The Landy - May 2021

Page 3: The new V8-engined Defender is set to be more of everything – and that definitely includes expensive

LANDY

MAY 2021

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ISSUE 87

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Travelling the world is the ultimate Land Rover dream.

But for the last year, expedition travel has ground to a halt.

As the world begins to take control in the battle against Covid, we’ll be able to dream again. It’s never too soon to start planning your expedition – and our guide to 25 of the world’s greatest destinations will have you raring to go!

Full story: Page 28

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3 Defender gains 5.0-litre V8 engine as list price climbs past £100,000 for the first time

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ast month, we were telling you about the Defender Works V8 Trophy, Land Rover’s new limited-run old-shape 90s and 110s whose prices start at £195,000. Compared to

that, perhaps the latest addition to the Defender range is actually quite modest – though it’s a landmark vehicle too.

That’s because the new Defender V8 has a list price of £101,150 – making

it the first ever new Defender model to breach the six-figure barrier.

Available in 90 and 110 form, the Defender V8 is equipped with Land Rover’s familiar 5.0-litre supercharged

petrol engine. This develops 525bhp and 461lbf.ft, giving the vehicle a 0-60 time of 4.9 seconds and a top speed of 149mph – as well as efficiency figures of 19.5mpg and 327g/km. So it won’t stop being expensive when you get it home – though it’s unlikely to stop being fun, either.

And it’s not just designed to be fun in a straight line. The V8 model is fitted with uprated ati-roll bars and a unique Electronic Active Rear Differential, featuring a Yaw Controller to allows

Left: Land Rover describes the Carpathian Edition as ‘the ultimate expression of performance, durability and design’ and ‘the very pinnacle of the Defender range’ Right: V8 models are distinguished by their blue brake calipers

fine-tuning of the vehicle’s cornering attitude on the limit. This is combined with a newly calibrated Dynamic drive mode, whose more eager throttle responses and bespoke tuning for the vehicle’s variable dampers in turn dovetail with torque vectoring and to give it ‘a more agile, playful and responsive character.’ Land Rover says the Defender V8 is ‘faster, more engaging and more controllable than ever.’

The new Dynamic mode, which is part of the vehicle’s Terrain Response

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Return of the XS

New Defender 90 V8, original 3.5, NAS 90. Works V8… tough to know which one you’d take home, isn’t it?

Below: The engine bay looks daunting, though without those infamous twin carbs to set up it’s probably going to be a doddle to work on…

2 system, is unique to the V8 Defender.

Land Rover says it ’helps drivers to exploit the more dynamic character and handling balance of the 525hp model on tarmac and loose surfaces,’ insisting that this is achieved at no cost to the vehicle’s off-road skills. ’The 5.0-litre V8 supercharged engine further enhances the unique character of the Defender,’ says JLR powertrain boss Iain Gray. ‘It sounds

fantastic and delivers incredible performance. Our engineering focus has been to optimise powertrain calibration to deliver both responsive on-road performance and fine control off-road – all without compromising Defender’s unstoppable all-terrain capability and wading ability.’

The V8 Defender gets a variety of styling and spec enhancements to go with its huge power output and enhanced dynamics.

These include quad exhausts, 22” satin grey alloys and blue brake calipers, while the cabin is trimmed in a special leather and suedecloth finish, the steering wheel is alcantara-covered and

the gearshift paddles are plated in chrome. There’s a variety of badging, too, to ensure no-one mistakes it for a lesser model – should the acoustically tuned induction and exhaust systems not do that from the word go.

To mark the new model’s arrival, Land Rover has also introduced the Defender V8 Carpathian Edition. This has a grey paint finish and cnotrasting black roof, bonnet and rear door, as well as satin black towing eyes and Land Rover’s Satin Protective Film – a protective wrap which protects the paintwork from scratches.

Land Rover calls the Carpathian Edition ‘the ultimate expression of performance, durability and design’ and ‘the very pinnacle of the Defender range.’ It doesn’t cost any more than the standard V8, however – though this means it’ll owe you from £98,505 in 90 form and £101,150 as a 110, so it’s probably enough already.

DURING THE TD5 ERA, Land Rover introduced the XS model to sit above County trim in the Defender model range. Now, the badging has been brought back to the replace the First Edition model with which the new Defender was launched.

Available in 90 and 110 form, the XS sits above the SE model in the Defender line-up. It’s marked out by its body-coloured lower cladding and wheelarches, the latter covering a set of 20” diamond-turned alloys, and can be had in a choice of silver, grey and black paint finishes.

Inside the vehicle’s seats are heated and 12-way power adjustable, and you can opt to have them trimmed in khaki leather. The XS model is equipped withair suspension, Adaptive Dynamics and Configurable Terrain Response and also features Matrix LED headlights, a ClearSight Rear View camera in lieu of a mirror and Land Rover’s latest Pivi Pro infotainment system, complete with an 11-speaker Meridian stereo.

Talking of Pivi Pro, this is now available with an optional 11.4” screen – that’s 60% larger than standard. You can also spec the vehicle with wireless device charging, which also features a signal booster for optimised network reception and Wi-Fi signal.

Also new to the options list are Bright, Extended Bright and Extended Black exterior design packs. These give you, in order, chrome skid plates, silver lowe body cladding and wheelarches and extensive gloss black accents around the vehicle; the bright packs are available on all Defenders, however you can only get the Extended Black Pack on X, X-Dynamic and V8 models.

Going back to the XS, this starts at £58,060 for a 90 with the D250 diesel engine. It’s also available on this model with the P400 unit, taking the price up to £63,460.

On the 110, prices for the D250 and P400 respectively are £61,920 and £67,645. However the long-wheelbase version of the Defender can also be had in XS form with the P400e plug-in hybrid powertrain – bringing running costs right down but hiking the list price to £70,180.

Lockdown easing fails to happen in time to let April edition of Great British Land Rover Show at Newark go ahead FOLLOWING THE ANNOUNCEMENT of the Government’s roadmap towards the end of lockdown, it became inevitable that the April edition of the Great British Land Rover Show could not go ahead.

While the end is hopefully in sight for the restrictions that have blighted all our lives over the last year, it won’t come quickly enough to prevent the new show from being delayed for a second time after last year’s inaugural event fell victim to lockdown number one.

In the wake of the announcement, the show’s organisers put out the following statement about the event and its plans for the future: ‘Unfortunately due to the current pandemic and the Government’s announcement of the easing of lockdown restrictions, the April Great British Land Rover Show will now take place on Sunday 17th April 2022 at the Newark Showground.

‘We are extremely hopeful, however, that the November Great British Land Rover Show will go ahead as planned at Stoneleigh Park on Sunday 21st November!

‘We greatly appreciate your continued support during these unprecedented times and we can’t wait to see you all safely for everything Land Rover at the Great British Land Rover Show at Stoneleigh in November.

‘All purchased eTickets or wristbands for either of our events in 2020 continue to be valid for any of our future events. If you have any queries please do not hesitate to contact enquiries@assignment-media.co.uk.

‘All exhibitors and clubs who have already booked space at the November Great British Land Rover Show will be contacted in the coming weeks to confirm their space for the 2021 show at Stoneleigh Park. Any remaining space after that will be available on a first come basis. Please contact Ian Argent on ian.argent@ assignment-media.co.uk or Colin Ashworth on colin.ashworth@ assignment-media.co.uk to discuss your requirements.’ As the old saying has it, the show must go on…

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6

Gibson’s Gab

Eight is the magic number

The launch of a new V8 Defender harks back to the good ol’ days.

But will it be enjoyed by the next generation of off-road enthusiasts?

Words: Tim Gibson They say you never forget your first time and that was certainly the case for me.

I was a late developer, in my early twenties by the time it finally happened.

I’d had tasters, of course, but they were all just shadows of the real experience.

The one I’d been dreaming of since entering my teenage years and realising that I quite fancied Kylie Minogue. The one that kept me awake in the small hours, staring at posters on my walls and longing for the day when I’d have a chance to get my hands on the objects portrayed in the photos.

I’m talking about driving a V8 Defender, of course. But you’d probably

worked that out already. Despite acquaintances with a number of other Solihull machines – most notably the 2.25 diesel Series III that my brother swapped his Escort for then promptly swapped straight back when he realised it didn’t stop – I didn’t pilot a V8 Landy until I started work on Total Off Road magazine in the early 2000s.

‘You’ll be working with our photographer, Steve,’ Editor Kidd advised me before my first shoot. ‘Be warned, he’s very enthusiastic.’

That proved to be the understatement of the century. I’ve yet to meet a person with more knowledge of off-roading than Steve, or more willingness to share it. On that first shoot we did together, the first of hundreds over

the coming years, he decided to induct me into the world of off-road play days from behind the wheel of his V8 hybrid.

I well remember the throaty burble of that glorious engine, rumbling away beneath the dull green bonnet.

I remember feathering the throttle and feeling the surge of power, just waiting to be unleashed. And most of all I remember wondering how on earth he afforded his petrol bills, given the alacrity with which the fuel dial plummeted towards the red.

That, at least, is one experience owners of the all-new V8 Defender will share with their antecedents. The new vehicle’s 5.0-litre supercharged 518bhp lump is expected to deliver around 19.5mpg on a good run. On the

plus side, it’ll accelerate from 0-60mph in less than five seconds and hit a top speed of 149mph, so, you know, give and take.

It will also cost somewhere around £100,000 in both 90 and 110 variants.

That’s quite a lot more than the price of Steve’s V8, though that of course would carry its own premium nowadays. Either way, it’s unlikely you’ll see many of the new shapers bodging around a disused quarry on a dank Sunday morning.

That, I think, is the starkest indication that the new Defender is a fundamentally different beast from its namesake.

This V8 Defender is designed for lovers

of speed, hence the addition of beefedup anti-roll bars and a “Dynamic” setting in Terrain Response that results in a sportier performance. It’s a vehicle to be thrashed about on road, not a big-powered mud basher for lovers of the clod.

And that’s absolutely fine by me. No more or less than I expected from this much-anticipated vehicle. But it still leaves me feeling glum. My son hasn’t bothered pinning a poster of the new V8 Defender to his walls. He knows there’s no point. He’d be better off spending his nights staring at something more attainable. Kylie Minogue, perhaps…

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

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Land Rovers were built for adventure

T

here’s something about the image of a Land Rover travelling in the world’s wildest places. It’s one we’re all seen many times, but it always stirs the soul. Seeing a Land Rover exploring the deserts and mountains of the world… there’s something about it that’s just inherently right.

Obviously, Land Rover hasn’t been immune to the rise of the SUV. And some Landies look more right than others in the back of beyond. But surely there’s no other vehicle that looks more perfectly in its element than a Defender or old Series truck when you see it in the world’s most remote places.

Perhaps it’s because other makes of 4x4 only ever tend to come to the UK as luxury school-run wagons. But I’ve always felt that travelling in a proper Landy is keeping it real. I’m sure this is ridiculous, but in my mind I feel like people who live in places like Mongolia or the middle of Africa will perceive you more warmly if you turn up in a Defender than a vehicle that’s, shall we say, more comfortable. You’re roughing it, you’re living the experience, you’re not flashing your Western wealth in their faces, As I say, I’m painfully aware of the fact that this is probably idiotic, totally wrong and perhaps quite deeply insulting. But it’s my perception and, I suspect, many other people’s too.

Anyway, clearly I’m preaching to the converted here. You’re reading The Landy because you like Land Rovers, and when you imagine going on an overland expedition it’s odds-on you’re picturing yourself doing it in a Defender.

The only question is where, in your imagination, it’s going to take you: if not Africa or Mongolia, perhaps the heights of the Andes, the Aussie Outback, the snow-swept interior of Iceland or the soaring trails of the Rockies?

This issue of The Landy contains a guide to 25 of the world’s most iconic overland destinations. Some are very specific, some are whole countries: some will appeal to you, others might not. But what they all have in common is that to complete the image to perfection, you just need to add a Land Rover.

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

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8Stonehenge set to stay in sight for

scheme promises to keep rights of L

ate last year, at the culmination of a seemingly endless planning process, the long-running Stonehenge Road Tunnel scheme was given the go-ahead by Secretary of State Grant Shapps. The culmination of 25 years of proposals, counterproposals, objections, protests and complaints, this will lead to work commencing on a £1.7 billion programme of road improvements centred around a two-mile tunnel carrying the A303 out of sight of the World Heritage Site just west of Amesbury.

A massively controversial project from the day it was first proposed in 1995, the tunnel and its associated road reconstructions will continue to divide opinion throughout their construction, which is due to commence this year, and no doubt well into the future.

sive network of well defined Byways Open to All Traffic making it a popular attraction for Land Rover drivers.

A number of these rights of way will inevitably be affected by the new road, and concerns have been rife among the laning community that they would simply be extinguished without a second thought. This is certainly something that has happened in the past with various road building schemes.

With the plans now approved, however, some form of certainty is at last available as to the future of the rights of way within the area where the new road will lie. And while it’s not all good, it’s a lot better than it might have been – especially if English Heritage, which manages the Stonehenge site and has a policy of opposing all motor vehicle use, had had its way.

It supporters argue that it will make the A303 faster and safer by removing the infamously congestion-prone single-carriageway section through the Stonehenge site and further west through Winterbourne Stoke, and that the tunnel will enhance the area’s amenity for visitors – however opponents say it will cause pollution by encouraging car use, that it will damage other parts of the World Heritage Site and that the money it will cost could be better spent elsewhere.

These arguments have been made time and again, however for Land Rover drivers there is a separate issue which has received as good as no attention in the mainstream media. The region around Stonehenge contains one of England’s richest concentrations of public rights of way, with an exten-

LEGEND

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Location of byways etc mentioned in points 1-8 in the main text overleaf New A303 dualcarriageway New Stonehenge Road Tunnel New road connecting Allington Track with Solstice Park

© Crown copyright 2021 Ordnance Survey.

Media 029/21

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9 Land Rover drivers as road tunnel way intact

‘I started to get involved with representing the 4x4 community on this project in 2014,’ explains John Lippiatt, Wiltshire Rep for the Green Lane Association, ‘when I attended the third stakeholders’ meeting. Dale Wyatt was then Wiltshire Rep and he had already attended several meetings prior to this.

But he couldn’t make the date, so I went along to represent us.

‘I felt it was a good meeting. At least Highways England were listening to our concerns, and it gave people the opportunity to hear the views of others.

‘Other meetings followed, including local community forums. And then once the formal examination started, we were into some very intensive discussions. Charlie Moore and I attended the Preliminary Meeting at Salisbury Racecource, where there was a crowd of

people and a film company witnessing proceedings. Gordon Bunker represented us and spoke on our behalf at one of the issue specific hearings and I spoke at another.

‘Our friends from the Trail Riders Fellowship had a complete legal team present at most meetings and although we didn’t agree with all of their suggestions, their presence certainly did much to confirm the importance that motorised users felt over preservation of our rights.’

