson has a proposal to maintain a supply of cheap Landies for the next generation of enthusiasts Words: Tim Gibson I enjoyed a special moment over Christmas. It wasn’t when I was driving home from Midnight Mass and saw a fox cub skip into the frost-strewn road, shining green eyes momentarily illuminated in the headlights. Though I have to say that was pretty awesome.

It wasn’t even the look on my young daughter’s face as she realised that Santa Claus had visited, left presents, and eaten the Reese’s Peanut Butter Christmas Tree she’d left on the hearth for him. Though, again, that was a wonderful sight to behold.

No, the really special moment from a Land Rover lover’s point of view was when my 15-year-old nephew opened his Christmas presents.

You may recall me writing a few months ago about his acquisition of a very tired ex-farm Ninety that he’s slowly going to refurbish in time for his 17th birthday. Well, this was his first Christmas since buying the truck.

Which meant it was our first opportunity to give him presents that would help in his mission.

So it was that, as the family settled into their armchairs after Christmas lunch for the ritual distribution of gifts, my nephew tore the paper from a giant toolbox, a couple of headlight surrounds, a gear knob, and an assortment of handy tools.

He was thrilled. Genuinely chuffed.

And so were we, because for the first time ever it felt as if we’d bought a present that would actually enhance his life.

All of which got me thinking. When I was a kid, it was routine to receive car-related presents. Before I even owned a car or had a driving licence, I was tickled pink to receive a pair of Green Oval door decals.

Likewise, I distinctly recall feeling excited at discovering a chequer plate sill protector beneath the tree, even though I didn’t have a vehicle to fix it to.

Then there were things like uprated stereos, sports seats, retrofit lights-on buzzers and aftermarket alloy wheels.

These were the things that obsessed us when we were boys turning into men.

Along with the girls in the sixth form, they occupied pretty much all of our waking hours (and some of our sleeping ones, for that matter. Much like the sixth-form girls).

But my worry is that those days are gone. My nephew is lucky to have found a cheap enough Defender he can afford with a view to getting it fettled.

For most people of his age, such a purchase would be unimaginable.

I want, therefore, to make a proposal: if you have an old Land Rover knocking about gathering corrosion, or hear of one, try to find a young person to sell it to before putting it on the open market. It’ll be an automotive form of affirmative action: resisting the hegemony of well-off middle-aged Land Rover enthusiasts who price younger buyers out of the market.

This will be good for our hobby, because it will ensure a supply of fresh blood. It will be good for the aftermarket, because it will mean component makers retain a customer base well into the future. And it will be good for the Land Rovers, because they’ll be restored in a way that’s true to their roots.

Not big-money restos, but sympathetic ones that retain their character.

I’d like to call in the National Youth Land Rover Service. There’s no formal sign-up process. But I urge you to consider becoming a part of this redistributive movement. The future of our pastime depends on it.

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Can I have a word...

I

n this issue of The Landy, you’ll find a host of brilliant Green Oval machines to get excited and giddy about, but you and I both know that nothing gets more exciting than actually using your Land Rover for what it was made for.

Which is why the news that Forestrax 4x4 has taken over the running of the old 4x4 in the Forest event on Cannock Chase is more than welcome.

Head over to page 18 and you can start reading the full story, but for a brief synopsis, up until last year the future of the event was in doubt.

Roger Wilson, one of the rangers based on Cannock Chase working for Forestry England, has been leading the event for 27 years, but retired from service last year and with his departure imminent and no-one at Forestry England willing to pick up the baton, the event looked set to come to a halt.

Happily, Roger, along with some of his faithful friends and organisers, have established Forestrax 4x4 and secured the future of these guided tours around one of Britain’s best beauty spots.

It’s good news for 4x4 drivers, who are increasingly finding their routes more and more limited, in terms of places they can use their vehicles whilst enjoying the Great British countryside.

Not every Area of Outstanding Beauty is accessible by motor vehicle, and whilst Cannock Chase is not freely open to motorised traffic, these privileged tours provide a wonderful example of how responsibly run projects can benefit all involved.

More countryside users need to work together, not against each other. And in doing so, the rural environment can be enjoyed by all, whether that be at the wheel of a Land Rover or not.

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

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Issue 73: March 2020

LIVE,DREAM, DRIVE

ZEUS BRAKE CONVERSIONS for Classic Land Rovers

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Adventure

In Gear

The word ‘altimeter’ might make you think of those good old silly Japanese 4x4s that used to have ridiculous little pods stuck to the top of their dash-

MADE IN ENGLAND

Vehicles

boards. You’ve been able to buy cheap and predictably crummy imitations of this already-quite-crummy original for many years – but the new 4x4 Altimeter is something different.

For starters, this is electronic. For seconds, as well as the old familiar altimeter and inclinometer displays it connects to the GPS network to function as a clock, compass and speedometer.

But you’ve already got a speedometer, right? Didn’t have it recalibrated when you fitted those big gnarly tyres, though, did you? And anyway, this one’s accurate to within 0.36km/h (0.22mph

in words we understand) – and even on a totally standard vehicle, the thing you see through the steering wheel won’t ever stand a chance of getting near that.

The unit measures the vehicle’s cabin temperature, too, and it has back-lighting which adjusts automatically to reduce glare. ‘A perfect match for any adventure on harsh and uneven terrain,’ says Britpart.

A typical price of £125 including the dreaded suggests that this is not the sort of cheap and crummy stuff mentioned above. You can find out more by visiting www.britpart.com.

We’ve got you covered One area of your Land Rover you shouldn’t neglect is the place you actually spend the most time – the driver’s seat.

What with all those new lavish interiors you see in restored Defenders, it could be very easy to feel like your tatty old interior isn’t quite living up to the competition. But with the help of Masai 4x4, the tables can soon turn.

Their latest range of seat covers are suitable for Puma Defenders from 2007 through to 2016 and naturally

Cool it

You don’t tend to think of your 4x4’s fuel injectors as a potential source of grief. But if they’re at risk of getting too hot, whether as a result of being fed hot fuel or baked from the outside by ambient heat, the first you’ll know about it is when you run into vapour lock – resulting in deeply unlovely things like poor starting, incessant stalling or a rough, lumpy idle.

Cooler injectors work better – it really is that simple. So if you’re going to be asking a lot of your engine, Design Engineering’s Fuel Injector Reflective Heat Covers might be a very cheap way of preventing it from telling you what it thinks. Made from glass fibre material bonded to a heat-reflective

apply to both 90 and 110 models. Finished in soft vinyl leatherette, these covers consist of a foam lining and are available in four colours – red, tan, grey and balck – with an attractive cream piping trimmed around the seat edges.

The covers are simple to fit and have pockets in the rear for maps and/or other items, and come as a pair. To grab your covers, and for more information, head to the Masai website at www.masai4x4.com

aluminised material, these are simply wrapped around each individual injector before being secured with a sewn-in hook and loop fastening edge.

The covers are available in packs of two, four, six and eight. They’re brought to the UK by Demon Tweeks – to find them, head for demon-tweeks.com.

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Issue 73: March 2020

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Brushing up on things Back in 1993, Land Rover asked former Royal Air Force test pilot Tom Sheppard to write a book on four-by-four driving: The Land Rover Experience.

Seven versions later, the sixth edition of Four-by-four driving, published by Tom’s own company, Desert Winds, is soon to be released, allowing budding overlanders to reep the benefits of soaking up Tom’s substantial wisdom.

Drivelines, off-road techniques, recovery, expedition basics and a sampling of current 4x4s are covered in detail – complete with tell-it-like-it-is comment.

The series, now used by Special Forces instructors both in the UK and US, draws on Tom’s more than 110,000 miles of desert and overlanding expeditions – mostly solo.

These include 17 Sahara expedi-Rimmer tions, UK-Gulf and Southern Africa trips, long-range projects around Libya, a challenging 900-mile, offtrack journey north from Timbuktu and the first lateral coast-to-coast Sahara crossing, as well as a gravity survey from Dakar to Port Sudan for which he gained a Royal Geographical Society award.

As Tom explains in own words: ‘There are many enthusiastic, even expert 4x4 drivers out there. I’m not telling everyone to do things my way but, with an open mind, knowledge is additive.

‘We’re all the same: we never stop learning. I’ll say that again: Knowledge is additive.’

Four-by-four driving – Edition 6 is a 246pp softback publication. It’s available from Desert Winds Publishing and you can find by heading over to the following website: www.desertwinds.co.uk.

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Head Linings for Defender 90 Comes as a 5-piece kit with sun visor covers & all fittings and fixings.

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Issue 73: March 2020

News

Products

Vehicles

Adventure

Coming Out of Hiding

Words and Pictures: Mike Trott

O

ne thing you learn as you grow older is that your responsibilities only increase with time. Think back to when you were a teenager and you’ll agree that life was far easier.

At weekends, the Bank of Mom and Dad would officially open and you could get yourself a slap-up meal at the exquisite local Italian called Pizza Hut. Then you’d be off to maraud the nearest shopping centre, with the prospect of purchasing some more synthetic sportswear for your wardrobe.

Plus, if you played your cards right and hadn’t blown all of your £20 note, there might be a chance to slip in underaged to the latest horror movie, just before John the taxi guy (AKA Dad) comes along when you least want it to dispatch you from the precinct.

Perhaps the only blot on your flip phone’s diary was something labelled as ‘scool’. Maybe improved attendance would have been wise…

Still, over time your priorities change and that means less nights out and vomiting in flower beds, and more saving money and dealing with the Bank of England instead.

You might wonder how on earth this relates to a Land Rover, but in truth, even Land Rovers need to take a backseat at times.

In 2003, Richard Lightfoot put his 86” Series I into storage. He was young and had been enjoying himself accordingly – but an awful lot of his spare cash did seem to disappear into his Land Rover.

‘Back then I was young, carefree – but needed to buy a house and stop putting money into it,’ explains Richard.

‘The Land Rover was kept locked up until last year. I put a new battery and fuel pump on it, then cried my eyes out as the fumes poured into the garage.’

Just like the fuel rushing through the arteries of the Land Rover, emotions flooded through Richard’s as he greeted his partner in crime once more.

This isn’t just any old Landy, either.

