The Landy - August 2020

Page 18: A heavy-duty winch bumper for a Discovery 2 turns out to be a gift that keeps on giving

LANDY

AUGUST 2020

THE

ISSUE 78

ISSN 2056-6778 • Assignment Media Ltd

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When you’re restoring an early 90, the temptation can be to add some modifications for good measure.

But sometimes, a vehicle deserves to be kept to its original specification.

That’s what Hereford 4x4 did when they came by this very early 2.5 diesel.

The finished vehicle looks like new – but is still every inch a classic Land Rover.

Full story: Page 12

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05/02/2020 15:19

Range Rover marks half-century with Fifty limited-edition

H

alf a century has passed since Land Rover unleashed the Range Rover on an unsuspecting world. The original premium SUV was launched on 17 June 1970 – not that anyone knew it was a premium SUV at the time, of course, but turns out that’s exactly what it was.

Back then, the Mk1 Rangey was a posh but practical off-road wagon with an interior you could hose out. It might have had a lord-of-the-manor image from the word go, but it was just as down-to-earth as the Series IIA Land Rover was still selling at the time.

Incredibly, the Rangey is still only in its fourth generation. But few vehicles can have evolved as far in their time.

Today it’s still a mi hty ro osition off road – but the levels of luxury and high-tech equipment it comes with are unrecognisable in comparison. n the sub ect of luxury and hi h tech engineering, Land Rover has plenty of previous for celebrating milestones with special limited-edition models. nd sure enou h what you’re

looking at here is the Range Rover Fifty – an ultra high-speccer of which a total of exam les et it will be available worldwide.

Based on the already sumptuous Autobiography model, the Fifty is available in standard and long-wheelbase form and can be specced with either of two unique designs of 22” alloy wheel.

Depending on the market, it will be offered with a choice of petrol, diesel and P400e plug-in hybrid powertrains. earance wise it’s admirably subtle. The vehicle features a number of exterior trim hi hli hts in uric tlas or black’ to use a word which will clearly never catch on and there’s a s ecial ifty’ bad e in a scri t created for the vehicle by Land Rover’s desi n boss Gerry McGovern.

If you want to make one of these vehicles stand out in a crowd, Land Rover is offering the Fifty in three Heritage solid paint colours: Tuscan Blue, Bahama Gold and Davos White. These will only be available in extremely limited numbers’ so bid

high or face a lifetime of slumming it in Carpathian Grey, Rosello Red, Aruba silver or Santorini Black.

Land Rover hasn’t yet iven any indication of what one of these bad boys is oin to cost you. ufficient we’d ex ect that if you have to ask you can’t afford it. hat started as a genteel workhorse for lords of the manor has, after all, become a globally recognised status symbol. hat will the next fifty years hold t’s hard to ima ine what the Ran e Rover Hundred will look like when it’s launched on 17 June 2070. ut we’ll take a wild unt and say it won’t have a hose out interior.

3

4

New normal for Land Rover as Solihull resumes production

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and Rover has completed its first Ran e Rover followin the reopening of its Solihull manufacturing plant. The vehicle, which was built under the com any’s new social distancing regime, coincides with the resumption of production at its facilities in Austria and Slovakia, as well as at the Ingenium Engine Manufacturing Centre in Wolverhampton.

Safety measures put in place to protect all staff include temperature checks with thermal cameras, a two-metre distance between people wherever possible, personal protective equipment where that is not the case, enhanced cleaning and one-way systems on the factory oor.

Jaguar Land Rover has also offered every employee a reusable face visor – these were made by the company itself. learly the health safety and wellbeing of the Jaguar Land Rover family is our rimary concern ’ says hief edical fficer r teve ley.

ur measures are based on exten sive medical and operational review, including lessons learned from our teams in hina and lovakia.’ LR’s joint-venture plant in Changshu, China, has been operational since the middle of February as vehicle sales recover and customers return to showrooms.

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VOLUNTEERS FROM the Green Lane Association have been hard at work in response to a request Wiltshire 12 monthfrom Unlimited ouncil to clear an unclassified county Mileage Warranty road in the east of the county.

The lane, which had become so overgrown as to be impassable, was initially ailed back by the landowner from an ad acent field allowin a team of GLASS members to go to work with their hand tools.

The project was delayed at one point by inclement weather, but working

over a series of weekends the GLASS team rovided a fine demonstration of how much a handful of volunteers can achieve. By lunchtime on the second day, the lane was ready for an initial drive-through.

This is now a very reen lane with good connections to many others in the local area ’ says L iltshire Re ohn Li iatt. t has a int surface beneath the years of leaf mulch – so lease drive carefully and ’m sure we’ll all be en oyin it for years to come.’

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6

ibson s ab

Time to stop thinking about blue trees…

Rather than protesting the new Defender’s off-road bona fides too much, our columnist reckons Land Rover should own its status as a lifestyle wagon Words: Tim Gibson Am I the only one being bombarded with videos extollin the hardcore virtues of the new efender uess it’s somethin to do with how internet cookies work. If you spend your days browsing the websites of pick-up manufacturers and outdoor clothing suppliers, a robot employed by Land Rover’s marketin de artment assumes you need persuading of the new vehicle’s off road credentials.

So my social media feeds are full of videos in which the Defender does something heroic like towing a horsebox across a muddy lain or carryin hay bales to a remote rural location.

The videos usually begin with a screenshot of a below-the-line com-

ment from a new Defender naysayer: somethin like h but it’ll be rubbish off road or es but can it cart 2 dead bad ers off a cottish hillside The idea being, of course, to prove the detractors wrong. ut here’s the trouble with that strat egy: it just fuels their outrage. It goads them to shout all the louder about Land Rover’s betrayal of its herita e of hon est hard-working people who rely on the Defender to do their honest hard work.

Far from dissipating the negativity surrounding the new vehicle among a certain cohort of green oval enthusiasts, it’s actually drawin attention to the efender’s erceived weaknesses. t’s the first rule of R tell someone not to think of a blue tree and they think of nothing but a blue tree. So when the

country’s foremost manufacturer of off road vehicles desperately tries to prove that the re lacement for its iconic a ship working vehicle really is great for work, honest, the audience immediately assumes the contrary. The car maker doth protest too much.

Why not just own the new Defender’s ima e as a lifestyle wa on aimed at wealthy poseurs who want to give the impression that they spend their weekends clambering over mountains or sleeping in hollowed-out camel cadavers Towards the end of its run that’s retty much what the last e fender was: it was certainly too pricey for the likes of you or me to consider owning one.

The new Defender picks up where the old one left off. don’t doubt that

Land Rover is right: it really will be fantastic off road. ut if we’re honest does anyone care f you want a ru ged machine to use on the farm or in a uarry chances are you’ll head to your local su u dealer and buy a ax. ut if you’re dunno a successful lawyer who wants to look fabulous

when dro in the kids at li ’n’ limb fill your boots. f only there were a video on Facebook showing just how great the Defender is at that task, perhaps with a pile of coiled climbing ropes effortlessly contained in its capacious boot. Then you’d almost certainly be persuaded to get one ordered, quick.

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TIM FRY LANDROVERS KING ALFRED WAY | BATTLEDOWN CHELTENHAM | GL52 6QP

7

In praise of keeping it original…

I

stumbled into Land Rovers from the off-roading side of the hobby.

Back in 1994, I had been working as Deputy Editor of Off-Road and 4 Wheel Drive magazine for a year or so when the ublishers asked me if ’d like to become Editor of Land Rover World.

I knew precious little about… well, anythin to be honest. certainly didn’t understand the breadth and depth of the Landy scene, and I remember having a stand u ar ument in the office with one of my colleagues about whether the magazine was about off-roading or classic cars. mbarrassin ly wasn’t capable of understanding that it was about both, and a lot more besides.

One consequence of this was that when it came to what you do with old Land Rovers, I was very much of the opinion that you should basically treat them as something to be turned into an off-roader, full stop. This was an era when people were still taking a classic Range Rover and an 80” Series I and chopping them both up to create a trials motor, which would be absolutely unthinkable now and maybe that’s why didn’t et the value of kee in a ood old truck original.

Whatever, when I think of the sort of butchery we used to get up to back then, I shudder. As does everyone who wishes they hadn’t cut u that Li htwei ht or bobtailed that two-door Range Rover, I suppose, but you live and learn.

And if you want to learn something, take a look at the 90 on our front cover this month. When the guys at Hereford 4x4 set out to restore it they decided not to turn it into somethin it wasn’t. ecifically they left its 2.5 naturally aspirated diesel engine in place – something so few people did back in the day, and which you might struggle to do even now.

