The Landy August 2018

We buckle up and take a drive in the new Defender Works V8 – Read our verdict on Page 20

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With Ardent Adventures, one of the UK’s leading tour operators, waving goodbye to their green laning arm of the business, we join them on their final trek – a trip around the beautiful, technical, Lake District trails.

We start a six-part series and take a closer look at the model families that have made up the Green Oval over the decades

Full story: Page 16

Is this the end of UK laning as we know it, though?

Full story: Page 28

Twenty-Ten Engineering work their magic on another Classic Rangey – and this one is truly unique

Full story: Page 22

There aren’t many Freelander 1s around today, and even fewer with just 10,000 miles on the clock...

Full story: Page 26

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Contents

CL ASSIC + MODERN CAR • CL ASSIC + MODERN BIKE

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Features

16 The Land Rover Story – Series 20 Defender V8 Works 22 Twenty-Ten Engineering – Td6 Range Rover Classic 26 10,000-Mile Freelander 1 28 Ardent Adventures – Lake District 32 Ruby The Landy – Episode 19 36 Workshop – Nicky Smith 110 Resto 40 Workshop – Team Syncro Racing

Every Month

04 News 09 Next Month 10 In Gear – New Products 35 The Overland Bazaar 42 Buyer’s Guide 48 Stockist Directory 50 Vehicles For Sale 54 Calendar

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Discovery Sport Reaches New Landmark T

Words: George Dove

he Discovery Sport has been very popular ever since it was released in 2014, with more than 350,000 vehicles being sold worldwide. Feel like you’ve seem more of them recently? You have. Last year, it sold more than 126,000 units, in the process breaking the single-year sales record for any Land Rover model. Ever.

To celebrate this, Land Rover has announced the Discovery Sport Landmark Edition. The options list for the limited edition baby Disco comes with

a choice of two engines – the 178bhp Td4 and the 237bhp Si4 – and a trio of colour schemes. Bodywork can be painted in any of the Narvik Black, Corris Grey or Yulong White colourways – a.k.a. black, less black and not black – each in conjunction with a contrasting Carpathian Grey roof and Gloss Dark Grey alloys of the 19-inch variety. Whatever shade you choose on the grayscale, the Landmark has a unique front bumper and sporty graphite-coloured exterior accenting.

There’s even more shades of charcoal inside, as the interior sees Ebony grained leather seats with matching Ebony headliner, and dazzling dark grey aluminium finishers around the centre consoling.

Along with all other engines in the Discovery Sport range, those in the Landmark Edition will be fitted with particulate filters for cleaner running.

Prices for the Landmark Edition start at £40,400, with the celebratory model available to order from the Land Rover website. Amex Black card accepted…

Heading Out on the Open Road

Off-road specialists show how it’s done on the beaten track

F

or the last sixteen years, UK Land Rover Events has run off-road driver training using vehicles from the Land Rover marque. But the off-road specialists are now applying their knowledge of the vehicles into a different forum.

‘Parents in particular have been concerned that their children qualify as new drivers in small hatchbacks, only to then want to drive larger, more powerful family 4x4s,’ said Colin Bell, founder of UK Land Rover Events.

‘This requires quite a different attitude and skill set in order to stay safe on the roads.’

Based in North Yorkshire, the firm is responding to the call from clients and offering a range of courses. These cover a range of skills and topics, but

each will be bespoke for the driver in question, as they first pass a specially designed practical driving assessment.

The expansion of the business has also spawned a new website (onroadtraining.co.uk) where both private and business drivers can get in touch regarding a session.

Other benefits of the UK Land Rover Events courses include a Pass Plus certificate for new drivers, that offers the potential of insurance discounts after completion of a Newly Qualified Driver Safety Course.

As well as the range of advanced and defensive driving courses, the company still offer their off-road expertise To enquire about any of the courses, contact Colin by emailing colin@uklandroverevents.com

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Landy Mode Engaged Award for Mac 4x4 Organiser

Land Rover has revealed their Cortex project will explore the future viability of an auto-Landy function.

Using ‘LIDAR’ technology that monitors light, acoustics, video, radar and distance sensing, Cortex looks to develop vehicles that can autonomously handle themselves in all conditions – dirt, rain, ice, snow and fog. The result aims to be level 4 and 5 off-road autonomies.

‘It’s important that we develop our self-driving vehicles with the same capability and performance that our customers expect from all Land Rovers,’ said Chris Holmes, head of Connected and Autonomous Vehicle

Research at JLR. ‘Self-driving is an inevitability for the automotive industry and ensuring that our autonomous offering is the most enjoyable, capable and safe is what drives us to explore the boundaries of innovation.

Cortex gives us the opportunity to work with some fantastic partners whose expertise will help us realise this vision in the near future.’

The Cortex project will utilise algorithms, sensor optimisation and physical testing on off-road terrain in the UK, and will be conducted in conjunction with the University of Birmingham and Myrtle AI, leading experts in machine learning.

Above: From left to right – Selwyn Kendrick, Macmillan CEO Lynda Thomas and Peter Rowland into an opportunity to network with proliving with a cancer diagnosis in their Words: George Dove fessionals and explore how services local area. and treatments can be improved for Based in Herefordshire, Selwyn rganiser of the popular Mac his fellow patients. has used his knowledge and expe4x4 event, Selwyn Ken‘I’m very pleased to have received rience of motorsport to put on the drick, has been presented this award from Macmillan,’ said a event, demonstrating his passion and with a regional volunteer beaming Selwyn. ‘I have always been dedication to supporting Macmillan. He award for his work with Macmillan a great supporter of Macmillan and used the event five years ago to speak Cancer Support. enjoy supporting people living with publicly about his own diagnosis, and The award celebrates those going cancer, like myself. Living with cancer has turned his personal experience above and beyond to support people can be very difficult at times, but I keep telling myself that cancer is not going to kill me. I tell myself it is more likely to be a London bus so I just stay ® out of London!’

Peter Rowland is a fellow volunteer and friend of Selwyn’s who personally nominated him for the award.

‘Selwyn originally proposed a oneoff Millennium event when I started as the Macmillan Fundraiser for Hereford but ‘foot and mouth’ and a fuel strike thwarted him,’ Peter said.

‘Being Selwyn, he was not to be put off and the first event took place in 2001. He has put a massive amount of time and energy into making the event a great success, his personal cancer diagnosis rather than diminishing his efforts has actually made him more determined. Having worked with him over the past 19 years I felt honoured to recommend him for this Macmillan award and am so pleased his efforts have been recognised.’

Mac 4x4 has averaged sixty teams of two over the last eighteen years, and thanks to Selwyn’s guidance it has raised approximately £1.5million.

With a predominantly male audience, Selwyn’s event helps Macmillan reach a difficult group to reach in terms of prevention, pre-diagnosis and Roof racks Lights Spare wheel carriers Chequer plates Snorkels Bumpers Bonnets Tree sliders Steps awareness. However, with patrons like Selwyn on-board, the Macmillan We design and manufacture an exclusive range of high-quality Land Rover accessories/parts message is being heard further afield and loud and clear.

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Can I have a word...

R

ecently, as you’ll discover over on page 28 of this month’s issue, I spent a weekend up in the Lake District with a company called Ardent Adventures, who some of you may remember as the former Yorkshire 4x4 outfit.

For a number of years they’ve been running green lane tours and providing off-road training, whilst more recently taking customers on overlanding tours to see some of the very best destinations in the world: Morocco and the Pyrenees are just two that spring to mind.

It all sounds great, but the premise for tagging along on their Lake District excursion was a little more worrying.

This would be Ardent’s last green lane tour, following a decision the company did not take lightly.

I shan’t divulge all the details here, but essentially, with byways constantly under pressure from local government to be downgraded so that motor vehicles are no longer allowed on these rough roads, it’s causing the lanes that are still open to be busier, whilst the grief that some 4x4 users receive out on the lanes is just pure discrimination.

It’s a sad state of affairs – but that wasn’t going to dampen the spirits on Ardent’s final tour of the Lakes.

A fleet of Defender 90s joined us to experience still some of the very best green lanes this country has to offer. It’s always a pleasure to visit the region, and to drive the byways, or even to photograph a flock of Landies in their natural habitat.

My only concern is that with the future of the UK’s byways so uncertain, for how much longer will we be able to enjoy such an experience?

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

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It’s a year of celebration. Land Rover has turned seventy, and so far the festivities have paid homage to the vehicles that have helped to build the marque.

But now they’re doing what it was that made them as iconic and revered as they are. A team of Land Rover Experience drivers and volunteers are delivering bespoke addresses to two thousand properties on the Isle of Mull.

Teaming up with what3words, who have divided the globe into 57 trillion blocks of 3x3 metre squares that each have a unique threeword address, Land Rover will take address plaques to the properties bearing the words that will help the island’s doctor offer more efficient and faster medical attention.

Dr Brian Prendergast asked for help to give every home and business a precise address that could save valuable time in emergencies.

The postcodes on Mull cover large portions of the island and there are no formal street names.

He said: ‘We believe it will not only help us deliver a better routine healthcare service, but will also save vital minutes in emergency call-outs that could literally save a life. The island is really grateful to what3words and Land Rover for putting Mull on the map.’

Addressing Mull is the first step in Land Rover’s humanitarian outreach with what3words, as the partnership looks to enhance the accessibility of remote communities around the globe.

You can also head to the what3words website and check out exactly what ‘address’ is closest to you, even down to the very chair you may be sitting in to read these words... handy. what3words.com

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NEXT MONTH

‘50s Crossover: While Solihull prepared the 2.25 petrol for the Series II, the first bunch had to make do with the old 2.0 petrol – and this is one of them PLUS

An ex-MOD Defender is stripped down and rebuilt as a custom shooter, equipped with more than a few toys to keep the kids happy on the school run

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Next month we look at the luxurious side of the Land Rover brand and how the Range Rover moved the goalposts of automotive refinement and travelling in style...

NEXT MONTH’S LANDY IS PUBLISHED ON 30 JULY You can pick up your copy of our September 2018 issue from newsagents or Britpart dealers – or read it online at www.thelandy.co.uk 01283 553243 • enquiries@assignment-media.co.uk • www.thelandy.co.uk • www.facebook.com/thelandyuk Editor Mike Trott Assistant Editor George Dove Editorial Assistant Matt Abbott Contributors Jenny Bright, Team Syncro Racing, Nicky Smith Photographers Gavin Lowrie, Land Rover Group Editor Alan Kidd

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

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In Gear Words: George Dove

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Rock ‘n’ Bowl Behind every great man is a strong woman. Behind every great band is a Simon Cowell (don’t judge me). And behind every Series Land Rover headlight is a solid headlamp bowl.

Britpart have currently got a set of headlamp bowls for the Series II and IIA – and it’s a Lucas kit.

Included are the steel bowls along with headlight looms complete with plugs, inner rims, gaskets plus fittings.

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The Land Rover market has evolved, with new products stepping further away from the down and dirty roots of the offroading titan. Arguably the most recent vehicles from the marque that are fully at home in the offroading scene were the third and fourth generation Discoverys.

A genuine mix of ability and amenities makes the vehicles appealing as daily all-rounders, but can also be taken out to play,

making them a popular choice for the off-road enthused family.

Assuming it’s not broken and stuck in a workshop.

Whilst they need no help in accommodating the whole family, for some of you out there, you may feel the Discovery 3 and 4s could do with a little beefing up. This doesn’t have to be a suspension tweak, or call upon winches and snorkels. It could simply be the wheel arch set from Bearmach.

Suitable for Disco 3s and 4s, the easy-fit kit includes direct replacement parts that are already primer coated for a respray and are made from durable plastics that are able to cope with more than just the school run.

Easy to install, with all clips included, this offers a subtler mod for some of the most versatile Landies around.

Grab yours at the following: bearmach.com.

