The Landy February 18

If you like James Bond, you’ll love Nene Overland’s take on the Spectre 110 theme: Page 28

LANDY

FEBRUARY 2018

THE

ISSUE 48

ISSN 2056-6778 • Assignment Media Ltd

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When four guys plan an adventure around Europe using Series Land Rovers as their transport, you know it’s going to be memorable

Full story: Page 32

Inner wings on Range Rover Classics are in short supply. But there’s one man out there who’s determined to change that

Full story: Page 42 Trevor Bailey never used to own Land Rovers, but his Mazda RX-8 wasn’t coping well with the winters.

A Land Rover was needed – and subsequently bought. But his Landy isn’t just for winter.

This Lightweight has a rich history. And, following a full resto, it’s in better shape than ever.

While you’re stuck inside and watching the snow fall, why not feast your eyes on this summer-ready HCPU…?

Full story: Page 18

Full story: Page 22

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Exclusive to the UK, red Wild Mats for vehicle recovery in soft sand, slippy mud and snow. Light and easy to store. Only £99 per pair.

Krazy Beaver™ Super Shovel, made in the USA and brought to you exclusively by Matt Savage. This is a full size shovel that means business.

The sharp reinforced teeth are perfect for hacking through frozen snow, compact clay and anything that gets in your way! Measuring 40 inches tall and with a shovel head that’s nearly 9 inches wide and made from heat treated heavy duty 13 gauge steel this shovel is STRONG! Lightweight handle, decent sized D grip which can be used with gloves on, and altogether a great piece of kit to carry on your off road adventures. £69.

Here at Matt Savage 4x4 we are the UK dealer for Viair 12 volt compressors. We stock the full range of Viair products including portable compressors, on board air systems and individual parts such as pressure switches and tanks. Take a look at our Viair website that is dedicated to Viair compressors only, www.viair.co.uk.

85P Portable Compressor Kit £55.25

400P Portable Compressor Kit £228.52

Extreme Duty On Board Kit £628.51

High Speed 2on2 Compressor Kit £639.95

1.5 Gallon Air Source Kit £205.66

We also sell CTIS kits by SYEGON. This enables you to inflate and deflate your tyres whilst driving! This is great for soft sand, or if your load changes a lot (tractors or lorries) to prevent tyre wear due to tyre over/under inflation. This is used a lot for the Dakar race and similar things.

Matt Savage 4x4 based in Derbyshire. We specialise in Land Rover service and repair as well as overland preparation and vehicle rebuilds. We have a fully equipped workshop with two ramps and vehicle diagnostic equipment. Please call us on 01629 735555 or email sales@mattsavage.com

www.mattsavage.com

Matt Savage 4x4, Unit 3 Unity Complex, Dale Road North, Darley Dale, Derbyshire, DE4 2HX Tel 01629 735555

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Contents

CL ASSIC + MODERN CAR • CL ASSIC + MODERN BIKE

32

28

18

26

MULTI VEHICLE • COLLECTORS • KIT CAR • CL ASSIC MOTOR TR ADE COMPETITION CAR • SUPPORT VEHICLE

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18 Trevor Bailey – Series III Lightweight 22 Mike Edge – Series III High Capacity Pick Up Camper 26 Range Rover Velar 28 Nene Overland – Spectre 110 32 Series Landy European Tour 38 Ruby The Landy – Episode Thirteen 42 Workshop – Atkinson’s RRC Inner Wings

04 News 11 Next Month 12 In Gear – New Products 48 Buyer’s Guide 56 Stockist Directory 58 Vehicles For Sale 62 Calendar

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Go Long or Go Home Words: George Dove

T

op spot on the Range Rover ladder has changed hands, with the announcement of the SVAutobiography LWB. As its focus is on those in the back seat, the LWB climbs elegantly above the SVAutobiography Dynamic as the

flagship model in the RR arsenal. It raises the bar in pricing too, starting at a whopping £167,850 – but don’t worry, the priciest incarnation will only max out at £177,030.

Like it’s sportier counterpart, the LWB is also a denizen of Land Rover’s SVO department, meaning it comes with a (probably) Louis Vuitton trunk load of gadgets and bespoke engineering.

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We stock a range of new Genuine Smiths gauges including a 52mm RPM counter and cable drive converter for early Land Rover models. Gauges are available in Black or Magnolia.