It might be slow, noisy and rattly, but the old airhead is starting to gather ace as a classic in its own ri ht. That’s somethin ’d never have thou ht ’d see ha en – but it’s erfectly suited to an early 90, and that makes it very valid indeed in today’s Land Rover scene.

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

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Green road in Crychan Forest may reopen

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CARMARTHENSHIRE COUNTY ’ rights of way team is investigating the status of a historical green lane through the western part of Crychan Forest. The route was used by vehicles over a long period of time up until the spring of 2008 – when the orestry ommission ow atural Resources ales laced boulders on it.

Andrew Hadley, Carmarthenshire rep for the Green Lane Association, takes u the story The reason iven at the time was to sto 4x4s and motorbikes from entering the forest via this route and using the other tracks in the area.

Local users discussed the closure of the route with the forest manager at the time and it was agreed that if evidence could be obtained showing it as vehicular, the boulders would be removed.

Research was duly carried out and it was discovered that the route appeared on a number of old maps. Along with this the efinitive tatements for the four footpaths that join the route are described as going from County Road to County Road.

With this evidence in hand, the group went back to the Forestry Commission – which erha s not ex ectin such a robustly backed response, decided that instead of reopening the route it should pass the matter on to Carmarthenshire ounty ouncil askin it to confirm if the route carried vehicular rights.

To date ’ says ndrew armarthenshire County Council have not confirmed this as it does not a ear in any of their current highways records. However there has recently been a change of mana ement both within atural Resources Wales and Carmarthenshire County Council, and they are now willin to review the route once a ain.’

The authority has asked for user evidence in support of previous use of the lane. If you used it prior to 2008 and especially if you have evidence to rove it such as hoto ra hs or social media osts lease contact ndrew at Carmarthenshire.rep@glass-uk.org and ask for a copy of the user evidence form that the council has provided.

9

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THE LANDY IS PUBLISHED ON 27 JULY

You can pick up your copy of our September 2020 issue from selected newsagents and Britpart dealers – or read it online at www.thelandy.co.uk 01283 553243 • enquiries@assignment-media.co.uk • www.thelandy.co.uk • www.facebook.com/thelandyuk Group Editor Alan Kidd Contributors George Dove, Tim Gibson, Barrie Dunbar, Jannis Drew, Dan Fenn, Henry Gibson, Harry Ham, Kazioyoshi Sasazaki Photographers teve Taylor ichelle Thruxton Vic Peel, Richard Hair Advertising Sales Manager Colin Ashworth Tel: 01283 553244

Group Advertising Manager Ian Argent Tel: 01283 553242 Publisher Sarah Kidd ail sarah.kidd@ assignment-media.co.uk

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

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Britpart dealer can be found at www. britpart.com Wholesale copies distributed by Marketforce.

Where a photo credit includes the note the ima e is made available under that Creative Commons licence. Details are available at www. creativecommons.org The Landy is published by Assignment Media Ltd, Repton House, Bretby Business Park, Ashby Road, Bretby DE15 0YZ © 2020 Assignment Media Ltd

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10

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

Issue 78: August 2020

News

Products

Vehicles

Adventure

Workshop

Buyers

In Gear

The very latest gear you need for your Land Rover

Brightest Heavy-duty Britpart winch for longest. bumper for Disco 3

RING

More and more people are turning to the Land Rover Discovery 3 as a recreational off-roader, particularly for long-range adventures. Which means more and more people are needing to be able to winch one out – which in turn means more and more people are oin to be huntin down rit art’s new Discovery 3 Winch Bumper.

This is made from 5mm steel, except in the mounting areas where the thickness doubles up to 10mm. Hefty, then, and with its matt black powder coated finish it looks the art too.

The bum er will rotect your isco’s front end as well as giving you a home for your winch, and it comes complete with Wipac fog lights and an aluminium washer bottle to replace the original, which needs to make way to let the whole thin fit.

rices from rit art’s many dealers tend to be in the £500-£550 bracket so sho around. ou can find

out more info about the Discovery 3 Winch Bumper, whose product code is DA5691, by visiting www.britpart.com.

Clarke expands range of welding rigs – and promises professional quality at DIY prices

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You can spend a small fortune on welding kit, and if that’s what you need to do it’ll be money well s ent. ut for style obs on your 4x4 or if you’re ust ettin into it and are still learnin the tricks of the trade larke says its 135TE unit is one of the most popular choices in its range.

This value for money weldin outfit is larke says easy to set u and use. t has turbo fan coolin for rolon ed full ower work as well as rofessional style non live torches – a distinct advanta es to the more inex erienced welder.’

The 5T has ower settin s from am s and can weld mild steel u to a thickness of 5mm. ts case has a hinged side door for easy access to the wire reel, which is capable of holding wire sizes of 0.6-0.8mm, and the instrument panel contains four power selector switches as well as a variable electronic wire speed control. gas bottle, regulator, The kit comes with a 2 mild steel wire, professional type torch assembly, earth clamp and mask, as well as a comprehensive user instruction manual – as larke uts it everythin needed to et weldin within minutes ’ t 2 . that’s a lot of kit for your money – to find out more, just pay a visit to www. machinemart.co.uk.

• Also from Clarke and Machine Mart is the dual-purpose MIG 145 No-Gas/Gas MIG Welder. Suitable for use on il steel p to t ick t is o ers t e a antages o standard MIG welding without the need for gas bottles, pro cing e cellent res lts in ario s con itions e unit has a non-live torch which can be put down without sparking, as well as electronic wire speed control and thermal overload protection with auto reset. Power settings can be adjusted from 35-135amps. The MIG 145 costs £203.98, also from www.machinemart.co.uk.

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

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more than ust makin it faster. fficien cy is the key to everything worth having in life – and it’s the erfect startin oint for every kind of tuning solution. t Hi ro erformance Tunin ’ say the guys from, er, Hi-Pro Performance Tunin we are focused on rovidin the best possible solution to meet our customer’s re uirements – be that bet ter performance, economy, more pulling power or a good mix of everything. e are roud to be able to offer a ran e of roducts to tune your 4x4 ’ says the company – which also has products for cars, tractors and commercial vehicles. To achieve this we have develo ed robably the world’s lar est application list, with the option of Hiro erformance in le hannel and ual hannel tunin systems.’ hichever you choose Hi ro’s products are fully adjustable and can be reprogrammed to suit another vehicle at a later date. So having bought one you’ll never need to do so a ain.

Sounds good? To take the next steps, head for www.hiprotuning.co.uk.

New pads for disc handbrakes Given that handbrakes are designed to stop vehicles rolling rather than bringing t e to a alt o e pect their friction material to last more or less ore er speciall i o re talking about the X-Brake disc handbrake from ng t at s o n beneat an a o ifie an o er But something else about X-Brakes is that they tend to be used on Land Rovers that spend much of their lives waist-deep in mud and water – or, worse still, in quarries where the stuff that gets in about them resembles grinding paste.

Which is why you may well be pleased to hear that Britpart dealers are now offering replacement pad sets for the X-Brake. Bish bosh, job done. o ll fin o t ore b pa ing a isit to www.britpart.com.

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Issue 78: August 2020

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Natural Selection

Words and pictures: George Dove

When you’re restoring a tatty Defender, it can seem natural to replace most of it with new bits.

But when the team from Hereford 4x4 went to work on this very early 90, they had a good reason for keeping it as original as possible

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his is a smart Land Rover. t’s also rather a special one. But not so long ago, it was in a very different state.

As can happen to Landies, especially when a project stalls, it stood unloved and neglected for a year or more. Actually, they can fester away that way for a lot longer than just the twelve months, but this one was lucky because that’s how long it took for its owner to realise it was time for action.

The had been his first car – but over the years it had done a lot of hard

graft on a farm, to the extent that it was now battered, rot-riddled and desperately in need of some expert attention.

Now, if you want an expert, you could do worse than go looking at Hereford 4x4. Head Technician Tony Hooper a certified Land Rover mechanic is currently on his th restoration – which means the project was going to be in very accomplished hands. decided to ut a battery on and see if it would start ’ says Tony. The nor mally aspirated 2.5 diesel engines were always dependable, and away it went

So many restorations nowadays end up blotting their copybook by sealing the deal ith a set of rims that loo li e they elong on a ra star’s lo rider, ut here’s roof that on a efender, there’s nothing li e ee ing it real. t’s retty much standard inside, too, a iet ith ne seats and a aunty set of belts to add a subtle splash of colour

first swin . fter a uick run u the lane, I was convinced not to scrap the vehicle. full restoration was in order.’