Built in 1955 on 18 October, it lay in storage in Derby until April 1956, where it enrolled with the armed forces and served as a Civil Defence vehicle at the military landing ground of Ruddington.

‘I have no evidence of its history, but this could be the earliest Home Office Land Rover on the road today,’ states Richard. ‘The RGC 501-599 number plates were from the initial first batch of Home Office Land Rovers so there is a chance.

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Fifteen years ago, Richard Lightfoot locked up his prized Series I, where it lay dormant up until one autumnal day in 2018. As the old Landy coughed into life, Richard welcomed back a friend of the family ‘The Deep Bronze Green colour we all love is actually a British Standard colour selected by the Home Office.’

After serving Queen and country for a number of years, the 86” was auctioned off to a farmer called Tony Derby, but the Series I reached Richard a while after its stint on the farmyard.

‘January 1997 is when I bought it and I got it from a museum mechanic who worked at the Coventry Motor Museum,’ says Richard. ‘He restores old cars and had done this one up to a nice condition and I had decided that a Series I was the one to go for.

‘I got into it all as a friend owned a 1952 Series I. He had been hurt in the TA and to keep that military connection he decided to join the Military Vehicle Club. There was this much play in the steering of his Land Rover,’ Richard

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gesticulates wildly, ‘and it was welded up like a patchwork quilt!’

Somehow, that was enough of a sales pitch for Richard. Even the 12 breakdowns on the way home from collecting his Land Rover couldn’t deter him from Green Oval ownership. And in the next several years of carefree shenanigans with his 86”, Richard made some memorable moments with his Land Rover.

‘In 1998 I took the Series I to Bletchley Park, where they cracked the German Enigma code to help win the Battle of Britain, and also in 1999 to the place where Churchill received his Land Rover,’ reveals Richard.

There was some routine and not so routine maintenance within this period as well, most notably the 2.0-litre petrol engine being rebuilt by Richard Eales, son of John Eales, the proprietor of J E Developments. Some of this work may explain the spending that enforced the Land Rover to go into hiding, but Richard feels it was worth the investment.

‘I knew with the money I’d spent on it I wasn’t going to sell it. It’s the only one of its type and part of the family now,’ continues Richard.

With some of the trivial things in life now taken care of, Richard can get back to enjoying his Land Rover. It may mean trying to find slightly deeper pockets in his trousers, but there’s no price you can put on the bond between a man and his machine.

Below: The 2.0-litre petrol engine has previously been rebuilt by Richard Eales, son of John Eales, the legendary Rover V8 specialist

Issue 73: March 2020

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News

Issue 73: March 2020

Products

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Adventure

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Same Difference

Words: Dan Fenn Pictures: Arkonik

Land Rover restorers, Arkonik, have been excelling at rebuilds for over ten years now – and to celebrate, we take a look at two of their newest creations

H

ardly a month seems to go by at the moment without an Arkonik-built Land Rover appearing in these pages.

That’s an indication of how prolific the Somerset-based company has become, but also of how cool its vehicles tend to be.

It’s so prolific, in fact, that this month we’re looking at not one but two of its creations. They’re quite different in some ways – but very similar in others.

The most obvious difference is that one’s a 90 and the other is a 110. The former, called the Fargo, is a tough looking bit of kit with a Safety Devices exo cage and roof rack, First Four Shadow Bumper, Puma bonnet, NAS rear step and KBX Signature grille and wheel arches.

It’s a pretty smooth operator all the same, though. Look at it from some angles, and its pearlescent Mariana paintwork will appear blue – and as you move around it, the colour changes to an iridescent black. Down below,

Kahn Defend 1983 18” alloy wheels are wrapped in BFGoodrich All-Terrain T/A tyres, and the sills are protected by a combination of chequer plate cladding and ebony Fire and Ice side steps.

There are LEDs, of course (there are always LEDs) – in this case, Duo Lux headlights, a rear-facing work lamp and four forward-facing spots mounted on the roof rack. Something else always present in an Arkonik build is a gorgeous leather-clad interior – in this case, Elite heated front seats with diamond-stitched brown leather.

Elsewhere, the air-conditioned cabin features a matching lock box with 12-volt and USB power points, leather door cards and alloy gear knobs and door furniture, an Evander 15” woodrimmed steering wheel and a Pioneer sound system with touchscreen, Apple CarPlay and built-in reversing camera.

Typical Arkonik fare, then, which is no bad thing – even though being a 90 makes it a little unusual by the company’s normal standards. Where there’s

demand, though, there’s supply – and Arkonik’s builds are always in demand.

That’ll be why it restored and then sold more than 200 vehicles in its first decade, having been started by Andy Hayes in 2007. ‘I’d had a motorcycle accident that laid me up for two months,’ he says, ‘and for the first time in my life, I was physically forced to rest. When I got out of hospital, my wife bought me an old Defender 110 to give me something to do. I still own that vehicle today.

‘I circumnavigated Europe for a few months on my own in that old V8. It took me from the UK to Scandinavia through Poland and to Ukraine through Moldova, Turkey, Greece, Bulgaria, France, Spain and back to England. When I bought and modified another Defender then subsequently sold it effortlessly, the seed of Arkonik was sewn.’

To celebrate the company’s tenth anniversary, it created the Decade 110 model which is also seen here. This features some of the same accessories

Below: Two Arkonik cabins, both with differing styles, but with the same upgraded comforts. Ruskin is responsible for the majority of the interiors, with hand-trimmed leather furnishings and more lavish and supportive seating

The Fargo possesses such trinkets as a Safety Devices roll cage and First Four Shadow Bumper, plus Kahn Defend 1983 alloys

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Issue 73: March 2020

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as the Fargo (Puma bonnet, KBX grille, Fire and Ice side steps, Kahn alloys, BFG All-Terrains, NAS rear step, air-con and a Pioneer stereo), but it manages to look very distinctive indeed – thanks to gold-flecked Santorini Black paintwork and a wide variety of gold details.

These include the door hinges, wingtop vents and wheel rims, as well as hand-painted pin stripes. It’s got vibes of an old Formula 1 Lotus from the JPS days, when Mario Andretti and the late Ronnie Petersen showed the rest of the world how it was done.

Inside, there’s still more gold detailing. This is in the fluting and stitching which sets off a jaw-droppingly beautiful Ruskin treatment in Supersoft black leather. The seats themselves are heated Recaro Cross Sportsters, and the same finish is also to be found on the dash and door cards. Elsewhere, there’s black anodised gear knobs and door furniture, orange LED mood lighting and a Moto-Lita 15” black leather steering wheel.

Said steering wheel, as you may have noticed, is located on the left.

Which is where the Arkonik story gets a bit frustrating if you’re someone who loves the look of these Defenders and has the money to buy one.

That’s because the company only sells to customers in North America. It sources its 90s and 110s in mainland Europe, meaning the wheel is already where it needs to be, and exports them across the Atlantic – meaning its punters come from a culture where Jeeps are for spanner monkeys and Land Rovers are for well-heeled enthusiasts.

There’s a lovely symmetry to that, and like all the best ideas it’s a simple one. We’re particularly fond of good ideas that yield great trucks, too – and whether or not you’d choose to spec your own personal Defender the same as either of these examples, there’s no doubting that setting personal taste to one side, that’s exactly what they are.

Below: Both Land Rovers grab your attention, but especially the Decade with its gold-flecked Santorini Black paintwork

Series 1, 2, 2a, 3 • All Defender • Discovery 2

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News

Issue 73: March 2020

People haven’t stopped building off-road Defender projects – it’s just that they’re building them better than ever. Which is where Terrafirma’s new 110 demo truck comes in…

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ith Defender prices still riding high and owners continuing to treasure them for the money they’re worth, you might be forgiven for thinking there’s no life left in the market for off-road accessories for the definitive Land Rover.

And this 2010 Defender 110 2.4 TDCi is a very good example of that. It’s pretty tidy evidence, too, of the fact that people are still building them the way they

Top: Tubular shock towers, castercorrected radius arms, cranked trailing links, relocation cones and eight-stage adjustable dampers make for an extremely well sorted suspension set-up that can be tuned for road handling, load carrying and off-roading alike Left: Terrafirma’s dramatically shaped new Skeleton bumper looks absolutely sensational and provides the perfect home for the company’s A12000 winch. Between them, the entire assembly weighs in at less than 45kg – there are some accessory manufacturers out there whose bumpers alone tip the scales at more than that

Words: Rob Boseley Pictures: Terrafirma ought to be built – that is, properly.

Having started life in the service of the Military Police, the 110 came to Terrafirma last year as a standard-spec truck with a good, well known history – just what you want if you can’t be starting with a brand new one. Which, obviously, you can’t when they stopped making them four years ago. Since then, it has been turned into a self-propelled advert and a calling card that illustrates what the company is all about.

‘It shows people what they can do using our products,’ says Terrafirma boss Eddie Priscott. ‘We want to offer accessories that they haven’t seen before – things that move the game forward, so that if they buy from us their Land Rover will have something their mates’ don’t.’

But let’s start with something your mates might have – but this 110 doesn’t.

One of our closest off-roading acquaintances spent a small fortune a couple of years ago to become the owner of a TDCi Defender with a lavish suite of performance upgrades fitted in-house by a very well established tuner. On the way home from picking it up, its dashboard lit up like a Christmas tree, and a few months later he’d had enough and got rid.

Eddie knows all about this stuff – which is why, despite what you might expect, engine-wise at least you’re looking at a stock ‘un. He says he would only tune a Defender to make it more

economical, but that seems a bit futile when adding a roof rack and snorkel is going to drop its fuel consumption into the teens anyway. Add in the barrage of electronic issues and dash warning lights you hear about so frequently, and he’s been happy to leave well alone.

In other areas, it’s a different story.

And while the aim hasn’t been to turn the 110 into the ultimate off-road tool, its ability has definitely been enhanced.

They’re the kind of enhancements that don’t come at the expense of a vehicle’s on-road ability. This is something you hear a lot – sometimes as an excuse for doing the job a bit half-heartedly.

Here, it’s the opposite. The mods have been chosen with thought, and carried out to the highest standard possible.

There’s nothing new about a 2” suspension lift, for example. But when the longer springs are backed up by 8-stage remote reservoir shocks, you know you’re looking at the good stuff.