A passenger centric interior consists of a pair of airline style, leather seats that have an impressive spec list themselves. The space given by the wheelbase is utilised, with the rear accommodation offering 1.2-metres of leg room, and the deep foam of the seats have layers worked into them for added comfort. There is a 40-degree allowance in electronic reclining, whilst hot stone massage functions and heated calf and foot rests add another level to the lavish amenities.

Beneath electronic tables there are 10” touchscreen entertainment displays that connect to the on-board 4G WiFi allow passengers to email other oligarchs in comfort. When the clock, exclusively designed by Zenith, sleuths to five and the work is done, you can delve into the contents of the fridge concealed between the two rear seats, because heaven knows you’ll need a drink by then. screens in the front are also connected to Land Rover’s Touch Pro Duo, with the functionality to swipe content between screens, so you can sit and await your entertainment’s arrival from the screens up front.

Now, on to the practicality. The right-hand rear seat folds down, to

accommodate longer items, which will come in useful on those trips to the shooting range. Thoughtfully, there is an automated, veneered load space so your driver doesn’t tire himself out loading and unloading the bags, which is important to keep in mind because he’ll be the one driving (duh!).

The SVA LWB has a trio of engine options, comprising of a diesel, a petrol hybrid and a supercharged petrol V8, so you can craft the performance to suit your Jeeves. The diesel option is a 4.4-litre SDV8, and at 338bhp is the least powerful of the trio – but is recommended if your driver needs taming.

The hybrid provides 404bhp from its 2.0-litre P400e unit, which can muster 31 miles as a fully electric vehicle, so

you can make it home even if you run out of fuel as you reach the top of the driveway. If Jeeves has been well behaved, and you’re a bit of a soppy employer, you can treat him to the 5.0-litre V8 and the power of 565 stallions.

This is Land Rover’s answer to the Bentley Bentayga and the upcoming Rolls Royce Cullinan. On the face of it, they’ve answered with the perfect retort.

taken leave to allow for a massive load space of 1,856 litres. An electronically-powered tailgate and the inner powered tailgate means that accessing the load space is simple.

The Commercial is little different to the standard Discovery and, aside from the unique seating and load space arrangement and the absence of rear windows, is comprised of aspects from its less hardy sibling. It sits on exactly the same suspension and chassis as the commonplace Disco, whilst the cockpit and interactive tech is also all the same.

There’s a choice of two engines, the 240bhp 2.0-litre SD4 and the 258bhp 3.0-litre TD6, which both utilise Land Rover’s Terrain Response system.

A host of driver aids are available on the Commercial, including Hill Descent Control, cruise control and Autonomous Emergency Braking, plus a range of mod-cons to retain the luxury of the Disco proper, along with privacy glass veneer where the rear windows would’ve been. Pair these with the 3.5-tonne towing capacity, the Commercial is the four-wheel drive equivalent of a Teflon business suit.

The Discovery Commercial is available in S, SE and HSE trim, in conjunction with both engines, with pricing starting at £48,695 and deliveries expected in Spring 2018.

Let’s get down to business Words: George Dove

Land Rover has released a new variant of the Discovery that maximises practicality and utilises load space. The Discovery Commercial has flexible storage options that are easily accessible via the powered tailgate.

Despite the fact that it can be described as a 260bhp, British two-seater to a lady friend, this is a Discovery that goes the extra mile to stick to its roots as a working vehicle. The second and third rows of seats have

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Deck The Halls O

Words: George Dove

nce again, the Great British Land Rover Show was the place to be in November for any lover of the Green Oval. 98 exhibitors of all varieties joined us at Stoneleigh Park on Sunday 26th November, adding to the festival

atmosphere on what was a celebration of all things Land Rover.

Visitors browsed stalls from brands such as show sponsors, Rimmer Bros, and BF Goodrich amongst others, showcasing everything from spare parts and upgrades, and were inspired by custom workshops and completely unique vehicles from exhibitors.

Another source of inspiration was the Land Rover walkway at the entrance to the main hall, curated by the team here at The Landy. We chose eight special guests to get show-goers quickly into the swing of things, featuring a breadth of machines proudly adorned with the green oval – all remarkable in their own unique way.

We had an ultra-rare Braemar P38; a mint Rangey Carawagon; a finely-restored Range Rover Classic treated to an RPI-tuned V8; book-hero and newfound star of YouTube, Landy the Landy; a very orange, very unique custom-built Tomcat; a Corvette-powered

110 and finally, two of Land Rover’s latest offerings in the form of the SV Autobiography Dynamic Range Rover and a very tidy First Edition Velar.