The ’s owner didn’t have the stom ach for such a massive programme of

work, so a deal was done by Hereford 4x4’s boss arole avin and now the company had full control over what was going to happen to the vehicle. And Tony knew exactly what that ought to be.

There aren’t many ori inal ones left ’ he ex lains. s ecially with the old series clutch, brake and pedals. It must be one of the first ineties to be made back in 4 5.’

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eft he naturally as irated . litre diesel engine is one of the stoutest, most dependable things Land Rover has e er made. t’s not remem ered for its turn of ace, hich is hy so many have been replaced during restoration ro ects, ut ha ing it retained in place is a true mark of a ehicle’s authenticity

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Right: The only body panel that was too far gone to be saved was the tailgate. ou can see atina mar s here and there, hich is all good, but mainly what you notice is that it has cleaned up an absolute treat

That’s reason enou h for kee in it as standard as possible, which is exactly what they resolved to do. Many a 90 has started out with a 2.5 nat-asp and gained something more exciting later in life but that’s not what was going to happen here. t’s a fantastic en ine ’ says Tony of the classic re efender lum . They always start and even though it only has about 68bhp, it can cruise along at 55m h uite ha ily – so it isn’t too bad even by today’s standards.’ hen it first arrived at Hereford 4x4 the 90 was diagnosed as needing a new chassis. f you’re oin to do a ob of course, you best do a job properly, so it now sits on a galvanised unit.

This in turn has been given the Waxoyl

ereford ’s o n ictures from during the restoration sho ust as a plight the 90 was in before work started. he chassis as shot to ieces, the oor as full of rot and the bulkhead was in desperate need of refurbishment

treatment and painted to keep it anonymous – both ways of kee in different kinds of offensive worm at bay.

While all this was happening, the body panels were chemically stripped inside and out before being repaired and prepped for painting. Despite the rough state of the vehicle when the project started, the tailgate was the only original panel that was too badly beaten to be salvageable.

While the panels were away being brought back to life in the paint shop, attention turned to the bulkhead, which was checked on the jig and fully refurbished. The engine and axles were refurbished too, though the gearbox had to be replaced to prevent the costs from mounting up.

thou ht it should stay mechanically original with the parts it started out with ’ ex lains Tony. e took everything to pieces, reconditioned it and put it back together. f we’d have done that with the gearbox after 140,000 miles, we would have had to change everything and only had the original casing left! That would have been expensive, too, so we used an shcroft LT in it.’

The original transfer box has been retained and overhauled, however, as have the front and rear axles. There is a smattering of new parts on the vehicle, but these were only called upon when necessary. nd it works too. The drives nicely at 55mph, reports Tony of the

finished vehicle and its steerin is sur risin ly li ht.’

Inside, the dash and driving controls are all the better for some tender loving care and elbow grease, while the seats are new additions and a set of red seat belts provides an injection of colour into the cabin.

Further consideration has been given to making the 90 more user friendly as well. It has been converted from a truck-cab to a soft-top, for example, with an internal roll bar being installed as part of the job. And whereas so many restored Defenders end up on alloy wheels, whose taste can be uestionable to say the least even standard wheels and tyres have been fitted.

It all comes together to complete one thorough and carefully measured restoration project which, thorough though it has been, has always striven to preserve the integrity and heritage of what is a notably early 90. The 2.5 nat as mi ht not be the en ine you’d choose for your dream – but it erfectly highlights the difference between what the Defender was and what it became, and for that reason alone it does an ideal job of setting off this beautiful Land Rover.

If you like the look of this 90 (and if not, why not), the good news is that ’ T

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Issue 78: August 2020

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New York Story

Words and pictures: Dan Fenn

The G4 Challenge was never meant to match the extremes of the Camel Trophy. But it spawned a number of special-edition Land Rovers – including an oft-forgotten run of original Freelanders based on a vehicle whose off-road moment came in the unlikely setting of New York…

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he G4 Challenge was a global competition that took place during the Noughties. Two events took place in 2003 and 2006, before a third was scheduled for 2009 but duly cancelled because of the financial crisis at the time.

Focusing on outdoor sports, sometimes in an urban setting but with a healthy amount of off-roading in between, the G4 Challenge was the spiritual successor to the Camel Trophy of the Eighties and Nineties. It offered competitor countries and their representatives the chance for some bragging rights – but mainly delivered phenomenal exposure for Land Rover and its ever-growing collection of adventure-seeking vehicles. t won’t come as any sur rise to learn that Defenders and Discoverys were rife on the challenges. But Range Rovers were also used in both the

2003 and 2006 versions of the event, along with the Range Rover Sport for the latter edition.

But there was also a role for the baby of the family – the Freelander 1.

Admittedly, these were used sparingly in comparison to some of the heavier tackle in the Land Rover range, but in 2003 around 30 of the vehicles were prepared for the challenge. Of these, 28 were used by competitors, predominantly across the first sta e in the state of New York.

The Freelanders were called upon once more as back-up vehicles in Australia and South Africa. They reappeared in the second challenge, held during 2006, though here again their duties were principally set to supporting roles. A few did make it out on to the Copacabana Beach, though.

So where does the Tangiers Orange exam le we see before us here fit into

all this? Well, all the participating Freelander 1s used by Land Rover in the G4 Challenge were powered by the range-topping 2.5-litre V6 petrol engine – whereas this one has the

notorious 1.8-litre K-Series motor under its bonnet. So more questions are perhaps raised than answered.

It arrived at James William Classics after the com any’s ro rietor ames

eswick bou ht it on e ay for a tri in £600. A bit of a bargain, that even if it is still just a tidy orange Freelander 1.

The engine pointed to the fact this wasn’t a enuine 4 vehicle but the

A Freelander from the G4 Challenge itself would have the 2.5-litre V6 engine, whereas this one has the 1.8 K-series lump – which points to it being one of the 600 special edition models created to sell on the back of the event. Back in 2003, 17” tyres were still considered quite bold for off-roading, but they tie in with the use of the Kalahari model as a donor vehicle

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he reelander’s interior seemed absolutely ground-breaking when the ehicle first came out. t as already feeling dated by the time the G4 edition was built, though with part-leather trim and plenty of kit it asn’t lac ing in remium feel

paintwork alone was enough to warrant further investigation.

Concrete evidence is in short supply.

But after some initial digging, it seems we may have some clues as to what this Freelander actually is – and how it came to exist in the first lace.

With the G4 Challenge being the enormity it was, it would be a missed opportunity for any business not to make full use of such an event in terms of the publicity and exposure it draws.

That’s why Land Rover’s marketin team came up with the idea of creating some limited-edition replicas of the G4 Challenge vehicles.

For the Freelander 1, that meant the production of approximately 600 G4 re licas with units finished in orrego Yellow and another 300 painted with the Tangiers Orange you see here.

These were based upon the Kalahari model, with only the Borrego Yellow being applied to the three-door Sport

models. This here is a five door state – whose half-leather, half-Alcantara upholstery certainly lines up with the Kalahari trim as a base.

There is always the chance that somewhere down the line, one of the previous owners took a shine to the idea of creating their own G4 replica Freelander 1, commissioned a respray and sourced a few stickers. ither way it’s erha s a shame for these vehicles as a whole that they

weren’t iven the o ortunity to shine as much as they can do when given half a chance. They may not have the attributes of a Defender, and a Discovery will show them up in every aspect – but there is still a Green Oval on the front and plenty of pedigree running through those fuel lines.

After all a Tangiers Orange Land Rover should only mean one thing: rough terrain under the wheels, a cloud of dust pluming from behind and a

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driver sat smiling at the helm. The G4 Challenge may not have hit the same off-road heights as the Camel Trophy, but Solihull sure knew how to make the most of it – and vehicles like this perfectly aged Freelander are the result.

James William Classics always has used Land Rovers in stock – often with an interesting history. To check ’ to www.jameswilliamclassics.co.uk

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

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month has passed and we are getting used to our new, hopefully temporary life in Namibia. There have been no new cases of Covid-19 here since 1 April and the country has moved from Stage 1 to Stage 2 of lockdown. There is still a ban on international travel, but we have much more freedom to move around within the country.

We had heard that there were very few visitors to the Etosha National Park and animal sightings were plentiful. So after a quick check online we booked six nights, split between the Okaukuejo lodge and Dolomite camp.

From Walvis Bay, where we have been staying, to Etosha is 550 kilometres. We set off mid-morning and as there was only 100km of gravel roads and we weren’t towin the trailer with us we made good time and arrived in the late afternoon.

Now, we have done plenty of safaris on our ourney – but we still haven’t seen many lions. In fact, we have actually seen more rhinos, which is saying somethin as they’re amon the most endangered species on the planet.