‘You can adjust them to suit the balance of ride and handling you want, or the load you’re carrying,’ explains Eddie.

‘I normally keep them set at level 2-3, as I’m tending to use the 110 unladen – obviously the equipment we’ve fitted does have some weight in it, though it’s not as much as you might assume, so there’s no need to go over the top with the damping.’

The big one for weight on a build like this always tends to be the winch and

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‘Quilted leather seats aren’t what we’re about,’ says Terrafirma. Fabric originally designed for F1 racecars is, though, and hurrah for that. The company’s roof console is every bit as cool in its own way – and if that spare wheel carrier had existed in Victorian times, you’d have had to drape a sheet over it to stop ladies from fainting on sight

its bumper – however, while this isn’t something you’d want to try balancing on the end of your nose, it’s way lighter than some of the traditional solutions.

And we’re not just talking about the old ARC favourite of making everything out of scaffold, either.

Believe it or not, Terrafirma’s new Skeleton bumper and A12000 winch only tip the scales at about 45kg between them. That’s impressively light, given the strength in the former, which has a 6mm steel plate winch tray, and the series-wound 6hp motor giving the latter its 12,000lb of pulling capacity.

Having a huge amount of weight slung out ahead of your front axle is the worst possible thing for your vehicle’s steering, ride and handling, so keeping this to the minimum is always going to be beneficial.

Better still, it doesn’t get heavy in terms of price, either. You’re looking at something in the region of £450 for the winch – and that gets you 80 feet of 11mm synthetic rope, too, as well as both wired and wireless remotes.

Anticipating your next question, Eddie comments that ‘we’ve sold more than 1000 in each of the two years since it was launched, and we’ve had almost no warranty claims on them. We’ve got a full spares support service for people who need it, too.’

The taller suspension, which is catered for by caster-corrected radius arms and an adjustable panhard rod, makes room for a set of 285/75R16 BFGoodrich KM3 Mud-Terrains. These stand at about 33” tall and 11” wide, so they’re a less lardy answer than the 33x12.50s you often see; they’re mounted on 7x16” Terrafirma Dakar rims, with a 30mm offset to give the vehicle the right stance and side-to-side balance.

On that subject, Eddie says he’s tried numerous tyre sizes over the years and reckons this is the best thing you can get for a Defender, giving it as much size as it needs without wrecking its overall gearing, needing clunky great spacers so you can go round corners

or putting you in mortal danger of brake fade every time you go down a hill that’s longer than the truck’s wheelbase.

Not that stopping would be a problem on this vehicle anyway, as it runs an upgraded system using Terrafirma performance pads and cross-drilled, grooved discs with a superbike-style ‘wave’ edge pattern for better still heat dissipation. If you get these things too hot, you need to learn what engine braking is for…

Eddie points out that the Terrafirma pads bite better when cold, too – which is definitely worth thinking about when you’re off-roading. Drive it right, and you might not get on the anchors for half an hour at a time or more, and in typical British conditions that means they’ll be properly chilly – not ideal when you want instant bite, but these pads are designed to get over that.

The brakes are fed by extended stainless steel hoses, as you’d expect with a suspension lift – especially one that’s part of a system designed to dislocate.

Relocation cones are fitted front and rear, along with cranked trailing links at the back and extended polyurethane bump stops. Everything is made to be both functional and very strong.

In the case of the heavy-duty halfshafts, CV joints and steering rods, being very strong is their function. The same can be said of the diff and fuel tank guards, as well as rock sliders and rear bumper corners which also come from Terrafirma’s Skeleton range.

Elsewhere, you can’t help but have noticed Terrafirma’s raised air intake, which is a brand new design, as well as the company’s low-line roof rack and rear ladder. And as well as LED upgrades to the headlamps, something very cool indeed is the new bulkhead light mounting kit which allows a pair of LED spots to be positioned at the bottom corners of the windscreen. If there’s anything cooler than the swoopily shaped spare wheel carrier, though, we’re yet to see it…

Inside, it’s set up for better use of space, with Terrafirma’s own cubby box,

roof console, dash store and parcel shelves all offering places for your odds and ends. You’ll be doing well to notice any of this, however, when you clap your eyes on the inside of this Defender and see its seats – which have been treated to an F1 retrim.

Yes, really. Eddie tells the story that the material was originally created for the Red Bull Racing team, but they turned it down on the basis that it was too heavy. Creating a Defender with a strong claim to be considered the world’s funkiest sounds like a pretty natural way to trade up from a purpose like that, at any rate.

‘We wanted something that looks classy and contemporary,’ says Eddie.

‘But quilted leather seats aren’t what we’re about. We needed them to be tough and comfortable, as well as breathable and wipe-clean.’

So, how funky does this 110 rate on a scale of one to, well, max funkiness?

Oddly enough, it’s one of those vehicles which, by being very good at everything, might fall short for people whose idea of the ultimate Defender is completely without compromise. As Eddie has just explained, Terrafirma isn’t the place to go if you want a 90 or 110 build solely to tart your way around town: if million-quid leather treatments and monumental stereos are your thing, you’ll probably be looking at this one and thinking if only.

You might be thinking that if you want your ideal Defender to be as hardcore as possible, too. This one is clearly showing some major enhancements over standard – but if your idea of heaven is a fully lockered, triple-winched trayback running 40” Treps on beadlock rims, chances are that what you see here is your dream towing barge.

For everyone in the middle, though, it’s spot-on. You could use this Defender as a daily driver without any problem at all – and when you want to show it some proper action, it’ll be with you every step of the way. It certainly shows off what Terrafirma is all about, and in its muted blue Union Jack wrap is looks cooler than even the majority of the poshed-up 90s manage to be.

This is a very bold vehicle, and an equally bold statement of the fact that for Terrafirma, the off-road accessories market continues to thrive. Yes, the Defender is a popular street machine now – but here’s proof that if you want to cut a dash in one, the best way to start is by getting it properly sorted to do the business off-road.

And if you want to do that, Terrafirma has the answer to pretty much every question you might ask.

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Issue 73: March 2020

It’s not easy to break into the world of motorsport, yet alone make a success of it.

But Team Syncro Racing is an example of just how it CAN be done, with a bit of determination

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Words and Pictures: Supplied by TSR

T

hings are about to get racy, and not because we’re about to show a Defender adorned in lingerie. No, we’re about to catch up with Team Syncro Racing (TSR) on their 2019 race season competing in Ultra4 Europe.

We closely followed the guys at TSR in 2018 as they worked effortlessly to build the race truck up from a bare chassis to a race-ready warrior to compete in three races in France, Britain and Poland.

And now it’s time to get the lowdown on the trials and tribulations of their 2019 Ultra4 Europe race season.

‘This year has been epic,’ is the opinion of Shabs Piercy, TSR driver.

‘We decided at the end of the 2018 season to do some modifications to

the truck and move up into the Ultra4 4400 Unlimited Class – which is where the competition is fierce and all the big boys play.

‘But to do this we needed to make sure the race car was ready, meaning serious upgrades for the suspension, amongst many other parts.’

With the aid of Terrafirma Factory Racing UK, the guys at TSR fitted Triple Bypass Shock Absorbers and rear coilover shocks, which would enable them to tackle the rocks and extreme sections of the Ultra4 courses with more confidence.

Team Syncro also took the opportunity of the winter strip down to give the truck a revitalising paint job courtesy of Buzzweld, and a new look wrap ready for the season ahead.

‘Our first race of the season was King of Spain at the legendary Les Comes 4x4 site in May,’ gestures Shabs, ‘with an insane amount of unseasonable rain on race day one it really became an incredibly muddy and tough event for all the racers and pit crew who braved the conditions. This was also the first wet event we’d done, so was a completely new challenge.’

‘We estimated that the race car was carrying nearly a tonne of additional weight in mud,’ shares Si Sagar, TSR co-driver. ‘We went the entire race on the bump stops due to the weight of the mud and the conditions really added another dimension to an already tough track and endurance-style race.’

The team’s second event was only a month later, this time in sunnier France.

‘Time between events is so tight, we literally travel back, work all available evenings and weekends on the car and then before we know it we’re loading up ready to travel to the next event,’ says Kim, TSR pit crew member.

‘For King of France we were running really well, but unfortunately had alternator/charging issues which plagued us from early on,’ says Shabs. ‘We were very fortunate that there is great camaraderie within the Ultra4 teams which meant that Dean Mason (of MRD Racing) and Joe and Tom Lemon (of Lemon Off Road) happily lent us spare batteries.’ The team then ran the race heats without an alternator and raced until the batteries went flat!

‘We never give up,’ states Colin, TSR pit crew member. ‘Racing will

always throw out challenges but as a team we fight to overcome them right till the end.’

The team’s ‘never-give-up’ attitude was put to the ultimate test at their third Ultra4 race in 2019, this time in a very wet and rainy Walters Arena in Wales, with the highly experienced Edd Cobley in the co-driver’s seat.

At King of Britain the guys had a great qualifying lap, but this was at the expense of the BMW engine, which failed during the lap. Against all odds, the team worked through the night to remove the engine and do some necessary ‘bodgery’ to get the engine running again and although missed the action on race day one, they had the truck purring for the Gigglepin Shootout on the Saturday evening.

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Issue 73: March 2020

We’re on Facebook: www.facebook.com/thelandyuk ‘The entire team had been awake about 30 hours by the time we were at the start line for the shootout,’ recalls Edd. ‘When the result came in that we achieved a podium finish everyone in the team was blown away.’

Team Syncro Racing not only achieved third in the Gigglepin Shootout, but also claimed the ‘Team Spirit of the Event’ award.

The final 2019 race for TSR was the King of Poland event, held once again at the Olszyna Motopark. Over both the 2018 and 2019 seasons, the car had been in a state of constant build, where the team adapt and change what is needed after every race in an attempt to improve and resolve any issues. Even the final 2019 event wasn’t without its challenges though, with boosting and starter motor issues playing havoc, but in true Team Syncro style, they persevered and got in the much-needed laps.

At the conclusion of the 2019 season, TSR were awarded the Ultra4 Europe ‘Team Spirit of the Series’ award, which recognised their positive approach to racing and the great teamwork they continuously displayed at each event.