Another highlight was the live engine workshops put on by engine specialists, NWS Motor Services, both in the morning and afternoon, explaining the most common issues they encounter with the popular TDV6 engines and how they overcome them.

The facilities at Stoneleigh were fully utilised. Both show halls were packed to the rafters, but there was also plenty to cast your eye over outdoors. As always there was the Land Rover-only parking area giving owners a chance to showcase their pride and joy. The 2.4-mile on-site off-road course gave them a chance to test their machine, too, with plenty of visitors getting down and dirty with their Green Ovals.

All in all, it was a show much like the vehicles it centred around – a true British spectacle.

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Can I have a word...

I

’ve witnessed a decent amount of snow falling outside the windows over the last couple of weeks.

And do you know, it’s amazing how a sprinkling of snow can completely alter someone’s mindset on 4x4s and what vehicle is most suitable for that given second in their life.

I’ve spoken to people who at the start of the week were planning to sell their Land Rover, and now – thanks to one of the most sizeable snowfalls in the last few years – have decided to keep hold of their trusty Landy until the New Year, when a sunny day may send them in the direction of a convertible.

I’m based in the Midlands where we never really encounter extreme weather. But some places require an all-season approach to motoring.

Consett in County Durham, for example, is likely to be on the receiving end of some bad weather this time of year.

This month’s cover star, a gem of a Series III Lightweight – which you can read about on page 18 – is the property of Trevor Bailey.

The LWT was bought primarily as a vehicle to help Trevor out in the winter, but through purchasing his first Land Rover, and a military one to boot, he’s found himself in a whole new community that prides itself on the relationship between the Armed Forces and Land Rover.

Perhaps if we had more snow, more people would be swayed into Land Rover ownership. And if more people are exposed to the joys of the Land Rover world, then surely that’s a good thing. A bad winter for some, but potentially a great one for Land Rovers.

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

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Pulling Together

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ur guesthouse in Mid Wales has been welcoming 4x4 owners for over 12 years and is well known as a base for exploring the green lanes in the area.

These customers range from people with brand new vehicles wanting to get a feel for what they are capable, right through to seasoned off-roaders with years of experience.

This has led to many locals believing that all 4x4s using the green lanes in our area are based with us. In fact, this is far from the truth with many other B&Bs, guesthouses and campsites also welcoming 4x4 owners.

Following a recent phone call from one of these locals I was horrified to

uncover a ‘trail of destruction’ that had been left by a group of about seven 4x4s to both the local road network and at least one unclassified county road (UCR), and possibly more following further discussions with the police and other locals. Having informed the member of the public that I had no one staying so they couldn’t be based with me, I was asked what I was going to do about it. I explained that as they weren’t my customers there wasn’t a lot that I could do.

However, as a business that tries to promote responsible green laning, and with a vested interest in keeping the local network open, I decided to go and have a look at what had actually happened. Upon arriving at a farm based close to the UCR I was greeted by a

very unhappy farmer and his father who again accused my customers of causing damage to the verges along the road and his field.

After explaining, once again, that they weren’t my customers and I was just there to see what had happened, and that due to my close links with the local council I would no doubt hear about this at some point, they agreed to show me where the damage had occurred.

I was led along the road and UCR and it was obvious that the group in question had been out to cause as much damage as possible. Wheel tracks cut through most of the verges, followed by some significant damage to a track and field leading from the UCR. This damage will take months to recover but I wonder how long it will

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INDEPENDENT LAND ROVER & JAGUAR PARTS SPECIALISTS GENUINE / OEM / AFTERMARKET take to regain the trust of the farmer – if ever! The farmer in question is threatening to lock the gates and get the UCR closed to all vehicles. Whilst I know this is not the way to get rid of the problem – or legally possible – I can sympathise with him.

Once again it shows how a reckless minority group could ruin the hobby so many of us enjoy.

I hear reports time and time again that people have been playing off-piste on the byways and UCRs in the area, causing unnecessary damage to fields and land adjacent to the routes. This incident has once again highlighted this issue and people need to understand that the land bordering to these routes is actually owned by someone and used by them to earn a living.

I often give the example of ‘how would you feel if someone drove their vehicle over your lawn?’. I think most of us would agree that we wouldn’t be at all happy.