After a bit of research before we left, we knew that lion sightings were most common in the western area of

The Spitzkoppe peaks in the Namib Desert are a stunning example of aeolian erosion – blown sand has weathered them into remarkable shapes including this natural arch

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Words: Jannis Drew Pictures: Valentina Drew the national park. With approximately 800 lions in a park that covers an area of 22,270 square kilometres (making it bigger than Wales), they can be sur risin ly hard to find.

However, our research paid off and after leaving the lodge in the morning it wasn’t lon before we found our first lions of the trip. A young male and female sitting just a few meters from the track.

We stayed and watched them for the entire morning. Lions are lazy, so they didn’t do much more than move from tree to tree tryin to find the best spot of shade, however just before we were about to head back for lunch the male got up and started to inspect the bushes in the area around where they had been lying.

He had found something he liked and carefully s ent the next five minutes extracting a piece of stick from deep in one of the bushes. He took the piece of stick and gave it to the female, who had sat up at this point to see what was going on. She seemed pleased with what he had brought her and, in what was a wonderful moment to watch, they actually hugged.

Neither of us had ever experienced an animal showing this sort of affection to its mate before. He had actually brought her a present, and she said thank you! It was a very special moment to witness. e s ent the next five days with various prides, from an old veteran with plenty of battle scars to a group of cubs playing in the grass and hassling their

mother. e had definitely succeeded with our quest to see plenty of lions!

We had an amazing few days and most importantly we got some fantastic pictures to save the memories. It was great to see so many animals on this trip – however the lack of tourists visiting the park is having a huge impact on the whole area, with many lodges and camps now closed for the foreseeable future. The virus is having such a dramatic effect in every corner of the world. hen we first arrived in amibia everything was completely green as there had recently been some days of heavy rain. But now, everything is brown dry and dusty. t’s astonishin how things can change in just a matter of weeks.

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Hanging out with lions in Etosha National Park then exploring the landforms of an other-worldly desert mountain range… there are definitely worse ways of waiting out a pandemic than by having a massive swathe of southern Africa all to yourself…

The Land Rover is getting tired, too. Its suspension bushes have seen better days and its door seals now very dry. t’s still soldierin on but whenever we travel on the gravel roads, as much dust gathers inside the cabin as outside on the body.

Our next trip was just 200km up the road – much less of a distance than we have become used to covering.

The Spitzkoppe is a group of granite peaks in the Namib desert which stand out dramatically from the surrounding lains. They’re more than 2 million years old and rise to about 1728 metres above sea level. The rock formations, which were shaped by the wind and sand, are quite amazing – there is even a natural archway carved into the rock.

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These two lions had been sitting doing nothing for hours when suddenly, the male went digging around and brought ac a lum of ood as a resent for his mate ho res onded y hugging him. here’s ay more em athy and emotion in the animal kingdom than us humans tend to realise ack in alvis ay we were finally able to use the off-road permit I had been to collect last month. There is an area in the sand dunes, stretching approximately forty kilometres along the coast, which is basically a huge octane-fuelled playground.

I have to confess that my ability to drive in the sand has not progressed since our last encounter with the stuff.

Even after lowering our tyre pressures and disabling the traction control, the sand tracks still got a fair bit of use.

We did manage to make it to the top of one of the larger dunes in the end, though, where we were rewarded with an amazing sunset.

Now, literally in the last few moments while I was writing this, we received an email from the British High Commission

in Namibia regarding a possible option for returning to Europe. It is only in the early stages of planning but they are hopeful it will work. And so are we! ake sure to ick u next month’s issue of The Landy to find out if we finally get to conclude our trip and make it back home. In the meantime, to read more about our journey visit our blog – it’s at www.defenderadventure.eu.

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Frontal Assault

Words: Alan Kidd Pictures: Steve Taylor

Above: Fragile? Is that meant to be a joke? This is the bumper as it came out of its crate, ith foglights already in lace and treme ’s rotating reco ery eyes ready to e fitted Below: Obviously, the recovery eyes have moving parts. Rather than waiting for the s uealing to start, gi e them a generous coating of co er grease first

Whether it’s for work or play, there are more and more Discovery 2s now being used as something more than just a big family car. Which means added protection, and a home for a winch, is something more and more owners are requiring…

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s Defenders continue to become more and more valuable, people who still want to use a Land Rover as a workhorse find themselves ever shorter of options. The Mk1 Range Rover and Discovery used to offer an alternative, but these have long since become either classic car ex ensive rarer than hen’s teeth or crustier than a crab’s cara ace.

That leaves the Discovery 2. No way is this as simple, and therefore good, as the ori inal but it’s a ro er old truck the way Land Rovers used to be.

There are too many electronics around as in there are some and it’s hard to avoid saddling yourself with sunroofs and or air s rin s but if you can find

one whose rear chassis hasn’t turned into cheese a Disco 2 does offer some serious capacity for work.

This a lies whether you’re talkin about actual work, or the kind we all try to convince ourselves we’re doin when we go playing off-road for fun. Either way, though, these are the conditions in which trucks tend to get knocked, bumped and stuck – which means that even if you intend to keep your Disco pretty standard, a chunky front bumper with a mounting point for a winch might serve you well.

On a Defender, this was as easy at it comes. On a Discovery 1, it was barely any harder. n a iscovery 2 it’s sli ht ly less straightforward – but even then,

there’s nothin to fear so lon as you take it as a series of logical steps.

The first art of the ob is obviously to remove the original front bumper and valance assembly, along with all its fittin s thou h even before you break out the s anners it’s advisable to ive it a good clean out under the arch with a ressure washer. oakin the fixin s with a light penetrating oil is a good idea, too – it might not be a crusty old eries you’re workin on but there’s still been plenty of time for nature to work its evil magic on the nuts and bolts below decks. The Discovery undergoing the process in these pictures had spent most of its life by the seaside, which definitely won’t hel here.

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Above: Prior to starting work, the roadwheels are off and the vehicle is up in the air. Waiting to come off is the front bumper itself, along with its supporting metalwork, the tubular guard piece between the main rails and the separate lower front sections of the inner wheelarch which are visible here Right: Looking more closely into the arch, the separate front inner portion is more apparent. As you can see, it’s scre ed to the remaining heelarch section and the alance. on’t e ect it to ust fall a ay o ediently hen you free off the most o ious set of fi ings, either it’s attached at the ottom edge, too. ote the e idence of enetrating oil eing used higher u at this stage of the job, this stuff is your closest friend

Astwood 4x4 Ltd LAND ROVER SPECIALISTS

We are a business that cares about your Landy and about the customers’ needs, a company who understands what the Landy is all about.

We specialise in restoring, rebuilding Land Rover Defenders, galvanized chassis changes, engine upgrade and all types of mechanical & body work.

We export Land Rovers worldwide supplying not only refurbished but also used Land Rovers.

Left: With the front section of the inner arch remo ed, this is and washer jets to be disconnected

hat you’ll find. ote the fog light

iring lus reather i es

Top right: A step further on, the disconnecting has been done. From this angle, the brackets holding the bumper to the chassis main rails can be seen, while at the left is the ram for the Active Cornering Enhancement system Above right; We mentioned the main brackets holding the bumper shell to the chassis a moment ago. These should be the last things you free off: before doing so, check that everything else has been undone or disconnected. Remember the splash tray between the main rails, too To be removed are the valance and bumper assembly itself, the metalwork that su orts it and fixes it to the chassis dumb irons, the tubular guard piece between the main rails and the removable separate lower front sections of the inner wheelarches. Externally, you’ll also need to fetch off the radiator grille – and to let you do that, also the battery cover, the plastic trim from above the headlights, the indicator assemblies and the lower headlight surrounding trim.

The bum er bein fitted here which was supplied by Extreme 4x4, came with round front fog lights. These need their wiring connectors changing from the original – though if you can do the rest of the ob you’ll hardly stru le with this.

So, has it been worth all the effort?

Well, if you did indeed need a heavy-duty front bumper, and/or a place to put a winch, the answer is obviously yes. But here’s somethin else to think about. ith the ob finished the iscovery’s owner put its old bumper on eBay. After

the inevitable today’ messa es the auction finished at an astonishin ly high price. So much so that even taking into account the commerical price of having the work done by a garage, in addition to the purchase price of the new bum er he actually turned a rofit on the ob.

The price of second-hand spares will continue to soften as the number of Discovery 2s being broken grows. Food for thought, though, as the number being put to proper use climbs too.

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

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LAND ROVER trip in France ?