Sadly, in the days following the Secretary of State’s approval of the scheme, John and his fellow GLASS volunteers were on the receiving end of criticism for their efforts. How many of the keyboard warriors who were so quick to pipe up ever made the effort to attend meetings is unknown.

Writing in the latest issue of the bi-monthly GLASS Bulletin, John argues that while there are battles still to be fought, the outcome of the planning stage has in fact rewarded the hard work put in by those willing to do it. ’The decision by the Secretary of State has been a long time coming, but I feel overall that the end result is actually better than many seem to think. There is in my opinion a great deal of misunderstanding of what has been achieved.’

In order to clarify this, John’s essay in the Bulletin goes through various parts of the plan, making reference to the official A303 (Amesbury to Berwick Down) Development Consent Order 2020 (which is 152 stultifying pages of legal jargon), as well as a series of plans showing the location of the new

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road and its consequences for existing rights of way.

The latter is illustrated, in a massively simplified form, in the map on this pages. Various byways will be realigned, and a number of new rights

of way will be created – while others will be stopped up or turned in to dead ends. What follows is John’s explanation to GLASS members (of which The Landy is one, and every green lane user should be too) of what

10

Just to the west of the new road, a long and very popular byway crosses the A303 at the mediaeval site of Yarnbury Castle. Even though the A303 is already a dual-carriageway at this point, the junction is a simple crossroads with a refuge in the central reservation. It’s hard to imagine that it would be set out this way nowadays, however the new project will leave it untouched with access maintained in all directions Pic: Google

he describes as the ‘main points of interest,’ backed up by our own intepretation of the documents supporting the project. Any errors are entirely ours: 1. At the west of the project area, the existing byways crossing the A303 dual carriageway south-east of Yarnbury Castle will be unaffected 2. The byway from Berwick St James which meets the A303 at the eastern end of the current dual-carriageway will be diverted by upgrading a short section of bridleway to byway. The effect of this will be to recognise what has been the situaton for many years; the ‘correct’ line of the byway shown on the Definitive Map is in practice inaccessible from the A303, so an agreement was reached with the landowner to allow vehicles to use the bridleway instead and the project will formalise this in law. The old A303 will be converted into a new byway running east from here into the village of Winterbourne Stoke 3. The new A303 will bypass Winterbourne Stoke to the north of the village.

Here, the B3083 will be realigned to run beneath the dual-carriageway. The short byway forming a triangle with the A303 and B3083 immediately west of the village will be diverted, with a new section created to meet the new course of the B-road 4. The byway running north from the A303 about half a mile east of Winterbourne Stoke will be diverted to cross the new dual-carriageway via a newly built bridge. This lane is not currently a through route, however, as its northern portion, running up to the A360 at Rollestone, has for a long time been impassable to 4x4s due to a weak bridge and several bridle gates.

John says that with motor vehicle rights being confirmed over the southern part

by the project, ‘I am hopeful that our being able to drive this section will give us leverage to get the connecting lane repaired’ 5. This is the big one. Byway AMES12, which runs for several miles from the A360 to Larkhill, will remain open. This lane is treasured by Land Rover drivers, dog walkers and pagans alike as it runs just to the west of Stonehenge itself, however the junction where it crosses the current A303 is extraordinarily dangerous.

The plans state that with the A303 stopped up, there will be, quote, ‘no change to byway AMES12’ – a major victory, not to say a relief, for motorised users. ‘So our rights remain,’ says John. ‘But I have no doubt that we will need to defend them again as English Heritage have written policy to remove all motorised users’ 6. Just to the east of AMES12, another byway meets the current A303 directly south of Stonehenge. This too will retain its motor vehicle rights – however with the old A303 being extinguished, it will become a dead end. Our view (we’re not quoting John here) is that it would have seemed very obvious to create a new byway on the short section of the current A303 between the two lanes so as to retain it as a through route, however it has been the scene of ferocious anti-4x4 lobbying in the past which we suspect may have borne some influence. As John says, though, ‘the byway will become a dead end, but still worth a drive just for the view it affords of Stonehenge,’ meaning the result may be more traffic rather than less.

7. North-east of Amesbury, the short byway creating a triangle with the A303 and the A3028 will be extinguished. ‘We could not defend the

Rights of way in the Stonehenge area tend to be quite firmly surfaced and easy to drive, but prone to collecting surface water. Where problems do occur, they tend to be man-made, with harrassment of Land Rover drivers a particularly common occurence on one lane near the stones. This is set to be dead-ended at its junction with the current A303 but will remain a Byway Open to All Traffic – meaning it’s likely to see a large increase in the number of out-and-back trips made on it, as it has excellent views of Stonehenge itself as you reach the junction heading north

closure as it is plainly very difficult to enter or emerge safely from the A303,’ says John. ‘Also, Highways England presented data that suggested road speeds at this point will increase following completion of the scheme’ 8. The northern part of the Alligton road, which meets the A303 opposite the byway in point 7, will also be closed. So will the byway west of it which runs down the side of Solstice Park and into the eastern part of Amesbury. Instead, a new road will be opened running into Amesbury, more or less parallel to the A303, from the part of the Allington road which will remain open. ‘Therefore the popular route which takes in the byways around Boscombe Down will still be open to drive,’ says John, referening a superb network of tracks running south-west from Shipton Bellinger.

While it’s always safer to retain a healthy dose of scepticism when it

comes to rights of way and anything to do with the government, we share John’s view that the positives in this outcome heavily outweigh the negatives. There are at least three excellent green lanes here which could have been lost at the stroke of a planner’s pen, taking with them one of the most iconic views to be seen anywhere on the entire rights of way network – and where access has been lost, in most cases it has been replaced by new rights of way.

You can argue all day long about whether the result is a good or a bad one for Land Rover drivers, but one thing is abundantly clear: without the efforts of volunteers like John Lippiatt, Gordon Bunker and Dale Wyatt, it could have been a great deal worse.

The meetings that led up to the final decision on the project were not just attended by those seeking to protect themselves but by organisations aiming

only to advance their own interests and others which exist for the sole purpose of doing harm to other people’s rights – and without balanced representation, this could have been another case of precious byways being lost because no-one fought for them.

‘There you have it’ reflects John.

‘Seven years of a fair proportion of my spare time and a huge effort by many within GLASS – and still a lot to do in trying to make sure it doesn’t get changed by some anti-vehicle lobbyist in the meantime.’

That, and the stated position of English Heritage, means vigilance must continue to be the watchword of every green lane user. But after a fraught 25 years in the making, we can at last be confident that the Stonehenge Road Tunnel Scheme will go ahead without riding roughshod over the ancient rights of way that are such an important part of the area’s heritage.

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Photographers Steve Taylor, Richard Hair, Harry Hamm, Michelle Thruxton, Vic Peel Advertising Sales Manager Colin Ashworth Tel: 01283 553244

Publisher Sarah Moss Email: sarah.moss@ assignment-media.co.uk

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

Issue 87: May 2021

News

Products

Vehicles

Adventure

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Buyers

In Gear

The latest and best products you need for your Land Rover

A modern approach to maintaining your Landy – whether it’s old or new ‘AN EXPERT IN YOUR BACK POCKET.’ That’s the new Ring Connect app, which car care specialist Ring Automotive says is the smart way to take control of your vehicle’s safety and efficiency.

The app is designed to link your vehicle to a range of Ring products – which will then know which make and model they’re dealing with and set themselves automatically. For example, the first product in the company’s connected range is a Smart Digital Tyre Inflator – which will be able to inflate your tyres to the correct pressure using data supplied to it by the app.

All you’ll need to do during this process is confirm the tyre settings

you’re offered, connect the Smart Tyre Inflator, sync to the app and inflate.

During the inflation cycle, the set-up will also remotely perform a leak detection test to ensure the tyres are holding air safely.

The Smart Digital Tyre Inflator also features multiple car settings, pressure download, active reminders, leak detection, three-minute inflation, an LED light to help in poor visibility, windup control and a deflator valve, and it

www.osram.co.uk/ledriving-lights

Light is Adventure OSRAM LEDriving® Working and Driving Lights The new range of intense LED lights are built to step up to the challenge when the going gets tough. Leave the tarmac behind and see clearly what lies ahead of you off the beat track.

The new range of robust and stylish spotlights, reversing lights and lightbars can improve near- and far-field vision whilst enhancing driving performance, even under the most extreme conditions. Don’t let the darkness spoil your next adventure.

For more information visit: www.osram.co.uk/ledriving-lights or email: automotive@osram.co.uk

Light is OSRAM

comes in its own storage case.

To use the app, first you just need to download it then register and link your 4x4. You’ll then be able to use all products in Ring’s new Smart range – as well as receiving updates, reminders and monitoring ‘to help avoid breakdowns, improve performance and ensure your vehicle stays in excellent condition for longer.’

The app was developed as the result of a year-long global research programme featuring ten focus groups and more than 4000 hours of development work. This result of this was to point up what Ring describes as ’a significant shift in consumer behaviour resulting in demand for instant access to useful and informative car maintenance advice.’

‘Consumers are more technically savvy than ever before and there has become a clear demand for smart devices,’ commented Ring’s Henry Bisson. ‘Homes have already become revolutionised with connected products, and now is the time to connect car products to help motorists maintain their vehicles in a smart way.

‘The Ring Connect app and Smart Digital Tyre Inflator are just the start.

We will be releasing more products in the Smart range to connect with our new app throughout the year.’

Obviously, the big question they’ve not answered is whether the app will have its own Ring tone. These are the things that matter. That apart, though, it’s all at ringconnect.com.

To advertise in The Landy, call our team on 01283 553244 w w w. t h e l a n d y. c o . u k We’re on Facebook: www.facebook.com/thelandyuk

All-terrain performance, comfort and control from Old Man Emu’s Defender Handling Kits OLD MAN EMU’S HANDLING KITS for the Land Rover Defender, which are now available through Britpart’s range of specialist dealers handling the company’s ARB distributorship, promise to give your vehicle ‘superior performance across all terrain.’

Designed and tested in Australia, which is always a good sign, these are supplied as a spring and shock combination for improved control and greater comfort and high and low speeds.

The fully integrated kits are available for the 90 and 110, in each case in medium-duty and heavy-duty form. It’s not the cheapest solution you’ll find – once the VAT man has had his share, you won’t get that much change out of £200 per corner – but spend it once, spend it right.

You’ll find a stockist at www. britpart.com.

Issue 87: May 2021

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sealan ne Parts 14 LED Spotlight joins x PartsARB’s Britpart range of UK kit bush Kits • Sprin Exhausts • Exha uspension Lift K STEVE PARKERS LTD STEVE PARKERS LTD ors & Starters • S Winching Equipm w w w. t h e l a n d y. c o . u k

News

Issue 87: May 2021

Products

THERE’S NO END OF CHOICE in the LED market. But Britpart has added a new option from a manufacturer whose name is pretty much unsurpassed in the off-road world, in the shape of ARB’s Intensity AR32 LED Spotlight.

Engineered in Australia and manufactured in the United States, this is part of a range which ARB says was designed ‘to meet the demanding requirements of off-roaders throughout the world.’ Which means you.

With an output of 8200 lumens and 3439 lux at 10 metres, the AR32 is definitely bright. Its 6500K light temperature has been tuned to be as close as possible to natural sunlight, too, so using it for hour after hour on long off-road sessions won’t knacker your eyes – and talking of long off-road

Vehicles

Adventure

sessions, ARB says the broad field of light it produces helps to diffuse the effect of vibrations, meaning it ‘performs brilliantly on corrugated roads.’

If your off-roading takes the sort of turn off-roading sometimes does, the light is also submersible up to 10’.

Which, safe to say, the Land Rover they’re mounted on is not. Ultimately, the most likely place to put a couple of these will be on your bull bar, so what this means is that bonnet-deep wading won’t turn them in to expensive scrap.

Neither will bonnet-deep wading that comes a cropper on the business end of a semi-submerged log, because the lights’ polycarbonate lenses are, in ARB’s words, ‘virtually indestructible.’ The company says they’ve been subjected to to military-standard

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Workshop

Buyers

vibration testing, too, meaning they’ll take a prolonged battering over heavy corrugations and in extreme conditions without throwing in the towel.

As normal with good quality LED designs, the lights are designed with an integral heatsink whose 15 fins cool ensure there should be no damage to the LEDs themselves or the components surrounding them. Drawing heat away from the lights allows them to produce their optimum output, without shortening their service life.

Measuring 221mm wide and 246mm high, the AR32 comes with all you need to instal it. Go to www.britpart.com and you’ll be able to shop around Britpart’s usual ARB dealers for the best price, which is likely to be a little under £500 until the VAT man comes along.

CLARKE’S RAIDER RANGE of air compressors aren’t the sort you bolt in the back of your vehicle. But if you’re wanting to take your DIY workshop armoury to the next level these units look like just the sort of tools you want for the job.

The Raider 15/550 is a 3hp V-twin compressor with a 50-litre air receiver and a 14.5cfm flow rate. Its 2.2kW output and 116psi maximum operating pressure make it ideal for general workshop applications such as spraying, shotblasting and running air tools, and it comes with twin outlets to make it twice as versatile.

Measuring 710 x 360 x 650mm, the 15/550 weighs in at 38.5kg but comes wheel-mounted to let you haul it around your workshop.

If that doesn’t sound like enough oomph, the Raider 15/1050 has double the air receiver capacity at

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

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

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

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

017

To advertise in The Landy, call our team on 01283 553244 w w w. t h e l a n d y. c o . u k

Issue 87: May 2021

We’re on Facebook: www.facebook.com/thelandyuk ‘DIRTY WINDSCREENS can be annoying at best, downright dangerous at worst,’ say the people from Autoglym.

And not being able to see where you’re going is, indeed, commonly considered a bad thing.

Hence the company’s ‘unsung hero,’ Ultimate Screenwash. This is suitable for all vehicles and washer jets, and in Autoglym’s own words ‘it has been proven to shift all common contaminants.’ So if the cast of Geordie Shore lands on your windscreen, you’ll be good to go.

Ultimate Screenwash comes in concentrated form; a 500ml bottle is enough to make up to eight litres of washer fluid. And at just £4.50 a pop, you’ll be cleaning up.

100 litres. It’s otherwise similar to the smaller unit, with the same 3hp V-twin motor giving it a 2.2kW output, 14.5cfm displacement and maximum operating pressure of 116psi.

Once again there are two outputs, one regulated and one direct from the tank, and both units come with safety valves for fully automatic on/ off control.

The 15/1050 does of course differ in terms of size and weight; it measures 1030 x 350 x 750mm and tips the scales at 52.5kg, but once again comes wheel mounted and features a transport handle for portability.