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Taking the Land Rover off-road is good, isn’t it? That feeling when man and machine combine to overcome a challenge laid out by nature. Fantastic. It’s great to sit down after a good hard day’s work and reflect on all of the obstacles you and your Landy have overcome together.

Well, the new Garmin Dash Cam 55 Plus can help you watch it all back. Not in real time, obviously, but it has a Travelapse feature that condenses hours of footage into minutes. The video is high quality, too, filming in 1440p, 1080p or 720p via the 3.7-megapixel camera and a 2-inch LCD display screen.

It’s easy to use, responding to voice commands – such as ‘OK Garmin, save video’ – and the SD card is removable so you can do as you wish with the photos and video.

It isn’t just for play, either, as it offers lane departure and forward collision warnings; will prompt you if you’re dozy in stop-start traffic and a parking mode senses moving vehicles when the engine is off and starts recording. The Dash Cam 55 Plus is exclusive to Halfords, and will help you fully appreciate and look after your pride and joy.

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Best in Tow

Become a Nomad

Warn has released a new winch, and I know you’re thinking ‘I don’t need another one’ – but you just might. The new 5000 DC utility winch isn’t primed to pull you out of trouble, it’s supposed to help you out loading trailers and such – i.e. when you’re vying for best Landy in Show.

The 1.9hp permanent magnet 12v DC motor, has a three-stage planetary geartrain and pulls up to 5,000lbs

Our Land Rovers can do anything, right? Sadly, wrong. Some of them can be stumped in the boggier, tougher off-road conditions, no matter how good a driver we think we are. But, when you get stuck off-road, if you’re responsibly out with a fellow Land Rover, then you should be fine.

It’ll be able to pull you out, but this can be risky. Luckily, Noman Webbing have over 50 years of experience in using, designing and manufacturing top quality recovery gear. So, if you’re going to trust anyone’s product to get you unstuck safely, trust theirs.

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and has mechanical braking, giving impeccable control and holding power.

It comes with an 18.3-metre wire rope, a 3.7-metre remote cable plus a 12-month manufacturer warranty.

The durable, reliable utility winch will ensure that your prized possession is in safe hands when it isn’t in yours.

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Playtime Just Got Serious

Have you ever looked out the window at the rockery and wished you could drive your Defender on it?

Enter king of the boys’ toys…

T

here are probably many a spouse out there that view the mucky Defender on the drive as a toy. I suppose they are really, and a lot of them do go to play-days at local off-road sites. They are often likened to Meccano, too, especially those that are less… complete.

But back to the nonsense of driving over your landscaped rockery. Often the aesthetically pleasing formations could also prove a challenging little drive – if only they were bigger. What if you flipped it round? No, not lobbing the rocks at the Defender, but making the Landy smaller, to utilise the garden.

This is where this thing comes in.

The Traxxas TRX-4 Defender. On paper, it’s a remote control 110. But when you look deeper it has a lot more in common with the off-roading icon than just it’s shell.

It has portal axles, which give it an extra inch in ground clearance and

Words: George Dove Pictures: George Dove and Mike Trott protects the running gear and motor.

The portal axles use gear reduction tech, which reduces torque twist there at the wheels, so no energy is wasted and the Defender doesn’t slip up. The chassis is a steel ladder frame, so the little 110 is sturdy and rigid, and makes covering obstacles that much easier and to do so with confidence.

Now, this bit is cool. Traxxas has given the TRX-4 a set of locking differentials. This particular truck will be given away as a prize at the Great British Land Rover Show in November, and we can confirm that Traxxas has made it virtually unstoppable – remind you of another machine at all?

There’s versatility to lock front, both or no diffs, so you can utilise light steering and handling on flatter, faster terrain, or work your way through the tough stuff sensibly and carefully.

Unlike most Defenders, though, the TR4 is actually pretty fast in high gear.

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FROM PARTS TO VEHICLE RECONDITIONING

We didn’t borrow a speed gun from the ‘Feds’ or anything, but it wheelies off the line which is good enough for us. Even in low-range the front end is very close to leaving the ground under harsh acceleration. The new XL-5 HV electronic speed control brings the most out of the 3S LiPo battery power.

But, when climbing loose mud the two ranges actually made a difference.

You could still get to the top in high range – if you had enough of a run up so momentum carried you through the wheelspin. But in low gear this was easy, the wheels kept constant traction with the dirt. The 1.9-inch Canyon Trail tyres helped here too, with the foam-filled rubber absorbing the minor impacts on the pothole laning we tried.

Favourable approach and departure angles helped with the more technical stuff, too. Aluminium GTS shocks are oil-filled coilovers, designed especially for the TRX-4, offer great control and flex – as you can see from our photoshoot. It’s tough too, with 1.5mm steel frame rails, steel links and a hardened CV-style shaft.

Bear with me here, as I talk about the comfort of the TRX-4. The ergonomic handle is comfortable in the hand, as is the trigger and the foam padded steering rotary. Bizarrely, there’s also cruise control and adjustable throttle ratios, which aren’t really necessary, but are good to know.

You’ll constantly discover more and more features on the TRX-4, unless you’re one of those that reads the instructions, and we loved this aspect of it. For instance, when moving forwards, if you pull the trigger to reverse it acts as a break which needs to be released and re-engaged before you start going backwards.

This thing is wonderful. It has the electric whine and zip of any remote-controlled car, but it also has numerous features that you’ll use every time you hit a green lane in your real 110. It also has so many details that mirror the real thing, like the jerry can and jack on the back, the roof rack, front-mounted winch, little mock diff cover and so on.

Driving this thing is addictive. So much so that we drained the battery several times, testing it for hours at a time. It’s a little top heavy too, and may or may not have rolled over once or twice. But that could be solved by adding something like metallic underbody protection that would lower the centre of gravity. Or perhaps it would just make it look even more like the Defender on your driveway.

So it’s unfrugal but incredible offroad and despite not owning one I’m already planning alterations. It’s a true Land Rover.

To view the full specs of the Traxxas TRX-4 Defender 110, and other vehicles in the range, visit traxxas.com

STEVE PARKERS LTD

15

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

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Issue 54: August 2018

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The Land Rover Story Pt1: Series

Words: Mike Trott Pictures: Land Rover

In the start of a six-part series focusing on Land Rover’s history, we’re going back through the decades and looking at the pioneers that forged the success of the Green Oval

I

n a bid to keep things short and sweet, as we begin a closer inspection of the various families within the Land Rover stable, this month we’re heading back to the pioneers of the marque and the very machines that got Land Rover up and running.

The Series Land Rovers were the most rudimentary of vehicles and certainly the sparsest once you climbed inside. But equally, it’s the Series Land Rovers that possess the most charm and their familiar dimensions have given them worldwide admiration. Not that Maurice Wilks or anybody at Rover would have cared about that in 1948.

No, the original Land Rover was all about functionality. After all, that was how it needed to be. This was a tool to be called upon, in the same way a builder needs his hard hat and a farmer needs his sheep dog. Hence why the Series I was developed with a PTO (power take-off) feature so it could transfer drive to machinery used on a farm. It was the automotive Swiss Army knife.

So, the premise was set. The first Landy, the 80” Series I, used a

box-section ladder chassis and bodywork consisting of the more abundant (at the time) aluminium. The drivetrain was made up of a 1.6-litre petrol motor taken straight from the Rover P3, along with its four-speed gearbox, but with the addition of a new transfer box allowing for high and low ranges.

The freewheeling hubs helped form a four-wheel drive mode and in doing so lay the foundations for Land Rover’s reputation as a supreme off-roader. But like everything that’s new to market, you frequently find teething problems and it doesn’t take long before alterations are developed and finalised. Think of it like you would an update for your Angry Birds app.

Of course, in 1950, there was no such thing as Angry Birds – not unless the local WI had a vendetta against you. Instead, adjustments were made to the Land Rover with the lights moving from behind the grille to sit in front, and then in 1952, the Series I gained a new powerplant in the shape of a 2.0-litre version of the petrol motor.

These were the first of many changes, as the Series Land Rover would

evolve over the next three-and-a-half decades before spawning into the early imitations of Defender.

But back in 1954, the Land Rover started to mature in terms of wheelbase and usage. The 86” variant became the standard offering, with a longer 107-inch version available as a pick-up. It’s the latter of those two wheelbases that was used to create Land Rover’s first attempt at the Station Wagon, with the early Tickford proving to be a commercial flop.

The 107” vehicles were still made up of the same simple technology as the short wheelbase Land Rover, a Above Right: This was taken at the

first anniversary of the Land Rover.

We’re guessing the health and safety inspector was late in that day...

Right: Always up for a record, Land Rovers have been setting and as-

sisting with landmarks moments for years. Here it’s helping Bluebird in

the 1960 land speed record attempt (N.B. the record wasn’t set whilst being towed...)

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Issue 54: August 2018

17

LAND ROVER DEFENDER SPECIALIST Above: You’re looking at Land Rover’s first export ves-

sel, loaded up with brand new vehicles ready to make an impression on foreign shores. Exporting was, after all, the main reason for the introduction of the Green Oval Right: A Series Land Rover gets put through its paces trait that continued through the Series II and Series III eras. And as time goes by, things always get bigger, whether it’s the TV screen you’re glued to or your waistline. So naturally, the Land Rover grew once again a couple of years later, in anticipation of a diesel engine joining the ranks.

From this point on, the short wheelbase (SWB) Land Rover would be the 88” and the lengthier Landy (LWB) would be the 109”. The wheelbases would certainly last longer than the 2.0-litre diesel unit that debuted in 1957. It was never a particularly reliable engine, but thankfully two new powerplants were being developed for the new generation of Land Rover: the Series II. Arriving in 1958, the Series II marked a significant step in Land Rover’s history, with the first major overhaul of its

hugely successful export. The original Land Rover was only intended to boost the country’s financial situation following the war, but with the Series II it was here to stay. The revisions needed to be effective, yet not so revolutionary as to detract from the Land Rover’s endearing selling points.

There was no need to worry. Land Rover hit the nail on the head and introduced a machine with discreet cosmetic changes – most notably the curve in the bodywork along the flanks to gain its barrel-sided reputation – and new engines that would drive the Series Land Rovers right through to the 1980s.

The 2.25-litre petrol unit debuted in the Series II, whilst customers had to wait until 1961 and the unveiling of the Series IIA before the diesel counterpart was ready for duty, with

the old 2.0-litre diesel soldiering on in the interim.

Its significant power advantage over the early engines Land Rover used meant the 2.25 petrol was the company’s most popular unit, right up to the mid-Eighties when diesel desirability started to surpass petrol. However, other than the new 2.25 diesel potentially lurking under the hood, trying to pick out the changes between the Series II and IIA is a challenging game of Spot The Difference.

Land Rover still provided a wealth of body styles, with short and long wheelbase options available from Truck Cab to Station Wagon guise. It was over the next two decades or so where Land Rover would be revelling in its own wealth, too. Sales of the utilitarian Series vehicles combined to exceed 40,000 units each and every year.

Below: The Oxford and Cambridge “First Overland” expedition is one of the most famous expeditions, as it was so out of the ordinary back in 1955. But it was made possible because of one machine (or two in this case)

Land Rover Defenders always wanted with fast payment and collection all models / spec A large selection of quality used Land Rover Defenders always available We are one of the largest used Land Rover specialists in the UK Rossendale Valley 4x4 Ltd, Unit 4 Park Road Business Centre, Bacup, Lancashire, OL13 0BW. Tel: 01706 872182 or 07598 237221

Visit: www.rossendalevalley4x4.co.uk | Email: sales@rossendalevalley4x4.co.uk

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Issue 54: August 2018

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Series I (1948-1958) Above: The Oxford and Cambridge team were back again two years later following their London to Singapore mission, and this time it was a case of exploring South America. Land Rovers never were afraid of getting dirty Towards the end of the IIA’s production, its headlights were moved onto the wings to comply with various regulations in foreign markets, but it also gave the design for the fast-approaching Series III. Emerging in 1971, the third generation Land Rover used the same engines as in the previous Series IIA, but gained a few additions to help bring it inline with the needs of modern motoring. Syncromesh on all four gears, for example, and a dashboard made from plastic were all welcome touches, even if these were merely baby steps towards a more sophisticated machine.