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DELIVERY Left: With the um er shell out of the ay, it’s much easier to remo e the remaining fi tures and fittings. ere, you’re loo ing at one of the t o colla si le alloy crush cans’ on the end of the chassis main rails hich a sor energy in lo er-speed impacts. The guard bar between the main rails simply unbolts and drops away

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Top right: ust ehind the um er on the ehicle’s near side is the asher ottle. uc ed into a corner, this hangs do n fairly lo . here’s a feed from it to the headlight ashers e remo ed the e tra lum ing runs and sealed this i e ust off from the pump Above right: he indicator assem lies need to e remo ed in order to fit the ne um er hich, as you can see at the ottom of this hoto, has een offered u here as a dry fit . Why ecause doing so releases the lo er trim stri at the ottom of the headlam , hich is necessary to get at the fi ings holding the lo er edge of the radiator grille in lace. f you’re sat there ondering ho on earth the assem ly actually comes a ay, search out the small scre hidden in the plastic bracket at the top of the indicator

Left: With this remo ed, you can get the indicator out the hole it lea es is clear to see here. his icture also sho s the retainer oining the ottom of the indicator to the lo er trim stri this is hy the housing needs to e lifted a ay in order to slide the strip free Top right: a ing remo ed the lo er trim stri , you can access the radiator grille’s lo er retaining scre s Above right: he isco ery chassis is handed, and doesn’t ha e dri e rac etry on oth sides. n e tra rac et needs to e added to the chassis to ma e u for this this can e fitted ith ri nuts, hich are su lied in the it, ut for added security there’s no harm in elding it on

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Left: ere’s the ne um er held roughly in place on its bolts. At this stage, we were still just testing everything for fit in articular, e anted to get a feel for how much of the radiator grille we were going to need to trim a ay in order to fit a inch

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Right: nd here’s the ans er. ort of.

With the winch offered up, you can see the initial cuts we made in the lower frame behind it. At this stage we were still just trialling things while trimming the lower frame and checking for clearance around the two stays

Left: Viewed from behind the new bumper, you can see how close a fit this is around the asher ottle. o much so that if e e er need to change the bulb in the fog light on this side, it’s li ely that the um er or the washer bottle will need to be mo ed. o, e on’t e doing that in a hurry, then…

Right: The connectors on the new foglights are different to those on the original units, so we changed them to an appropriate pair of spade crimps

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Issue 78: August 2020

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Words: Henry Gibson

The Dolly Diaries Part 3: Cabin Fever

A new set of seats for our boy’s Project 90 comes as something of a relief…

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riving an old Land Rover Defender is not a comfortable experience at the best of times. But driving along with the sharp edge of a seat frame sticking into your left buttock takes discomfort to a whole new level. Even for an avid Land Rover fan like me it’s an incon venience too far.

After a long 23 years of gruelling farm work all three of my ’s seats were ripped and huge sections of foam had long since disappeared. To add to the unpleasantness, the factory

rubber matting was torn to shreds and held together only by well-hardened muck. Not a good look, and certainly not an effective sound-deadening measure. The time had definitely come for an upgrade.

Initially, we considered shelling out for an interior re-trim kit consisting of new foam pieces and seat covers.

These are fairly affordable and would have created an entertaining little DIY job for Dad and me to get stuck into. But, with the amount of lane bashing we do, not to mention the

realisation that the driver’s seat handle had fallen off and the frames were twisted and corroded, we soon decided that a more dramatic interior refurbishment was needed. e brie y contem lated lookin online for a set of second-hand seats, but what was around at the time was hardly an improvement on my existing lumps of shredded vinyl and cow poo, and surprisingly expensive. In the long run, it seemed better to bite the bullet and go for new.

This uickly led me to xmoor Trim’s website and its vast range of seats and mattin . ad and had to find some thing practical and within our strict bud et. t didn’t take us lon althou h choosing the seat material did cause some debate.

Dad was keen on Techno cloth – the chequer-plate pattern found on TD5 County Defenders – but I hated it. I quite liked the black cloth from the Puma-era Defenders or Denim Twill Vinyl, as Dolly had from the factory.

Decisions, decisions.

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 In the end, we decided to stick with originality and go for Denim Twill vinyl seats. As well as being the cheapest option, they can be wiped clean and so are easy to look after and suit a working farm vehicle. hen it came to the oor xmoor Trim’s R acoustic mattin not only promised a tidier interior but would also provide some much-needed sound deadening in the cab.

What helped clinch the deal was that Exmoor Trim offered free installation in its fittin centre. deal was made and a date was set (this was prior to lockdown, before you ask). nce we’d bumbled our way down to Exmoor Trim, trying to shut out any posterior soreness, the team got to work. Within 30 minutes the old seats were out and formed a pile of scrap in the corner with a distinct aroma of farmyard.

Next step was the removal of what remained of the matting, followed by vacuumin u 2 years’ worth of assorted farm debris.

At this stage, the interior was already looking markedly better – not to say a darn sight more inviting, too. ext came the fittin of the mattin which needed some cutting to suit the seat mounts, before the brandnew seats were unboxed and bolted into place.

Just three hours later, Dolly rolled out of the fittin centre lookin ood as new. Well, maybe not the exterior.

But the interior looked incredible.

Apart from the saggy, dirt-encrusted headlining, that is.

As we drove home with perfectly cushioned buttocks re ected ha ily that, while there is still much to do, with new wheels and a new interior, ro ect olly is definitely headin in the right direction.

Now, with lockdown bearinng upon us as I write, Dad and I are working on some of the smaller jobs that we can do at home. ’ll kee you u dated on our DIY triumphs and mishaps in a future article. enr s o be c annel can be o n b searc ing een ar e ie s on o be ere o ll see t e ro ect oll i eos

Issue 78: August 2020

ROAMERDRIVE

THE SIXTH GEAR IN YOUR DEFENDER Getting to your wilderness destination may mean driving great distances in your classic Land Rover.

Experienced adventurers fit ROAMERDRIVE overdrives.

Our overdrive allows you to lope along highways with a 28% reduction in engine RPM. . significantly reduces fuel This reduction consumption and provides a much quieter driving experience.

Our patented epicyclical overdrive was first introduced twenty years ago. Since then . all our competitors have discontinued production.

Hundreds of our customers - driving Land Rover 90 and 110 models - have travelled to some of the most remote and exotic locations on the planet.

You will also find us very useful when driving your 90 or 110 on the next expedition to your local motorway............

Made in Canada by Global Roamer Corporation

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News

Issue 78: August 2020

Products

Vehicles

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Buyers

The Landy Buyer

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

The Landy of a lifetime?

T

he words money it’ cro u with worryin fre uency when eo le are talkin about the iscovery . ut this do it all seven seat hero is tem tin ly chea to buy when you consider what it can do – and how well it can do it.

t would be unthinkable if inde end ent s ecialists weren’t able to work on the isco. ut they certainly can which is ust as well when you consider the amount of ways in which it can break.

Let’s look on the bri ht side thou h. isco is a sound off roader a reat

Series I (1948-1958)

The eries articularly in its uise is the most sou ht after of

all Land Rovers. ts en ineerin and desi n ive it real charisma but arts aren’t readily available.

Restoration ro ects re uire dee ockets but see it throu h and the result will be worth me a bucks. one are the days where you could use a eries as an actual Land Rover. ecause with re stored exam les chan in hands

Series III (1971-1985)

The eries wasn’t too dissimilar to the eries in mechanical

terms kee in the same 2.25 litre en ines throu hout the len th of its roduction run. n the en ines switched to a more durable five bearin crank rather than the old three bearin setu . The transmission also received syncromesh on all forward ears to make it easier to live with.

Lightweight (1968-1984)

These military vehicles can easily be distin uished from re ular

Land Rovers. To mimic the civvy eries machines the eries model built from 2 onwards also had its headli hts switched out to the win s.

Li htwei hts add an extra di mension to ownin a Land Rover.

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

90/110 (1983-1990)

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

also take you ust about anywhere in the world. arly s and s are startin to be a real collector’s item. ut you’ll likely be searchin far and wide for a ristine exam le.

These Land Rovers had coil s run sus ension new en ines and a world beatin level of ru ed off road ca ability.

Insure your Discovery 3 with Adrian Flux from £300

family car and one of the most ractical vehicles ever built. et a hi h s eccer and it’s a toy laden luxury wa on too.

The good news is that there are really nice ones out there. ho around filter out the min ers and the isco can be the Landy of a lifetime.

£5000-£75,000 for millionaire money reservation is the aim of the ame.