Prices for the two units are £251.98 for the 15/550 and £311.98 for the 15/1050, in each case including VAT. As usual with Clarke kit, a visit to www.machinemart.co.uk will see you right.

15

The UK’s largest range of Land Rover chassis Richards Chassis have been manufacturing and supplying high quality replacement Land Rover chassis in the UK since 1984. See our website for the entire range, or give us a call to discuss your requirements.

Series I • Series II & IIa • Series III • Defender • Discovery 2

UP TO 12 MONTHS INTEREST FREE CREDIT AVAILABLE NOW ON ALL OUR PRODUCTS. Call our sales team to find out more.

Web: www.richardschassis.co.uk

Tel: 01709 577477

Email: info@richardschassis.co.uk

Unit F2, Swinton Bridge Industrial Estate, Whitelee Road, Swinton, Mexborough, S64 8BH

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Issue 87: May 2021

News

Products

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Adventure

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Buyers

Double Diamond

Words and pictures: Dan Fenn

Masai 4x4 is well known for its panoramic windows and interior trim kits. However there’s a lot more to the company’s range. It’s currently building this Td5-era 110 Double-Cab to help it demonstrate its wide range of products – and as a development mule on which that range of products is set to get steadily wider still

B

ack in the day, there were Defenders and there were double-cabs. The Defenders, of course, we know about; the double-cabs were Japanese things which started off by coming to Britain via grey importers and attracting a lot of interest then began to appear as official UK vehicles and caught on in a huge way.

Eventually, someone in an office at Land Rover must have figured out that the double-cabs weren’t going to go

away. And so the company made one of its own. The 110 DC wasn’t enough to stop the trickle that turned into a flood of sales for Toyota, Mitsubishi and all, but it did yield one of the most evocative body shapes to feature in the latter-day Defender line-up.

From the word go, you could get the 110 Double-Cab in range-topping XS spec with things like alloys, ABS, air-con and half-leather seats. And jolly nice it was too. But not as nice as it could be – as this 2002 Td5

illustrates. It’s been built by Masai 4x4 as a demonstrator and development vehicle, mixing a variety of equipment the company is already famous for with other items it intends to be famous for in the near future.

Masai is possibly most widely known for the Panoramic Windows it makes for the Defender 90 and 110. Obviously, a Double-Cab isn’t the vehicle you’re going to choose if you want a set of these – however it’s as well set as any Defender for interior trim upgrades.

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Issue 87: May 2021

17

Above: The 110’s cabin has been completely retrimmed using cream leather seat covers with black piping along with matching carpets and headlining. These are all Masai’s own products; the seats are a cruelty-free leatherette and the headlining is made from GRP and finished in plush suede Below: Masai’s Double-DIN conversion allows the Defender to run modern infotainment systems. The company has also fitted its heating kit for the rear seats, and this 110 carries a prototype electric window set-up making the rears controllable from the front – something it intends to bring to market soon

And in this respect, the Masai team has gone to town on the example you’re looking at.

The first thing you’ll notice is that the seats have been retrimmed in a classy looking cream leatherette with contrasting black piping. It looks more like it belongs in a Range Rover but it’s the sort of thing that’s becoming increasingly common on Defenders and Masai’s Trim Shop offers a wide range of options for owners looking to reinvent their trucks in a more elegant

style. The company’s covers are made from cruelty-free soft vinyl leatherette and come complete with map pockets.

They’re even foam backed for extra comfort, and the results are there to see – and to feel, because they’re lovely to sit in.

Naturally, there’s a range of colours available – and the same goes for Masai’s headlinings. These are made from GRP for rigidity (and to prevent them from soaking up water over time) and lined in plush suede, and you can

get them in a choice of ten different hues – so no excuses if they don’t match the seats!

The 110 has been fully carpeted, too, again to match the seats and headlining. The overall effect is classy without being tarty the way some aftermarket treatments can be, with an element of confident understatement to its appearance that perfectly illustrates what Masai’s accessories are about.

It’s all set off by a blinding array of aluminium trim items that’s so diverse

The opportunities for adding alloy trim in the Defender’s cabin are almost endless. Column switches, heating levers, door handles and dash-top vents have all had the treatment, and there’s plenty more besides

it’s actually quite hard to keep track of.

Looking around the cabin, we spotted a polished finish on the gearstick and transfer lever knobs, air vents and vent slots, door handles, seat adjusters, fuse box screws, fan controls, headlamp switch and column stalk ends. Masai does more besides, but the door cards for this vehicle were still a work in progress when we visited so items like the lock buttons were still original.

Something else you’ll enjoy feasting your eyes upon, at least if you know

enough about these things to be able to see beneath the surface of what’s apparent, is the double-DIN conversion that allows the use of much more upto-date infotainment set-ups than the Defender was designed for. Actually, the sort of infotainment system the Defender was designed for is a rolled up copy of yesterday’s Yorkshire Post sitting on the dashboard while the driver sings No Regrets to no-one in particular save a sheepdog sitting patiently in the back, so putting it into

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Issue 87: May 2021

reverse and seeing the media screen spring to life with the image from a reversing camera is definitely a culture shock. Actually, just seeing a media screen is a culture shock, but we’re talking about a Defender with cream coloured seats so it’s one that’s quite easy to get used to.

Another bit of electronic wizardry currently to be found in this 110 – and, at present, no other Defenders at all – is a prototype conversion allowing the rear windows to be operated from the front. If you’ve got kids of a certain age, this will save your sanity.

There are plenty of Defenders with electric windows front and rear, but Masai 4x4 boss Ferzan Kuman explained to us that until now, you’ve only been able to get them with local controls – the switches in the front operate the windows in the front, and the same deal at the back. The

company’s conversion, which is currently undergoing testing in this vehicle, adds a pair of switches on the front of the cubby box console which allow the driver or front-seat passenger to take charge of what’s happening in the back. ‘No-one else does that,’ says Ferzan of what will be brought to the market as a full electric window kit with this unique feature.

Staying in the back, the rear seats join those up front in being heated.

This too is a Masai conversion, and one that’s new to this particular vehicle in both rows – 110 Double-Cabs that came out of the factory in XS form had heated front seats as standard, but this was an everyday work truck before Ferzan got his hands on it. For the same reason, its Boost alloys arrived in later life, as you’d assume did the 265/75R16 BFGoodrich KM3 MudTerrains wrapped around them.

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There’s a new suspension kit hiding behind the wheels, though this came from a third-party supplier rather than being one of the many products made in the Masai factory.

This is based in Ferzan’s homeland of Turkey and is run by his brother – it’s very much a family company which, though it’s been going since 1953, is still run on the sort of scale that allows it to have a human face. The factory is split into four parts making products in the various areas Masai serves, and the direct-sale policy is something he believes is an asset. By selling items the company has designed and manufactured itself and dealing direct with end users, it cuts out the endless opportunities for messiness that come from either buying in specialist stock from someone else or punting it out to its customers via a third-party distribution network.

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As it is, as well as selling accessories Masai 4x4 also offers a fitting service for everything it sells. Electrical upgrades, sound deadening, head lining, internal trims, seat retrimming… if you want it but don’t want to fit it yourself, they can shoulder the burden.

Ferzan says the company has all the skills to fit anything from elsewhere in the aftermarket, too, ‘but our focus is on refits using our own parts.’

These parts also include a heavyduty steering guard, mesh grille and tubular roof rack, all off which help make this 110 look as cool from the outside as it does in the cabin.

You can tell just by looking that it’s been dressed up, but it’s an awful lot more subtle than the kind of modded Defender you see riding around the place on 37” tyres with an interior that’ll send you blind even quicker than it gets you arrested for being a pimp.

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Buyers

Masai 4x4 was never about pimp trucks. The company concentrates on equipment that adds something of value to the vehicle and is also attractive looking into the bargain – and items like its infotainment conversion, roof lining and electric window kit are perfect examples. As of course are those stylish cream leatherette seats that help make such a special truck out of this 110.

And it is a special truck. The 110 Double-Cab might not have been the first thing on Land Rover’s mind when it designed the Defender, and it may not have done enough to stem the flow of sales towards the new breed of pick-ups coming in from the Far East.

But it’s an icon by all means – and this distinctive looking example of the breed is helping Masai 4x4 develop the kit you’ll soon be using to make it more iconic than ever.

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Issue 87: May 2021

We’re on Facebook: www.facebook.com/thelandyuk

Here’s one they made earlier…

DEFENDER RESTORATIONS

Sound Deadening & Insulation

Defender Accessories & Upgrades

Full Vehicle LED Light Kits

Driving & Work Lights

Headlinings for 90, 110 & Crew Cab

Aluminium Styling Upgrades

Full Body Resprays

IF THE 110 DOUBLE-CAB ISN’T TO YOUR TASTE, a twelve-seat station wagon might be. Based on a 110 Td5 from 2001, Masai stripped it to a bare chassis and gave it a full programme of rust treatment, as well of course as a new rear crossmember, before rebuilding it on +2” suspension with all new bushes.

In the process, the company changed all the vehicle’s windows and fitted its sound deadening, carpeting, headlining and seat trim – this time in a classy tan colour which extends all the way back to the inward-facing benches in the rear. Masai’s own steering guard is there again, too, as are its tubular side steps. There’s also a very nice set of Sawtooth alloys down below, wearing a set of BFG All-Terrains.

Unlike the Double-Cab, this 110 was built for a customer – and once again, it demonstrates what the company can do if a full build is what you want. Even if you don’t, it’s also a pretty nifty showcase for some of the accessories you can buy (direct, of course) by paying a visit to the Masai website.

Either way, if you like what you see the good news is that at the time of writing, the 110 was for sale. You can find more photos by visiting www.masai4x4.com and heading for the vehicle sales page.

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LED LIGHT UPGRADES

LED Headlights

INTERIOR TRIMS

Replacement Seat Covers EXPEDITION ACCESSORIES

Lockable Sporting / Storage Box

Roof Racks for 90, 110 & Crew Cab

Bumpers & Steering Guards

WINDOWS

Side Steps

Spare Wheel Carriers

Lamp Guards

Light Mounting Bars

Wheels

Tree Sliders

Bonnets & Scoops

NAS Rear Steps

Snorkels

Chequer Plates

Rear Ladders

Heated Windscreens

Folios Classifieds 2020.indd 53

03/11/2020 18:16:17

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Issue 87: May 2021

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Life Begins at 50…

Land Rover celebrated the Range Rover’s golden anniversary late last year by announcing the Fifty – a limited-edition version of the Autobiography with exclusive badging designed in person

by Gerry McGovern. As the Mk4 model prepares to bow out later this year, it’s a timely reminder that the Range Rover is still at the very top of the off-road game

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hen a vehicle is getting close to the end of its production run, it’s normal practice for its manufacturer to release a series of special-edition models designed to keep sales moving by offering a combination of novelty interest and more kit for your money. The Range Rover’s days are certainly numbered, with a new model on the way in the fairly near

future, but the Fifty is not your average special edition.

Announced last year, on the back of Solihull’s celebrations for the half century of Range Rover production, the Fifty is an Autobiography model with a set of additional decorations.

It’s limited to 1970 units globally, but that still leaves plenty of room for choice – you can get it in standard and long-wheelbase form and with D350

diesel, P525 petrol and P400e plug-in hybrid engines.

On top of that, there’s a choice of four metallic paint options and, in what Land Rover calls ‘extremely limited numbers’, three heritage colours which mimic those used on the original Range Rover. Combined with the Black Exterior Pack that comes with them, these add £12,000 to the price, but that’s a trifle to pay if only Tuscan Blue, Bahama Gold or Davos White will do.

If we were already forking out for one of these exclusive Range Rovers, that’s what we’d do. The Fifty model is

all about indulging in the vehicle’s heritage, after all, and if you’re going to do that you might as well do it properly. In for a penny, in for a pound, and all that.

Actually, you’ll be in for £109,830 minimum. That’s the on-the-road cost of the cheapest Fifty model (the standard-wheelbase P400e), with the Long-Wheelbase P525 moving things up to £121,760. Not cheap, then – though across the six engine and wheelbase combination, the average premium over the Autobiography is only £1663, so they’re not milking it the way you might expect.

What do you get for that, apart from the opportunity to order a coat of paint for a sum of money that would have bought you six entire Range Rovers back in 1970? Land Rover says the Fifty features ‘a number of bespoke exterior accents in Auric Atlas as well as two unique 22” wheel designs.’ Auric Atlas is silver; it’s replaced by black if you go for one of the Heritage colours.

In addition, the vehicle features a variety of badges featuring a unique ‘Fifty’ script created by Land Rover’s design boss Gerry McGovern. These are found on the bodywork and throughout the

The Fifty is available in four metallic colours plus three Heritage hues, the latter created to mimic those offered on the original Range Rover. To us, these are the main reason why we’d want to buy one – though at £11,000, plus another £1000 for the Black Exterior Pack you have to have with it, the Heritage colours cost in excess of 700% more than the entire price premium for the Fifty model over the Autobiolgrahy it’s based on

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interior – on the headrests, dashboard and illuminated tread plates, as well as on a ‘1 of 1970’ commissioning plaque on the centre console.

It won’t come as a shock to learn that none of this has any effect on the way the Range Rover drives. So as road tests go, this isn’t a traditional one. What it served as, however, was a reminder of just how good a vehicle the Range Rover has become during its evolution – not just since 1970 but during the lifespan of the L405 model.

Our test vehicle was a standard-wheelbase with the P525 engine.

It’s hard not to be able to enjoy something with a supercharged 5.0-litre V8 putting out 525bhp and 461lbf.ft, clearly, but as always the Range Rover is a vehicle in which you can’t help but take delight even when you’re sitting still.

It’s everything the Range Rover has come to stand for: classy, elegant, refined and comfortable, and conveying a tremendous sense of occasion. In particular, in no way whatsoever does it feel like a vehicle that only has a few months left to live. Indeed, if the L322 had soldiered on for an extra decade and Land Rover had replaced it with exactly this vehicle, right here and now, we’d be raving about it and saying how very up to date it is.

It doesn’t feel unusual, however, or special – beyond how special it already was, obviously, just by being a Range Rover. Its cabin is glorious in every way, its controls are a pleasure to use and its electronics, whether the infotainment system or the control panel for a wide range of vehicle functions, are pin-sharp and a pleasure to use.

Its seats are… can we use the word ‘heavenly’ without being mocked? With their heaters on and your choice of massage function engaged, seldom can there have been a more relaxing way of getting from A to B whether as a driver or passenger.

This is particularly the case with the P525 engine, whose refinement is beyond belief. Around town, aside from the occasional very muted thump from the suspension you’re travelling in complete silence, and even at the

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The badging is pretty discreet here, but look hard enough and you’ll see it on the headrests. Not that seats like these need anything to make them feel special… national speed limit there’s barely a whisper from the big V8. The only problem is that as you’re accelerating, it’s only beginning to get into its stride as you reach said speed limit – it just wants to pull and pull and pull, meaning you need to make a conscious effort to back off if you don’t want to find yourself a very long way into licence-losing

territory. Speeding is extremely easy in this vehicle – there’s a limiter you can use, of course, but you certainly need to be on guard for the way it gains pace with no drama at all.