For the second year Ultra4 Europe have also run the ‘Road to the Hammers’ competition where top teams in each country compete for the chance to race at the legendary King of the Hammers (KOH) one day race in the Mojave Desert in California, USA. Team Syncro Racing have been lucky enough to win the ‘wildcard’ ticket to race this epic event.

‘This is beyond our wildest dreams,’ explains Shabs, ‘KOH is the ultimate goal and competing in it is the pinnacle of our sport, so to be recognised as a team who deserves the chance to race it is so humbling, and ultimately awesome beyond belief for us!.’

Over the winter period, the team has been frantically preparing for their US adventure, with the race car and parts being shipped to Los Angeles, ready for the showdown on 7 February.

Be sure to check out how they do at King of the Hammers by following them on Facebook – search TSR @ TeamSyncroRacing, where you will be able to see fantastic photos from the event and live footage filmed from inside the race truck.

17

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Issue 73: March 2020

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Continuing the Legacy

I

or even abroad to be able to combine their passion for the natural landscape and off-roading. But there is one Area of Outstanding Natural Beauty that seeks to provide a small haven for the off-roading refugee.

For 27 years, traditionally on the first Saturday morning of each month, a number of privileged 4x4 drivers are granted access to Cannock Chase, situated in the heart of the West Midlands.

The event was formerly known as 4x4 in the Forest, being one of the many activities hosted by Forestry England.

But this guided tour of off-road tracks through protected woodland was primarily run by long-standing ranger Roger

Wilson. In fact, if you head back through the issues of The Landy, you’ll spot a feature on when I came along to meet Roger at the event a few years ago.

His dry sense of humour certainly hasn’t changed, but what has changed

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When a muchloved monthly 4x4 event looked set to disappear, the seed was planted within the heads of two friends to start growing a new venture.

Together, they’ve ensured that 4x4s still have a home within the forests of Cannock Chase

Words and Pictures: Mike Trott

n the UK, we are blessed with an assortment of regions that possess truly breathtaking landscapes. From the rugged peaks of the Lake District to the heathlands of the New Forest – you don’t have to travel far to find yourself gazing longingly at one heck of a vista.

Regrettably, however, our freedom to enjoy them from behind the wheel of our Land Rovers is being prised out of grip.

Many other green lane users and nearby landowners seem to have forgotten what it means to share something with fellow countryside enthusiasts.

Lanes are being closed and 4x4 owners are having to look further afield,

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is the fact Roger is now a retired man after signing off from a magnificent 44 years of service with the Forestry Commission. Unfortunately, with Roger being the main driving force behind the event and there being little interest from

anyone else at Forestry England to continue running it after his departure, the future of 4x4s on the Chase looked in doubt.

But whilst Roger was in the twilight of his career with Forestry England,

Above: During your tour of Cannock Chase, you’ll encounter steep banks, muddy ruts and serene views

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Steve Richards became an integral part of organising the 4x4 in the Forest event, and between the two of them, a masterplan was conceived.

‘I’d been helping Roger out with the event for a few years, but with him looking to retire I thought it might be interesting to look at how we could run it after he finished,’ says Steve.

Roger explains, ‘It was Steve who came up with the idea. Once he knew I was definitely going to retire, the suggestion came about two to two and a half years ago, before we then put it to the commission about 18 months ago.’

And that’s how Forestrax 4x4 was born. The idea is to pick up exactly where the old event left off, allowing a group of 4x4s to be guided through the blissful Cannock Chase on the first Saturday of the month, by the person who knows it better than anyone else.

‘Forestrax may be my company – I’m the owner and proprietor – but without Roger’s knowledge and experience it wouldn’t work. He’s the event and I’m the organiser if you like!’ states Steve.

‘No-one within Forestry England was willing to take it on and without that conversation and the relevant permissions Roger was able to achieve, the event would have died.’

It’s clear to see that without Roger and Steve’s passion for Cannock Chase and the event, such an opportunity to slowly meander the tracks and trails of one of the UK’s best beauty spots would have merely been felled from a lack of proactiveness.

Fortunately, Roger and Steve weren’t about to let that happen. At the beginning of November, I was invited along to the first official Forestrax 4x4 adventure day, with the new era of the event getting itself up and running under the new name, but still with the blessing from Forestry England.

Perhaps unsurprisingly, Roger and Steve’s desire and hard work were already showing signs of paying off, as a fully booked tour of eager Land Rovers embarked onto the Chase.

Dave Stebbings was one of the customers who attended the old 4x4 in the Forest event when I rocked up a few years ago. He’s now retired as well and has since swapped his Discovery for a plucky Freelander 1. For a long time this has been one of Dave’s favourite pastimes and he’s grateful the event will continue.

‘I’ve probably been going along to the event for six years now. I can’t recall how I came to know about it, but

Above: In taking over the event, the Forestrax team have ensured that Roger still uses the interval to enlighten drivers further about Cannock Chase

Roger has lived in the same village for a long time and it may have been through word of mouth from one of the quiz nights at the pub we all used to go to back in the day!’ shares Dave.

‘It’s a nice and easy, enjoyable Saturday morning,’ says Dave. ‘It’s not particularly extreme and you’re not going to get your Land Rover scratched.

‘I think everyone was happy when Forestrax came about. It’s a nice thing to do once a month and it’s all done responsibly as well.’

Indeed, Roger is the ideal person to lead these tours, because his wealth of forestry experience means he can lead the convoy around Cannock Chase knowing what will provide a challenge and entertainment for the drivers behind, but also knowing what’s best for the forest and when to avoid certain areas in certain conditions.

Roger continues, ‘I’ve been on the Chase a long time and I don’t want to see it destroyed. We make sure we don’t step on any toes and as long as you’re courteous then there’s no reason why everyone can’t enjoy the Chase together.’

Forestrax 4x4 has even kept the customary 15-minute interval that crops up on the agenda halfway through the morning, giving Roger a chance to share his knowledge of the forest and provide people with some educational benefit, all whilst surrounded by the very tall, grand and woody residents of the Chase.

The best thing about Forestrax 4x4, though, is it’s a non-profit organisation.

‘We run the event as a hobby,’ explains Steve. ‘All the money is put back into the Chase, using it on the tracks, or for Go Ape, or to help with the maintenance of the Segways for example.

‘It continues the legacy of the commission, you know, we are the

Continued on Page 22

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Issue 73: March 2020

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Above: The men behind Forestrax 4x4 – (from left to right) Neal, Steve and Roger extended family and custodians of a 27-year-old event. It’s all about the passion for off-road vehicles in a cherished and privileged environment.’

The future looks bright for the event, with bookings for the tour completely full until June.

And a lot of that has been down to the technical wizardry of Neal Shaw, Forestrax 4x4’s resident photographer.

‘I’d been going along to the event for a couple of years, but it was only when I had the conversation with Steve and Roger about the event separating from

Forestry England that I became more heavily involved,’ reveals Neal.

‘I offered my services for the promotional side, helping to put the website and Facebook pages together and then the pictures I take get shared around and it gives people something to take away with them.’

The upshot of Neal’s contributions is that Forestrax 4x4 already has around 400 fans on Facebook, whilst the tours themselves have enticed newcomers from as far north as Northumberland and as far south as Bury St Edmonds.

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‘What I like about it is the camaraderie with the people that come along to the event, it’s a good laugh. I enjoy seeing the forest change through the seasons as well,’ states Neal. ‘It would have been a shame if Roger had retired and it ended. I think in the end he didn’t want to lose contact with the forest he loves.’

And what’s not to love about Cannock Chase? The price for booking onto one of the tours is £50, but while that may seem a pretty penny, Neal rightfully points out that most green laning trips dart from one snippet of off-roading to another, yet here on the Chase you can spend the entire morning covering 15 to 18 miles of continuously off-tarmac heaven.

It won’t be just the mornings either, as Steve happily elaborates.

‘We have permission to run the event twice a month,’ says Steve.

‘We could do double-headers with a morning and an afternoon session, but we’ve also done a twilight run and we’d like to do a ladies event and possible annual runs.

‘A few Land Rover clubs have been in touch, but we also had a Jurassic Park vehicle group asking about doing a run.’ Now that would be a spectacle.

No matter what lies ahead for the potential tours Roger, Steve and Neal may organise, the future of 4x4s on the Chase looks infinitely better now Forestrax 4x4 has been formed. And yet the aim is exactly the same as before…

‘The point is to get out there and see the forest at different stages of its life cycle,’ enthuses Roger. ‘You’ve got fantastic views and I like seeing the Chase and showing people areas they wouldn’t normally see.’

This is the only way you can experience Cannock Chase in a 4x4.

Fortunately, however, it also happens to be the best way.

If you’re interested in coming along to one of Forestrax 4x4’s tours, head to www.forestrax4x4.co.uk

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

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

Issue 73: March 2020

Travelling through Africa throws up many memorable moments, but not all of them are postcard vistas.

Sometimes you have to play it safe…

S

ometimes it’s easy to forget exactly where you are. Safety always has to be in the front of your mind, especially when travelling in developing countries.

We managed to cross into Ethiopia in the early afternoon. Our plan was to stop close to the border at a hotel that allowed camping in their courtyard. But after we took a look through the gate and saw the mountain of rubbish, we opted to continue an extra two hours to the larger town of Gondar.

After an hour on the road, we came to a military roadblock. They signalled for us to pull over before asking us a host of questions: ‘Where are you from? Where are you going? What are you doing here and what football team do you support?’ After answering the questions, they told us, ‘You have to turn around, you cannot go any further.

This road is too dangerous and controlled by bandits during the night.’

This was our first experience of having to turnaround due to a roadblock and it put us in a bit of a conundrum.

The original place we planned to stay at was now an hour away. We had passed another hotel half an hour back which I had taken a mental note of as a possible plan B. As the sun was now setting and not wanting to drive in the dark on the bandit-controlled road, we turned to plan B. Now, these things shouldn’t worry you or put you off making a trip, it’s all part of the adventure. You just have to use your common sense and always try to have a backup plan. The government’s website is a great place for travel advice before setting off on a trip to unfamiliar places. It’s kept up-to-date and the information is always detailed when it comes to areas to avoid.