The earlier the vehicle the more it will be worth. The sky’s the limit – but can you really ut a rice on such an icon Pros: Heritage, charm, a true classic, the original Land Rover Cons: Availability of parts, price tag on early 80s

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

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

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

Pros: Not like all the other Land Rovers out there. Military background. Lovely 2.25 petrol Cons: A ’ ’ E over regular models means they command a price premium

£2500-£15,000 very early 2.25 etrol is a rare thin and a beautiful one too. ut erha s try for a 2.5 nat as diesel they’re robust and as sim le as they come.

Pros: E E U potential for mods and restos Cons: Puny engines (V8 apart) Not many left in good condition

* Based on a 2007 TdV6 HSE, 10,000 miles per annum, 50yo driver, fully comp cover with green lane and off-road use included, excess of £300

Series II/IIA (1958-1971)

£2500-£40,000

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

2.25 etrol would be our ick as the diesel en ines were under owered and rather noisy.

The eries has a wider stance than its redecessor and adds an extra thin layer of

refinement. hile the en ines have excellent lon evity they need to have been maintained ro erly. e thorou h in your checks both under the bonnet and underneath the body.

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

Series IIA/IIB FC (1962-1971)

£2500-£15,000

The eries than a eries

is more affordable yet it still carries

orward ontrol Land Rovers are a cult within a cult. They’re a real

rarity – with all the cachet ride and immense awkwardness that comes with this status. y rare’ we’re talkin about less than 25 eries s in total. nd they tended to have a very hard life so not many have survived to tell the tale. orward ontrol models dif fered from everyday eries s by

101 (1972-1978)

nly ever sold to the rmy the became a cult vehicle when

£7500-£26,000 the time came for demob. They were o ed off at very low rices and turned into off road toys – not somethin you’d do with one today iven the rarity and classic value they’ve taken on. om ared to the the is more fun thanks to its en ine. t’s still a military tool thou h – some still have fixtures

Defender Tdi (1990-1998)

The Tdi en ine which arrived with the efender name can last for

havin heavy duty axles but en ine wise they had the familiar 2.25 etrol and diesel lum s. o don’t ex ect erformance – but do ex ect to be iven an interestin ’ time in the worksho Pros: A Land Rover like no ’ Cons: E

decades if it’s looked after. ind one that’s had all its oil chan es a tall order and it’ll o round and round the clock.

The earlier 2 Tdi is sim ler and less refined than the which arrived in 4. ut both are su erb en ines. o be aware of whether you’re ettin a enuine one thou h.

and fittin s from their rmy life which adds interest. This is a vehicle for enthusiasts thou h with costs that are sky hi h even

by Land Rover standards.

Pros: Master of the road. Lovely V E sees one loves it Cons: Monumental running E

£4000-£22,000 Loads of owners have swa ed in Tdis from iscoverys these aren’t worth as much as they’re less of a known uantity but a ood one can still be a lifelon com anion.

Pros: E Arguably the very best engines.

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

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Defender Td5 (1998-2007) The Td5 en ine is ar uably Land Rover’s most reliable unit and it’s a stron erformer. t does lend itself to bein tuned thou h so watch out for abused ones. s with all efenders you’ll need a rear crossmember sooner or later – or even a new chassis.

Freelander 1 (1997-2006) The reelander is a chea ate way into Land Rover ownershi . t has issues thou h such as the viscous cou lin which is ex en sive to re lace and can be u set sim ly by mismatched tyres.

The . etrol used to be notorious for head asket failures

£6000-£30,000 es ite havin more electronics than the Tdi a Td5 efender can still be a machine – and it’s one of the best Land Rovers ever.

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

£400-£5000 but today’s re lacements are much more robust. The T 4 diesel is your best bet – but check the condition of the in ectors first.

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

Issue 78: August 2020

Defender TDCi (2007-2016) The last Defenders gained modern 2.4 and 2.2 T i en ines and six s eed earboxes They still had henomenal off road ability and were even okay to sit in. any eo le dislike the T i but these efenders still chan e hands for hu e money. ou will

Freelander 2 (2006-2015) The reelander 2 is a refined and affordable with a stron 2.2 litre turbo diesel en ine and a stron level of racticality. lus it’s become one of the most reliable Land Rovers out there but do be aware of the rear diff and Haldex unit for costly outlays.

25

£10,000-£80,000 always ay a remium for a uma es ecially since the end of roduc tion. Look after it thou h and you may well never see de reciation.

Pros: E forts, off-road prowess Cons: Price, electronics, TDCi engine is unloved

£2500-£21,000 rices have fallen since the roduction ended. t’s a fine all rounder – and now ets you one worth havin .

Pros: R economy of diesel engine Cons: Transmissions can wear quickly if used for towing

Range Rover Classic (1970-96) £5000-£85,000 Range Rover P38A (1994-2002) £1500-£11,000 The ori inal Ran ey is a classic you can use everyday – and there are eo le who do ust that re ferrin to invest money in a resto than s endin it on a new model. very early two door can cost me a money but any lassic will a reciate in value if ke t in ood

condition. n awful lot have been ne lected and or abused – but if you’ve ot the skills a resto would be the ultimate hobby that ays.

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

k2 Ran ey in ood workin order is still a sensational car to own even today. The roblem is that they’ere very com lex and very very ood at oin wron . ir sus ension failure is the norm. Head askets can let o. lectronics are lau hably aky.

nd arts can cost the earth – as will the labour bills. till you’ll et a classy motor with ro er off road and towin skills. t’s the real deal.

Pros: Luxury, price, a Land R ’ Cons: E

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News

Issue 78: August 2020

Range Rover L322 (2002-12)

The k Ran e Rover hit new hei hts of luxury and was more re

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

The T en ine is sublime but you’ll ay more to et one – es ecially the 4.4 thou h the . has all the ower you need. The etrol on the other hand is tem tin ly chea . uess why

RR Sport Mk1 (2005-2013)

The ort is mechanically similar to the iscovery – meanin it’s

a su reme off roader as well as bein a funky road ride. t doesn’t handle like a s orts car but is a ile enou h for an . iscovery of the same era is far more ractical however while a full fat Ran ey has more class.

The ort is still a massively able tow bar e thou h in addition to all its other virtues.

RR Evoque Mk1 (2011-19)

hen the vo ue was launched it si nalled LR’s intent on hittin

the masses. iven that it was the com any’s fastest sellin vehicle they clearly hit the brief even if it wasn’t for the traditional Land Rover owner. t’s actually still a ca able thin off tarmac – but it’s definitely more at home on the road. evertheless it is economical

by Land Rover standards and

£3000-£30,000 This isn’t a motor but it certainly is a Ran e Rover with brilliant off road and towin skills. t relies a lot on electronics but they work wonders – and the dee down en ineerin is very robust.

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

£4000-£30,000 ou’re lookin at a car which many eo le associate with rich chavs and criminals however. nd bein based on the iscovery it can’t hel but share that vehicle’s re utation as a money it.

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

E

£10,000-£47,000 because there are so many out there used rices are tem tin .

There’s a onvertible model too as well as three and five door tin to s. e say stick to the latter and be sure to et one with 4 .

Pros: E concept-car image Cons: Cramped rear seats, not as practical as a Disco Sport

Products

Vehicles

Adventure

Workshop

Range Rover L405 (2012-on) £27,000-£200,000

The current Ran e Rover is a ma estic 4x4. ll the en ines in the

ran e su ly co ious amounts of ower and its road manners are absolutely im eccable. t’s startlin ly ca able off road too even if ettin one muddy would feel like bad form. ost that leave the tarmac robably do so only when their owners are in the mood to blow some rouse out of the sky.

RR Sport Mk2 (2013-on)

The second eneration Ran e Rover ort is 4 k li hter than

the ori inal meanin it’s almost economical to run. t feels really nimble and a ile on the road too and it comes with a ran e of en ines ivin it a brisk turn of ace. ome won’t like the amboyant osture while others will love it. ither way inside the cabin it’s very nearly as luxurious as the full fat Ran e Rover.

RR Evoque Mk2 (2019-on)

ost Ran e Rovers all look the same at the front now but the new

The elar a com etent cruiser and has received numerous accolades

Discovery 2 (1998-2004)

The isco 2 is owered by the Td5 en ine one of Land Rover’s most

most reliable units ever. t drives well too – mated to a manual box it has more uts even than the o tion which is sur risin ly bland but redictably thirsty. hereas the isco was rone to body rust the 2 is fine here. nstead it’s chassis rots like a carrot es ecially towards the back end. lso at the back seven seat

Discovery 5 (2017-on)

The iscovery 5 is a versatility monster. s an all rounder at

launch it was the most ca able Land Rover on sale – the new efender will be oin some to wrest that crown from it.