In the real world, to us the V8 engine is more about refinement than performance. Obviously it has the latter in abundance, but you’re talking about

Bentley and Rolls-Royce levels of comfort and poise. Not that the D350 option is like driving a tractor, obviously, and the P400e is a masterpiece in smoothness too. Put simply, any Range Rover is a wonderful luxury SUV but, if you don’t mind average fuel consumption in the region of 20mpg, the P525 takes it to yet another level.

Again, though, we’re talking about the Range Rover in general here rather than this particular model. Fact is, sitting in a Fifty doesn’t feel any different to sitting in any other Autobiography. Those badges are a talking point, perhaps, but the main reason we can see for choosing this model is the access it gives you to those special paint colours. Certainly, you can instead spend £1663 on options that will make much more of a difference in the real world to how much you enjoy your Range Rover.

To us, then, rather than celebrating its big golden anniversary, the Fifty trades on it. That sounds harsh – but, because it only comes with a modest price premium and the vehicle on which it’s based was already so very, very good, it gets away with it.

It’s an excuse to remind yourself of how superb Land Rover’s flagship has become, too, as if such a thing was necessary. This fourth-generation has endured magnificently – and if the Fifty is to be seen as a sign of where the next half-century is going to begin, that’s all the convincing we need.

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One of Two of a Kind The NAS 90 was one of Land Rover’s most iconic versions of the Defender.

The Heritage edition was another. This restified 90 from Legacy Overland blends elements of both to create a retro classic that’s perfectly modern and totally authentic

Words: Kaziyoshi Sasazaki Pictures: Legacy Overland

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hen Land Rover created the NAS 90, complete with its 3.9-litre V8 engine, everybody in Britain wanted one. Nobody in Britain could have one, because it was only for export, but it didn’t prevent Brits from lusting after it they way they were, at the time, lusting after 50% of the cast of Friends.

The 90 in these photos has that same 3.9 engine. It’s not one of those highly sought-after Defenders, however – in fact it’s not a Defender at all. That’s because it dates from 1988, before the name was thought of.

You’re lusting after it all the same, though, aren’t you? No need to think twice: anything other than a yes, and you’re lying.

Obviously, being a 1988 model with a 3.9-litre V8, this is Landy that’s spent

some time inside someone’s workshop. Not just anyone’s, though. What you’re looking at is the work of Legacy Overland – a company which specialises in turning old off-roaders into rebuilt, re-imagined works of automotive art.

The NAS 90 was already a work of art, of course. But so was the Heritage edition, which made its debut in 1999 and was reimagined in 2015 as a way of wringing as much money as possible from the last knockings of the Defender before production came to an end. And it’s the latter model that inspired this vehicle, with its instantly recognisable green finish, mesh grille and matching steel rims.

It certainly wasn’t always like this.

The 90 you’re looking at here started life as a naturally aspirated 2.5 diesel whose appearance led with a coat of extremely tired olive green and fol-

lowed up with lots and lots of dents.

A full rebuild was definitely going to be in order.

The 2.5 airhead is a very good engine, if you like ‘em slow, steady and utterly dependable. But when you’re turning an old 90 into a super-exclusive toy for a client base with money to burn, it’s time to play the percentages.

Which, very simply, means you put a V8 in it. A 3.9 EFi, in this case.

Legacy Overland knows a bit about fitting Land Rovers with crate LS3s, so actually what we’re looking at here is quite modest. You could say the use of an authentic Land Rover engine fits in with the Heritage look, too. Not that this was in any way an easy way out, though, because the vehicle itself wasn’t the only thing in line for a comprehensive refurbishment – the engine, too, came apart to be planed and

When the 90 emerged from Solihull, it had Land Rover’s famously bomb-proof but even more famously slow 2.5-litre naturally aspirated diesel on board. Few things could be more authentic than retaining this, but few things could also be more conducive to nobody ever wanting to buy it. A comprehensively rebuilt 3.9-litre V8 remedies this – without driving a coach and horses through the vehicle’s authenticity, as it’s the engine that was originally installed in NAS-sped Defenders from the early and mid nineties

ported then completely rebuilt with new pistons, bearings, liners and so on.

Behind the engine, the original five-speed manual box stood little to no chance of staying. Instead, Legacy Overland put in a call to Ashcroft Transmissions, which supplied a rebuilt ZF automatic box and transfer case. To

make the necessary space, these live under a NAS 90 tranny tunnel.

Something else the 90 has now that it didn’t start life with is disc brakes.

And while it did have coil springs from the word go, it’s now running a stiffer set-up which, as well as improving control under hard cornering, lowers the

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We’re on Facebook: www.facebook.com/thelandyuk ‘This interior is simply better than most living rooms,’ says Legacy Overland, which is the sort of claim you’d better not make unless you’ve got some pretty good evidence to back it up. Some of that evidence is right here… the Range Rover seats are beautifully uphostered in Italian leather with body-coloured piping, the carpets are from the Porsche back catalogue and and the sides and roof are trimmed in alcantara. Underneath it all, the inner body is clad in Dynamat to keep it as pleasing to the ears as it is on the eyes

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body slightly for a less wayward centre of gravity. Upgraded anti-roll bars enhance handling still further – though with 265/75R16 BFGoodrich All-Terrains gracing the 16x8” modular steel rims, this is definitely not one of those hot-rod efforts you find yourself cringing at from time to time.

The cabin shouldn’t make you cringe, either (unless it’s because you’re comparing it to your own vehicle). Legacy Overland describes it as ‘a study in perfection,’ which is one of those phrases you desperately want to pick holes in but the more you look around the vehicle, the less holes you can find to pick. The company says ‘several thousand’ man hours went into the vehicle, and it shows.

The leather on the seats, for example, isn’t just leather. It’s ‘supple chestnut coloured furniture grade full grain leather acquired from an artisan tannery in Italy.’ And it’s combined with ‘vintage Porsche heath coloured German square weave carpeting.’

These choices, says the company, were inspired by the client who had commissioned the project, specifically his passion for Singer-restored Porsches and his interest in interior design. They add a couple of European stops to the world tour of suppliers, which has already called at, er, Luton for a gearbox as well as Solihull for the original vehicle.

The seats themselves aren’t just leather-clad Defender jobs. They’re taken from a Range Rover up front – while at the back is a set of custom jump seats. The dash is upholstered in black leather, while the sides and roof of the cabin are lined in alcantara – installed on top of the Dynamat sound-deadening material which has been used all round. All hardware around the cabin, such as door pulls and grab handles,

has been replaced with black anodised metal items: ‘This interior is simply better than most living rooms,’ says Legacy Overland.

Naturally, the seats are heated, as it the windscreen. You wouldn’t expect a 90 of this nature not to have air-con, either, and sure enough there’s a custom system in place – in addition to a padded, leather-wrapped steering wheel, and LED interior light and a stereo featuring a Bluetooth media receiver and speakers from Pioneer.

The front cabin is made more spacious by the addition of a bulkhead removal bar, and more LEDs are to be found in the bumper-mounted DRLs as well as in the tail lights.

Back on the outside of the vehicle, you’ll see a later Puma-style bonnet and a low-profile aluminium roof rack from Terrafirma. There’s an aluminium steering guard, too, as well as SVX side steps and a custom exhaust.

And at the very rear of the 90, you’ll find another throwback to the days of official exports in the shape of a NAS style step towbar.

It might seem obvious, but this is perfectly judged to blend in with every other aspect of the vehicle’s design.

From the body-colour wheels to the custom tan roof outside, from the whitefaced instrument dials to the green piping on the seats in the cabin, there are classy details everywhere you look.

That may or may not have been typical of the NAS 90, and indeed of the Heritage edition, but it certainly defines what a Legacy Overland build is all about. The company doesn’t build many vehicles, but every one of those it does is a masterpiece – and this velvety smooth 90, which brings together the craftsmanship of so many nations in a homage to not one but two of Land Rover’s best ever Defenders, is among the best of them all.

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25 Great Overland Adventures Packing your Land Rover and setting out to see the world is many people’s ultimate dream.

There’s still some time to go before it becomes reality again – but expedition travel takes planning, so now’s a great time to start planning the trip of a lifetime. To get you in the mood, here are 25 of the world’s greatest adventures – each of them an inspirational reason to start prepping your Landy for the adventure you’ve always promised yourself!

Pic: Nick Taylor @ flickr.com, CC BY 2.0

1: Portugal Portugal has long held a special place in overlanders’ affections. When you get away from the cities and into its mountainous interior, it’s like stepping back in time – much of the Portuguese countryside retains its traditional rural way of life, and the advent of things like cars, TV and broadband hasn’t changed that.

In particular, there are loads of unmade trails which you can explore at leisure, always of course observing the rules of common courtesy but

largely untroubled by the red tape that strangles the countryside in so many other parts of Europe. These tracks are, in the main, an everyday means of getting from A to B, though some are distinctly tricky even in a well prepped Land Rover.

You’ll need to take special care in forested areas, particularly during the summer months, as wildfires have been a serious problem in recent years. Once again, though, with basic good

behaviour you’ll find yourself welcome and free to follow your nose in a way that’s unheard of in most of Europe.

Pic: Atlas Overland

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3: Sani Pass

Cynghordy Llandovery Carmarthenshire, SA20 0NB Tel: 01550 750274 e-mail: info@cambrianway.com

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The Drakensberg Mountains of South Africa are spectacular enough at the best of time, but here’s something to conjure with. When you’re driving the

six miles of stone and rock, tortured hairpins and sheer drop-offs that make up the Sani Pass, you don’t exist. That’s because the South African

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2: Rub Al’Khali People don’t think of the Arabian Peninsula as a destination on the overland trail, and a look at a map will show you why. For one thing, you’ll struggle to get there without travelling through Syria and/or Iraq – and for another, it’s a big dead end.

Nonetheless, the deserts of Dubai, Saudi and the UAE are full of places where you can drive your Land Rover in epic sand dunes. But most of the time, you won’t be alone. In fact, some of these areas get busier than the average supermarket car park.

Rub Al’Khali is different. It’s known as the Empty Quarter, because it’s further from civilisation than other dune bashing centres – meaning

weekend warriors tend to give it a swerve. The extremely soft sand of the Liwa Desert means it’s no place for duffers, too. But it fills up once a year for the annual Liwa Festival, when off-road fanatics from Dubai and beyond gather to take on some of the wildest dunes on the whole of the Arabian Peninsula.

That would make an interesting curiosity if you timed it right, Mainly, however, you can be certain that if you’re overlanding your way through the Middle East and you’ve got the skills and equipment for the job, this is the real thing.

Pic: Rub Al’Khali by Robert Haandrikman @ flickr.com, CC BY 2.0

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frontier is at the bottom of the pass, and it’s not until you reach the top that you enter the kingdom of Lesotho.

In between, alarming gradients mean you need to be in low first whether going up or down. The track surface is constantly being resculpted by rain, too, so you never know quite what to expect – except that it’s going to be tough.

The top of the pass is near to Thabana-Ntlenyana, the highest mountain peak in Southern Africa.

Better still, it’s also home to the Sani Top Chalet, the self-proclaimed ‘highest pub in Africa’ – where, in addition to everything else, a winter visit is likely to augment the list of challenges with knee-deep snow.

Pic (above): Sani Pass going down, by fiverlocker @ flickr.com, CC BY-SA 2.0 Pic (below): : View down into South Africa from top of Sani Pass in Lesotho, by Michael Roger Denne @ flickr.com, CC BY-SA 2.0

4: The Yukon A town of some 3000 inhabitants, Inuvik is not the sort of place you’d

normally drive for days to visit. But It’s the getting there that counts. That’s

because Inuvik is towards the end of the 450-mile Dempster Highway, Canada’s only all-weather road across the Arctic Circle.

In the summer, this is a ribbon of gravel crossing endless tracts of hilly tundra. In the winter, it’s a path cleared through a vast blanket of snow.

Winter is the time when crossing the Yukon really turns into an adventure.

By summer, for example, you cross the Mackenzie River by ferry: by winter, you drive over it on an ice bridge.

As this suggests, it’s cold up here.

Temperatures of -50°C and below are not unknown, and by the end of winter the snow cover has typically built up to

a couple of feet. Time it right, though, and you’ll arrive in town in time for the Sunrise Festival, when the sun, er, rises – after an entire month of darkness.

You’re unlikely to see any other Land Rovers on the Dempster Highway – in fact, you’re unlikely to see many other vehicles at all. Though a little way from the border between the Yukon and the Northwest Territories, you might have to give way to a plane, as the road doubles up as the runway for Wiley Aerodrome.

Further north, in the last few years the Dempster has been extended by another 90 miles to Tuktoyaktuk, a village of about 1000 people which gets

even colder than Inuvik. This is the place to come if weird landforms fascinate you, as it’s home to the world’s biggest concentration of pingos – strange conical hills created by ground pressure in areas of permafrost.

Carrying on to Tuktoyaktuk also extends the adventure to a return journey of more than 1000 miles – as well as giving you the distinction of having driven the only all-weather route linking the rest of Canada to its Arctic coast. You can call it a highway all you like – but seldom can a road trip have felt more like an off-road expedition.

Pic: Downtown Inuvik, by Mack Male @ flickr.com CC BY-SA 2.0

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5: Mongolia

Mongolia is one of the most perfectly unspoilt nations on earth. You wouldn’t necessarily think so to visit the capital, Ulaanbataar, which is an ugly mess of concrete buildings tied up by relentlessly gridlocked streets, but get out into the countryside – and stay away from the corridors of development brought about by the rise of mining – and little about it has changed since the dawn of man.

Many overlanders head for the mountains of the Altay region, as well they might – it’s a dramatic land of soaring snow-capped peaks and lush alpine meadows, reminiscent of Switzerland at its best but with almost no-one else around. Khan Kentii, meanwhile, is national park more than

half the size of Wales in which strict controls on development mean getting around involves negotiating endless rough tracks and frequent river crossings, in an area where flooding is common.

Then there’s the Gobi Desert.

Directly south from Ulaanbataar, it’s a vast sandy expanse where life is still dominated by the nomadic traditions of old. As in the rest of the country, there’s a strong culture of hospitality, so you’ll almost certainly be invited into someone’s yurt sooner or later.

So much about Mongolia is otherworldly, and bilssfully so. If you only ever go on one expedition in your life, it has a very strong shout for being the destination you should choose.