As responsible users we need to be more vigilant and on the lookout for the minority that don’t play by the rules. If you see someone acting irresponsibly, report it using 101 as the police will act if they continually get reports about the same vehicle or person.

If we don’t do something about these minority groups, I struggle to see a future for the rest of us to continue enjoying the countryside in our vehicles.

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NEXT MONTH

Beckham’s Whip: Footballers are often associated with flash 4x4s. So we thought we’d take a look at one. This one belonged to Golden Balls himself PLUS

The 86” Land Rover was a rare breed. Churchill 4x4 have come up with an example – but this is an example of the most outstanding quality

Matt Nicoll-Jones is used to V8s that can boast more than 400hp and top speeds in excess of 175mph. But when he’s not at the track, he spends time with a V8 of a very different kind...

NEXT MONTH’S LANDY IS PUBLISHED ON 29 JAN You can pick up your copy of our March 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 Michelle Thruxton Contributors Dan Fenn, Jenny Bright, Trevor Bailey, Andy Walker Photographers Gavin Lowrie, Harry Hamm 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

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’ probity, but will not be liable for any losses incurred as a result of responding to adverts

The Landy is distributed

by Britpart. Details of your nearest Britpart dealer can be found at www.britpart.com Where a photo credit includes the note CC-BY-SA, the image 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 © 2018 Assignment Media Ltd

01673 842101

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In Gear

NOTHING BRIGHTER.

Words: George Dove

The very latest in Land Rover parts, accessories and merchandise

Pruning the bushes Bushes on a suspension are like bushes in gardens in some ways.

Some people take great care in keeping them in tip-top shape, spending time and money to make sure they are spot-on. For others, they’re just there, simply part of a garden or car.

Whereas a wilting bush won’t affect the handling and performance of your lawn, it will affect your Freelander.

Worn bushes on your vehicle’s suspension can rack up a list of ailments which include imprecise steering, uneven tyre wear and braking instability. All bad things.

To avoid barren handling, Powerflex have used their expertise to bring out this range specifically to keep the chassis and suspension of your Freelander well-trimmed.

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We all love James Bond. He’s possibly the coolest guy ever. Yeah okay, he’s fictitious, but fictitiously speaking, he is still very cool. Only on occasion does somebody trump him in this regard.

One of these times came in his latest outing in Spectre, when his DB10 was ‘out-cooled’, not by the specially made Jaguar CX75, but by a trusty Defender. The SXV 110 looks the business, and whilst we’d all love to have one, it’s a bit garish.

We might also get carried away and try to run Aston Martin drivers off the road…

Anyway, one low-key feature we can take from the star of the silver screen is the wheels. Weller Wheels has produced their Spectre Mach 5 Faux Beadlock rims so your Defender can have the same boots as it’s favourite film star. To get your slice of road-legal Bond villainy visit wellerwheels.com

Using polyurethane instead of rubber for their bushes, alongside moulded metal inserts, this range has products for front, rear, upper and lower bushes whether you want to replace or support them. Stop your Freelander feeling for-lawn (sorry), and check out the full range of bushes over at the garden centre... no, sorry, at powerflex.co.uk.

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FROM PARTS TO VEHICLE RECONDITIONING

Easily LED

Sometimes it feels like a sin, replacing a part on the Landy with one that’s not original or, ahem, new.

However, older Landies, as painful as it is to admit, could do with a bit of an update every now and then.

One way of doing this, but also keeping plenty of that Land Rover character, is right out front. LED headlamps are more popular than ever, and there are plenty of circular 7” options out there that will bring your Defender back in line with the times, without vandalising it with go-faster stripes or diamanté encrusted rims.

Thomas Performance has a whole selection of LED kits that will help you see the Landy in a new light.

Their replacement lights simply bolt on in place of the historic halogen counterparts, and utilise CREE LED chips, which use less energy and last longer whilst magically still providing more lumens.

They won’t rust and can even sustain themselves under water for half an hour, so these things

are as robust as the Defender itself. Hell yeah. You can check out the full details of the LED EVO

13

headlight kit online, along with the rest of the company’s range, at thomasperformance.co.uk.

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FROM PARTS TO VEHICLE RECONDITIONING

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The Non-Hitchhiker’s Guide The latest revision to the VehicleDependent Expedition Guide sees that the comprehensive manual is up to date, and sees the addition of a full colour Photo Gear addendum. Don’t be put off by the thickness of it, as this isn’t a book you’re supposed to read from cover to cover.