Our next stop was the Simien Mountains. The tarmac roads disappeared, and the views became absolutely

Above and Below: The Masai Mara is the place to see some of Planet Earth’s most majestic wildlife. Here you might just be lucky enough to see the ‘Big Five’, including lions and the colossal African elephant

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The Good and the Bad Words: Jannis Drew Pictures: Valentina Drew incredible. We made our way up to 3526m before crossing the peaks. The high altitude reduced our engine power considerably, but with good use of the low box, the Defender had no problem hauling 1000kg of trailer up and down the mountain trails. After crossing the mountains, we travelled east reaching the grand elevation of -127m below sea level in the Danakil Depression.

From Danakil we made our way south, first to see the churches of Lalibela and then on to Addis Ababa to find a new gas regulator after we had a little accident and the old one became a cropper.

From Addis we continued to the Moyale border crossing to Kenya. After a relatively quick border crossing (three hours) we were finally getting to what we had been looking forward to the most… the safari.

We camped for the first two nights at an abandoned safari lodge in Marsabit National Park. The lodge was very spooky, as if it had been left from one day to another. Rooms were still made up and glasses lined the bar, but everything was completely covered in

dust and cobwebs. That said, we had a peaceful few days here.

We had been contacted by The Safari Series a few days before entering Kenya. They had a last-minute cancellation of guests and invited us to fill the slot. So after leaving Marsabit NP, we headed to the Lolldaiga Hills to meet with Ed, the owner of The Safari Series.

Ed has a great set-up down here, with nearly exclusive safari rights on a huge cattle ranch in the north of Kenya, he also has a fleet of 12 Series Land Rovers that have been set up as safari vehicles. It’s a gold mine for the Land Rover enthusiast.

After meeting us at the entrance gate, Ed took us to an amazing wild camp spot in the centre of the ranch.

We quickly set up camp before being taken on a walking safari amongst elephants and giraffe. It was absolutely fantastic to be so close to the wild animals in their natural environment.

After a good night’s sleep listening to the lions, we were up early for our ranch orientation drive. Which was more like a morning of off-roading, with Ed leading us around in the Series I,

trying his hardest to find a trail to get us stuck.

Our Defender took everything in its stride and once we had our bearings and knew how to find our way back to camp, we were given a brief on dangerous animals and how to avoid getting into trouble. Ed gave us a few tips on where the animals would be in the park and then sent us on our way.

We had the whole 49,000-acre ranch to ourselves, free to roam and explore as we pleased. It was a very special experience and something very different to your idea of a traditional safari.

We spent a total of 14 days in Kenya, visiting several national parks, seeing the Big Five as well as plenty of other incredible animals.

After our visit to the Masai Mara NP, we entered Uganda for the next leg of our adventure. To find out what we got up to, don’t forget to pick up next month’s issue of The Landy.

The company Val and I work for is a great supporter of UNICEF, so throughout the trip, we will be raising money for the charity. To donate head to www.defenderadventure.eu

Below: Wherever you go in the world, it’s never surprising to run into a Land Rover or two. Down in the Masai Mara, Ed houses his own fleet of Series Land Rovers for safari use

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Changing Gear

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ore and more people are turning towards the preservation of their beloved Defenders, and that means exploring ways in which to ensure their longevity and existence for another 20 or 30 years.

But restoring an entire vehicle is a little daunting, so you may wish to focus on one area and refresh a little at a

Words and Pictures: Mike Trott time. For inspiration, why not consider following what Marrion 4x4 have been doing this month?

A Defender 90 is having its axles swapped over, while at the same time, to make best use of the opportunity, the brakes are being converted from drums to discs, giving the 90 renewed running gear, along with some modern touches.

The premise of the job is simple

enough: disconnect the back axle from the suspension and propshaft, then swap over items from your old axle to new axle and install the new axle onto the truck. Try it and see how you get on.

And always remember, if you want your Land Rover serviced, maintained or require any work to be done by an expert garage, call Marrion 4x4 on 07825 433314.

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As time goes on, more of us are looking to preserve our Defenders.

And that means rejuvenating parts of the drivetrain, along with aky paint. In this issue, Marrion 4x4 are focusing on how to swap the back axle on a 90 2

1. Firstly, place the vehicle on axle stands using the chassis rails for support 2. Loosen the base of the shock absorbers, then undo the two bolts on the spring seat base. Remove spring and base 3. Take out the four bolts securing the rear propshaft to the rear differential 4. Release the breather pipe on the rear axle

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5. Take out the large bolt pinning the brake lines to the axle. Remember to repeat actions on either side 6. Undo the nut and bolt pinning the brake lines to the axle 7. This time, the customer wants new lines, so we cut the old lines between the diff and wheels and pincer ahead of them 8. Use a 30mm spanner to loosen the nut on the base of the A-frame

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9. Remove the nut and the axle will drop and free itself. Now it’s time to start swapping some of the components over 10. The replacement unit is a second-hand one, mainly to keep costs low. It’s been cleaned up and painted 11. The old axle used drums, but given the opportunity, a drum-to-disc conversion is being completed at the same time 12. Remove any wheels and spacers from the old axle, if fitted

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Refurbishment/Restoration Specialist, Land Rover Servicing, MOTs, Mechanical, Diagnostics, SKYTAG Agent, Galvanized Chassis, Body Repair/Paint Shop Works Astwood Bank, Astwood Business Park, Astwood Lane, Redditch. B96 6HH Tel : +44(0)1527 892 377 Mobile : +44(0)7974075932 Email: info@astwood4x4.co.uk www.facebook.com/Astwood4x4 www.twitter.com/Astwood4x4

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Astwood 4x4 Ltd www.astwood4x4.co.uk

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A business that cares about your Landy and your needs.

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13. Remove the breather from the old axle if it needs to be placed onto the new axle 14. Sometimes this may be advantageous because of its compatibility with the brake lines on the vehicle 15. Remove the backing plate on the newer axle, because if you’re heading off-road they’re more trouble than good 16. Return the bolts straight afterwards

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17. Remove any bearings and carriers from the brake assembly on the old axle to replace with new components 18. Now remove the five bolts holding the hub and disc together 19. Repeat actions for each side of the axle and then clean up the stub ends 20. Sand and clean up the hubs to make sure the new discs will sit on nicely

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Astwood 4x4 Ltd www.astwood4x4.co.uk

01527 892377 21

A business that cares about your Landy and your needs.

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Refurbishment & Restoration|Servicing & MOTs | Mechanical | Diagnostics SKYTAG Agent | Galvanized Chassis | Body Repair | Paint Shop Works

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“ L A N DY M 21. Use the old bearing collar to knock in the new one 22. Pack the new bearing with grease before knocking in another bearing carrier on the other side 23. Insert the bearing with extra grease, cover with the seal and gently move into position. Bring the new brake disc into position, then return and tighten the five retention bolts. Flip over and insert the other bearing and seal 24. Once repeated on the other side, place the assembly on the stub, followed by the thick washer and single nut

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25. Fit the thinner washer that gets bent over, along with the final nut. Tighten all the way, then slacken marginally 26. Use a chisel to bend the locking washer into securing the hub 27. Place halfshafts into the axles, run some sealant around the edge and return and tighten holding bolts 28. Assemble the caliper with pads and pins to make things easier when placing onto the axle and disc. Tighten the two bolts fixing the caliper to the disc. Place the wheels back on and move under the truck before connecting all the suspension and brake lines back into place. Remember to bleed the brakes once completed

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The Landy Buyer

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

Sports Personality

T

he Range Rover Sport has always carried an association with sports, with its extensive list of Premier League footballers who formerly owned one.

But it’s not just sportsmen and women who have owned them that make

this a competitive all-rounder. The Sport shares the Discovery 3’s platform and is therefore a useful tool off-road, but this athletic brotherof the full-fat Range Rover is also pretty handy on the road.

The Sport manages to handle pretty well for a leviathan and yet retains the

usual Range Rover ride quality that all adds up to make you wonder why we don’t turn to them as a cheap runabout?

You should because it’s a superb all-rounder, with prices now very low for even well-equipped versions. Just mind the problems you get with a D3...

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

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

Its 1940’s engineering gives it a real charisma, but consequently, parts aren’t as readily available as they once were. Restoration projects require deep pockets, but then if you can source all the bits you need and come up with a finished example, it could well fetch mega bucks.

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

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

The prices are on the increase, however, as these 60-year-old vehicles start to come into their own as an investment and collector’s item.

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

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

Headlights were shifted out to the wings in-line with new legislation and the dash received a bit of padding to hide the new safety bar across the top

of the bulkhead – we’re not sure it’s the full five stars on the latest Euro NCAP scale, though.

The Series III wasn’t too dissimilar to the Series II in mechanical terms, keeping the same 2.25-litre engines throughout its production, although in 1980 the 2.25 motors switched to a

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

These military-derived vehicles can be easily distinguished from the regular Series Land Rovers, with visibly more angular wings and a frontal appearance

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that does divide opinion when you and your mates are in the pub.

To mimic the civvy Series machines, the SIII LWT – built from 1972 onwards – also had its headlights switched out to the wings.

These Series Lightweights throw up an extra dimension to Land Rover own-

* Based on 2007 2.7TDV6 HSE model covering 10,000 miles per annum, 45-year-old driver, with green lane, off-road cover and £250 excess

£7000-£75000 Gone are the days where you could use a Series I as an actual Land Rover, because with restored and cherished examples now retailing where they’re at, preservation is the aim of the game.

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

£3500-£35000 The Series II/IIA carries a wider stance than its predecessor and adds an extra (thin) layer of refinement over the Series I. While the engines have excellent longevity, they need to have been maintained properly. Be thorough in your checks, both under the hood, but also underneath the body.

£3000-£25000 more durable five-bearing crank rather than the three-bearing setup.

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

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

£3500-£18000 ership, with military history and touches often machine-gunning the vehicle.

It means you get a Land Rover that could have a few more stories to tell – and you have something that stands out from the crowd.

They’re a rare breed, so if you find one, it could be worth keeping hold of.

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

Pros: Heritage, charm, a true classic, the original Land Rover Cons: Availability of parts, price tag on early 80”s Versions: 88”, 109”. 2.25 4cyl petrol (‘58-’71), 2.0 4cyl diesel (‘58-’61), 2.25 4cyl diesel (‘61-’71), 2.6 6cyl petrol (‘67-’71 (109” only).