In its later years, the Series III also gained stronger engines after the

Series II/IIA (1958-1971)

Series III (1971-1985)

2.25-litre units were given five main bearing crankshafts – the idea being for a stronger and more reliable motor, while the axles and transmission were also beefed up ready for work.

Later still, in 1982, the notorious issue of failing halfshafts was remedied with the switch from 10- to 24-spline components, whilst a heavy-duty High Capacity Pick Up was launched and a new County trim level was offered on selected models.

Sadly, while the Series III continued to be produced until 1985, much of Land Rover’s unrivalled success in the export market was by now being eaten away by more reliable offerings from carmakers in Japan and elsewhere in the world.

Land Rover itself had already become wise to this and from 1983, the working man’s truck had a new face – and anatomy – culminating in the One Ten, followed by the Ninety the next year. Leaf springs were substituted for coils and the early makeup of the Defender was being applied.

But for the Series Landies, their task was done long before. They’d shown the world how versatile a four-wheeled machine could be and demonstrated what Solihull was all about. It’s never long before a good idea is copied. But crucially, even as the Series III took its retirement and a new era dawned for Land Rover’s utilitarian icon, the Series Land Rovers may have been replicated – but they were never bettered.

Below: This what a Land Rover club meet used to look like. It’s feasible that when this was taken in 1972, very few realised just how good a spectacle it was. To our eye, though, this can only have been one blissful day

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Issue 54: August 2018

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A Wolf in Sheep’s Clothing

Words: Mike Trott Pictures: Land Rover

B

ack in January, Land Rover kicked off a special year for its company with news that the much-loved Defender was alive and well. Sort of.

As part of the 70th anniversary celebrations, Land Rover decided it would be a good idea to ‘re-engineer’ a few Defenders, namely by opening the bonnet, lobbing the Transit diesel engine aside and squeezing the Range Rover Sport SVR’s thumping big heart under the hood instead – albeit without the supercharger.

That makes for a 400bhp Defender, effectively, with Land Rover claiming their pumped-up brute to be the fastest and most powerful iteration they’ve ever made. Given that it can do a 0-60mph sprint in just 5.6 seconds, we’ve no reason to suggest otherwise.

And if you’re feeling especially ballsy, you could top it out at 106mph.

I say ‘could’, because embarking on such an experience is likely to leave you with some form of scarring: physically, because your eardrums may disintegrate from the noise, and

mentally, because it feels about as reassuring as strapping a jet engine to a shopping trolley.

Alongside the newly-fitted V8 furnace, this re-worked Defender gains the popular eight-speed ZF automatic transmission and a raft of other enhancements, including better brakes and a handling kit of uprated dampers, springs and anti-roll bars.

We got behind the wheel of a prototype machines recently and had the chance to open the taps on this leviathan. You may think that with this

revised road-biased setup, that the Works V8 now prefers to find the best line through a series of apexes rather than ruts – but don’t be fooled. Sure, they’ve given the Works V8 a handling kit, but that’s like fitting a handling kit to a Boeing 747.

When you plant your foot into the throttle on the Works V8, there’s a significant pause while the Defender reluctantly calls the ZF ‘box into action, a gear is eventually selected and then your ears become victimised by an onslaught of thunder, whilst the cabin

Workshop

Buyers

So, Land Rover have shoehorned the 5.0-litre V8 SVR-derived powerplant into a Defender… and walloped a £150,000 price tag on it for good measure. On paper it sounds spectacular – but how does that transfer to the blacktop? seems to tremble in a manner akin to that of a space shuttle launch.

And after you’ve hurtled down the road and you’ve become aware of the fast-approaching hairpin, your thoughts quickly turn to the shedding of speed and the fact the brakes don’t seem to do as much of it as you’d like.

Then you’ve got the corner itself.

It’s like trying to thread the Defender through the eye of a needle, only you seem to have all the precision of a half-canned Jackson Pollock. It really is quite a spectacular mode of travel.

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I imagine it’s a similar experience to driving Lamborghinis of old – terrifying, but weirdly addictive. Until you have a crash, of course.

With the Works V8 Defender, even though it has all the subtlety of a burning hammer, it’s a machine that is capable of stirring the emotions. Any Defender, whether it be this £150,000 collector’s item or a knackered Tdi from the Nineties with several hundred thousand miles on the clock, every one of them has that ability to get under your skin.

In this example it has a stubbornness that is endearing, and while it has the road manners of a JCB in a tracksuit you can’t avoid getting sucked into the theatre of it all, even if the performance isn’t what you were expecting.

Sadly, only 150 people will get the ticket to own one of these special Defenders. They are, chiefly, for collectors – a select few who have the funds to buy up toys, even if it means they will rarely ever come out of their boxes.

It’s a wonderful thing, the Works V8, and a fitting limited edition to mark a special year for Land Rover. It’s just a shame that so few eyes will ever get to see them in the flesh. And so few of these Defenders will ever have flesh grappling their steering wheels in anger.

‘I imagine it’s a similar experience to driving Lamborghinis of old – terrifying, but weirdly addictive’

Issue 54: August 2018

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Issue 54: August 2018

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Attention To Detail

Words and Pictures: Mike Trott

There are restorations and then there are restorations in a league of their own. And after Twenty-Ten Engineering put the finishing touches to this Td6-powered Range Rover Classic, it’s easy to see why

A

s time rolls on, it’s becoming quite clear that the Land Rover community is becoming more of a classic market with each passing day. This is primarily down to the old school Land Rovers being very different to the likes of the Discovery 3 and later models, with them holding little appeal to the DIY mechanic or the enthusiast who loves the vintage Land Rover for its basic ruggedness and workhorse roots – in other words, not the highly-digitised, prim and proper machines Land Rover produces today.

So naturally, restoring some of these relics is popular within the Green Oval fraternity. You want to keep old Larry The Landy or Rufus The Rangey going, in a bid to hold onto a time when Land Rover was more about function than form.

But you’ll see all sorts of restored Land Rovers out there. Some may have just had new underpinnings, with a galvanised chassis being fitted and a lick of paint flicked over the body to give it a solid platform for another decade or so.

And then you have rebuilds that go beyond the major refurbishment work and get down to the minute details that all add up to create one restored masterpiece. Which brings me onto Twenty-Ten Engineering.

The Redditch-based outfit specialises in the Range Rover Classic. That’s right, there’s no general Land Rover garage here, but instead a dedicated workshop that focuses on the original Range Rover, whether that be an early two-door variant or one of the later fourdoor models from the mid-Nineties.

They have developed a reputation for turning out pretty exceptional rebuilds, with some being more extraordinary than others. The one we have here is particularly unique, but not because of any standout reason. There’s a whole raft of intricate alterations that make this truly one of a kind.

However, we’ll start with the bigger changes and work our way down. But we’ll need Phil Holland for this, owner of Twenty-Ten Engineering.

‘This is a full restoration of a vehicle that was originally a 1993 3.9-litre V8 Vogue SE,’ states Phil. The signifi-

cant word there is ‘was’, because it’s changed substantially under the roof of the Twenty-Ten workshop.

‘It’s now powered by the BMW Td6 engine and has the automatic gearbox from a P38. We’ve also fitted it with the Compushift system from Ashcroft Transmissions, which allows us to program the shift points and adjust for smoother changes.’

This Td6 Classic has even got a fuel pre-heater system, which is programmable so you can get the engine warm before you’ve even stepped inside the car, just like on the current L405 Rangey.

That makes this Range Rover Classic one of the most modern examples around, at least in terms of what provides its power. But the Td6 does a fine job of doing so, with the 174bhp motor free to express itself more now it’s made the swap from the shell of the heavier Mk3 L322 to the more slender frame of a Classic.

Phil continues, ‘The build took around two years to complete, although if it was a fresh job with no complications then it would be more like 12 months.’

Above: The Td6 badging is adapted from a younger cousin – a Discovery 3 Below: Keeping it in the family (sort of) the engine itself is from an L322

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 This was always far more than just a straightforward engine swap, though, even if this Classic’s new heart is what grabs your initial attention. The restoration took such a long time because it’s the sort of project where every single detail is up for consideration.

To begin with, the vehicle was actually in a bit of a mess and had suffered some accident damage. A donor vehicle was bought in on the understanding of how much work would be done over the coming months, and from there everything was stripped and rebuilt.

A brand new old stock chassis – genuine Land Rover of course – provided the base, whilst most of the original body panels were cleaned up and painted (on both sides) with just one new wing bought in.

We reckon this is one of the most striking Range Rover Classics you’ll see – its colourway closer to that of newer Range Rovers than the old Classic machines.

‘It was blue originally, but just not the same shade,’ tells Phil. ‘The new blue is actually the same as you get on one of those…’ he says, whilst pointing towards a P38 sitting outside the workshop.

This is a Classic that shares its parts and themes with Range Rovers from all eras, but there is also a fair bit of Discovery in here too – though you’d need a magnifying glass to spot it.

Inspect the door seals and you’ll notice they’re the same as you get on a Discovery 2, bringing extra refinement and a better black to keep things all colour-coordinated. ‘Those door handles are off a Discovery as well,’ reveals Phil. ‘The Range Rover ones were silver so we needed to find a substitute, but it has to look like it’s supposed to be there.’

Continued overleaf

Issue 54: August 2018

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Dedicated Range Rover Classic specialist Restorations & Rebuilds Modifications & Upgrades Service & Repair

Based in Redditch, Worcestershire enquiries@twentytenengineering. co.uk

07973 831878

www.twentytenengineering.co.uk Top Left: A subtle, tasteful plaque provides a permanent reminder of Twenty-Ten’s exquisite work

Top Right: That doesn’t look like a Landy steering wheel – because it’s a Lotus wheel wearing a Green Oval

Middle Left: Door handles from a Discovery 2 fit seamlessly into the doors, matching the black exterior trimmings and adding more charm to this RRC Middle Right: Door seals – another component taken from the Mk2 Disco Above: This beautiful leather is the work of Nationwide Trim

01782 834322 www.chaseengines.co.uk Engine Building & Restoration | Classic, Vintage, Veteran & Competition | Full Automotive Machine Shop | Cylinder Head Re-manufacture | Crankshaft Grinding | White Metalling | Cold Spray | Re-bores & Honing | Unleaded Conversions | Line Boring Blocks & Heads | Re-facing Blocks & Heads | Flywheel & Disc Grinding | Valve Seat Replacement | Valves, Seats & Guides | Porting & Polishing | Balancing | Automobiles, Motorcycles, Boats, Trains & Planes

ALL LAND ROVER ENGINES FROM SERIES TO V8

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Issue 54: August 2018

VEHICLE INTERIORS AS INDIVIDUAL AS YOU ARE

GUARANTEED RUSKIN INSIDE

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The faint line that runs down the side of the vehicle was also silver before, but rather than get rid of it and lose those Classic touches, Phil had the line repainted in black to keep that factory-finished aesthetic.

It all works so well because the elements used are still from the same manufacturer. The badging on the rear, for example, is adapted from a Discovery 3’s TDV6 lettering. It’s all very clever.

Inside you’ll find another exemplary interior completed by Nationwide Trim, with the old grey upholstery replaced with the cleaner, more extravagant beige. It’s in the cabin where some of the really impressive modifications lie.

The steering wheel previously lived on a Lotus, but has since gained a familiar Green Oval. And then there’s the rev counter, where digital outputs

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‘It has to look like it’s supposed to be there.’ are needed with the Td6 rather than the Classic’s analogue methods.

There’s even some effective LED lighting to highlight the new interior.

And with the sunroof removed and seats no longer electric, there should be less to worry about too!