Pic: Land Rover in action in the Altai Mountains, by Land Rover Our Planet @ flickr. com, CC BY-ND 2.0

6: New Zealand When your next door neighbour is famous for being the spiritual home of all things off-road, you tend not to get a look in. That’s how it is for New Zealand – but given the number of people who ship their Land Rovers to

7: African Safaris the other side of the world for expeditions in the deserts of Australia, it’s a surprise that more don’t augment the adventure by exploring the glorious mountain trails just a little further on.

New Zealand is very different from

Oz in terms of its terrain, with more technical driving and landscapes which, rather than going on forever without changing, could be described as being like Wales on steroids.

Something else it has in its favour are its animals, far fewer of which want to kill you.

Best of all, one similarity to Oz is that in New Zealand, the existence of off-tarmac tracks is not seen as a bad thing. They’re waymarked properly, and you can buy maps and guidebooks showing you where they are.

Yet another country that does it better than Britain, then – and one which deserves to be on the radar for far more of the world’s Land Rover drivers.

Pic: Wairarapa, by fiverlocker @ flickr.com, CC BY-SA 2.0

8: Carpathians Almost from the moment the Iron Curtain was pulled back, enterprising groups of British Land Rover drivers were setting out across Europe to explore Romania on four wheels. The country has since then become very well known for its tolerance towards convoys of 4x4s exploring the many unsurfaced trails that make up much of the road network in its extensive countryside, especially up high amid the lush scenery of the Carpathians – where, so long as you’re considerate about it, you can travel for days on end without a wheel touching tarmac.

Hard to believe it exists, really – far less that it’s only a couple of days’ drive from home.

Pic: Marcin Burzynski

Afternoon-Game-drive-in-Khwai---Sango, by Travel Local @ flickr.com, CC BY 2.0 Africa remains the number one destination for Land Rover owners looking for adventure, and the continent’s wildlife is one of the main reasons for that. You can encounter all manner of animals in the wild, though most of the time these days it’s likely to be in safari parks – the most famous of which are household names like the Serengeti, Ngorongoro and Maasai Mara.

The honeypot regions are in South Africa and along the border of Kenya and Tanzania. But there are many safari parks in the southern part of the continent where, with patience and/or a good guide, you can see lions, elephants, cheetahs, buffalos,

leopards, rhinos, hippos, crocodiles, zebras, giraffes and more.

It’s common for tourists to book themselves on to commercial game viewing trips, whose iconic opentopped Defenders take them in search of the equally iconic ‘Big Five.’ Guided these days by GPS, drones and two-way radio communications, this is as close as you can come to guaranteeing a close encounter – but some parks also allow you to go solo in your own truck and even camp within their boundaries.

The experiences you’ll have this way are a lot less predictable, but nothing will ever come close to matching them for authenticity.

Ngorongoro 24 by Mike@flickr.com, CC BY 2.0

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9: Pyrenees The Pyrenees range straddles much of the border between France and Spain – and is criss-crossed by a network of unmade mountain roads dishing up a menu of breathtaking scenery and at times technical driv-

Issue 87: May 2021 10: Darvaza Gas Crater

ing. There are western and eastern regions, each with its own distinct character, and in addition you can also become one of the few people to have overlanded their way into the micro-state of Andorra – a trail known

as the Smuggler’s Route actually crosses the border from Spain, and people still occasionally use it for smuggling today!

Parts of the Pyrenees are quite touristy. But other areas are extremely remote and seldom visited by anyone, let alone anyone who speaks English.

It really is that unspoilt and untouched by modern life.

Many people use a trip to the Pyrenees as a sort of dry run for a bigger expedition, and if you’re planning to spend a prolonged period travelling in your Land Rover they do indeed make an ideal place to figure out which elements of your preparations you’ve got right and which you need to think about some more. The region deserves to be seen as a great deal more than just a testing ground, though – this is a magnificent destination in its own right, and the fact that it’s only a day or two’s drive from the south of Britain certainly shouldn’t detract from that.

Pic: Barrie Dunbar / Active 4x4 Adventures

A huge hole in the ground with fire belching out of it non-stop, Darvaza Gas Crater is known among locals as ‘the Mouth of Hell.’ How this fearsome thing was formed is shrouded in mystery, but conventional wisdom has it that engineers were drilling for oil in the desert of Turkmenistan when the ground collapsed.

Geologists found that poisonous gas was escaping from the crater that had been formed – so to prevent it from drifting towards Darvaza village, they set it on fire. It was expected to die out within a couple of weeks,

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but almost half a century later it’s still burning ferociously.

You can walk right up to the edge of the crater, but first you need to get there – it’s in a part of the Karakum Desert accessed only by rough, stony trails. Perfect for visiting as part of a Land Rover expedition, then. There’s even an area near the rim that’s used as a camp site – though how easy it might be to sleep, when it sounds like there’s a jet engine running next to your tent, is another matter.

Pic: © Kalpak Travel

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11: Salar de Uyuni 1892 and the mid-1940s. Dozens of hulks lie abandoned on the old lines south-west of the town, which itself lies south-east of the Salar; it’s a haunting and fascinating place to visit, and a strange contrast to the natural vastness nearby.

Normally, the surface of the Salar is parched. During wet periods, however, flood waters from Lake Titicaca to the north can spill through to cover it to a depth of an inch or two. Because the surface of the salt is so very flat, this doesn’t actually stop you from driving your Land Rover on it – though it does turn it into a mirror for the sky, with no horizon to be seen. As if this astonishing natural wonder wasn’t surreal enough already…

Pic: Neill and Julie Bird

The great desert of northern Africa is possibly the definitive global destination for off-road travel. The landscape is as harsh as they come, and it’s mixed with the sort of exotic locations and civilisations that make expedition travel what it is.

It’s not all sand – depending on how you define its borders, the Sahara will throw all manner of stony ground and rocky landforms in your way too. As our picture shows, there’s even some tarmac in places – though one of the few things you can be sure of is that sooner or later, it’ll run out.

Wild, harsh and in places lawless (though in general the people are much more welcoming than the terrain), the Sahara is a true test of any Land Rover. Cross it from north to south or, if you’re really brave, east to west (thus going against the ‘grain’ of the dunes), and you’ll have completed one of the greatest off-road adventures the world has to offer.

Pic: Sahara Land Rover, by Guillaume Galdrat @ flickr.com, CC BY-SA 2.0

several days given the landscape, but if you love mountains you could spend months around here – of the highest dozen roads in the world, all but one are in this general region.

Taking your time would be a good idea, too, because getting acclimatised is critical to avoiding altitude sickness.

Most of the mountain passes in the area are only open for a few summer months and require permits if you’re not local, which is

another reason not to do it at a rush if you want to do it at all – and of course this is no place to be rushing. Not just for safety, but because the Himalayas are a once-in-a-lifetime destination that deserves to be savoured.

Pic: Vyacheslav Argenberg @ flickr.com, CC BY 2.0

13: Sahara

12: Moab With a population of just over 5000, Moab, Utah is much like any other small town in the arid Midwest. It grew up on agriculture and later became rich on mining – but in more recent times, it has been comprehensively reinvented as a world-famous centre for outdoor activities. These include hiking, climbing and mountain biking – but, whereas in Britain that would be enough for anyone in a Land Rover to be shot on sight, the local tourist authority positively welcomes 4x4 drivers to visit the town and enjoy the magnificent network of trails in the towering red sandstone mountains that surround it.

Some of these are easy, giving everyday 4x4 drivers an opportunity to enjoy their vehicles amid the sensational landscape of the Arches and

The world’s largest salt pan, the Salar de Uyuni is half the size of Wales. Part of the Altiplano in south-west Bolivia, it was formed over tens of thousands of years as a series of lakes dried to form a crust whose thickness ranges from a few inches to several metres.

To make this landscape even more extraordinary, it’s completely surrounded by mountains. And here and there, ancient volcanic peaks poke up like islands through the salt; some even have old buildings on them.

Wildlife is predictably scarce, though every November flamingos descend on the area for the breeding season.

In addition to the salt flat itself, Uyuni is also home to a remarkable ‘cemetery’ of abandoned trains which served local mineral mines between

Canyonlands National Parks. But Moab is an A1 trail riding destination all year round, with various local companies offering services including vehicle hire and guided tours.

The iconic Lion’s Back is no longer usable, as it was accessed via private land which has now been developed. By and large, however, the Moab trails are classed as public land and can be driven by anyone with a suitable vehicle. If you’re planning an expedition taking in North America, it’s a must-do destination even if all you want to do is marvel at the landscape – though from an off-roading point of view, people have been known to ship their Land Rovers across the Atlantic just to pit them against the terrain that has come to make Moab such a legend.

’So I can drive across the Sahara’ is one of the classic reasons for buying a Discovery. And even is you’re only ever going to use it as a family car, driving a Land Rover makes you feel like you can take on the world. And the world means the Sahara.

14: Himalayas

Nick Taylor @ flickr.com, CC BY 2.0

You don’t need to go looking for off-road routes in the Himalayas.

Just follow the roads and it’ll happen naturally – and even if it doesn’t, you won’t care.

The Himalayan massif covers a vast area and takes in several nations, not all of which are easy to get into aboard your own Land Rover. But for overlanders, it’s at perhaps its most perfect to the west in Ladakh, in the Indian region of Kashmir.

Here, you’ll find some of the world’s highest roads. In fact, the 18,379-foot Khardung La pass, north of regional capital Leh, claims to be the highest of them all. It’s not, however – the Umling La, built in 2017, reaches an astonishing 19,300 feet above sea level. It’s a couple of hundred miles south-east of Leh, which could take

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15: Kalahari

With its hot, dry climate and vibrant red sand, the Kalahari is home to many of Africa’s most iconic mammals. It’s a vast expanse of mainly semi-arid savannah which covers parts of Namibia, Botswana and South Africa – and for any Land Rover expedition in this part of the world, it’s a must.

Cattle fences are starting to take their toll on the landscape and its animals alike, and may also get in the way of your ability to explore at leisure. Nonetheless, this is a fierce but beautiful land whose unique characteristics make it noticeably different to most deserts.

Travel to this part of the world and you’ll most likely point your Landy at the nearby Okavango Delta, but the Kalahari is well worth including in your expedition route too.

Pic: Kalahari Trip, by Bruce Geisert @ flickr.com, CC BY 2.0

16: Alps

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18: Siberia

17: Rubicon Trail The Rubicon is a 22-mile ‘road’ west of Lake Tahoe in Northern California, surrounded by the absolutely sensational scenery of the brilliantly named Desolation Wilderness. This alone is reason not to rush things – not that you can, really.

Still, start early and you could do the whole thing in a day. All 22 miles of it, don’t forget. And 10 of those are smooth gravel that takes no more than about half an hour.

The rest is more or less non-stop rocks. There are vast axle-twisters,

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deep V-gullies, sharp side-slopes, rough climbs and drops that have you hanging in your harness… much of the time, you’ll be travelling at hours per mile.

The hills really are that steep, the rocks that severe. Few would venture here without big tyres, lifted suspension and at least one difflock; there are more extreme trails in America, but not a lot can touch the Rubicon for the blend it offers of adventure, natural landscapes and tricky, technical driving.

Granite Trail, by Tim Berger @ flickr.com, BB VY 2.0

About 55 times the size of Britain, Siberia is Big Country personified. It’s big, and it’s bad… average winter temperatures of -25° see to that, and for getting from A to B the terrain redefines the term ‘hostile.’

Even where there are roads, in the wilds of Siberia you don’t need to expect smooth tarmac. Not that that’s what you want, of course, if you’re in a Land Rover – but after more than 1000 miles of rough gravel on the legendary Road of Bones between Yakutsk and Magadan, you might come to appreciate it.

Some roads in Siberia are only open in winter, when the ground is fully frozen, and remote bridges are always at risk of having been washed away.

A bit of a problem when the nearest detour route can be the equivalent of driving halfway round Europe.

If all that isn’t enough to give you pause, be aware that Siberia is home to its very own species of tiger and leopard, as well as three different kinds of bear – including of course the polar bear. Car-jacking is an issue in some areas, too, as of course is the extreme remoteness of the land you’ll be travelling through.

Combine this with some of the world’s most determined mosquitoes, and you might wonder why anyone would bother – but one look at the wild scenery and it will all make sense. By the time you get home from Siberia, you’ll definitely be able to call yourself an overlander.

Pic: Journey of Discovery | In Tula, by Land Rover MENA @ flickr.com, CC BY 2.0

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Europe’s highest mountain range straddles a number of national borders, meaning there are parts of it with excellent access for Land Rovers – and parts where anything unsurfaced is guaranteed to have a ‘verboten’ sign instead.

It won’t come as any surprise that the latter applies in particular to Switzerland. But just across the border in France, there are loads of alpine trails with excellent access.

These take in a wide swathe of the western Alps, where there’s a world of mountainous trails to explore. It’s the same across the border in Italy, too – where you’ll also find the Alta Via Del Sale, a truly sensational old military road through the peaks with permit-controlled access to motor vehicles.

The Alps are easily accessible, too. Book your Land Rover on to an early-morning Channel crossing and a comfortable day’s cruising will have you well into the heart of a beautiful mountain landscape that’s begging to be explored.

Pic: Barrie Dunbar / Active 4x4 Adventures

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19: Andes The mountain range running up the spine of South America is not quite as high as the Himalayas. But that’s unlikely to matter to you if your expedition takes you there. With no end of drivable high-level tracks amid stunning landscapes, indeed, the Andes is probably the best region in the world for Land Rover mountaineering.

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20: Timbuktu That’ll be why the Ojos de Salado, on the border between Chile and Argentina, has become the go-to location for teams looking to break the world vehicular altitude record. Not that you need to go to those sort of lengths to get the best from the Andes. Instead, go looking for the rocky mountain tracks that exist in Chile,

Argentina, Peru, Ecuador, Colombia, Bolivia and Venezuela – and be ready to immerse yourself in a history that goes back far beyond the arrival of the Spanish conquistadores to the days of the mighty Inca civilisation.

There’s more modern history in the Andes, too. In typically South American style, you can drive out of the

Argentinian metropolis of Mendoza on a road which, while you’re still in the suburbs, turns into a stony track – then remains that way all the way to the mountain settlement of Uspallata, sixty miles to the west. Here, you can visit Las Bovedas, a cluster of old copper kilns… built from bricks whose maker’s mark will tell you that they came from Stourbridge. Not quite as far as Solihull, but who’s counting?

The Andes is also home to the giant Altiplano, a plateau among the peaks which is the second highest in the world after the Tibetan plateau, and this too is richly worth exploring.

Ultimately, the whole range stretches to some 4300 miles long and around 300 wide – you could spend the rest of your life exploring the Andes behind the wheel of your Land Rover and never get bored..

Pics: Jen Bright and Gav Lowrie

When you get there, it’s one of the most unprepossessing towns in the world. But that doesn’t matter – Timbuktu is a place whose name has come to symbolise the back of beyond, and what more reason could you need for making it the goal of an expedition aboard your Land Rover?