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

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

Pros: Most affordable way into Series ownership, still has the Series pedigree, parts still widely available Cons: Not as desireable as earlier Series models Versions: 88”. IIA (‘68-’72), III (‘72-’84).

2.25 4cyl petrol engine.

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

To advertise in The Landy, call our team on 01283 553244

Forward Controls (1962-1978) Only serious enthusiasts need continue reading here. Ownership of any Forward Control is not for the faint-hearted and it takes real commitment to stick with one.

These leviathans are expensive to run and trying to get hold of some of the parts can be, quite frankly, a bit

of a nightmare! Clubs can help here, though, as is often the case with any Land Rover.

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

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

Early examples of the Ninety and One Ten are worth keeping hold of, providing they’re in good condition, because they’re starting to be a real

collector’s item. However, you’ll likely be searching far and wide for that pristine example.

This was the birth of the Defender, despite not being christened officially until 1990, and as such these Land Rovers had coil-sprung suspension, new engines – although they were

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

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

Replacing blown units with a Disco

200Tdi is popular, so check the arrangement of the turbo and manifold to see which one you’ve got.

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

Properly maintained, they can last for decades. Look around for one with

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

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

properly before you take the plunge and purchase.

Remaps, EGR valve deletes and uprated intercoolers are a few examples of what many have been subject to. Lots of power doesn’t always mean happy faces.

The rear of the chassis has frequent-

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

Sadly, these engines denoted the Defender’s swansong, the twilight of its

days. They were fitted with six-speed gearboxes, still had phenomenal off-road capability and even made the Defender a nice place to be. But they were still very much Defenders.

The era of blinging also began and you can find special editions out there for obscene money. If you like paying

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

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

There are a few issues to be aware of, though, such as the viscous coupling, which is expensive to replace and can be upset by simply having mismatched tyres on your axles.

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

£8000-£35000 If you’re going to go the whole hog then why not buy a 101 Forward Control. You’ll have a V8 engine harping away underneath you (literally) and people are likely to clear out of your way when they see you coming in their mirrors. Surely that’s reason enough to buy one?

£5000-£13000 still terribly underwhelming – and offroad capability that has still yet to be matched today.

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

£4000-£22000 full service history and you could find yourself a keeper.

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

If you can find one, you’ll have a workhorse set for life.

£6000-£30000 ly been called into question, so protect the rear crossmember if it’s in good shape, or else face the consequences.

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

£10000-£80000 thousands of pounds for some bucket seats and additional leather, then go ahead. You will pay a premium for a Puma, especially since the end of production. But if you can grab a 2.2 TDCi and start preserving it now, you may well never see depreciation. We’re no financial advisors, though...

£400-£5000 The V6 is thirsty and the 2.0Di is gutless, so opt for a TD4 – but check the condition of the injectors first.

Buy a Freelander 1 and you even get a Landy that’s decent off-road and doesn’t carry the usual trait of rusting after five minutes. It just might not have the credibility of other Green Ovals...

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

Pros: Soundtrack, presence, exclusivity Cons: Fuel bill, fuel bill, parking conundrums... fuel bill Versions: Ninety (‘84-’90), One Ten, 127 (‘83-’90). 2.25 4cyl petrol (‘83-’85), 3.5 V8 (‘83-’90), 2.5NA 4cyl diesel (‘84-’90), 2.5 4cyl petrol (‘85-’90), 2.5TD (‘86-’90).

Pros: Good ones are now worth saving, same ability as Tdi Defenders Cons: Not many left in good condition, engines underpowered Versions: Defender 90, 110, 130 (1990- 1998). 200Tdi 2.5 4cyl turbo-diesel (‘90-’94). 300Tdi 2.5 4cyl turbo-diesel (‘94-’98).

Pros: Excellent off-road, arguably the very best engines, old-school electrics Cons: Units are getting rare, many have been used hard; Tdi it might be, but that doesn’t mean rustproof Versions: Defender 90, 110, 130 (1998-2007). Td5 2.5 5cyl turbo-diesel.

Pros: Off-road capability, power, reliability (generally) Cons: Rear chassis, premium prices at the moment Versions: Defender 90, 110, 130 (2007-2016). 2.4 TDCi (‘07-’12), 2.2 TDCi (‘12-’16).

Pros: Better emissions (marginally), more creature comforts, same offroad prowess Cons: Price, more electrics, last of the breed Versions: 1.8 4cyl petrol (‘97-’05), 2.0Di 4cyl diesel (‘97-’00), TD4 2.0 4cyl turbo-diesel (‘00-’06), 2.5i V6 petrol (‘00-’05).

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

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

But while you should turn your nose up at the Freelander 1, the Freelander 2 actually makes for a much smarter proposition than you may think.

Because of it being replaced by the

Discovery Sport, the FL2 is now an affordable option that still offers good levels of refinement, a strong 2.2-litre four-cylinder turbo-diesel engine and a level of practicality that means it can make for a great family vehicle. Plus it’s become one of the most reliable Land Rovers out there... generally.

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

If you’re running a V8, however, that may not be such a wise idea. Classic Range Rovers still provide a relatively refined and great drive today, but they

can be thirsty if you’re not in one of the various turbo-diesel examples.

That said, if you own one and it’s in good condition – look after it, as it will only appreciate. These vehicles are popular with collectors and even untidy examples are starting to demand reasonable values.

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

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

working order, it’s still a sensational car to own, even today.

Service history is a must, and if you’re going to own one then some diagnostic equipment is going to be a better companion than a spanner.

Avoid the diesel variant as the engine was adopted from a BMW saloon

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

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

Common sense would steer you towards a TDV8, either the 3.6 or 4.4, but these are the L322s holding out for strong money. Notably, the petrol V8s are lingering with very appealing price tags, but don’t think running one would be cheap.

As with many 21st Century Land

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

The latest incarnation of Land Rover’s flagship Range Rover weighs a whopping 400kg less than its predecessor thanks to the use of an aluminium body, which helps on mpg – although

owning one of these suggests that your cash flow isn’t particularly an issue.

This is the last word in elegance and majestic motoring. All the engines supply copious amounts of power to your right foot, while the L405 hasn’t lost any of its off-road pedigree... even if taking one off-road is like asking your

RR Sport Mk1 (2005-2013) Much of the first-generation Range Rover Sport was borrowed from the Disco 3, in fact it shared virtually identical underpinnings, whereas today’s Sport uses the same foundations as the L405.

Nevertheless, Land Rover put a Range Rover in a tracksuit and at-

tempted to make a handler out of it. To some extent they succeeded, although it’s no sports car despite what it says on the back of the vehicle.

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

If you’re going to buy one, then

£2500-£21000 Do be aware of the rear diff and Haldex unit for costly outlays.

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

£5000-£60000 Unfortunately, in terms of spare parts, many have succumb to corrosion or have been abused off-road to the point of no return.

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

£1500-£11000 and isn’t up to the task of the extra weight a Range Rover carries.

Go for a 4.6 HSE, it’s actually more economical than the 4.0 V8 and you’ll get all the toys (working or not).

Or you could try and find a limited edition anniversary model or even a Holland & Holland...

£3000-£30000 Rovers, they have lost their accessability for the home mechanic and any issues you’re like to encounter will require deep pockets. Drivetrain faults are becoming more frequent, so you need to look for that FSH. As a car, however, it’s probably all the car you’ll ever need.

£27000-£200000 alcoholic friend to a wine-testing session. They could comfortably partake, but probably shouldn’t.

Prices are still only right for Premier League footballers and people with either a link to the royal family or the drugs trade. If you fit into some of these categories, then we envy you.

£4000-£30000 you need to love it for itself, because a Discovery of the same era is more practical, while a full-fat Range Rover is always going to carry an extra layer of prestige.

Perhaps the only issue with the Sport – and it’s a big one – is that is shares all the problems the D3 experiences.

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

Pros: Better off-road than you may anticipate, reliability, refinement, economy of diesel engine Cons: Transmissions can wear quickly if used for towing Versions: Two-door (‘70-’85), four-door (‘81-’96), LSE (‘92-’96). 3.5 V8 petrol (‘70-’86), 3.5 EFI V8 petrol (‘86-’89), 3.9 EFi V8 (‘89-’96), 2.4 VM turbo-diesel (‘86-’92), 200Tdi (‘92-’94), 300Tdi (‘94-’96).

Pros: Most usable classic Land Rover, V8 power, ride quality Cons: Rust (again), availability of parts for early models, V8 thirst Versions: 4.0 V8 petrol, 4.6 V8 petrol, 2.5 6cyl turbo-diesel.

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

Cons: Electrics. Nuff said Versions: 3.0 Td6 (‘02-’06), 4.4 V8 petrol (‘02-’07), 3.6 TDV8 (‘06-’10), 4.4 TDV8 (‘10-’12), 4.2 supercharged V8 petrol (‘05-’09), 5.0 supercharged V8 petrol (‘09-’12).

Pros: Great off-road, luxury, image, TDV8 powerplants Cons: Your maintenance bill Versions: 3.0 TDV6, 4.4 SDV8, 5.0 supercharged V8 petrol, 3.0 SDV6 hybrid (‘14-present).

Pros: Styling, engines, capability at pretty much everything Cons: Price Versions: 2.7 TDV6 (‘05-’09), 3.0 TDV6 (‘09-’11), 3.0 SDV6 (‘11-’12), 4.4 V8 petrol (‘05-’07), 3.6 TDV8 (‘07-’10), 4.2 supercharged V8 (‘05-’09), 5.0 supercharged V8 (‘09-’12).

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

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RR Sport Mk2 (2013-present) The second-generation Range Rover Sport has also been on a diet to save over 400kg, just like the current daddy Range Rover, the L405.

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

Some won’t like the flamboyant posture, while others will love it. But no one can knock the performance. It feels incredibly light for such a big car, and if you’ve robbed a bank and can afford the SVR version, it’s as good round a race track as it is on a green lane.

RR Evoque Mk1 (2011-2019) When the Range Rover Evoque was launched, it signalled JLR’s intent on hitting the masses.