Few restored Range Rovers ever get this much thought and consideration poured over them, but where Twenty-Ten Engineering is involved, that’s something that comes as standard. At least 99% of the time…

‘The only hiccup we encountered was when we first came to put fuel into the

car and we realised we hadn’t changed the fuel nozzle from petrol to diesel,’ laughs Phil. A slight oversight immediately fixed in these capable hands.

Since this Range Rover has been completed, it’s been lapping up the attention everywhere it goes. By no means is this an ordinary restoration – the aim was never just to take it back to how it would have looked in 1993.

However, it’s because of all those little changes and tiny tweaks as to why this restoration really stands out from the crowd. www.twentytenengineering.co.uk

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Issue 54: August 2018

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As Good As New

Words and Pictures: Mike Trott

Here’s something you don’t see every day: a Freelander 1 in showroom condition with just 10,000 miles on the clock…

T

Above: The options list was hammered with this Freelander – parking sensors, light guards, floor mat and dog guard... it’s got the lot!

Below: Not without its troubles, the 1.8 petrol was notorious fro blowing its head gasket. This one was done at 6,000 miles to pre-empt any issues

he phrase ‘time warp’ is used frequently within the Land Rover and wider classic communities, but quite often you wonder why the term has even been coined. Scour the Internet and the various automotive trading sites and you often see someone trying to polish a turd through vocabulary flattery.

Believe it or not, most vehicles in whatever virtual window you’re shopping in won’t become a ‘future classic’.

And they almost certainly aren’t the ‘best example in the country’.

However, every once in a while, you find something that doesn’t just validate the claims – but also makes you wonder how on earth it came to be just so.

Let me give you an example. Recently, a Freelander 1 turned up at Alex Engineering in Hertfordshire. There’s nothing extraordinary about that, except for the Freelander in question.

Sitting there, like it was born yesterday, was the most immaculate example (probably) of the breed. From the outside it may well look like a very clean Freelander 1 Station Wagon, but it’s when you start to look inside this vehicle that you realise how much pampering this baby Land Rover received.

Headlines: one owner from new, and just 10,000 miles on the clock.

Yep, you heard me. By our maths that equates to roughly 560 miles for each year the car has been alive. Incredible.

But more importantly, what’s the story behind it?

‘A guy bought it from new for his wife and it was simply used as a shopping car,’ explains Andy Walker of Alex Engineering. ‘The dealer must have seen him coming, because it’s got just about every extra you could imagine on it! There’s a dog guard fitted and they didn’t even have a dog!’

At least the gentleman’s wife could sleep peacefully at night knowing that a stray cabbage wouldn’t be able to escape from the boot whilst in transit and inflict injury on the road.

One thing that Freelander owners of old were kept up by at night, though, was the impending failure of the head gasket, if they were in the position of owning a 1.8-litre petrol model.

The Freelander that we have here is a 1.8 petrol, but needless to say, its owners made sure there was never going to be any unusual vapour coming from underneath it’s bonnet.

Andy continues, ‘We had the car in and put a new head gasket on it at 6,000 miles, just to pre-empt any issues that were likely to arise.

‘This is definitely the best example of a Freelander 1 we’ve seen in a long time. We hardly get any of the Freelander 1s coming in any more, and when we do it’s the later diesel models.

Most of the Freelander 1s in this part of the world have long since disappeared.’

There’s one early Freelander that is likely to live on for a while yet, though.

This vehicle has moved onto new owners who are sensitive to the low mileage of the car and will continue to use it in the same vein as their predecessors.

Even though this is a vehicle that is completely standard, it’s because of how unmolested it is and how close this Land Rover is to those that would have rolled off the production line, that it manages to give you a wonderful shot of nostalgia.

This Freelander 1 really is a time warp, and a visual teleport back to the year 2000, when the baby Land Rover was very much in its pomp.

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Issue 54: August 2018

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One Last Time As Britain’s countryside contends with more issues than ever before, one of the UK’s most popular green laning tour operators is parking up its domestic adventures – but not without one final epic trek around the awe-inspiring Lake District

M

any of you reading this publication will own a Land Rover and use it, or will have previously used it, for a spot of green laning. And I’m sure all of you will agree it’s one of the absolute best ways in which to view, explore and treasure Britain’s fantastic countryside.

While there are many different means by which you can get your countryside fix, travelling down the UK’s byways by Land Rover is a real treat, and often gives you access to places that would otherwise be unreachable to the likes of pedestrians and cyclists.

A Land Rover can also safely bring people who are less able to the countryside, so that they can reap the wonders of how much green and unspoilt land we haven’t yet managed to ruin with new housing estates. And it’s not just about bringing the country-

side to the people (via the best form of transport known to man), but also about helping others along the way.

Land Rovers and 4x4s help maintain byways, whether through direct or indirect methods. And when things go wrong, say if a cyclist were to fall and injure themselves on a lane, what type of vehicle do you think is going to come and take them to the hospital?

Unfortunately, not everyone is appreciative of the efforts and potential uses a 4x4 brings to the countryside.

Which is why more and more authorities are clamping down on the access to byways, even if that’s to spite the overwhelming evidence that a 4x4 generates more positives than negatives for said lane.

This is partly why popular tour operator, Ardent Adventures, has recently ceased running its UK treks. But we’re

riding with them as they take one last tour of the fabulous Lake District. If there is one area of the UK worthy of a green laning send-off, then surely it has to be here.

While the state of the countryside is forever changing, some things never change. As myself and Russ Dykes, the man who co-founded Ardent Adventures along with daughter Libby, wait at the car park of the tremendous Farmers Arms at Lowick Green, slowly but surely Defender 90 after Defender 90 rolls in ready for a weekend of off-road action. Evidently, it’s still very much the vehicle of choice.

When you’re in the Lakes, virtually every lane is going to entertain you in some way. Whether it’s a technical challenge or marvelling at some of the best landscapes in the UK, you’ll be busy one way or another.

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As we make our way down the first lane, I talk with Russ about the decision to wind down the green laning side of Ardent Adventures.

‘Our reason for stopping is simple,’ Russ explains honestly. ‘The lanes in the UK are getting busier and we seem to be getting more grief out on the byways. But it’s not the sole reason behind the decision.

‘We’re growing as a company, and to do that we need to think more globally – so naturally we now explore further afield. At the end of the day, we’re not going to grow just doing green laning.

‘That said, we will still run our two Coast-to-Coast tours each year, along with our Christmas Blast trek, which is always popular. And we will be open to requests from customers if they want a bespoke tour put together for them.’

Continued overleaf

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Issue 54: August 2018

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Above and Top Right: If he’s not showing how it’s done, Russ is ahead, guiding his customers safely through the trickiest of byways While Ardent is a growing and reputable overland company, our fellow adventurers in the Lakes are growing in confidence, as we look to test them on one of the more technical lanes in the area.

After a week of rain and fog, we’re being blessed with blue skies and sunshine. Ideal conditions for taking in the vista of Lake Coniston at the top of Parkamoor. The only snag is you’ve got to get up there in the first place.

There are various points on Parkamoor where you need to concentrate, with occasions when momentum is key, and having a good understanding

of your Land Rover can make all the difference. It can be intimidating, but certainly not unbeatable.

At the top, looking over Coniston, you can relish the landscape – one that has seen much faster crafts pay a visit in years gone by than our group of Land Rovers.

We head to the lovely Outgate Inn at Ambleside for lunch, before travelling through Grizedale Forest and down the greener alleyways you’ll find in Britain.

The Lakes may provide a selection of lanes that will question your ability, but there’s little risk of you scratching your Land Rover here.

The complexity of the byways does mean we can test the brand new General Grabber X3s fitted to the Ardent 110, though.

‘I always say muds work well, unsurprisingly, in mud,’ says Russ. ‘But these X3s work well on everything.’

They have certainly been given a workout. The tyres can determine whether you make it over that rock section or not. But you need more than just a good set of tyres to conquer all the lanes of the Lakes.

One of the guys with us on this trek is 18-year-old George Hughes, who has occasionally been taking the

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‘I work on a farm so I’m used to riding around and being off the beaten track,’ explains George. ‘We’ve done the Lakes previously, although this was our first time with Ardent. We actually live in the area, but it’s nice to see new tracks that we could explore on our own and it’s good to get the experience from someone who knows what they’re doing.’

Russ, along with Libby, is a brilliant guide and a teacher you can have complete faith in, as they help you traverse the tricky terrain. However, it’s good to see younger drivers doing the right thing and wanting to make sure they know the basics of driving in the countryside. As George quite rightfully says, ‘You’ve got to learn to respect it.’

On the Sunday, we have other tough lanes to overcome. Tilberthwaite is the most stubborn, and after a load of rain falling over night, the surfaces are just that little more slippery.

But that won’t deter Shaun Edwards.

He’s here in his Puma 90 with his wife, Kathy, having made the switch from his old 200Tdi just a few months back.

‘It’s the little comforts with the TDCi, like on the motorway just having a sixth

gear means a lot. There’s that extra refinement,’ says Shaun. Naturally, there’s been no sixth gear selected whilst on Tilberthwaite, but Shaun has revelled in the testing environment.

‘I think this is one of the best areas for laning. The terrain is very mixed and whether it’s the challenging rock or gorgeous scenery, there’s a lane to suit what you want to do. For me, I like the technical stuff.’ As I glance towards his wife, Kathy, I get the impression she feels differently…

‘I find it quite frightening,’ says Kathy.

‘I love the scenery and that aspect of it. But I couldn’t do that stuff,’ she says whilst nodding towards the tracks we’ve just come through. ‘I think you’ve got to be a certain kind of mad to do this!’

Mad or not, we may soon reach the point where we have no say in whether or not we can use these lanes.

The Lake District may be particularly rewarding for the thrill seeker, but in reality it is just one of the many areas in the UK graced with scenic beauty and a network of tracks that are the perfect environment for a Land Rover.

Ardent Adventures stopping their UK tours is a sad thing and unfortunately a sign of just how many people currently underappreciate 4x4s in the country-

side. Many of us have had the pleasure of visiting numerous laning destinations in the UK, but what about the likes of younger enthusiasts coming through like George?

In a world where all too often the words we hear are, ‘you can’t’, just for once it would be refreshing to hear a

different attitude towards motor vehicles in rural Britain.

Here in the 21st century, we talk about diversity and we talk about being accepting of every different view and background humans wish to express – but in the countryside that’s a message that simply doesn’t seem to be getting

31

through. I just hope someone with the right authority will start to open their ears, sooner rather than later, before we lose our rightful privilege altogether.

If you’d like to join up on one of Ardent Adventures’ many tours, head over to their website: ardentoffroad.com

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Ruby’s Off Again: Episode Nineteen

Beautiful Belize behind them, Ruby, Jen and Gav are heading back through Mexico once again, visiting new sites and old friends on their journey back northwards

Words: Jenny Bright Pictures: Gavin Lowrie

T

he first stop off over the Mexican border was the coastal town of Tulum. Along the Caribbean side of Mexico’s Yucatán Peninsula, Tulum is famed for its beaches and the ruins of an ancient Mayan port city.

‘We stayed in a hotel in the centre of Tulum, planning to stop a few nights to visit the ruins and cenotes,’ starts Gav. ‘The hotel was lovely, until seven o’clock when ridiculously loud music came belting out of the bar next door!’

Jen continued, ‘At half past eleven I went down in my PJs and asked how long the music would go on for, and they said until at least four! Four! The staff had a box of earplugs which they were dishing out, so this is obviously common and we did manage some sleep.’

Unsurprisingly, the crew cut their stay at that particular hotel short, visiting the Tulum ruins before moving on. The ruins were the only Mayan remnants situated

on a coastline, and the views were stunning. Although, it was very crowded due to the local half-term, so Ruby was soon on the road and heading the short distance to Coba.

Famous for its network of stone causeways – the largest in the Mayan Empire – Coba was an immersive stop off. More than fifty of the sacbes have been discovered in Coba, and 16 of them are open to the public, giving access to the ancient Mayan city.