Lead author, Tom Sheppard, quips in the Signposts chapter, a section explaining how to get the most out of the book, that if you read the book in its entirety ‘by the time you’ve done it you’ll be too old to go on an expedition.’

This first section of the book is essential to read. It holds little information regarding the subject matter, but it will help you understand the formatting of the book itself and how to get the best out of it.

Whilst the book itself carries extensive information – subchapters often have subchapters – it can be very quickly digested. Every chapter has a summary page at the start, and each page has its own blurb which allows you to perform a detailed skim of every turn and either triggers your

common sense (Tom’s words, not mine) or highlights areas you need to read up on.

This book’s versatility comes from its detail, as it covers how to plan your trip down to the last detail, some you probably hadn’t even thought of before. The depth of knowledge in the pages means the guide will inform the novice and veteran overland traveller alike. This may well be the last travel guide you ever need, especially as it now tells you how to capture your adventures through a lens.

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Fire in the workshop

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.

Even in the winter, camping is fine. The cold can be combatted with a campfire and appropriate clothing. However, you can’t light a campfire in the workshop. Well you could, but we all know where that story will end up. An electric heater would probably be better.

There’s a whole range of Clarke electric fan heaters, available from Machine Mart, that are ideal for lifting the temperature in any workshop or garage. They have the Devil range models, with the 6003 able to produce 3.5kW of heat output, and the 7003 that offers 3kW. Both work off a 230V power supply and have variable heat levels and insulated handles for easy moving, so you can keep the workshop just right whilst you’re fine tuning the Landy. The full range and details can be found on the Machine Mart website. machinemart.co.uk

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Twinter Cleaning

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It’s so much easier to get up each morning in the summer than it is in winter.

Not just because the sun’s up early, but because you know that, unless something is incurably wrong, you’ll only have to defrost your dinner and not the car.

Nobody likes turning the heating up to full whack, then getting out and chiselling off the fervent layer of frost, when it is considerably less bright than it is early. But even when the job is done, and the screen is frost-free, there’s still the smears in the muck from the wintery road refuse which doesn’t seem to leave.

Getting rid of the ice and the muck is a job that certainly lacks in glamour, but it’s one that can be made to look effortless by enlisting the aid of the Winter Twins. Sadly, they’re not a pair of Scandinavian sisters, but the Ultimate Screenwash and De-Icer from Autoglym.

The screen wash is developed to clear the dirtiest windows, and its unique composition means that it won’t freeze when you spray it on your windscreen – unless its -45 degrees, a score even Britain’s winters can only dream of.

Whilst the detergent works in the cold, it doesn’t combat it like the de-icer does. Now, all functioning de-icers do the same thing. But what makes the Autoglym line stand out is the concentrated formula, which works quickly but is also friendly to all of the surfaces on your Landy. To find out more on the twins, and the rest of the family, pop over to autoglym.co.uk.

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16 Get Your Defender Looking Trim

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FROM PARTS TO VEHICLE RECONDITIONING

Mums are never wrong, are they?

Of course they’re not. Alongside, ‘the best things come in small packages’, and ‘eat your greens if you want to grow big and strong’, in their greatest hits is the chart topping, ‘It’s what’s on the inside that counts’.

The sentiment of this hit stands true in many situations, and Defender ownership is one of them.

With the exterior taking the brunt of the tough love it is easy to focus on that aspect of the vehicle and clean up the bodywork.

Often this can mean that despite being where we spend most of the time with our glorious machines, the interior is often overlooked.

This tidy interior trim kit from Tomcat Motorsport will certainly

freshen up the inside of your cab and make it matter.

Tasteful black leather-effect finish comes smooth or grained and stitching can be black or a contrasting red or white.

The two-piece kit is easy to fit and will instantly make the interior one your mum will approve of.

You can order yours for £39.99 by visiting their website: tomcatwebshop.co.uk.

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Defenders are fantastic vehicles.

Brilliant machines. They can do no wrong. Generally. But, if you held a water pistol to my head and insisted I named their biggest downfall, I’d all too quickly blurt out the words ‘rear’ and ‘crossmember’.

It’s one of the most common causes of irritation among Defender owners, but it’s easily correctable. Land Rover parts specialists, Bearmach, has released a range of replacement crossmembers that will keep your Defender in top shape.