And given that the Evoque was, and still is, their fastest-selling vehicle, they clearly hit the brief, even if it wasn’t for the traditional Land Rover owner.

They don’t much like the Victoria Beckham connection, nor that it is the polar opposite to a Defender. It’s actually still a capable thing off-tarmac, but it would rather not go down that route.

Nevertheless, it is economical by Land Rover standards and because

RR Evoque Mk2 (2019-present) Most Range Rovers all look the same at the front now, but the new 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

£25000-£155000 Its recent update has seen the Velar cabin tech filter through to the Sport.

The only stumbling block with such a fine motor is going to be how to pay for it. Sell a kidney, maybe (not necessarily your own) – or wait for prices to come tumbling down through depreciation.

£10000-£47000 there are so many out there, they have decent residuals.

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

£31600-£55000 range is made up of mild hybrids, available with diesel and petrol engines combining to an electric motor. Only the base front-wheel drive D150 Evoque escapes the electrification.

33

Versions: 3.0 SDV6, 4.4 SDV8, 5.0 supercharged V8, 3.0 SDV6 Hybrid, 2.0 P400e Plug-in Hybrid. Range Rover Sport SVR 5.0 supercharged V8 (‘15-present).

Pros: Feels light considering weight, engines, almost as luxurious as its bigger brother Cons: You’ll need deep pockets Versions: 2.2 SD4 (‘11-’15), 2.0 Si4 4cyl petrol, 2.0 TD4 (‘15-present).

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

Versions: D150 FWD 2.0-litre 4cyl turbo-diesel, D150, D180, D240 AWD MHEV, P200, P250, P300 AWD MHEV. Pros: Feels like a proper Rangey Cons: The petrol engine is poor on fuel economy, even as a hybrid

34

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

It’s a vehicle designed to fill the gap between the smaller Evoque and larger Range Rover Sport. It’s a competent cruiser and has received numerous

accolades because of its particularly handsome exterior.

The Velar is based upon the same architecture as the Jaguar F-Pace, but has greater off-road ability than the aforementioned (good for Green Oval enthusiasts) and it is available with a wide choice of engines, most of which

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

It carried much of the Defender’s capabilities, but added more refinement

and a driving experience more suitable to families, including seating for seven, but all without a steep Range Rover price tag.

Blessed with the same wonderful Tdi engines, the Discovery saved Land Rover and hit back at offerings from other nations by being an affordable

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

The engine is arguably Land Rover’s most reliable unit and it’s a strong performer out of the box, although it

does lend itself to being tuned – just make sure any mods have been done properly before purchasing.

You can also buy a V8, but the fuel bill isn’t going to be welcome, plus they’re more temporamental.

Unlike on the D1, its the chassis that’s the problem, not the body,

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

Greatly improved in terms of power and refinement, the Disco 3 received the relatively economical 2.7 TDV6 engine (although the thirsty 4.4 V8

petrol was an option) and became the first Land Rover to be given Terrain Response. If you need one vehicle in your life, this could be the one that ticks the most boxes at once.

Be weary of maintenance costs, especially as you approach the 105,000mile/seven-year mark that means the

Discovery 5 (2017-present) Launched a couple of years ago, this latest Discovery has received high praise in taking the utilitarian Land Rover into new territory.

Land Rover needed to improve economy in particular with this edition of the Disco, and having chopped 480kg from the kerbweight, along with

introducing new engines, they’ve taken one huge step towards doing so.

Having driven the latest Discovery, we can confirm that it has lost none of its versatility and is comfortably the most capable Land Rover currently on sale today.

All of the engines have great flex-

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

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

For starters, the Discovery Sport has seven seats (just), drives better than a

Freelander 2 and is now more refined thanks to the next-generation Ingenium Td4 engine.

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

£38000-£85000 combine good economy with usable everyday performance.

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

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

£1500-£12000 all-rounder. And that still holds true even today.

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

£1500-£8000 especially towards the back end. We all know that Discos make for a great tow car, and consequently many of the rear chassis on D2s have been dipped into the sea. However, not all of them live to tell the tale...

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

£3500-£40000 timing belt is due – it’s a body-off job!

Rust is becoming more and more of an issue with these vehicles, too.

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

£34000-£80000 ibility and, along with its increasingly upmarket – and Range Rover-esque – interior, the new Disco 5 is one of the best machines to cover long distances in, whether that’s on the road or not.

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

£15000-£50000 It’s a more usable vehicle than the Range Rover Evoque, though, and carries less of the feministic stigma that often surrounds the baby Range Rover.

Grab a cleverly-spec’d SE Tech model and you could find yourself with a car that can be as practical as a daddy Disco, but for a more attractive price.

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

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

Cons: Could hurt the bigger Sport and L405. Prices stretch to near £100K Versions: 200Tdi 2.5 4cyl turbo-diesel (‘89-’94), 300Tdi 2.5 4cyl turbo-diesel (‘94-’98), 3.5 V8 (‘89-’93), 3.9 V8 (‘94-’98).

Pros: Almost as every bit as good as the Defender off-road, price, practicality Cons: The body rusts like it’s been doused in sea water Versions: Td5 2.5 5cyl turbo-diesel, 4.0 V8.

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

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

Pros: Off-road capability, usability for every occasion, luxury on later models, torque of 3.0-litre engines Cons: Maintenance costs, air compressor on D3s, D4s not so cheap Versions: 2.0 Sd4, 3.0 Td6, 3.0 Si6 (‘16-present).

Pros: Most technologically-advanced Land Rover to-date, keeps Discovery practicality, comfort Cons: Has lost its sense of value, steps on the toes of the Rangey Versions: SD4 2.2 4cyl turbo-diesel (Jan ‘15 - Aug‘15), TD4 / SD4 / eD4 Ingenium 2.0 4cyl turbo-diesel, Si4 2.0 4cyl petrol.

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

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Issue 73: March 2020

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

News

Issue 73: March 2020

Products

Vehicles

Adventure

Workshop

Buyers

USED LAND ROVERS FOR SALE Series I

Series III

Series I 86” 3.5 V8 Truck Cab (1958). Series III g’box, axles.

Fairey O/D, free-wheeling hubs.

Tax, MOT exempt. 1st gear knocking. B’head repaired, needs rewire. £5995 ono. Preston, Lancs. 07976 764069 07/19

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

Located in the Midlands, 5 minutes from junction 15 on the M6

Series IIA 88” 2.25 Diesel.

Rebuilt five years ago. Tax/ MOT exempt. New parts include cylinder head, injectors, starter motor and front quarter chassis. £8950 ono. Craven Arms, Shrops. 01588 640812 12/19

Series I 88” 2.0 Petrol (1958).

100,000 miles. Historic vehicle.

Only two other owners. Engine overhauled, new tyres. Starts on the button. Good condition for age. £9950. Chatham, Kent.

07747 800191 05/19

Series IIA 88” 2.25 Petrol (1971). 60,000 miles. Tax and MOT exempt. Excellent nut and bolt rebuild. £10995 ono.

Clacton-on-Sea, Essex.

07979 093362 12/19

Series IIA 109” 2.25 Petrol (1968). 43,652 miles. Refurbished by Brownchurch. Brakes, electrics, clutch cyl renewed, chassis replaced 20 years ago. £9995. North West Essex.

07860 814483 12/19

Series II Ex-Military (1960). No rust or rot. Diesel. Everything works, O/D, good tyres, stainless exhaust. Later style two-speed heater. Adjustable tow bracket. £15500. Wetherby, Yorkshire.

07801 550277 08/19

Series II/IIA

Series III 88” Hard Top (1981).

16,000 miles. One owner.

Diesel. All new wheel cylinders.

Barn find. £7500 no VAT. South West.

07966 130180 02/20 Series III 88” Truck Cab (1972).

100,000 miles. New canvas, clutch, starter motor, parabolic springs and shocks. Radiator, rubber mats, tow bar, side steps.

Five eight-spoke Wolfrace wheels fitted, five standard wheel with good tyres. Chassis and body, no rust. £6200.

Salisbury, Wiltshire.

07765 203827 02/20

Series III Ex-MOD 109” FFR 24V Hardtop. MOT July ‘20.

Arctic heater, insulated, twin tanks, new rear crossmember.

Pull-out radio table. VGC for the year. £5500. Deting, Kent.

07594 566344 09/19

Series III 88” Petrol (1980).

Rebuilt. Refurbished original components. Parabolics. Chassis, bulkhead rebuilt to original specification. MOT May ‘20. £12000 ono. Mid Essex. 07484 622135 08/19

Series III 109” Ex-MOD (1979).

99,500 miles. MOT April ‘20. 24V, duel fuel tanks. New Exmoor roof, ATs, modulars. Needs little welding, otherwise very solid truck. £4250. Cottenham, Cambs. 07719 328017 08/19

Series III LWT (1974). 3,900 miles. MOT’d, tax exempt. 2.25 petrol. Professional SU conversion. Roll cage and new canvas.

Perfect runner. Records show with 225 Sqn Royal Engineers. £12000. 01920 464540 11/19

Series III 88” 2.5 NA (1982).

Ex-military engine, rebuilt by MOD in 2000s. Lots of history, high-range 4WD won’t engage.

Good chassis, bulkhead. Oil leak. £3850. Bedford. 07858 899658 08/19

Series III Lightweight (1975).

Rover 3.5 V8 on SU carbs. Galv chassis, bulkhead. Rebuild completed 12 months ago with parabolics, rebuilt axles. £10000. Norwich, Norfolk.

07876 491208 10/19

Lightweight

Tel: 07842 818294 Series III 109” Hardtop (1975).

Tax and MOT exempt. 2.25 diesel. Overdrive, free-wheeling hubs. Good runner. Chassis very good. Possible P/X for SWB Landy. £5500. Blackpool, Lancs.

07846 395256 10/19

Hot Picks

Series IIA LWT (1968). 54,000 miles. MOT and tax exempt. 2.25 petrol. Potential restoration project or parts. £1500 or sensible offers only. Preston, Lancashire. 01995 641129 02/20

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Issue 73: March 2020

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90

110

Defender 90 2.4 TDCi (2009).