‘The largest pyramid at Coba is called Ixmoja, part of the Nohoch Mul group of buildings,’ tells Jen. ‘It is 42 metres tall and sits at the heart of the city. It was a steep climb to the top, but totally worth it as we gazed over the greenery of the jungle, stretching in all directions.’

‘We got there as it opened at 8am,’ says Gav. ‘It was almost like we had the place to ourselves, which was refreshing after the huge crowds at Tulum!’

The Yucatán Peninsula is home to a unique group of underwater habitats, that have the appearance of circular pools. These formations are known as

cenotes – Spanish for natural well – and Jen, Gav and Ruby paid a visit to the one at Choo-Ha. It is a shallow cenote with crystal blue water and countless stalagmites hanging from the ceiling.

‘It was beautiful – and we were the only ones there,’ recalls Jen. ‘Gav took pictures as the bats flew around the stalagmites whilst I took a quick dip!’

Valladolid was the next stop on the road, and along the way another cenote, full of freshwater fish, was taken in at Suytun. Using it as a base from which to visit several nearby attractions, Valladolid was thoroughly enjoyed.

‘We went out to the ruins at Chichen Itza – a wonder of the modern world – as well as those being restored at Ek’ Balam, engulfed in jungle,’ states Gav. In the centre of Valladolid, an unusual tour was undertaken – around a private home. Casa de los Venados contains over five thousand items of Mexican folk art in the beautiful house. After a few days at the local ruins, in the town and Right: Surely one of the cooler ways of... erm, cooling down in Mexico

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We’re on Facebook: www.facebook.com/thelandyuk at nearby cenotes, it was time for Ruby to head to the capital of the Yucatan state – Merida.

In Merida, much of the city’s architecture is still standing from the colonial period of the 18th and 19th centuries – particularly in the city centre.

‘We spent a very hot day wandering around the city before meeting our old friends, Roque and Sharon,’ explains Jen. ‘We first met them in Death Valley, and joined them for dinner in Merida.

‘It was great to catch up with them, and share stories of the last few months!

It’s the last time we’ll see them before our trip ends, but we hope to see them when they come to Europe.’

The colonial harbour city of Campeche. Baroque Spanish architecture stands proud and colourful in Campeche, about its cobbled streets and the high-walled historic district. The local fortifications have been smartly preserved, and there were numerous museums and a botanic garden.

Heading to the next stopover in Veracruz, the convoy encountered their first dodgy police officer.

‘He pulled us over at a check point and told us – in Spanish – there had been an infraction,’ recalls Gav. ‘He claimed we’d been speeding when we hadn’t, and he had no equipment or anything to verify it.’

‘Next he took Gav’s licence and copies of our other documents,’ adds Jen. ‘I swiped the licence back when he was translating “infraction” on his phone. We stayed calm and just kept telling him we didn’t understand. He gave up quickly, saying it was an infraction once again and letting us go.’

During the trip, Ruby has been stopped and Gav and Jen questioned numerous times – but this was the first time that curiosity wasn’t the reason.

Back on the road and heading to Mexico City, front row seats for Lucha Libre wrestling had been booked and were waiting for them, but they stopped en route to pay a visit to Puebla.

Just 67 miles from the capital, Puebla is the fourth largest city in Mexico. Ruby rested as Jen and Gav spent a couple

33

Above: The ruins at Chichen Itza are as grand today as they were built to be all those centuries ago of days exploring the architecture and learning about the history of the city.

‘In the earthquake of September last year, Puebla suffered quite badly,’ says Gav. ‘Already a lot of work has been done to restore the old historic buildings.

‘We also visited a photography exhibition, which featured an artist Jen has become obsessed with – Frida Kahlo.’

With the Frida-fix seen to, Ruby led the way to Teotihuacan. Here she was afforded six days of rest, whilst Jen and Gav travelled the remaining 25 miles to their hotel in Mexico City. This wasn’t because of a falling out, more so the complex rules that govern when driving is allowed in Mexico City, with

police eager to hand out fines in a bid to control pollution.

‘Our stay in Mexico City was really enjoyable,’ shares Jen. ‘We visited the wonderful main plaza and cathedral.

The Supreme Court of Justice contained amazing murals about justice, and at the national palace there were murals by Diego Rivera – who was married to Kahlo – and at the Templo Mayor ruins in the middle of the city.

‘For a couple of days we utilised the hop-on hop-off tourist bus in the city centre,’ says Jen. ‘It was fabulous and took us to all of the important monuments in the city!’

It also dropped them off at Chapultepec Park. The expansive gardens around the castle are beautiful, and home to Chapultepec castle and an anthropology museum. The museum covered the entire history of Mexico and housed important artefacts.

A day was spent hunting out street art in the Roma and Condesa districts, and Jen insisted on a visit to the Frida Kahlo museum situated in her childhood home, where she also died.

It contained works of art by Frida, her husband Rivera and other artists along with Mexican folk art, pre-Hispanic artefacts and photos and memorabilia from throughout her life. Much of the house

Continued overleaf

Left: One of the many churches Jen and Gav visited, this one being in Valladolid

The new range of Wildbear Suspension now in stock, available for Defender 90/110/130 and Discovery 1 & 2. Call us for for more info or visit our online store.

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Issue 54: August 2018

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Above: Having collected Ruby, Jen and Gav took the opportunity to visit the holy city of Teotihuacan. Built centuries ago, this is considered to be where gods were created

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displays art whilst remaining as it was in the 1950s, and it is the most popular museum in Coyoacán.

It covered every aspect of Frida’s life, from the car accident that shaped her artistic career, her marriage to Rivera and her political beliefs and work.

‘Gav whizzed around in less than an hour,’ chuckles Jen. ‘I was in there for around two hours. I listened to the audio tour in great detail, and even headed back to certain rooms!’

Friday was spent at the Popular Art Museum, before heading for the prebooked Lucha Libre experience.

‘We’d been looking forward to this all week and it didn’t disappoint! We bought and wore our own masks – even though it was really hot!

‘Sat on the front row, we were on Mexican TV,’ Gav continues. ‘They interviewed us even though we don’t speak Spanish!’

Leaving Mexico City behind, it was time to meet up with Ruby in Teotihuacan. Before heading off, they took in the holy city where their mechanical steed had rested. Translating as the place where the gods were created, Teotihuacan was built between the 1st and 7th centuries, it’s characterised by the vast monuments – the Temple of

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Quetzalcoatl and the Pyramids of the Sun and the Moon that are all aligned on symbolic geometric principles.

Having collected Ruby, she ferried Jen and Gav to San Miguel de Allende and a reunion with Fi and Ken, good friends from their travels who they hadn’t seen in a couple of months. The pretty city was the perfect place to enjoy a catch up, playing cards and teasing Ken about his Americanisms.

‘Ken and Fi’s plans were flexible,’ shares Jen. ‘They were heading towards America before shipping to South America, so we travelled north together, stopping to camp at Matehuala and then Monterey before crossing into America at Laredo.’

Once Fi and Ken had moved on, there was time to reflect on their second stint in Mexico.

‘We spent about four months in Mexico in total, and we absolutely loved it,’ summarises Gav. ‘It is a diverse, beautiful country with friendly and helpful people.’

‘The food was my favourite of the whole trip,’ adds Jen. ‘It was very cheap and equally tasty! We’d definitely love to return one day!’

Read more of Ruby, Jen and Gav’s world tour at www.rubythelandy.com

Above: One of the more artistic angles in which to view the city of Puebla Right: Mexican art is unsurprisingly very vibrant and there seems to be no limits as to what surfaces will be adorned with such fine artistry Far Right: Jen warms up for her bout with the ‘dodgy officer’...

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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

Issue 54: August 2018

The Overland Bazaar

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Words: George Dove

The Skydome is the Limit There are very few things that are as good as camping whilst out on an adventure. But sometimes it feels a bit high maintenance and fiddly and annoying, it’s also often too hot or too cold, breezy, noisy, muddy and uncomfortable.

I’m obviously talking about the nylon nuisance, not the metallic one that got you to your destination. But the ARB Skydome Swag avoids those issues, well, most of them. It’s bigger than your usual bedroll, and has an inbuilt 75mm foam mattress. The materials are

waterproof so you’ll be dry too, the added size avoids claustrophobia and the flap-covered insect proof mesh improves air flow for those warmer nights. The structure also doesn’t need pegging down on flat surfaces. The rot- and mildew-proof canvas ensures it’ll last as long as your Landy and when it’s rolled up it only weighs 10 kilos.

So if you’re looking at how to get your swagger back around the campsite, head to the Britpart website to find your ARB Skydome: www.britpart.com

Ace Ventura Adventure is in the DNA of a Land Rover. But hospitality is not. Yes, they’re a great vehicle to get you across deserts and up and over mountains, but sleeping with your vehicle is going to require more than just a roll mat stretched out over that unforgiving rear floor.

That’s why there’s such a thriving aftermarket of roof tents for them, but in that group the Ventura Deluxe 1.4 stands alone as the roof tent that is as tough as your Land Rover.

It is indeed tough, but also light, durable, comfortable, versatile and simple to put up. Made of rip-stop canvas the tent is waterproof, breathable and UV-resistant – plus it’s been tested in winds up to 74mph.

A moisture-resistant 2” thick mattress will keep you and two others comfortable and dry. The kit comes with a waterproof cover, window hinges, a ladder and all the necessary fixings. With the Ventura 1.4 Deluxe strapped on your roof, you can sleep in comfort and peace of mind, wherever you’ve parked the Landy.

To order your Ventura tent or look at the rest of their range, head to the following website: venturarooftents.com

If The Boot Fits...

We have a lot in common with our other halves – obviously – but sadly, not too many women are as keen to sit in a poorly insulated, uncomfortable and cold old truck as it tries to drive intentionally over difficult terrain. Weirdos.

But, one way you could try and encourage that extra bit of company is to keep her little footsies warm. BOGS have got a couple of options of stylish, outdoorsy boots for women that’re sure to entice her away from a warm house on a wet weekend and into a damp and windy byway.

The Crandall Wool boots feature 3mm of waterproof insulation that’s effective down to -40 degrees; have a GlacialGrip outersole and rebound cushioning. And if they’re not to her liking, there are also the Amanda Plush boots, with a more conventional design and laces on the front and a faux-fur lining – both are fashionable and functional.

100% waterproof, their shock absorbing soles will remain comfort-

able even on the longest of lanes, and they’re insulated to -25 degrees.

Both are available in their own trio of colours, with the Crandall size range going from 4-8, and the Amandas from 4-9. At the end of the day, if shoes can’t get you out together in the Landy, what will?

To find the perfect slipper for your Cinderella, head over to the following website: bogsfootwear.co.uk. Now who said romance is dead...

36

Astwood 4x4 Ltd www.astwood4x4.co.uk

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A business that cares about your Landy and your needs.

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The Final Encore – Part Five

It’s getting rather frustrating in the world of Nicky Smith. The 110 is proving to be a stubborn project and Nicky is starting to question just how much rust can be found on a Land Rover...

I

had some hours to kill before work and found myself wandering around to the driveway. I noticed that I hadn’t yet refitted the front floor pans properly, so it was back to the shed to see if I had the nuts and bolts I needed.

I did, so I started drilling holes in the new footwells.

It turned out to be an easy job and quite enjoyable, too. It’s funny how something so simple can make you feel a whole lot better about the progress you’re making. I dug out what was left of my grey oxide primer and gave the floor pans a good coating – there was just enough left in the can.

I was tempted to strip down the front axles, replace the radius arms and rebuild them all before we move, but decided to keep an eye on the weather and decide later in the week.

Words and Pictures: Nicky Smith With the axle rebuild on the cards, I decided to follow a different path first, as I was sick of the radius arms just sat there every time I went into the shed.