Though it’s down at heel and in a constant battle to avoid being retaken by the desert, Timbuktu was once a rich trading hub and centre of learning. Remnants of its history are still to be found, and its population still numbers around 50,000 – but the march of time has not been kind and the town has been declining for many decades.

A tarmac road runs to the edge of town along the north of the river Niger, but the real adventure comes when you approach from the south – via 150 miles of sand.

There’s nothing much to see or do in Timbuktu, but at least you’ll be able to say you’ve been there. And the journey will be one to remember, whichever route you take.

Pic: Timbuktu Street, by upyernoz @ flickr.com, CC BY 2.0

21: Nordkapp

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The Northernmost point in mainland Europe sits bleakly at the very top of Norway. It’s tarmac all the way, making it a simple but gloriously scenic drive – though there are a few areas where you can take alternative routes on long gravel trails. During the winter, at any rate, everything changes as plunging temperatures, snowbound roads and raging blizzards turn the whole region into a place where a well equipped Landy is absolutely essential. Battle your way though and the reward will be a unique perspective on an experience most others only ever dare to see in the most benign conditions.

Pic: Tom Parker

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never-ending river crossings. These can be very deep and wide – wading tends to be a big joke back home in Britain, but in Iceland it’s a deadly serious part of getting about.

Whether it’s the crystal cascade of Gulfoss or the mesmerising rock formations of Landmannalaugar, Iceland is geography at its most poetic – and overlanding at its most exciting.

You can ship your Landy there, too – it’ll cost a couple of grand, and the cost of living in Iceland is famously high, but what price the experience of a lifetime?

Pic: David Lee @ flickr.com, CC BY-SA 2.0

The sprawling mountain range running down much of the western half of the USA stretches for more than 3000 miles from north to south. It reaches its peak, literally, in Colorado, where Mount Elbert stands at 14,400 feet above sea level, but throughout the entire region the Rockies combine stunning landscapes with bountiful opportunities for exploring.

The whole area is criss-crossed by a network of unmade trails which are well mapped and ranked by difficulty to help 4x4 drivers judge which are suitable for their vehicles. Those surrounding the town of Leadville are such that it’s been home to the US Land Rover National, which is a pretty good recommendation – and they include the sensational Halfmoon

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lished, more than a century ago, its builders sank 48 wells along the route to supply the cattle drovers who used it – and these are still crucial today to keeping you supplied with water on what will typically be a two to three week run. Abandoned as a commercial route in 1959, the Canning is widely considered to be one of the world’s greatest off-road adventures, and people travel to Australia specifically to experience it – though with a total of two communities along the route where fuel is available, it takes a lot of planning – and even more grit.

Another classic Outback odyssey is the Anne Beadell Highway, a sandy desert trail stretching some 820 miles from Coober Pedy in South Australia to Laverton in Western Australia which was constructed between 1953

Creek Trail, which starts with a long series of water crossings before climbing to a height of 12,800 feet.

When you get there, you can park your Land Rover outside Champion Mill, a lead mine from the Gold Rush era whose abandoned buildings still contains the machinery

that was shut down for the last time a century ago. That’s the sort of history lesson you get in the Rockies.

Pic: Nick Taylor @ flickr.com, CC BY 2.0

24: Morocco Morocco is the classic overland destination for European 4x4 drivers seeking adventures beyond their own borders. It’s easy to see the country as a cliché, but it’s nothing of the sort – it’s just that anywhere this close to home with such a stunning

25: The Outback The Australian Outback is one of those destinations that contains a thousand destinations within it. Spend five years exploring it and you’ll still only have scratched the surface.

It’s a place with proper roads and sizeable towns. But it’s also a vast wilderness in which some of the world’s most hostile terrain is crossed by sandy trails that can take more than a week to cover. This really is vehicle-dependent travel: your Land Rover is a lot more than just a vehicle in a place like this – it’s your home, your shelter and your source of life-sustaining supplies.

One of the world’s best known trails is the Canning Stock Route, which covers more than 1100 miles of rocks, dunes and corrugations in the Great Sandy Desert. When it was estab-

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23: The Rockies

22: Iceland

What is it that makes Iceland special? You could answer that by naming any one of many dozen landforms, roads and regions in the nation’s other-worldly interior. Some are indescribably beautiful, some are awe-inspiring, some are accessible only via rough, unmade trails through a barren glacial landscape – and most are all three of those things.

Off-roading is strictly forbidden here, because the landscape is so fragile, but that’s not a problem because Iceland has a vast network of F-roads – unsurfaced routes, restricted to 4x4s, which are typified by their stony surfaces and, in particular, by

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and 1962 to provide access to teams surveying what was at the time a completely unexplored part of the world.

Incredibly, there are actual landmarks along the way; one is the site of the 1953 British atomic bomb tests at Emu Field, where you can still see scorch marks on the ground, while another is the wreckage of a light aircraft which came down a little way from the track and has been there ever since.

Both these curiosities, each in its own way, illustrates the vastness and desolation of the Outback. Lush and leafy in places, shatteringly barren in others, it’s the middle of nowhere defined – which for any red-blooded Land Rover owner is reason enough.

Pic: Rocky Spring Cattle Yard and Gorge,

by Philip Schubert @ flickr.com, CC BY-ND 2.0

combination of desert and mountain landscapes is always going to be a honeypot destination.

The Atlas Mountains certainly don’t feel like a cliché when you’re driving in them. They feel like a rugged, spectacular form of heaven. Glorious,

semi-arid scenery and magnificent stony trails see to that – and those trails, like the mountains themselves, seem to go on and on forever.

The same can be said of the fabulous Todra Gorge, and of course you can travel further south to explore the northern fringes of the Sahara.

It’s well suited to solo travel, with less of the dangers associated with going further afield but still unfamiliar enough to feel like the real thing – or if that’s not your scene, there’s no end of commercial tours allowing you to travel to Morocco in your own Land Rover as part of a convoy supported by an experienced guide who knows the area like the back of his hand.

Pic: Barrie Dunbar / Active 4x4 Adventures

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Issue 87: May 2021

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Vehicles

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Buyers

The Landy Buyer

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

A classic way to save money

C

lassic Land Rovers can be fearsomely expensive. But if you stay away from the concours stuff, a good Series II or III can be a brilliant second car – or even, if you don’t do many miles, the coolest daily driver.

There are many ways in which this particular dream could turn sour, of course. You don’t need to be a stellar mechanic to keep on top of a simple old Landy, however – and you have the comfort of knowing that your car will always be 100% rebuildable.

Series I (1948-1958)

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

all Land Rovers. Its engineering and design give it real charisma, but parts aren’t readily available.

Restoration projects require deep pockets, but see it through and the result will be worth mega bucks.

Gone are the days where you could use a Series I as an actual Land Rover. Because with restored examples changing hands

Series III (1971-1985)

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

terms, keeping the same 2.25-litre engines throughout the length of its production run.

In 1980, the engines switched to a more durable five-bearing crank rather than the old threebearing setup. The transmission also received syncromesh on all forward gears to make it easier to live with.

Lightweight (1968-1984)

These military vehicles can easily be distinguished from regular

Land Rovers. To mimic the civvy Series machines, the Series III model built from 1972 onwards, also had its headlights switched out to the wings.

Lightweights add an extra dimension to owning a Land Rover.

Their military history and details mean you get a truck with more stories to tell – and that stands

90/110 (1983-1990)

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

also take you just about anywhere in the world.

Early 90s and 110s are starting to be a real collector’s item. But you’ll likely be searching far and wide for a pristine example.

These Land Rovers had coilsprung suspension, new engines and a world-beating level of rugged off-road capability.

Depreciation is no longer a thing for old Landies, either. Which instantly removes the single biggest cost of car ownership. Not needing to worry about tax is just the cherry on top.

Insuring a Series truck is small beer compared to a 90 or 110, too. They’re

£5000-£75,000 for millionaire money, preservation is the aim of the game.

The earlier the vehicle, the more it will be worth. The sky’s the limit – but can you really put a price on such an icon?

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

£2500-£30,000 They still carry the simplicity of earlier Land Rovers, but can be obtained for a fraction of the price... for now.

Pros: Most affordable way into Series ownership. Still has the Series pedigree. Parts still widely available Cons: Not yetas desirable as the earlier Series models

£3500-£22,000 out from the crowd. They’re a rare breed, though – so if you find one, it could be worth keeping hold of.

Pros: Not like all the other Land Rovers out there. Military background. Lovely 2.25 petrol Cons: Appearance isn’t to everyone’s taste. Exclusivity over regular models means they command a price premium

£2500-£19,000 A very early 2.25 petrol 90 is a rare thing, and a beautiful one too. But perhaps try for a 2.5 natasp diesel: they’re robust and as simple as they come.

Pros: Excellent parts availability. Easy to work on. Unlimited potential for mods and restos Cons: Puny engines (V8 apart) Not many left in good condition

Insure your Series IIA with Adrian Flux from £100

not immune to theft, but insurers know owners tend to look after their trucks, meaning great cover for little cash.

• Based on a 1965 2.25 petrol 88”. No modifications.

Valued at £15,000, on 3000 miles a year. 50 year old driver, fully comp, excess of £100

Series II/IIA (1958-1971)

£2500-£40,000

much of that early charm. Prices are on the increase, however, as these vehicles start to come into their own as collector’s items.

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

The Series II/IIA has a wider stance than its predecessor and adds an extra (thin) layer of

refinement. While the engines have excellent longevity, they need to have been maintained properly. Be thorough in your checks, both under the bonnet and underneath the body.

Pros: A sound investment to restore. Some now MOT exempt Cons: Bulkheads and chassis rot, springs prone to seizing

Series IIA/IIB FC (1962-1971)

£2500-£15,000

rarity – with all the cachet, pride and immense awkwardness that comes with this status.

By ‘rare’, we’re talking about less than 2500 Series IIA FCs in total. And they tended to have a very hard life, so not many have survived to tell the tale.

Forward-Control models differed from everyday Series IIs by

having heavy-duty ENV axles, but engine-wise they had the familiar 2.25 petrol and diesel lumps. So, don’t expect performance – but do expect to be given an ‘interesting’ time in the workshop…

Pros: A Land Rover like no other, if that’s what you want Cons: Especially brutal to drive, and to find parts

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

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

101 (1972-1978)

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

£7500-£26,000 the time came for demob. They were flogged off at very low prices and turned into off-road toys – not something you’d do with one today, given the rarity and classic value they’ve taken on.

Compared to the IIA/IIB FC, the 101 is more fun thanks to its V8 engine. It’s still a military tool, though – some still have fixtures

Defender Tdi (1990-1998)

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

decades if it’s looked after. Find one that’s had all its oil changes (a tall order) and it’ll go round (and round) the clock.

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

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

and fittings from their Army life, which adds interest. This is a vehicle for enthusiasts, though, with costs that are sky-high even

by Land Rover standards.

Pros: Master of the road. Lovely V8 soundtrack. Everybody who sees one loves it Cons: Monumental running costs. Expensive to buy, too

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

Pros: Excellent off-road.

Arguably the very best engines.

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

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Defender Td5 (1998-2007)

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

a strong performer. It does lend itself to being tuned though, so watch out for abused ones and knackered examples that have been pushed beyond the limit.

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

Despite having more electronics than the Tdi, a Td5 Defender can

Freelander 1 (1997-2006)

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

It’s also a notable classic in its own way, as it heralded the start of the company’s modern era.

It has its issues, though. The viscous coupling is expensive to replace and can be upset simply by running mismatched tyres.

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

Today’s replacements are much

£6000-£30,000 still be a DIY machine. Parts are in plentiful supply, as is specialist knowledge – and it’s one of the best Land Rovers ever.

Pros: Off-road capability, power, overall reliability. Very well suited to being modified Cons: Rear chassis, premium prices, monstrous road tax on later vehicles

£400-£5500 more robust, but a late diesel is your best bet. Even these can go calamitously wrong, though. This was a more complex car than it needed to be, and buying one for sweeties now doesn’t change that.

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

Defender TDCi (2007-2016)

The last Defenders gained modern 2.4 and 2.2 TDCi engines and

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

Freelander 2 (2006-2015)

The Freelander 2 was a massive improvement on the model

it replaced. It’s a refined and affordable SUV with a strong engine, good equipment and a decent level of practicality.

It’s become one of the most reliable Land Rovers out there, too.

But do be aware of the rear diff and Haldex unit for costly outlays.

The 2.2-litre diesel engine is a strong performer, though for a

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£9500-£195,000 involed. You will always pay a premium for a Puma, and a Tdi or Td5 may turn out to be a better purchase. Even then, though, look after it and you may well never see depreciation.

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

£2000-£19,500 bargain search out one with the unpopular 3.2 petrol unit. Either way, it’s a fine SUV to drive.

Prices have fallen since the production ended, too – £10,000 now gets you one worth having.

Pros: Reliability, refinement, economy of diesel engine Cons: Transmissions can wear quickly if used for towing

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

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

are people who do just that, preferring to invest new-car money in a restoration than spending it on a current model.

It’s a smart policy, too. An early two-door can cost mega money, but any Classic will appreciate in value if kept in good condition – and sought-after rarities like the CSK and LSE can be a gold mine.

An awful lot of Rangeys have been neglected and/or abused, and you can still buy they cheap.

But if you’ve got the skills, and access to parts, restoring one would be the ultimate hobby that pays.

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

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

own, even today. The problem is that they’re very complex and very, very good at going wrong.

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

Electronics are laughably flaky.

And parts can cost the earth – as will the labour bills. Perhaps worst of all, nowadays it’s very hard to find one you can be sure hasn’t

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

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

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Issue 87: May 2021

Range Rover L322 (2002-12)

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

liable than the P38. It’ll still cost a lot to run, however, and drivetrain faults and underbody corrosion are not unknown.

The TDV8 engine is sublime, but you’ll pay more to get one – especially the 4.4, though the 3.6 has all the power you need. The V8 petrol, on the other hand, is temptingly cheap. Guess why…

RR Sport Mk1 (2005-2013)

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

a supreme off-roader as well as being a funky road ride. It doesn’t handle like a sports car, but is agile enough for an SUV. A Discovery of the same era is far more practical, however, while a full-fat Rangey has more class.

The Sport is still a massively able tow barge, though, in addition to all its other virtues.

RR Evoque Mk1 (2011-19)

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

the masses. Given that it was the company’s fastest-selling vehicle, they clearly hit the brief, even if it wasn’t for the traditional Land Rover owner.

It’s actually still a capable thing off-tarmac – but it’s definitely more at home on the road.

Nevertheless, it is economical

by Land Rover standards and

£2250-£28,000

Products

Vehicles

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

£32500-£25,000

RR Sport Mk2 (2013-on)

£9500-£47,000 because there are so many out there, used prices are tempting.