78,950 miles. MOT July ‘20. FSH. Chequer plate, tints, internal bulkhead removed. LEDs, sliders, spots, winch, steering guard. £17000 + VAT. Billington, Staffs. 07976 362475 12/19

Land Rover Defender 110 Utility TDCi (2010). Ex-electricity board. Front winch, roof rack, side lockers. Fully serviced. £8850 no VAT. South West.

07966 130180 02/20

Defender 90 4.0 V8 Auto 50th Anniversary Edition (1998).

26,566 miles. Full MOT. No 292 of 385. New headlining. Lots of Masai extras. Cruise control. £45000 (no VAT). Lichfield, Staffs. 07751 438536 11/19

Defender 110 V8 CSW (1990).

Full MOT. 3.5 V8. Genuine South African import, original galvanised chassis and bulkhead.

Service history. Outstanding condition. £14995. Umberleigh, Devon. 07585 337686 08/19

Defender 90 300Tdi (1997).

92,000 miles. SORN. Re-upholstered seats, night heater, spare bearings, prop and rock guards.

New tyres, snorkel and spare bonnet. £12500 ono. Berks.

07747 474748 10/19

Defender 110 Td5 Special Vehicle (2000). Full MOT. VGC. New g’box, clutch, turbo, brakes, fuel pump. Genuine parts.

Secure back (ex-BT). Chassis, bulkhead very good. £8750.

07912 645867 06/19

Discovery 2 Td5 (1999).

153,000 miles. MOT Mar ‘20 – no advs. Welded, Waxoyled.

Terrafirma shocks. EGR delete, new pads, drop links, map sensor. £1500. Buxton, Derbyshire.

07968 654061 08/19

RR Classic Breaking (1990).

Early front end grille, bonnet and wings. Nice four-door interior. Good wood and five-speed box. All cheap. Will remove all parts. Darlington, County Durham. 07940 702604 08/19

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

07931 655911 05/18

Land Rover 90 (1989). MOT Dec ‘19. Discovery 300Tdi engine, galv chassis. Good solid floor, soundproofed, carpeted.

Lifted, snorkel. Never used off-road. £6750 ovno. Hull, East Yorks. 07394 075355 09/19

Defender 110 200Tdi (1992).

181,000 miles. Full MOT. 18-month renovation. R380 gearbox, stumpy bell housing, Wolf wheels. Loads of new parts. £7995. Kent. 07999 806630

Range Rover P38 4.6 V8 Vogue (2000). 97,990 miles. Eight months’ MOT. Automatic. Full service history. Dark metallic.

Green/beige leather interior. £3950. Bristol. 07890 948758

05/19

11/19

RR Classic LSE (1993). 141,000 miles. MOT April ‘20. LPG. Electric seats, sunroof, air-con.

Great example, hardly any rust.

Pleasure to drive. £9000. St Albans, Hertfordshire. 07784 179974 06/19

Range Rover Off-Road Buggy Rolling chassis, no engine or gearboxes. Stainless steel fuel tank, some new parts. £525 Brentwood, Essex 07860 541644 06/19

Defender 90 200Tdi Pick-Up (1992). 147,000 miles. MOT Oct ‘19. Strong engine, gearbox crunches into second. Lifted.

Body decent condition. No service history. £4800. Benson, Oxon. 07535 027309 08/19

Defender 90 300Tdi (1996).

113,000 miles. MOT May ‘19.

LEDs, snorkel, solid, original engine and chassis. £££s spent.

Six seats, new wheels and BFGs. £10500. Hemel Hempstead, Herts. 07766 869321 04/19

Defender 110 Hi-Cap Tipper (2002). Comes with Hi-Cap trailer. Massive extras. Please ring for additional details. £12950 no VAT. May part exchange if it helps. Worcester.

07711 591000 12/18

Defender 110 Ex-MOD (1991).

116,888 km. MOT Aug ‘19. Built ‘91, decom’d and registered ‘98.

CSW with Disco 200Tdi. Rebuilt early 2018. Lots of extras. £6700 ono. Gainsborough, Lincs. 07557 770392 10/18

Hot Picks

37

Defender 110 300Tdi CSW (1994). 170k miles. MOT July ‘20. Expedition ready, visited 16 countries, 4 continents. Rebuilt 2012, galv chassis etc. £POA. Greasby, Merseyside. 07305 805634 12/19

Discovery

Range Rover

Miscellaneous

List your Landy for FREE! Email one picture and details to: michael.trott@ assignment-media.co.uk *Include your postcode if you would like your listing to go on our online classifieds (postcode will not be printed anywhere and is for internal use only)

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

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

C B

News

Issue 73: March 2020

R A D I O Call us NOW 01604 402403

38

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

ENCE NO LIC ED R REQUI

Off-Road Playdays 2 February Frickley 4x4 Frickley, South Yorkshire

Muddy Bottom

£59.99

T-3000 New Rugged Front Speaker CB Radio

Frickley, South Yorkshire

Muddy Bottom Minstead, Hampshire

Parkwood 4x4 Tong, Bradford

Bures Pit Bures, Essex

Picadilly Wood Bolney,West Sussex

Cowm Leisure Whitworth, Lancashire

9 February

Slindon Safari

4x4 Without a Club

Thames Valley 4x4

Workshop

Slindon,West Sussex

Burnham Off-Roaders Tring, Hertfordshire

Essex, Rochford and District 4x4 Club Rayleigh, Essex

Parkwood 4x4 Tong, Bradford

Slindon Safari Slindon,West Sussex

15 March Explore Off Road Silverdale, Stoke-on-Trent

1 March

Frickley 4x4

Frickley 4x4

Frickley, South Yorkshire

Frickley, South Yorkshire

Muddy Bottom

Rayleigh, Essex

Muddy Bottom

Minstead, Hampshire

Protrax

Minstead, Hampshire

Protrax

Tixover, Northamptonshire

Picadilly Wood Bolney,West Sussex

Tixover, Northamptonshire

Slindon Safari Slindon,West Sussex

7 March

16 February

Burnham Off-Roaders Tring, Hertfordshire

Explore Off Road Silverdale, Stoke-on-Trent

22 March Slindon Safari Slindon,West Sussex

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

Discovery 300TDI 3 door 95H 125K miles.

2 owners. New sills.

Long MOT. £1600.

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

Good order. £4995.

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

25 January

8-9 February

29 February – 1 March

Green Adventure Tours Shropshire / Welsh Borders

Onelife Adventure Yorkshire

Compass Adventures Wales

25-26 January

Protrax Wales

Off Road Adventure Travel Wales

Onelife Adventure Wales

Trailmasters Yorkshire

2-6 March

26 January

9 February

Ardventures Coast to Coast

UK Landrover Events Peak District

UK Landrover Events Lincoln and Belvoir

4 March

29 January

12 February

Protrax East Midlands (night run)

Protrax East Midlands (night run)

UK Landrover Events Yorkshire Dales

7 March

1 February

22 February

Protrax Wales

UK Landrover Events North York Moors

Green Adventure Tours Shropshire / Welsh Borders

UK Landrover Events Eden District

1-2 February

UK Landrover Events Durham Dales

7-8 March

29 February

Trails and Tracks North of England

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

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

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

Buyers

8 March

Oxley Shaw, Berkshire

Essex, Rochford and District 4x4 Club

CB Radios

Frickley 4x4

23 February

Barton-le-Clay, Bedfordshire

From

Adventure

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

Minstead, Hampshire

Devil’s Pit

www.THUNDERPOLE.co.uk

Vehicles

Calendar

Aldermaston, Berkshire

For the complete range of ALL CB Radios & Accessories visit

Products

Compass Adventures Wales Off Road Adventure Travel Wales

Protrax East Midlands (night run)

8 March UK Landrover Events Lake District

Land Rover Defender Upgrades & Accessories

LAND ROVER DEFENDER HEADLINING & INTERIOR WINDOW TRIM Hand crafted and covered in nine different colours.

Made from GRP & lined with a plush suede-like finish Optional extras: Defender 90 PUMA - Alpine window inserts - Sun Visor Covers

Alston (Black)

Stornaway (Dark Grey)

Silver (Light Grey)

r1 10

Honey Biege (Tan)

Defender 90

De

fen

de

Sandbank Biege (Sand)

Defender 90 TD5

Luna White (Ivory)

Coffee (Dark Brown)

Cocoa (Medium Brown)

Hazel (Light Brown)

REPLACEMENT SEAT COVERS

www.masai4x4.com

/masai4x4

Bowler Motorsport Accessories Add that extra special touch to your Defender

Lightweight Steering Guards Used in the Defender Challenge, the lightweight steering guard will offer protection to steering arms and linkages, but also offers access for maintenance. It uses existing mounting points and comes with 2 x red towing eyes for recovery work.

Lightweight Sill Protectors Made from lightweight aluminium and available in black and graphite, these sill protectors are used in the Defender Challenge.

Supplied with a fitting kit, they bolt onto existing mounting points and do not require welding. Compatible with XS side steps.

Lightweight Front Bumpers – Road & Race Both lightweight and high strength, the aluminium bumpers are handmade at Bowler. They use the existing bumper mounting points and are available in black and graphite.

Note - Excludes spotlights shown.

A selection of great looking, high quality accessories from Bowler Motorsport.

Bowler is a market leader in the production of racing and high performance all terrain vehicles, and has been since 1985. Based in Derbyshire in the UK, they use both technology and craftsmanship to deliver vehicles and accessories with style, strength, performance and an unrivalled spirit of adventure.

Spectre’ Wheel Arches Produced in the UK and inspired by the JLR Special Vehicles produced Defenders for the film Spectre, these arches are identical in terms of size and shape, are finished in gloss black and come complete with fitting templates.

16” & 18” Lightweight Wheels Made in the UK exclusively for Bowler, these lightweight, high strength wheels are TÜV tested and are used in the Defender Challenge. They have a manufacturers guarantee and are used extensively in motorsport.

Maximum load rating 1,250kg. Black & anthracite available.

Rear Step Bumpers Designed to be practical, robust and stylish, this is the Bowler version of the popular NAS rear bumper. Available in black and graphite. The original tow bar and electrics are kept in the same place, and the step, with durable rear treads, conveniently attaches to the rear cross member.

Find more images and part numbers online at www.britpart.com/bowler