The offside was first up for no reason other than there was more space that side of the driveway. There was plenty of rust, so I was expecting a bit of a fight getting the nuts and bolts undone, but they played ball. Then I had to remove the track rod end – which snapped off, obviously. Nonetheless it was all off shortly, and the new arm slotted straight into place and bolted up fine.

It then rolled around to the bank holiday before I had some time to spend on Pukka. Surprisingly for a bank holiday, the sun was shining in a clear blue sky.

The second radius arm was on the agenda, and because the first was an

Above: An easy job to get Nicky started involved putting the floor pans back in, before coating in grey oxide primer easy affair, this one obviously wasn’t.

There was grinding, banging and a few choice words, alongside lots of prying, until it finally fell free of the chassis.

Not one of the nuts and bolts wanted to come free of their thirty-year hold and we fought the whole way. Once it was off I could reach the very last bit of

chassis welding and with a big smile on my face it was finally completed!

As predicted, the second radius arm didn’t go into place easily. I had to jack it up and pry it just to get the bolts in place. Then the back rubber had to be trimmed by a couple of millimetres to get the nut in. It all tightened up without

Below: Proving not to be so straightforward was the task of replacing the radius arms. Elbow grease and aggressive encouragement eventually prevailed, though

a fuss and finally I could stand back and admire my handiwork.

I’d already removed the old steering arm with the help of a grinder so all I had to do now was measure up the new one to get the track rod ends in more or less the right place, and tighten up the clamps to fit the new part.

It started well, but when I came to slot the ends through the steering arm they wouldn’t go through! I lay there under the Land Rover feeling a little dazed, trying to figure out the issue.

Then I realised that I hadn’t removed the protective plastic cups that cover the track rod ends in storage. Like I said, I was tired and that’s the story I’m sticking with, okay? With the covers removed the new steering bar fitted nicely into place.

I double checked I’d not missed anything else and it was with a heavy heart that I packed my tools away for the last time before moving house. There

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Left: Following the radius arms, Nicky soldiered on towards the fitting of the new steering arm. It was all going so well, until he realised that removing the plastic protective cups on the track rod ends may aid his progress...

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Below: Pukka being delivered to his new home and arriving in the manner only a Land Rover could... wouldn’t be chance to do anything major beforehand, but I had done a lot more than I’d expected to before heading for pastures new – pastures with a car port!

The doors so far had been cheap and cheerful – buying parts as and when.

Luckily, I had plenty of time, having been knocked off my motorbike. I was very sore, but luckily nothing was broken, just severe bruising and lots of pain to be numbed with all the painkillers!

After doing some prep for the move, I decided that I should do a bit on the 110 in the early evening sunshine, so I dug out the door bits and pieces.

With them all in one place I laid out the smaller bits, so I wouldn’t end up in my usual position with something half together, whilst trying to reach the nut I need to stop it all falling apart that’s twenty feet away!

Let’s face it, Series-style doors are not hard to put together. You just put the rubber strip on top of the base then slot the window top through the holes and do up the nuts, bolts and washers. Less than ten minutes after I had started, the doors were put together – minus the glass on one side as it needs new runners.

Astwood 4x4 Ltd I’d bought nice shiny new lock and latch mechanisms and well… the locks were in the wrong place. I had no bolt straps to fit them either, and the latch was completely different to the doors that are fitted. The ‘cheap’ doors were going up in price!

I carried on with the doors whenever I was up to the task and it all came together much quicker than expected.

I’d caved in and bought the anti-burst locks along with striker plates. I set to removing the brand new – but wrong – locks and replaced them with the correct ones.

The next day saw me fitting new runners to the driver’s side door top, and one pane kept falling out and needed a few modifications before I took it on the road. New mirrors and door hinges were fitted in due course and it all looked rather good!

A friend dropped by with another new part. It was a big one – the 200Tdi engine. It was like Christmas morning!

He set it at the back of the garage until I fitted it, with an intercooler frame and old radiator for it too. Happy days!

The evening cooled off so I decided to tackle the passenger door and again

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Refurbishment/Restoration Specialist, Land Rover Servicing, MOTs, Mechanical, Diagnostics, SKYTAG Agent, Galvanized Chassis, Body Repair/Paint Shop Works Above Left: Having made the move to ‘pastures new’ and finding himself needing to take it a little easier, Nicky focused on assembling the doors. The one remained without glass until new runners could be sourced Above Right: New (and correct) lock mechanisms were eventually installed, these being the anti-burst variety

Right: That’s right, Pukka is going all Tdi (at some point)

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Above: Pukka enjoys the new drive space he has to play in. Nicky now has another reason to tinker with Pukka’s parts it all went rather well! A few more days pottering and bits were all starting to line up. I won’t worry about painting it before the MOT, as the focus will be on mechanical components and getting the old boy back on the road.

A few days later, after an afternoon in the sun with friends and with a belly full of food, I have to admit that I didn’t really feel like doing anything at all to the Land Rover. But the sun was still high in the sky, so I decided that at the very least I should strip down the brake assembly to the stub axle.

This should have been a quick job, but of course everything was rusted solid. With gentle persuasion from a breaker bar and a lump hammer it was soon in good order, though. As my recovery progressed I was making more headway on the brakes. Until I found the bolts on the calipers had rusted themselves round and out of grasp of any socket.

This was frustrating as I didn’t have a brake hose clamp in my array of tools.

With a sadness in my heart I put the front wheel back on and headed to the internet to buy one. The 110 sat once

again on the driveway looking all forlorn and lonely, desperate for me to spend time and money on it.

The sun was shining high in the sky, so I turned my attention to the rounded bolt on the brake caliper. Being a smart Alec, I’d bought myself some special sockets to make the job easier and with a great deal of confidence I set to removing that rusty nut. After an initial struggle trying to get the socket into place there was little room for the extension bar. I realised that I hadn’t turned the wheel to full lock, hence restricting my workspace. After calling myself a few choice names, I popped my super socket on expecting fantastic things.

I was mistaken.

All it did was chew up the rusty nut some more, but not to be defeated on this I went back to my disposable socket drawer for a much smaller one than the bolt – and a large hammer.

Several rather satisfying whacks later the socket was fitted snugly into place over the bolt with a couple of extension bars added for good measure.

I figured I was going to get only one shot on this rusty lump so I wanted as

much leverage as I could muster. After a welcome crack, the nut started to turn.

I knew I wouldn’t have the time to change the disc and pads then, but getting the nut out left me with a job I could do one morning later in the week.

I did replace all of the caliper bolts on both sides while I was under there, so I wouldn’t be faced with this problem again in the future.

After I’d replaced the bearings, discs and pads on one side the calipers looked a little shabby, so I picked up a new pair first thing in the morning. Back home I decided to tackle the driver’s side wheel first as I hadn’t touched it yet. When I whipped it off I was greeted with abundant rust. This motor must have been dropped into salt water at some point!

I was now a well-practised hand at stripping hubs and replacing wheel bearings, so that was done in next to no time. The caliper was next, so I put my useless brake hose clamp to use. That was done soon enough and the brake pipe itself was in good condition, too. A quick bit of copper grease to the back of the brake pads and the final result is

Below Left: Enjoying the versatility of his new car port, Nicky started stripping down the brakes with a view to giving them a much-needed overhaul Below Right: The stub axle revealed itself, along with copious amounts of rust. Cue the increase in difficulty

Astwood 4x4 Ltd www.astwood4x4.co.uk

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A business that cares about your Landy and your needs.

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Above Left: Turning the wheel to full lock will help spatially. 30 years of rust won’t...

Above Right: You can see how the bolts have rounded off on the caliper, making this one of the more awkward assemblies Nicky needed to change Below Right: It never fails to amaze when you’re assessing the knackered old parts that you’ve just taken off your vehicle.

Just remember to put the right unit back on all nice and shiny! Driver’s side done, I headed around to the passenger side and changed the caliper over.

After my happy day of changing the front brakes over, I decided that seeing as I had another free day I’d make some real headway on the 110 by changing the trailing arm bushes.

I thought it wouldn’t be a hard job, as I had a shiny new hydraulic press in the garage. It was about ten minutes after that thought I began to wish I’d not started.

The old bushes were completely shot and unsurprisingly it was covered in rust. Happily, the nuts and bolts came undone, this was mistaken for a good omen.

The grinder came out for the bolts that held the main bush to the chassis towards the front. With that, the whole arm came away with both of the old bushes still intact. Luckily, I kept the grinder out because I needed to cut off the front metal spacer here to remove the old bush. This was just the start of the hell lined up that morning.

I cleaned up the back end around the bush and confidently popped it into the hydraulic press. Soon enough I had it

www.alpine-restorations.co.uk wound up way past its maximum pressure and that happy little bush just sat there not moving a millimetre. I turned it over to rinse and repeat from the other side. No joy there either, so I dug out my drill and set to removing the rubber from the bush with that.

What a lovely smell burning rubber makes in a confined space. Fifteen minutes later it was out, so out came my hacksaw to cut through the outer metal bush before hammering it out of its comfy nest. A quick clean up after it was gone and the polybush was quickly in place.

Putting the whole thing back into place on the 110 was easy. It came with a sense of satisfaction that I had beat the bloody thing – I‘d won! Then I realised that there was still the other side to do!

The arms need a lick of paint, but that will come later. Now Pukka is sat facing the garage waiting for me to start the engine swap.

Things are about to get interesting.

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

Left: Never the type to do a job by half, Nicky sourced some new calipers to go with the fresh discs and pads Below: Trailing arm bushes were another task on the list to complete. It turns out you can be quite inventive with your methods when you’re left with little choice. Safe to say Nicky won’t want to repeat this job in a hurry!

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Astwood 4x4 Ltd www.astwood4x4.co.uk

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A business that cares about your Landy and your needs.

A company who understands what the Landy is all about.

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Syncro Shift Up a Gear: Part Four Words: Kim Sammon Pictures: 4x4med.nl, Anna Baxter & Journaldu4x4.com

T

It’s race day and Team Syncro Racing has made it to the start line – now they just need to bring it home!

ime’s up, let’s get ready to race! After months of working late nights and weekends, the guys at Team Syncro Racing (TSR) battled against the odds to be ready to compete in the Ultra4 Europe King of France race on the 18-20 May. Held at L’Aerodrome in La Ferte-Gaucher, about 55 miles east of Paris, the team managed to load up the race truck, spares and support vehicles and reach the event in time, even if there were a few technical difficulties along the way and the race truck itself still needed finishing prior to the night stage prologue qualifier.

Whilst Shabs and Marcus Williams (TSR co-driver for King of France) walked the course, the rest of team cracked on completing the remaining tasks to get the truck race-ready for the prologue.

‘It was quite unnerving to know that the first time the truck was going to be driven was on the qualifier!’ recalls Marcus with a wry smile.

Understandably, there was a hiccup or two during the qualifier, but that was due to navigational errors and misread turn left TSR hanging in the balance over a deep water section.

‘It was a very steep learning curve straight from the start line, so to speak.

We are all racing novices on this journey, including me in driving seat!’ states Shabs.

The next day the sun shone brightly for the first of three heats. Split into 45-minute race heats, the drivers would battle around the short course, tackling gnarly rocky sections, steep slopes, muddy forest trails and a long narrow fast straight. Starting at the back of the pack TSR hit another early hurdle, resulting in the truck being put on its side.

However, before long Shabs – and the truck – started to find their feet and rack up the laps. The truck was performing well and the Maxxis Trepadors made light work of the rock sections.

With the final heats of that day completed, the beautiful French sunset didn’t signify time to relax, with spirits high over the day’s achievements the team were busy fixing minor issues they had with the fuelling and electrics into the early hours of the morning.

The final day of racing on the Sunday was split into two heats. All was going well in the first heat until, near the end, the radiator on the TSR truck

Astwood 4x4 Ltd www.astwood4x4.co.uk

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became loose from its mounting points and risked falling from the truck. With steam bellowing out the back, the guys were forced to stop.