All the engines in the range are refined and exible and its chassis is remarkably su le for such a bi vehicle. There’s no end of electronics workin away in the back round but the effect is very

other models ex ected to follow the elar in due course. ut is there a whiff of style over substance ell it’s a very ood . ut you don’t half ay a re mium for those suave looks...

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

£1500-£8000 models had air sus ension with all the horrors that brin s. ainly 2 owners will tell you about ro ue electronics. nd leaky sunroofs. They still love their trucks thou h which says a lot.

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

£34,000-£80,000 convincin – as is an interior that mi ht make you wonder why you’d bother ayin more for a Ran e Rover. ust be careful not to o wild with the o tions and end u ayin more for a iscovery Pros: Immense blend of comfort and practicality Cons: Feels more like a softroader than a proper Discovery

The ori inal iscovery was based on the efender of the time but

vo ue has ado ted a similiar back end to the lar er elar. t’s not ust the exterior that mimics the looks of the lar er vehicle however as the vo ue has ained the latest Touch ro uo tech and a hike in uality.

The main highlight of the new vo ue is the fact the ma ority of the ran e is made u of mild

with a wheelbase and a slick body containin a s acious exible cabin. t was well e ui ed and refined to drive and it came with the wonderful Tdi en ine. ver time the iscovery’s e ic off road ability meant almost all of them were hammered at laydays.

Lower body rust is a bi killer too. o it’s rare to find a ood one now

Discovery 3/4 (2004-2017)

The isco is an astonishin all round vehicle. t’s ood on the road

and ca able off road enuinely luxurious and a iant of a tow truck and as well as bein able to seat seven adults it can be turned into a van with a totally at rear load area.

The isco 4 was basically the same vehicle evolved in the used market it all comes down to your bud et. The roblem will always

Discovery Sport (2015-19)

The iscovery ort acks seven seats into a reelander si ed

nside the Ran e Rover’s cabin is su erb with sum tuous trim and cuttin ed e e ui ment. rices are of course as immense as the vehicle itself. ut if you can afford it so too is the resence a Ran ey will ive you.

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

£25,000-£155,000

Range Rover Velar (2017-on) £38,000-£85,000 Discovery 1 (1989-1998) because of its articularly hand some exterior. t’s based u on the same architecture as the a uar ace but has reater off road ability and is available with a wide choice of en ines most of which combine ood economy with usa ble everyday erformance.

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

Buyers

body and dishes u an a ealin all round blend of comfort kit and eneral drivin manners.The third row of seats is only suitable for little uns thou h and off road it’s a iscovery in name only. t’s a more ractical ro osition than the closely related vo ue and you won’t need to live with the fear of osh ice okes. ou

The only stumblin block with such a fine motor is oin to be how to ay for it. e reciation has started to brin down the urchase rice – thou h you’ll never run one on a shoestrin .

Pros: P glorious interior Cons: Marmite image. Pricey to buy and run

£31,600-£55,000 hybrids available with diesel and etrol en ines combinin to an electric motor. nly the base 5 vo ue esca es the electrifica tion and we’d avoid it as it doesn’t have four wheel drive.

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

£1000-£18,000 and when you do they tend to be riced with a lot of o timism. ery early ones in ti to condi tion are full on classics too. or a sound one to own we’d look for a tidy Tdi. Pros: Price, practicality, parts E Cons: T ’ been doused in sea water

£3500-£40,000 be maintenance costs – infamous ly the timin belt is a body off ob and rust is becomin more and more of an issue with these vehicles too.

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

£15,000-£50,000 mi ht shudder at the rice if you’re buyin new thou h – but on the used market there are some tidy lookin deals to be had even on hi h s ec exam les.

Pros: More practical than an E S seats. Capable enough off-road Cons: Back seats only for small mammals. Price of top models

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

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03 1

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28

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News

Issue 78: August 2020

Products

Vehicles

Adventure

Workshop

Buyers

USED LAND ROVERS FOR SALE

List your Landy for FREE!

Series I 80” (1951). 1600cc. UK car. New hood and seats. Brand new period carb. Original log book and Heritage cert. Fresh paint but keeps its patina. Drives really nicely. £26,500. Farnham.

07977 147773 08/20/031

Series III 109” (1975). Petrol.

Genuine 68,000 miles, matching numbers, heritage cert. Rot-free chassis and bulkhead. Many new parts. Recon gearbox. Tax/MOT exempt. £15,000. Ayr, Scotland.

07587 282645 08/20/002

101 (1976). RHD. Original 3.5 V8, overdrive, parabolics. Uprated seats. Recent £1800 service. ny ori in l fittin s ioneer tools, full military history. MOT/ tax exempt. £19,500. Keswick.

07845 820212 08/20/028

Defender 90 200Tdi (1983).

151,300 miles. Galv chassis.

R380 box, Disco transfer case.

Td5 bulkhead. Masai windows, ZU alloys, Momo wheel, Cobra seats. MOT Mar 2021. £11,995.

Leek. 07966 399114 08/20/010

Defender 90 200Tdi (1993).

148,000 miles. MOT June ‘20.

Recent new items: gearbox, transfer box, clutch, steering box, timing belt, swivel joint. £6000. East Somerset. 01749 841131 04/20

Series 1 109” Deluxe (1957).

2.0 petrol. Three owners, in same family from new until 2015.

Many new parts, where possible Genuine LR. Five standard spare wheels. £19,999. Wickford, Essex. 01268 733353 08/20/015

Series III 88” Station Wagon (1979). 2.25 petrol. Excellent chassis, refurbished bulkhead.

Overdrive. Many new or rebuilt parts. 4 new tyres. Drives well.

Tax/MOT exempt. £7250. London. 07555 046363 08/20/001

Defender 90 50th Anniversary (2000). 107,000 miles. Leather, air-con, alloys. Faultless example of the most desirable Defender 90. Outstanding condition. FSH. MOT Mar 21. £22,999. Cheadle.

07792 132288 08/20/022

Defender 90 300Tdi Wolf XD (1998). 66,000 miles. Rust-free.

Excellent condition. Buyer will e first re istered ee er ll MOD paperwork present). MOT May 2021. £9950. Whitchurch, Shrops. 07940 921492 08/20/012

Defender 90 Td5 CSW (2001).

101,500 miles. One owner. Very clean inside and out, no rust, all joints and bushes very good. No slap in transmission. As genuine s yo will find £12,000. Exeter. 07971 950849 08/20/027

Series II 88” Soft-Top (1959).

Petrol. 73,000 miles. Original rust-free chassis and bulkhead.

Nut and bolt rebuild, many new parts. Correct period features.

MOT May 21. £15,250. Findon, Sussex. 07905 298859 08/20/003

Series III 88’ (1982). 74,000 miles. Converted to 3.5 V8 with injection. LPG. Auto gearbox.

Kenlowe fans. Coil springs. Alloy wheels. Excellent condition.

MOT Nov. £6500. Herts. 07484 231811 08/20/019

Ex-military Defender 90 (1985). 161,000km. Original 2.5 n/a engine. New clutch and starter motor. New chequer plate and Wolf light guards, nearly-new tilt. £6750. Frimley.

07875 091155 08/20/025

Defender 90 300Tdi Wolf (1996). Low mileage. VGC. Two owners since cast from Army.

Comes with original military plate to prove authenticity. Long MOT. £16,995. Tunbridge Wells.

07789 114156 08/20/024

Defender 110 Td5 CSW (1999).

106,000 miles. Very good original condition, no scratches or dents. Clean interior. Superb engine and box. Galv roof rack.

MOT Oct. £13,995. Lynton, Devon. 07767 440310 08/20/017

Series IIA 88” (1962). Resto project. Petrol engine, runs.

Needs new chassis. Comes with various second-hand spares and set of reconditioned springs. £1550. Melrose, Scottish Borders. 07870 505716 08/20/029

Series III 88” Hard Top (1981).

16,000 miles. One owner.

Diesel. All new wheel cylinders. rn find £6550 no VAT. South West.

07966 130180 02/20

Defender 90 300Tdi (1995).

MOT Nov ‘20. Galvanised chassis, snorkel, four fold-up rear seats.

Five spare 265/75/16 wheels and tyres. £8000 ono. Wolverhampton, West Mids. 07483 867749 05/20

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

Defender 110 2.2 TDCi Double-Cab (2013). Just 13,727 miles. o nty s e ifi tion e t res in l de win side rs nd roo rack. £26,750. Dartford, Kent.

07899 880027 07/20

Series IIA Forward Control (1963). 2.8 n/a diesel. Ongoing project. Chassis in reasonably good condition, bulkhead wants tidying. Advertised elsewhere.