There’s a Convertible model, too, as well as three and five-door tin-tops. We say stick to the latter, and be sure to get one with 4WD. Pros: Economy, handling, iconic concept-car image Cons: Cramped rear seats, not as practical as a Disco Sport

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

range supply copious amounts of power, and its road manners are absolutely impeccable.

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

the original, meaning it’s almost economical to run. It feels really nimble and agile on the road, too, and it comes with a range of engines giving it a brisk turn of pace.

Some won’t like the flamboyant posture, while others will love it.

Either way, inside the cabin it’s very nearly as luxurious as the full-fat Range Rover.

RR Evoque Mk2 (2019-on)

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

The Velar a competent cruiser and has received numerous accolades

Discovery 2 (1998-2004)

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

most reliable units ever. It drives well, too – mated to a manual box it has more guts even than the V8 option, which is surprisingly bland but predictably thirsty.

Whereas the Disco 1 was prone to body rust, the D2 is fine here.

Instead, its chassis rots like a carrot, especially towards the back end. Also at the back, seven-seat

Discovery 5 (2017-on)

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

launch it was the most capable Land Rover on sale – the new Defender will be going some to wrest that crown from it.

All the engines in the range are refined and flexible, and its chassis is remarkably supple for such a big vehicle. There’s no end of electronics working away in the background, but the effect is very

other models expected to follow the Velar in due course.

But is there a whiff of style over substance? Well, it’s a very good SUV. But you don’t half pay a premium for those suave looks...

Pros: Stylish design, chic cabin, excellent tech features Cons: Feels like an indulgence, especially at such a high price

£1100-£9000 models had air-suspension, with all the horrors that brings.

Mainly, D2 owners will tell you about rogue electronics. And leaky sunroofs. They still love their trucks, though, which says a lot.

Pros: Td5 power and reliability, great all-rounder, lots of choice Cons: Chassis rust, electronics, leaky sunroofs, air suspension

£25,600-£80,000 convincing – as is an interior that might make you wonder why you’d bother paying more for a Range Rover. Just be careful not to go wild with the options and end up paying more for a Discovery…

Pros: Immense blend of comfort and practicality Cons: Feels more like a softroader than a proper Discovery

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

Evoque has adopted a similiar back end to the larger Velar. It’s not just the exterior that mimics the looks of the larger vehicle, however, as the Evoque has gained the latest Touch Pro Duo tech and a hike in quality.

The main highlight of the new Evoque is the fact the majority of the range is made up of mild

with a 100” wheelbase and a slick body containing a spacious, flexible cabin. It was well equipped and refined to drive, and it came with the wonderful Tdi engine.

Over time, the Discovery’s epic off-road ability meant almost all of them were hammered at playdays.

Lower body rust is a big killer, too.

So it’s rare to find a good one now,

Discovery 3/4 (2004-2017)

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

and capable off-road, genuinely luxurious and a giant of a tow truck, and as well as being able to seat seven adults it can be turned into a van with a totally flat rear load area.

The Disco 4 was basically the same vehicle evolved; in the used market, it all comes down to your budget. The problem will always

Discovery Sport (2015-19)

The Discovery Sport packs seven seats into a Freelander-sized

Inside, the Range Rover’s cabin is superb, with sumptuous trim and cutting-edge equipment.

Prices are, of course, as immense as the vehicle itself. But if you can afford it, so too is the presence a Rangey will give you.

Pros: Class, luxury, engines, vast all-round capability Cons: Price

£22,500-£190,000

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

The interior is Land Rover’s most advanced cabin to date, with

Buyers

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

This isn’t a DIY motor, but it certainly is a Range Rover, with brilliant off-road and towing skills.

It relies a lot on electronics, but they work wonders – and the deepdown engineering is very robust.

Pros: Great off-road, luxury, image, TDV8 powerplants Cons: Very complex. Huge running costs

You’re looking at a car which many people associate with rich chavs and criminals, however. And being based on the Discovery 3, it can’t help but share that vehicle’s reputation as a money pit.

Pros: Decent performance and all-round dynamics Cons: A Disco 3 is more usable.

Expect horrific running costs

Workshop

body and dishes up an appealing all-round blend of comfort, kit and general driving manners.The third row of seats is only suitable for little ‘uns, though, and off-road it’s a Discovery in name only.

It’s a more practical proposition than the closely related Evoque, and you won’t need to live with the fear of Posh Spice jokes. You

The only stumbling block with such a fine motor is going to be how to pay for it. Depreciation has started to bring down the purchase price – though you’ll never run one on a shoestring.

Pros: Performance, refinement, glorious interior Cons: Marmite image. Pricey to buy and run

£31,600-£55,000 hybrids, available with diesel and petrol engines combining to an electric motor. Only the base D150 Evoque escapes the electrification, and we’d avoid it as it doesn’t have four-wheel drive.

Pros: Feels like a proper Range Rover inside Cons: Petrol engine is poor on fuel economy, even as a hybrid

£1000-£18,000 and when you do they tend to be priced with a lot of optimism.

Very early ones in tip-top condition are full-on classics, too. For a sound one to own, we’d look for a tidy 300Tdi. Pros: Price, practicality, parts availability. Epic off-road ability Cons: The body rusts like it’s been doused in sea water

£2950-£38,000 be maintenance costs – infamously, the timing belt is a body-off job, and rust is becoming more and more of an issue with these vehicles, too.

Pros: All-round ability, stunning practicality, luxury and kit on high-speccers Cons: Cam belts, handbrakes air suspension… the list goes on

£15,000-£38,000 might shudder at the price if you’re buying new, though – but on the used market, there are some tidy looking deals to be had, even on high-spec examples.

Pros: More practical than an Evoque, and less vulgar. Seven seats. Capable enough off-road Cons: Back seats only for small mammals. Price of top models

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News

Issue 87: May 2021

Products

Vehicles

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Workshop

Buyers

USED LAND ROVERS FOR SALE Series I 80” (1948). Number 5168.

Rebuilt chassis and bulkhead, new brakes, fully rewired on period loom, 1.6 engine rebuilt 10k miles ago. Stainless tank and exhaust. £35,995. Bude. 07549 527500 05/21/002

Series IIB Forward Control (1968).

With 3.0 straight six, believed to be a Daimler engine. Chassis-up rebuild. Gas kit installed but not connected. Work truck, not concours. No PAS. £34,500 Boston.

07454 248393 005/21/005

Series III 109” 2.25 petrol (1982).

75,000 miles. Galv chassis. New rad, exhaust, master cylinders, brakes, brake servo, belts. Military bumper. Spare set of 5 wheels and tyres. MOT Dec. £8500. Axminster.

07413 578623. 005/21/009

90 HT (1987). Chassis-up refurb.

BMW 3.0 M57 diesel (200bhp), custom R380 box, new clutch, Td5 rad. Disco transfer case, 23-spline axles. Relocated ECU. Dynamat, carpets. MOT Dec. £13,995. Salisbury. 07736 154837. 005/21/010

Defender 90 300Tdi (1994).

139,000 miles. Unmolested. Chassis welded. Recent battery, brakes, shocks, bumper, headlights, filters, cam belt, air filter, all oils. Tyres like new. MOT Dec. £9999. Lincoln.

07889 251608 05/21/001

Series I 86” (1956). Superb patina.

Original 2.0 petrol engine. In use all its life. Chassis and bulkhead repaired, new brakes, suspension, steering, canvas, hood sticks and much more. £22,500. Burton on Trent. 07527 729920 05/21/020

Series III 88 (1972). 2.5 n/a diesel. FWH, nearly new tyres.

Runs sweetly, straight body with patina. Brownchurch rack. Comes with spare set of new springs and shocks (boxed). £6495. Oxon.

07885 578612 005/21/004

Series III 109” 2.25 diesel HCPU (1982). 74,097 miles. High-Cap Pick-up in bronze green with rear canvas. Front winch. Drives well, owned since 2009 and regularly serviced. MOT Sept. £7995. Dorking. 07470 309797 005/21/016

90 County Station Wagon (1985).

134,000 miles. 200Tdi conversion, recon Ashcroft gearbox, new clutch.

Disc brakes. +2” lift, Qt3 radius arms, Tabor winch. Galv bulkhead.

LEDs. £7650. Romney Marsh.

07706 056055. 005/21/008

Defender 90 2.5 petrol (1986).

99,999 miles. 5-speed manual, PAS, LEDs, electric fan, copper brake pipes, Jaguar seats. Always Waxoyled, really solid, good condition.

MOT Feb. £7500. Northampton.

07803 584006 005/21/017

Series IIA 2.25 diesel (1967).

70,700 miles. Body-off resto, all welding done. Works well, no rust.

New brakes, loom, prop UJs, lights, fuel tank, seats, starter motor. Full fluid change. £8995. Norwich.

07914 683519. 005/21/007

Series III 88” 2.25 diesel (1983).

34,000 miles. Fantastic condition.

Original 5MB engine. Fairey Overdrive, FWH. Swing-away spare carrier, rear seats and windows.

MOT Dec. £7650. Melbourne, Derbys. 07956 967864. 005/21/006

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

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

Defender 90 200Tdi County (1992). 254,300 miles. Well cared for. Solid chassis, healthy engine (not been tampered with). Many new parts. DAB stereo, Dixon Bate towbar. MOT July. £8950. Hexham.

07714 271189 03/21/005

Defender 90 200 TDI (1994).

119,000 miles. 2” lift, Insas, ARBs, snorkel, big intercooler, bash guards. Waxoyled chassis, diffs rebuilt Dec 20. MOT Jan 22 (no advisories). £8000. Nelson.

07747 058703 03/21/025

Series IIA 88” diesel (1969).

Ex-military, originally petrol.

Solid chassis. Series III bulkhead.

Lots of new parts inc tyres and wiring loom. Panels all correct.

Drives well. £4975. Llandeilo.

07884 333680 04/21/012

Series III 88 County (1982).

82,400 miles. Petrol. Factory Press Car used in LR’s sales leaflet. Full chassis-up resto with new loom, bulkhead etc 500 miles ago. Full MOT. £29,995. Lincoln. 01522 304425 03/21/014

Series III Lightweight (1971).

300 Tdi. Good chassis. Winch, cage, snorkel, spotlights, bucket seats. Much work done. Fantastic off-roader and sound investment. £6850 ono. Gatwick. 07777 638707 03/21/004

Defender 90 300 Tdi (1989).

Approx 50,000 miles. Galv chassis, +2” Terrafirma lift, 285/75 Insas, winch, rock sliders, snorkel, roof rack. Leather seats. Serviced and like new.£17,000. Liverpool. 07598 470882 04/21/009

Defender 90 Tdi County (1997).

125,961 miles. Restored. Galv chassis. Polybushed. New brakes, springs, shocks, clutch, cambelt.

Engine fully serviced. New MOT. £POA. Glastonbury. 07739 616043 03/21/023

Series II 109 (1960). Full bodyoff resto 18 months ago. Factory recon diesel, bulkhead repaired, axles and steering refurbed, new rad, shocks, lights, respray etc. £12,995. Lutterworth.

07816 681617 04/21/006

Series III 109 (1977). 200Tdi Auto. Original chassis and body.

Spring-over conversion using Discovery axles. Many new parts.

Could easily be made standard again. £4495. Macclesfield.

07901 971563 03/21/001

Defender 90 300Tdi County Station Wagon (1998). 236,000 miles. New rear shocks, starter motor and anti roll bar links. Good overall condition for age. FSH. £8900. Sturminster Newton.

07896 574195. 005/21/012

Defender 90 Td5 Soft-Top (1999).

141,000 miles. New Exmoor seats, Monzo steering wheel, LEDs, stainless manifold and more. DAB radio. Winch. Excellent soft-top.

MOT Sept. £23,995. Leeds. 07429 011950 03/21/013

Defender 90 PU (2009). 74,000 miles. Full Chelsea Truck Company exterior. New Kahn alloys. Bare metal respray in RR Sport blue/ green. Corbeau seats. Stunning and unmarked. £26,450. Gillingham.

07808 908220 03/21/006

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Issue 87: May 2021

43

90 CSW with notable history – and a big future Defender 90 Td5 County (2002).

212,000 miles. Superb chassis and bulkhead. Just had full service and full chassis treatment. Freestyle alloys with good tyres. MOT Mar. £11,795. Cobham. 07563 069887 005/21/014

Defender 90 2.4 TDCi Pick-Up (2008). 41,000 miles. Regularly serviced but rarely used. Comes with Ivor Williams canopy. MOT to end of October. £14,500.

Shropshire. 07899 910083 03/21/026

Custom 90 (1988). 3.5 V8 auto.

3000 miles since conversion.

New chassis, uprated suspension and brakes, Puma dash, LEDs, panoramic glass, Kahn seats.

No oil leaks. £44,995. Virginia Water. 07917 890790. 04/21/011

Defender 90 300 Tdi 300 County (1997). 147,000 miles.

Good working order, strong engine and gearbox, good body.

Some non-urgent bulkhead rust.

Garaged. MOT Dec. £9250. Devon. 07932 559443 04/21/008

Defender 110 Adventure Limited Edition. 76,000 miles.

FSH. 1 owner. DAB, air-con, cruise. Sat-nav, phone, reversing camera, LED driving lights. MOT Jan. £41,000. Bagley, Shrops.

07917 668749 03/21/012

Defender 110 Tdi (1997). 94,715 miles. Marsland galv chassis.

Unimog portal axles with diff locks, wide flotation tires. Taxed Agricultural road use, V5 present. £11,500. Thornhill, Dumfries.

07855 255705 03/21/020

WITH PRICES THE WAY THEY ARE THESE DAYS, most people who rebuild early 90s and 110s tend to turn them into latter-day street machines with fancy cabins and shiny paint. It’s a far cry from the days when no-one could afford a Defender, so they cut up an old Range Rover and plonked some Series III panels on it to make their own instead.

This 90 has had plenty of work done to bring it up to date, but it’s certainly not a blinger. In a way, you could say it’s the modern equivalent of a hybrid – a real-world Land Rover built to do an honest day’s work rather than to make a quick buck on eBay. At the heart of the upgrades is a 200Tdi engine conversion. The 90 was first registered in August 1985, putting it right on the cusp of the changeover from 2.25 to 2.5 petrol engines, but what really matters is that the more modern unit – which is widely considered to be the best engine Land Rover ever put in the Defender – comes with the reassurance of a DVLA engineer’s inspection to back it up. You’ll no doubt appreciate that this is significant for all sorts of reasons.

There’s a reconditioned Ashcroft gearbox behind the engine, which went in last year along with a new clutch. As this suggests, the 90 has been rebuilt to last – and if you want more proof, look to its hot-dip galvanised bulkhead, Raptor-coated underbody and brand new rear crossmem-

ber – which, the seller says, went on because of ‘minor corrosion’ in the old one.