‘It was such a shame as we were on our fifth lap, but as we didn’t make it over the finish line for the heat we lost those laps,’ explains Shabs. ‘In hindsight, we should have limped on to take it through the chequered flag so all the laps we did would have counted.’

Back at the pits, the team frantically raced around to assess the damage.

The beautifully engineered AlliSport radiator had unfortunately gained a large hole from where it had bashed against the mounts. The team took quick action and attempted an ‘in the field’ fix, armed with pliers, lots of silicon and a copper mallet!

‘What I love about Ultra4 is it is such a team event with everyone so keen to help each other,’ describes Kim Sammons, TSR member. Mike, Scott and Danny, who were supporting Drew Wright of Yeti Racing, came running over to lend a much-needed hand.

Knowing that the temporary fix would take longer than they first thought, they were still allowed to join the race at any point after the green flag in the final heat.

‘Surprisingly the radiator appeared to be holding water, so we were keen to see them back out on the track for the final heat,’ says Colin Wickham, TSR member.

Eagerly waiting at the spectator’s hill, the pit crew could hear chatter on the radios… ‘Number 1223 Team Syncro Racing is out of the race.’

Strangely enough, it wasn’t the radiator which sealed the deal, but the transfer box hi-lo lever, which snapped off in Shabs’ hand.

‘I may have been a bit rough with the lever and was gutted when it came off in my hand as I knew that we wouldn’t be able to continue onto the rock sections without being able to slot it into low gear,’ rues Shabs. ‘Whilst it was a shame not to finish the final heat we were all really pleased with

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our efforts and achievements over the weekend.’ And so they should be.

A podium finish was always going to be a tall order for TSR on their first ever event, but the final sixth place out of seven in the Legends Class was a welcome result. The overall results were close too, with only three points being between fourth, fifth and sixth positions, so those un-scored laps could have really helped TSR creep up the rankings.

After France, the King of Britain event quickly loomed and TSR’s attention switched to getting ready for the next Ultra4 race, this time being staged at Kirton Off Road Centre in Gainsborough over 22-24 June.

Join us next time for the newest instalment to see if they can improve upon their sixth position at the next Ultra4 race, King of Britain and follow Team Syncro Racing on their adventure.

You can also follow Team Syncro Racing on Facebook, search TSR @ TeamSyncroRacing

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The Landy Buyer

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

Discovery 3: Worth the Risk?

W

hilst checking the market prices this month, we stumbled across a very tempting Discovery 3. Cue the groans.

Anyone who knows about the Discovery 3 will know that it has more than a few issues. The air suspension... the electronic parking brake... corrosion issues... (bet you thought you were safe from that one!). It’s not a vehicle you’d ever class as being cheap to maintain.

However, with prices for the Discoverys being so low in the first place, is it now worth taking a gamble?

The example we spotted was up at £4,195. Already an enticing figure when

you consider how much car you’re getting. However, when you delve further and learn that it has done 137,000 miles; has full service history and both the parking brake and timing belt serviced and replaced, respectively, then your cogs start to turn.

The model in question was a manual version, rather than an auto – but you can’t have everything!

Owning a Discovery 3 is certainly not without risk. But like any expensive vehicle, they depreciate and become more attainable. And if you keep your wits about you and remedy some of the typical D3 woes before they can strike, you’ll hold the keys to one fine vehicle.

Insure your Disco 3 with Adrian Flux from as little as £290

* Based on 40-year-old driver, comprehensive cover, 10,000 annual mileage, with green lane and off-road cover, no claims or convictions and £200 excess

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

The Series III wasn’t too dissimilar

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

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

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

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

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

To mimic the civvy Series machines,

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

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

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

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

These vehicles offer substantial

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

2.25 4cyl petrol engine.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

That said, if you own one and it’s in

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

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

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

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

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

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

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

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

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

£3700-£20000 Versions: 2.2 4cyl turbo-diesel, available in two- or four-wheel drive, 3.2 V6 petrol (‘07-’09).

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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£1200-£9000 Versions: 4.0 V8 petrol, 4.6 V8 petrol, 2.5 6cyl turbo-diesel.

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

Cons: Electrics. Nuff said

£3800-£33000 Versions: 3.0 Td6 (‘02-’06), 4.4 V8 petrol (‘02-’07), 3.6 TDV8 (‘06-’10), 4.4 TDV8 (‘10-’12), 4.2 supercharged V8 petrol (‘05-’09), 5.0 supercharged V8 petrol (‘09-’12).

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

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

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

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

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

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

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

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

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

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

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

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

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

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

But no one can knock the Sport for its

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

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

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

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

It’s actually still a capable thing

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

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

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

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

It has greater off-road ability than the

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Blessed with the same wonderful

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

most capable Land Rover currently on sale today.

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

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

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

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

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

Land Rover is now churning out

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

www.island-4x4.co.uk

Full workshop facilities, including MOTs and spare parts

ALL 4X4S CATERED FOR!

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

West England

Online Land Rover Part Specialists Offering Worldwide Mail Order

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

sales@island-4x4.co.uk

LRS Engineering Loony about Landys!

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

www.lrsengineering.co.uk 01787 469553

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

36 years of 4x4 servicing

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

Droitwich Road, Martin Hussingtree, Worcester, WR3 8TE

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

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

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

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

APB Trading

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

01299 250174 • www.apbtrading.co.uk

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

East England Hobson Industries Ltd

TRAINING | EVENTS | EXPERIENCE DAYS | VEHICLE FAMILIARISATION

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

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

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

Asset Managed Parts. Saving Energy & Natural Resources

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

North East England

Quality used 4x4 diesels from a family run business.

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

www.tandtmotors.co.uk T: 07711 065953

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

MPB 4x4

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

Land Rover Defender 90 2.5 TDi County Station Wagon - 3DR - 300TDi £6,995

T: 07711 065953

www.tandtmotors.co.uk

STOCKIST DIRECTORY

South West England

North West England

North West cont.

GREEN BROS LAND ROVER

Worldwide LR

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

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

www.worldwidelr.co.uk

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

enquiries@worldwidelr.co.uk • 01704 567114

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

North West cont.

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

www.ca4x4.co.uk

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

Steve Parkers Ltd

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

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

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• • • •

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

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

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

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

The essential annual for Land Rover owners and enthusiasts

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

Land Rover

YEARBOOK 10

£7.99

the year’s pages of cts for u ro best p d over dR your Lan

What’s stopping you?

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

PART OF THE FAMILY

One-owner 109 lovingly restored after 35 years of service

Evoque Convertible

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

One great Land Rover after another inside

EXPEDITION OR COMPETITION

A Discovery built for both

The essential annual for Land Rover owners and enthusiasts

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

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

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

50

Land Rover Defender 110 2.5 TDi County - 5DR - Exportable £6,895

www.tandtmotors.co.uk

T: 07711 065953

USED LAND ROVERS FOR SALE Series I

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

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

07866 763635 04/18

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

Engine rebuilt (new clutch).

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

Resprayed. £28000. Norfolk.

07901 750403 08/18

Series IIA 88” 2.5 Tdi (1969).

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

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

Series II 88” Soft Top (1960).

Galvanised chassis, 200Tdi engine, resprayed body, Syncro slickshift, Wright Off-Road Acoustic Mat System, tax exempt. £8000. Mid Wales.

07580 394885 11/17

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

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

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

2.25 petrol. Tax exempt (MOT exempt from May). New carb, alternator, HT leads and electronic ignition. £8900. Tadley, Hants.

07881 913711 01/18

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

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

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

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

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

Series IIA 88”. Bought as project, no time to start it.

Needs new gearbox. Ideal resto.

Body in good condition. Tax exempt. Great potential. £3000.

Keighley near Bradford, West Y’shire. 07455 050240 08/17

Series IIA 109” LWB Pick Up (1969). 8,300 miles. 2.25 diesel.

Features a Fairey overdrive and working Harvey Frost crane and winch. £10500. Bishop Auckland, County Durham. 07508 768089 07/18

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

Diesel. £1500. Mayfield, Staffs.

07956 980567 07/18

Series III 109” named ‘Gurty’.

Tax and MOT exempt. 2.6-litre straight-six. Starts and drives great. Everything works. Chassis good. Lots of paperwork. Bulkhead repaired. £3000. Bristol.

07544 450170 08/18

Series III 88” 3.5 V8 (1980).

MOT Nov ‘18. Twin SUs, LPG, Chassis, bulkhead repaired. New springs, HD drive shaft, hub seals, starter, sports coil. £2500.

Huddersfield, West Yorks.

07765 495196 08/18

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

Fairey overdrive. Solid bulkhead.

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

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

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

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

Series I 80” V8 Trialer (1951).

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

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

Series IIA SW (1972).

2.25 diesel.

Starts, runs and drives.

MOT’d. Solid old Landy. £4250.

Conwy, North Wales.

07957 191484 06/18

Series IIA 109” Camper (1969).

MOT Aug ‘18. 200Tdi, overdrive.

Chassis good, new x-member.

Galv bulkhead. Sink with running water, fridge, night heater, gas hob, toilet. £4500. Newcastle. 07973 872620 08/18

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

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

Series III 88” Pick-Up (1982).

110,457 miles. MOT May ‘19.

2.25 petrol, LPG. Original engine, galv chassis, ACR head, Weber carb, RR diffs, lots of new parts. £6500 ono. Wirral. 07803 337412 (Text only) 08/18

Series III 109” Pick-Up (1979).

2.6 6cyl petrol. 87,000 miles.

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

Series III 88” Pick-Up (1981).

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

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

Series III 88” 2.25 Petrol (1976).

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

07860 683794 06/18

Series III 109” Hard Top (1981). 46,898 miles. MOT May ‘18. Rebuilt bulkhead, lots of new parts. Iveco 2.5 diesel.

Resprayed. Good chassis, no welding. £5000 ono. Plymouth, Devon. 07790 910283 09/17

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

Chassis, bulkhead excellent.

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

07833 684472 10/17

LR 101 Forward Control.

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

Chassis sound. £12500. Southampton 02380 860843 – Evenings

Series II/IIA

Series III

FOR SALE

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

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

07399 750570 04/18

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

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06/18

90

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

Land Rover Defender 110 2.5 TDi County - 3DR - Full MOT £6,495

www.tandtmotors.co.uk

T: 07711 065953

Hot Picks 06/18

Defender 90 Td5 SW (1999).

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

Kent. 07799 602410 06/18

Defender 90 300Tdi (1997).

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

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

Wolverhampton, West Mids.

07796 666690 05/18

Defender 90 2.4 TDCi (2010).

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

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

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

Cornwall. 07855 185059 01/18

Land Rover 90 CSW (1986).

147,600 miles. MOT April ‘18.

Chassis, bulkhead in VGC. Engine and gearbox good. Clean and tidy vehicle. Tow bar. £6950.

Shrewsbury, Shropshire. 07800 819052 09/17

Defender 90 300Tdi (1995).

Increasingly rare. Professionally renovated. Galvanised chassis, grey vinyl interior, waxoyled, LEDs. Recent MOT. £15500.

Bewdley, Worcestershire.

01299 841144 04/18

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

Chassis stripped, treat with Buzzweld. Brembo brakes.

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

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

Tywyn Gwynedd, West Wales.

01654 710777 07831 362086

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

07803 359482 10/17

Defender 90 300Tdi (1993).

128,000 miles. MOT May ‘18.

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

Billingshurst, West Sussex.

07788 463500 05/18

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

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

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

01706 872182 Trade

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

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

07864 312691 12/17

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

Defender 90 300Tdi (1998).

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

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

01706 872182 Trade

Defender 90 300Tdi (1997).

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

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

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

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

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

07817 006297 06/18

Defender Td5 CSW (2006). 49,900 miles. 12 months’ MOT. FSH. Ruskin Inside interior. Chassis treated with Buzzweld CIO. Also received Krown rustproofing. Masai steps. Cooper AT3s.