Tax/MOT exempt. £12,000.

Kendal. 07919 905258 08/20/004

Series IIA LWT (1968). 54,000 miles. MOT and tax exempt. 2.25 petrol. Potential restoration project or source of parts. £1500 or sensible offers only.

Preston, Lancashire. 01995 641129 02/20

Defender 90 Puma XS Low mileage Matching reg plate £8.5k of extras £42000 including plate South Bucks 07730 036910 04/20

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

Issue 78: August 2020

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Defender 110 Td5 XS Crew-Cab (2006). 111,000 miles. Rare Jaguar F1 green. Hannibal roof rack, Mantec off-road kit, Alive Tuning Stage 4 pack. MOT April 2021. £20,990. Nottingham.

07885 866009 08/20/009

Discovery 2 Td5 GS (2000).

74,254 miles. FSH. One owner from new. Stunning condition.

Cobar blue. Never used off-road, cared for regardless of cost. MOT July 2021. £4995. Barnstaple.

07547 926718 08/20/018

Range Rover In Vogue (1982).

3.5 V8 auto. Pretty solid and sound underneath. Good paintwork and interior. £15,950.

Devon. Email owner care of enquiries@assignment-media. co.uk 08/20/005

Range Rover 2.5 TD (2000).

92,000 miles. Coil conversion, Synergy chip, EGR deleted. Many new parts. Winch. 285/75R16 BFGs. FSH to 86,000 miles. MOT Dec. £5450. Romney Marsh.

07861 648484 08/20/016

Camel Trophy Freelander 2.0di (1998). 118,000 miles. LHD. New viscous coupling, rebuilt engine and box. Original Camel accessories. Wax treated. £8995.

France. enquiries@assignmentmedia.co.uk 08/20/023

Defender 110 Td5 (2006).

104,000 miles. Twisted conversion with remap. Bilstein shocks.

Heated leather seats, 18” alloys, towbar. Inoices for over £23,000.

MOT May 21. £14,999. London.

07842 544722 08/20/007

Discovery 4 3.0 TDV6 (2009).

147,500 miles. Prospeed roof rack, Lazer LED bar, 13,500lb winch, Brembos, Goodyear Wrangler tyres. Locking rear diff.

FSH. £14,495. Abergavenny.

07591 052742 08/20/021

Range Rover Vogue SE Tdi auto (1994). 171,500 miles.

Coil-spring conversion. No major rust. Engine and gearbox spoton. Tailgate all good. MOT March 2021. £4999.99. Oakham.

07928 911911 08/20/011

Range Rover Vogue TD6 (2003). 87,700 miles. Faultless engine, smooth gearchange. FSH up to 79,000 miles. Electric toys all work. Only ever had light use. £4995. Tamworth. 07734 98817 08/20/013

Freelander TD4 Sport (2004).

69,100 miles. Manual. FSH. Drives very well, interior and exterior very good. New front brakes, water pump, all aux belts. MOT Nov. £2690. Halifax.

07767 396331 08/20/029

29

Done Properly…

Defender Pulse Ambulance.

Camper. Merc OM605 engine professionally installed. Rebuilt gearbox, H/D clutch, Wolf axles.

Chassis and bulkhead spot-on. £24,995. Doncaster. 07984 935817 08/20/008

Discovery 3 2.7 TDV6 (2006).

86,400 miles. FSH. Professional upgrade to Disco 4 13-15 model.

22” RR alloys. Mint bodywork, very clean inside, drives superb.

MOT Jan 21. £8995. Radstock.

07791 179096 08/20/020

Defender 130 2.4 TDCi Chassis-Cab (2009). 56,000 miles. No rust. VGC. Bought two years ago for a project but never started. Taxation class on logbook is LGV. £14,500 no VAT. Hull. 01482 353942 08/20/026

Range Rover Autobiography 4.4 V8 (2003). 146,000 miles.

11 months’ MOT. Some history. e tr l l e one o fi e ro factory in 2003. £3500 ono.

Oldham, Greater Manchester.

07970 673738 05/20

THIS 88” SERIES III STATION WAGON comes to the market fresh from an extensive programme of what looks like quality work.

It’s been improved without taking it too far from its standard specification, and the vendor says ‘I believe it is the most civilised Series Land Rover you can buy.’

The vehicle has ‘an overdrive that doesn’t leak or whine’ and its standard springs have been replaced by parabolics. It’s been extensively rewired, too – ‘the right way, with heat shrink and soldering, not with electrical tape and connectors.’

Similarly, whatever welding the truck has needed has been done to a high standard. The chassis is in good condition and appears to have had a new crossmember and outriggers at some point. Elsewhere, the truck has a wide variety of new parts – including stainless steel hardware wherever possible. Its headlight bowls were replaced with plastic items to prevent future rusting, and a new, rust-free heater motor was installed.

Further new items include four 6.00x16 tyres and an exhaust which, like the springs, has seen less than a hundred miles. The alternator and distributor are new as well, and the Weber carb has just been rebuilt. As part of a full service, the truck also received new spark plugs, HT leads, Lucas coil, points and rotor arm, plus of course the engine oil and filter.

Based in London, the Series III has an asking price of £7250. Contact details can be found in the advert on the opposite page.

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

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

Registered To Land Rover Online Service System

QUADZILLA UTV & ATV Dealers

C B

News

Issue 78: August 2020

R A D I O Call us NOW 01604 402403

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ENCE NO LIC ED R REQUI

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

Discovery 300TDI 3 door 95H 125K miles.

2 owners. New sills.

Long MOT. £1600.

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

Good order. £4995.

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

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

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

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

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31 Rare opportunity as Spectre 110 To advertise in The Landy, call our team on 01283 553244

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Issue 78: August 2020

comes up for sale

A

rare and very special Land Rover Defender recently became available for sale via Silverstone Auctions. Dating from 2014 yet showing just 900 kilometres on its odometer, the left-hand drive 110 is

one of ten SVX JB24 models used in the 2015 James Bond movie Spectre.

There are many copies of these vehicles in existence, but Car 9 is the real thing. It was converted by Bowler into the full ectre s ecification with

37” tyres, beadlock rims, rose-jointed suspension, an exo cage and a set of LED spot lights mounted on a tubular roof rack.

The Defenders which appear in the movie were divided into two groups

Or would sir prefer an original Range Rover In Vogue?

ALSO CURRENTLY ON the market is an extremely rare Range Rover In Vogue which appeared in these very pages a few months ago.

Featured in our April issue, the 1982 four-door has spent most of its life in South Africa – hence its condition. Its odometer shows a mere 5 km thou h this doesn’t include the miles it covered in the durin its first years.

The Range Rover is still on its original 3.5 V8 engine and 3-speed auto gearbox, which the vendor says are workin well. t’s described as bein in a retty solid and sound condition’ underneath though with advisories on a couple of areas of corrosion. The Nevada Gold paintwork is in excellent condition as is the interior thou h the driver’s seat fabric has a couple of tears. t’s not every day you see a enuine n o ue for sale. The askin rice for this one is 5 5 to contact the vendor, email The Landy at alan. kidd assi nment media.co.uk and we’ll ass it on.

based on their use – high-speed etaway’ cars and lower s eed snow-scene vehicles. This particular 110 is from the latter set; Silverstone Auctions says it was used for drive-by filmin only and therefore esca ed the punishment meted out to some of the other vehicles – which saw three of them written off. ndividual vehicles used by film production companies are hard if not impossible to identify just by watching the movie they appear in, as number plates will be swapped from one to another between takes. There’s no doubtin the ’s rovenance however: it comes complete with a risk assessment form from the film set its Land Rover build s ecification a full set of employee timesheets, correspondence between Bowler and JLR and a copy of the original contract. In addition, its buyer will also become the owner of a monthly Crew Production Calendar from Spectre 007, running from December 2014 to

June 2015, as well as Location Call Sheets detailing the cast and crew involved in each scene.

It will also come with a small plastic SVX badge that was stuck on the rear durin filmin as well as an ustrian number plate, 62734Z, which is wore on set. hat it doesn’t currently have is a UK log book. However Silverstone Auctions says that following decommissioning of the hydraulic handbrake it was given for special effects use, it should be ready to pass the IVA test required prior to registration. o what’s this bad boy oin to cost you? Well it failed to reach reserve in the saleroom in May and, at the time of writin is on offer via the com any’s website for a fixed rice of 224 . fantastic addition to any ames ond fan’s collection ’ as ilverstone’s romotional material uts it. r as or a rather menacing shooting vehicle for rivate estate use.’ t’s the truck the truck with the Midas touch…

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