Back in the hybrids’ heyday, it wasn’t uncommon for these vehicles to be built to a better standard than you’d have got from the factory at the time, and that’s how it’s looking here, too. And, like many hybrids, the 90 has been specced up to make it more of an off-roader, too. It’s running +2” suspension with dislocation cones, Qt3 cranked front suspension arms and prop spacers, BFGoodrich tyres and a Warn Tabor winch on a Devon 4x4 tubular bumper.

It’s also on disc-braked axles. The brakes themselves were renewed last year – as was the front propshaft.

Other recent parts include the battery, alternator, starter motor and water pump, and the 90 also features crystal headlamps. The spots and rear work lights are LEDs, too, and the interior has been upgraded with a pair of Mazda seats up front.

Talking of the interior, this 90 is a notable one in its own small way as is was used as a press car from the launch of the County model. The seller says it will come with a build certificate from the factory – in addition to what he describes as a ‘full and comprehensive history file.’

Based in Kent, the 90 is showing 134,000 miles and, with the work it’s had done, looks set to cover at that distance again a few times over. Certainly, you could buy this as your forever Landy and make it your own as time goes on – which is, perhaps, where the difference between it and most hybrids finally becomes apparent, because all but the best of those old DIY machines have long since been broken for parts.

With an MOT taking it to the end of the year and a level of build that looks more like it’s got the end of the decade in mind, we think this 90 looks like a cracking bit of value at £7650. You’ll find it listed in the small ads on these pages.

44

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

News

Issue 87: May 2021

Products

Vehicles

Adventure

Workshop

Buyers

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

110 2.5n/a (1986). Resto chassis, bulkhead, outriggers, crossmember, new footwells, bodywork, brakes, UJs, running gear. Wolf 90 cage, rock sliders, snorkel, rear side seats. MOT Oct. £8400. Ashford. 07376 252651 05/21/003

Defender 130 Quadtech (2003).

150,000 miles. Good chassis and bulkhead, new crossmember, decat, remap, EGR delete, Brownchurch rack, Puma seats, 13,500lb winch.

MOT Jan. £15,000. Hornsea.

07886 117082 005/21/015

Discovery 3 2.7 TDV6 Commercial (2007). 149,000 miles.

Manual. Leather trim, upgraded lights and grill. Clean inside, no dents or scrapes. Cambelt at 98K. FSH. MOT Jan 22. £5995. Brierly Hill. 07944 849267 04/21/005

Wood and Pickett Range Rover (1988). Once owned by Elton John. £60k resto including all new wood and leather. New 10-speaker stereo. Rebuilt engine with upgraded EFI. FSH. £140,000. Southampton.

07717 176293. 005/21/011

Range Rover Overfinch 500E (1989). 121,000 miles. 282bhp 5.0-litre Chevy V8 engine. Auto.

Sunroof, full leather, private plate included. 12-month warranty. £25,995. Leek. 01538 385802 or 07985 661294 005/21/018

Defender 110 TD5. 92,061 miles.

Rebuilt on galv chassis with new susp, clutch/flywheel, brakes and more. SVX wheels and grille, Puma bonnet, LEDs, Puma seats, leather trim. £17,995. Rawmarsh. 07739 013407 03/21/009

Defender 130 TD5 Double-Cab (2000). 205,000 miles. Superb chassis. Great bulkhead. Remapped engine with EGR blank, big intercooler. LEDs, winch bumper, roof rack, tool box. MOT Mar. £19,000.

Devon. 07413 578623 03/21/024

Range Rover 3.5 EFI (1986).

Only 43,000 miles. Manual. Never suffered from rust. Major rebuild with subtle upgrades to engine, drivetrain, suspension and steering. MOT Feb. £45,000. Exeter.

07522 618509. 005/21/013

Range Rover Overfinch 570CI (1987). 61,900 miles. Light project. Good chassis and body, outstanding interior. In use to 2018, needs outer sills and light resto. £14,950. Middlesbrough.

07962 376666 04/21/004

Freelander 1.8 3dr Freestyle (2005). 94,000 miles. Manual.

Leather, alloys, air-con, electric windows/mirrors, Bluetooth stereo.

Clean condition all round. MOT Sept. £2395. Halstead Essex.

07377 920792 03/21/017

Defender 110 TD5 SW (1999).

103,000 miles. 9-seater. SVX alloys, VGS windows. Terrafirma +2” lift, roof, rack, Mantec snorkel. LED DRLs. Solid chassis, pro respray.

MOT Sept. £19,999. Oxford.

077385 66955 04/21/007

Discovery 300 Tdi auto (1997).

177,000 miles. Japanese import in 2004. New timing belt, brakes, suspension. Superwinch. Never used off-road (bits were added for aesthetics). £3895. Leeds. 07824 602746 03/21/008

Range Rover suffix B (1973).

Carbed V8 with LPG. Former comp safari truck with internal cage, electric fans, removable back body. Solid chassis. Runs and drives. £7500. Horncastle. 01507 588292 03/21/015

Range Rover Vogue SE (1993).

87,000 miles. 3950cc V8, auto, 182bhp. Fully operational air suspension. Black leather, ice-cold air-con. HPI clear. MOT Feb. £10,995. Leek. 01538 385802 or 07985 661294 005/21/019

Freelander 1 50th Anniversary (1999). 57,000 miles. FSH. 1.8 petrol with upgraded head gasket. Leather interior, hard and soft tops. Ultra rare. Great condition. £5650. Bothwell.

07803 042618 03/21/016

Defender 110 2.4 TDCI Double-Cab (2007). 157,000 miles.

Spectre replica. Exo cage, 2” lift, 37” tyres, LEDs, 13,500lb winch, leather interior. Newly finished.

MOT April. £39,950. Bedford.

07813 872034 04/21/001

Discovery 3 2.7 TDV6 Commercial (2009). 79,000 miles. Rear seats installed. Climate, cruise.

ECU remap. BFG ATs. Land Rover service history. Very good condition. MOT Oct. £12,750. Millom.

07971 562189 04/21/010

Range Rover Sport 2.7 TDV6 (2005). 152,000 miles. Off-roader with 4” lift rods and Kumho MTs. Disco 3 alloys, 50mm spacers.

Spotlights wired into main beam.

FSH. Not pristine! £4850. Surrey.

07772 671275 03/21/019

Defender 130 2.4 Tipper (2011).

99,250 miles. Perfect chassis. Aircon, heated screen and seats. LEDs, Winch, HD battery. HD suspension, HD roof rack. No expense spared.

MOT Nov. £19,995+VAT. Stratford St Mary. 07825 069048 03/21/018

Discovery 2.0 MPi (1994).

124,000 miles. Ex-factory car.

Very good chassis, tidy interior.

Fair amount of welding done, paintwork needs tidying. Nearly MOT-ready. £1995. Macclesfield.

07901 971563. 03/21/002

Range Rover (1988). 50,434 miles. 200Tdi. All body welding and crossmember done. New exhaust, clutch, cambelt, brakes, tyres. Good interior, chassis never welded. £5500. Stanley.

07515 392169 04/21/002

Range Rover 3.9 Vogue (1991).

120,000 miles. Repainted and new leather trim. Stainless exhaust. Mint condition. Used in the film Rise of the Footsoldier Marbella. £17,000. Benfleet.

07850 204892 04/21/013

Range Rover 4.6 Holland and Holland (2000). 100,500 miles. 1 of 100 examples. VHS rear entertainment system, Overfinch rear seat conversion. Excellent condition. £14,950. Middlesbrough.

07962 376666 04/21/003

Discovery Sport HSE Lux (2016).

28,500 miles. 180bhp Ingenium engine. 7-seater. Climate, cruise, leather, parking sensors, heated seats, WiFi, sunroof. FSH. Warranty May. MOT July. £23,250. Nottingham. 07765 810111 03/21/022

Range Rover Evoque 2.0 Convertible HSE Dynamic Black Pack (2017). 37,500 miles.

Cruise, climate, leather, nav etc.

Excellent interior and roof/seals.

MOT July. £25,950. Hartlepool.

07917 010000 03/21/021

List your Land Rover for FREE! Email one picture and details to alan.kidd@assignment-media.co.uk

Include your postcode if you would like your listing to go on our online classifieds (postcode for internal use only) *Free offer applies to private sellers only

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46

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

News

Issue 87: May 2021

Products

Vehicles

Adventure

Workshop

Calendar

Off-Road Playdays

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

4 April Devil’s Pit

Barton-le-Clay, Bedfordshire

Muddy Bottom

Minstead, Hampshire

Picadilly Wood

Bolney, West Sussex

5 April Hill’n’Ditch

Mouldsworth, Cheshire

11 April Essex, Rochford and District 4x4 Rayleigh, Essex

Protrax

Tixover, Northamptonshire

Slindon Safari

Slindon, West Sussex

18 April

Parkwood 4x4

Hill’n’Ditch

Picadilly Wood

Muddy Bottom

3 May

23 May

Hill’n’Ditch

Slindon Safari

25 April

9 May

29 May

Hill’n’Ditch

Essex, Rochford and District 4x4

Kirton Off Road Centre

Kirton Off Road Centre

Protrax

Tixover, Northamptonshire

30 May

Slindon Safari

Slindon Safari

Cowm Leisure

2 May

16 May

Muddy Bottom

Explore Off Road

Explore Off Road

Silverdale, Stoke-on-Trent

Muddy Bottom

Minstead, Hampshire

24 April Kirton Off Road Centre Kirton Lindsey, North Lincs

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.

Mouldsworth, Cheshire Kirton Lindsey, North Lincs Slindon, West Sussex

Minstead, Hampshire

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

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

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

Bolney, West Sussex

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Rayleigh, Essex

Slindon, West Sussex

Mouldsworth, Cheshire Minstead, Hampshire

Slindon, West Sussex

Kirton Lindsey, North Lincs

Whitworth, Lancashire

Kirton Off Road Centre Kirton Lindsey, North Lincs

Silverdale, Stoke-on-Trent

4 April

24-25 April

8-9 May

UK Landrover Events

Protrax

UK Landrover Events

5 April

25 April

22-23 May

UK Landrover Events

UK Landrover Events

Protrax

6 April

30 April

29-30 May

UK Landrover Events

UK Landrover Events

Protrax

10 April

1 May

31 May

UK Landrover Events

UK Landrover Events

UK Landrover Events

17-18 April

2 May

Protrax

UK Landrover Events

Northumberland

Peak District

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

Tong, Bradford

Green Lane Convoy Events

Tyne and Wear

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

Buyers

Dales and Eden

Wiltshire

Wales

Lincoln and Belvoir

Eden District

Tynedale

Durham Dales

Wiltshire

Wiltshire

Wales

Northumberland

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Issue 87: May 2021

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C L A S S I F I E D S

Expeditions and Adventure Travel 19 April – 3 May

24-28 May

12-27 June

Trailmasters

Active 4x4 Adventures

Ardventures

22 April – 6 May

25 May – 5 June

19 June – 4 July

Peru Safari

Landtreks

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31 July – 14 August

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31 July – 15 August

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Swivel Housing Kits

Corroded, worn or leaking swivel housings?

These swivel housing kits from Britpart are a convenient way to ensure you have all the quality parts needed to replace your swivel housing.

For full details of each kit list - www.britpart.com/swivelkits Blue Part Numbers Full kit with swivel housing

Note - Kit is for one side only

Red ‘P’ Part Numbers Repair kit without swivel housing

Discovery 1 - up to JA32850 - with 12mm seals DA3163 DA3163P Range Rover Classic - from 1985 up to JA624516 - with 12mm seals Contents - Swivel housing; swivel pin bearing; gasket; seals; plate; shims; joint washers; swivel pin upper & swivel housing grease sachet Discovery 1 - up to JA32850 - with 8mm seals DA3164 DA3164P Range Rover Classic - up to JA624516 - with 8mm seals Contents - Swivel housing; swivel pin bearing; gasket; oil seals; plate; shims; joint washers; swivel pin upper & swivel housing grease sachet Discovery 1 - JA32851 onwards - non-ABS DA3165 DA3165P Range Rover Classic - JA624517 onwards - non-ABS Contents - Swivel housing; swivel pin bearing; gasket; seals; plate; shims; joint washers; swivel pin upper - non-ABS & swivel housing grease sachet Discovery 1 - with ABS DA3166 DA3166P Range Rover Classic - with ABS Contents - Swivel housing; swivel pin bearing; gasket; seals; plate; shims; joint washers; swivel pin kit - upper - ABS & swivel housing grease sachet Defender - up to KA930455 DA3167 DA3167P Contents - Swivel housing; housing and bush; thrust washer; swivel pin bearing; joint washers; seals; shims; swivel pin upper & swivel housing grease sachet Defender - from LA up to WA DA3178 DA3178P Contents - Swivel housing; swivel pin bearing; gasket; seals; plate; shims; joint washers; swivel pin upper - non-ABS & swivel housing grease sachet Defender - XA onwards - non-ABS DA3179P Contents - Swivel housing; swivel pin bearing; gasket; seals; plate; DA3179 DA3179PG OEM kit joint washers; swivel pin kit & swivel housing grease sachet Defender - XA onwards - with ABS DA3180 DA3180P Contents - Swivel housing; swivel pin bearing; gasket; seals; plate; joint washers; swivel pin kit & swivel housing grease sachet Series 2 DA3169 DA3169P Contents - Swivel housing; swivel pin; railko bush; thrust washer; swivel pin bearing; o-ring; lock washer; locker; shims; oil seal;retainer for oil seal; joint washers & swivel housing grease sachet Series 2A/Series 3 DA3181 DA3181P Contents - Swivel housing; swivel pin; railko bush; thrust washer; swivel pin bearing; o-ring; lock washer; locker; shims; oil seal; retainer for oil seal; joint washers & swivel housing grease sachet

Green ‘G’ Part Numbers Full kit with swivel housing & OEM seals DA3163G DA3164G DA3165G DA3166G DA3167G DA3178G DA3179G DA3180G

Castor Corrected Swivel Housings

Normally the only way to correct the castor angle on a beam axle vehicle is to fit castor corrected radius arms or go through the lengthy process of repositioning the brackets on the axle. Something which takes considerable time and skill. Britpart offer you an alternative. These castor corrected swivel housings come as a handed pair. They are a direct replacement for vehicles normally using the FRC7065 swivel housing but they have the mounting holes positioned to give 3 degrees of additional castor. The swivel housings are from the OEM supplier and then machined to our specification.

Kit contents - Swivel housings; swivel pin bearings; gaskets; seals; plates; shims; joint washers; swivel pin uppers non-ABS & swivel housing grease sachets.

DA3203 Based on DA3178 kit Defender - from LA up to WA DA2992 Based on DA3165 kit Discovery 1 - JA32851 onwards - non-ABS Range Rover Classic - JA624517 onwards - non-ABS

DA2992

‘3 degrees of additional castor’

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