Previously featured in The Landy. £23,950. Newport, Shropshire. 07970 117228 08/18

08/18

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

51

52

Land Rover Defender 90 2.5TDi County - Full Galvanised Chassis - £6,895

www.tandtmotors.co.uk

T: 07711 065953

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

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

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

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

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

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

Discovery 3 XS. 58,000 miles.

FSH. One owner. Alpine roof.

Nearly new Range Rover wheels and tyres. Exceptional condition. £9875 ono.

Dorset.

07966 511493 08/18

Defender 110 Td5 DC Spectre Project (2002). 124,000 miles.

Puma bonnet, Mach 5 rims, 33” tyres, lifted, wider arches, Superwinch. Good engine. Long MOT. £9000. Basingstoke, Hants.

07479 210200 12/17

Defender 110 Td5 Hard Top (2003). 174,500 miles. MOT March ‘18. Solid chassis, body.

New thermostat, prop UJ, headlight relay, indicator stalk. Few marks. £5000 ono. Bedford.

07917 827755 04/18

Defender 110 Cummins 5.9 (2003). 167,800 miles. MOT Jan ‘19. Refurb’d VE pump, HX35W, 180hp injectors, AlliSport int’cooler. ZF S5-42 g’box. £23700. London. 07772 353321 04/18

Discovery 2 Td5 (1998).

142,000 miles. MOT April ‘18.

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

Discovery 2 Td5 Auto (2000).

178,000 miles. MOT Sept ‘18.

Roof rack needs replacing.

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

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

Defender 110 200Tdi Exportable (1993). 171,000 miles.

MOT Nov ‘18. Just serviced with new cambelt. Tow bar, bull bar.

Side steps. £7295. Available from T&T Motors, Wakefield.

07711 065953 Trade

Discovery 2 Td5 (2000).

114,000 miles. MOT Oct ‘18.

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

Discovery 2 Td5 (2002).

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

Five seats. Solid underneath.

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

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

Manual. Minor front damage.

Vehicle in Italy past 10 years.

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

Defender 110 300Tdi (1995).

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

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

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

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

Discovery 2 4.0 V8 ES Auto (1999). 92,464 miles. MoT Aug ‘17. Work done: new springs, brakes, shocks, fuel pump, HT leads, spark plugs, heater and lots more. £2700 ono. Birmingham. 07548 676160 09/17

Discovery 2 Td5 Pursuit (2004). 130,900 miles. MOT Oct ‘18. Five seats. Manual. New clutch recently fitted. £3495.

Available from T&T Motors, Wakefield. 07711 065953 Trade

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

Cirencester, Gloucestershire.

07796 264004 02/18

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

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

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

07543 008508 02/18

Discovery 2 Td5 Auto (2003).

155,600 miles. MOT Aug ‘18.

Seven seats. A/C needs recharge.

Central locking, immobiliser.

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

Discovery 2 Td5 (2000).

177,000 miles. MOT Nov ‘18.

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

Range Rover P38 DHSE (2000).

136,000 miles. MOT May ‘19. Auto. Rear TVs/DVD/PS2.

Everything works inc. air susp.

Cream leather, electric seats. £2495 ono. Derbyshire. 07724 674653 07/18

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

07712 594591 11/17

Defender 110 Td5 SW (2005).

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

Discovery 1 300Tdi (1998).

142,000 miles. MOT June ‘18.

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

07891 430624 10/17

Discovery 3 TDV6 SE (2005).

170,000 miles. FSH. Full heated, electric and leather seats. Cruise control. Sat-nav. Two keys. New clutch. Tow ball. Three nearly new tyres. £5500. Ripon, North Yorks. 07852 906114 04/18

RR Classic (1982). 57,000 miles.

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

New shocks, exhaust. £15000.

Godalming, Surrey. 07867 412893 04/18

110

Series IIA 88” (1962). 2.25 petrol fully restored on new chassis. Rebuilt axles, engine and g’box. Resprayed. Nut and bolt resto with stainless parts. £POA. Notts. 07791 461223 08/18

Discovery

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

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

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

Range Rover

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

Registered To Land Rover Online Service System

QUADZILLA UTV & ATV Dealers

Land Rover Defender 110 2.5TD5 County - 5DR - £9,495

www.tandtmotors.co.uk

RR P38 2.5 DSE (1996).

200,000 miles. MoT Sept ‘17.

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

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

RR P38 4.6 V8 Autobiography (1996). 192,000 miles. MOT March ‘19. LPG. Roof lining sagging. Electric leather seats. 20” alloys. Aluminium plating under bonnet. £2300. Bridgnorth, Shrops. 07455 893332 05/18

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

07703 617001 12/17

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

RR Classic 300Tdi Vogue S (1992). 163,000 miles. MOT Aug ‘18. Auto. Recon’d engine. New alternator. Brooklands bodykit.

Floor replaced, rear arches welded. £6250. Keston, Kent.

07745 034137 03/18

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

MOT Sept ‘17. One of 200. Auto.

Three owners. New camshaft, water pump. Cosmetic areas resprayed. £9885. Ware, Herts.

07780 000678 09/17

T: 07711 065953

List your Landy for FREE! Email one picture and details to:

53

michael.trott@

assignment-media.co.uk

Freelander 2 TD4 HSE (2007).

64,000 miles. MOT Nov ‘18.

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

Miscellaneous

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

01548 521278

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

01505 682187

07/18

07/18

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

Range Rover Sport 2.7 TDV6 Stormer (2006). 112,000 miles.

MOT Dec ‘18. Full service history.

Bentley quilted leather. £7895.

Available from T&T Motors, Wakefield. 07711 065953 Trade

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

07931 655911 05/18

Range Rover 3.9 EFI Buggy Automatic. Terrafirma suspension. Road legal, all-singing, all-dancing winch. Call for details: 07738 614185. £6495 ono. Basingstoke, Hampshire. 07/18

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

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

Exchange Trials Land Rover for old Jeep.

Or happy to purchase outright.

Please call Robert U’Ren: 01548 521278 Devon.

07/18

07/18

Defender 90 ‘98R’ 175K miles. Alli + BFG Tyres.

Repainted. Good runner. £6495.

Defender 110 TDI 91J 200TDI only 63,000 miles. Good order. £4995.

Hot Picks RR Classic 3.9 V8 SE (1995).

146,000 miles. FSH. Brooklands body from factory. LR directors car originally. Vehicle in Italy past 13 years. Best offers.

07432 674243. tomhardingdesign@gmail.com 12/17

RR P38 Pre-Production 2.5 DSE (1994). 147,000 miles. Manual.

Part service history. Original handbooks and pre-pro features.

Repainted, new headlining. £9750 ono. Wednesbury, West Mids. 07831 582983 02/18

RR P38 4.6 V8 Vogue SE (2001). 120,000 miles. MoT Sept ‘17. Cream leather, high gloss black cappings. Integrated sat-nav. LPG. New tyres, battery and air susp’. £3450. Gloucester.

07467 244563 10/17

Land Rover Defender 90 300TDI 96N 14.5K Miles. Very nice. £5495.

Freelander

Freelander 1 TD4 (1999).

76,000 miles. MOT Feb ‘19. Full service history. Major service just done. Excellent condition inside and out. £1495. Brighton, East Sussex. 07583 915352 05/18

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

Defender 110 300Tdi (1994). MOT March ‘19. FSH. Nine seats, service book and receipts, recent cambelt and clutch. £6295. Available from T&T Motors, Wakefield. 07711 065953 Trade

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

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

54

Land Rover Defender 110 2.5TDi County - 5DR - 200TDi - £7,695

Call us NOW 01604 402403

www.tandtmotors.co.uk

DON’T GET LEFT BEHIND

Calendar

Off-Road Playdays

1 July Muddy Bottom Minstead, Hampshire Picadilly Wood Bolney,West Sussex Whaddon 4x4 Milton Keynes, Buckinghamshire

8 July

Established 1985

TRUST

Tong, Bradford

Slindon Safari Fontwell,West Sussex

15 July Explore Off Road Silverdale, Stoke-on-Trent Hilll N Ditch Mouldsworth, Cheshire

Frickley, South Yorkshire

12 August

Protrax

4x4 Without a Club

Yarwell, Northamptonshire

Harbour Hill,West Berkshire

Slindon Safari

Essex, Rochford and District 4x4 Club

Fontwell,West Sussex

28 July Kirton Off Road Centre Kirton Lindsey, North Lincs

29 July Cowm Leisure Whitworth, Lancashire

Rayleigh, Essex Hilll N Ditch Mouldsworth, Cheshire

Slindon Safari Fontwell,West Sussex Whaddon 4x4 Milton Keynes, Buckinghamshire

14 July

4 August

Trailmasters Yorkshire

Trails and Tracks North York Moors

UK Landrover Events Tynedale

1 July

4x4 Adventure Tours South Wales Compass Adventures Yorkshire/Lake District

8 July

(+33) 01.34.67.76.85

Tong, Bradford

30 June – 1 July

7-8 July

LAND SERVICE / 2 rue de l’école / 95420 OMERVILLE

Minstead, Hampshire

Green Lane Convoy Events

UK Landrover Events Dales and Eden

www.land-service.com

Frickley, South Yorkshire

Frickley 4x4

7 July

For France only

Frickley 4x4

Frickley 4x4

UK Landrover Events Lincoln and Belvoir

DELIVERY

21 July

5 August

Picadilly Wood Bolney,West Sussex

Parkwood 4x4

A huge stock over 2 800 m 2

Whaddon 4x4 Milton Keynes, Buckinghamshire

Whaddon 4x4 Milton Keynes, Buckinghamshire

Burnham Off Roaders Tring, Hertfordshire

Rayleigh, Essex

LAND ROVER trip in France ?

East Grinstead,West Sussex

Barton-le-Clay, Bedfordshire

Essex, Rochford and District 4x4 Club

T-800 The Starter Pack CB Radio

Mud Monsters

Kirton Off Road Centre Kirton Lindsey, North Lincs

Parkwood 4x4

Frickley, South Yorkshire

CB RADIOS £54.99

Minstead, Hampshire

22 July

Devil’s Pit

From

Muddy Bottom

Muddy Bottom

Harbour Hill,West Berkshire

www.THUNDERPOLE.co.uk

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

Burnham Off Roaders Tring, Hertfordshire

4x4 Without a Club

For the complete range of ALL CB Radios & Accessories visit

T: 07711 065953

Protrax East Midlands

10-12 July UK Landrover Events Coast to Coast

15 July UK Landrover Events Durham Dales

21 July Ardent Adventures Yorkshire Dales

21-22 July 4x4 Adventure Tours Yorkshire Protrax Wales

22 July Protrax East Midlands

28-29 July Trailmasters Wales

5 August Protrax East Midlands UK Landrover Events North York Moors

11-12 August UK Landrover Events Wiltshire

14-16 August UK Landrover Events Coast to Coast

18 August Trails and Tracks Yorkshire

18-19 August Protrax Wales

From the publishers of

Now the UK’s ONLY off-road and 4-wheel drive magazine FEATURES INCLUDE Expedition stories & travel advice In-depth 4x4 product reviews New vehicle news Used buyers’ guides Modified vehicle profiles Green lane route guides Workshop and project vehicles Club and event coverage

Buy it for £4.50 From WHSmith, Sainsbury’s and all large newsagents or online at www.toronline.co.uk, or subscribe and save up to 40%

www.totaloffroad.co.uk | www.4x4i.com

DA6634

Defender Wheels Available in 16” & 18”

LR025862

LR025862MNH

DA6548 DA6635

DA6549

> ET20 > Load 1,000kg > JWL tested > Defender PCD > Standard wheel nuts > Fit Defenders 1994 onwards Special Edition Style Black gloss with diamond cut finish DA6634 NEW 16” x 7 DA6635 NEW 18” x 8 Sawtooth Style LR025862 16” x 7 LR025862MNH 16” x 7 DA6548 18” x 8 DA6549 18” x 8

Black Silver Black Silver