Available for both 90 and 110 iterations, the range consists of 2mm or heavy duty 3mm offerings that come in both a coated black or galvanised steel finish. Suitable for all Defenders pre-Td5 era, fitting one of these to your pride and joy will give you peace of mind, and the Landy a new lease of life.

Check out the full specs, along with the full range of Bearmach’s extensive product list, at the following: bearmach.com.

17

PHONE

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Ringing the changes

NEW PRODUCT HIGH PRESSURE WASHER JET KIT THE FRONT WASHER HAS 6 JETS AND COMES WITH A HIGH PRESSURE PUMP, CUSTOM MADE PLUG AND PLAY WIRING LOOM. THE REAR WASHER HAS 3 JETS USING THE EXISTING PUMP AND WIRING. £228 - FRONT AND REAR KIT £195 - FRONT KIT ONLY

FRONT DOOR HINGES REAR DOOR HINGES SET OF 4 INCLUDING SET OF 3 INCLUDING STAINLESS STAINLESS SECURITY FIXINGS £258 SECURITY FIXINGS £240 If your Landy isn’t used every day, then there’s one thing that you’ll worry about the most. The battery. Especially this time of year, battery failures are one of the worst things that can happen. It’s something we all dread and when it happens there isn’t much we can do.

That’s why it’s a good idea to invest in battery maintenance so your Landy can continue to perform at the first time of asking.

Ring produce a series of battery monitoring and charging kits, that will mean you’re always fully charged and raring to go. Whether you’ve a newer Landy with a stop-start system, or a classic Series motor, the range has battery care covered whatever the requirements.

The 6A advanced Smart Charger uses an eight-stage charging cycle which reconditions and repairs the battery to improve its performance and extend overall battery life. It is also conditioned to adapt to the cold weather and still perform at its peak.

There is also the 4A Smart Charger which cares for engines up to 2.0-litres, the 1A Maintenance Charger, designed for long-term connection to vehicles used sparingly, which tops up the battery gradually over time.

To take charge of your battery’s health, visit ringautomotive.com to pick the device best suited to your Landy.

HIGH SECURITY BONNET FIXINGS ALUMINIUM FUEL CAP NO EXTERNAL FITINGS £118.00 PER PAIR MACHINED FROM BILLET ALUMINIUM 6082-T6. COMES COMPLETE WITH LOCK AND KEY. AVAILABLE IN BLACK, SILVER & GREY £65.00 SECURITY SWIVEL LOCK EASILY FITTED BY REPLACING YOUR STEERING WHEEL WITH A SWIVEL LOCKING COVER WHICH WILL FIT IN YOUR CUBBY BOX. COMPATIBLE WITH OPTIMILL QUICK RELEASE BOSS ONLY. £138 EXTERIOR DOOR HANDLES MANUFACTURED FROM BILLET ALUMINIUM. SOLD WITH OR WITHOUT HIGH SECURITY LOCK. SOLD INDIVIDUALLY £165 LOCKABLE, £135 WITHOUT LOCK SLIMLINE STEERING WHEEL BOSS & CAP 48 AND 36 SPLINE VERSIONS AVAILABLE 32MM IN LENGTH £72

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Issue 48: Feb 2018

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‘I always liked their unusual angular shape. The Lightweight was for me!’

Making Light Work of It

Back in 2009, Trevor Bailey found himself needing a vehicle to tackle adverse weather. Today, he owns a wonderfully restored Lightweight that carries its military heritage with pride – and can also handle more than a sprinkling of snow

Words: Mike Trott &Trevor Bailey Pictures: Mike Trott

B

ack in 1948 when the very first incarnation of Land Rover appeared, the general public were stunned by its no-nonsense, practical and utilitarian attitude.

And while it didn’t take long for people to recognise the benefits of the Land Rover in the agricultural and commercial market, the military was already fixated on employing the vehicle for its own missions.

Early military Land Rovers were just tweaked versions of the civilian standard. That’s how good a Land Rover was out of the box. However, as aircrafts developed, so did their transportation ability. By the late Sixties there was a demand for a vehicle that could be flown by fixed-wing aircrafts and helicopters – and the Series Land Rover of the day was perfect for the job. Only it was too heavy.

Step in the Lightweight. Officially known as the Half-Ton Land Rover, the Lightweight was built specifically for military duties and is distinguishable from ordinary Land Rovers through its more angular bodywork – a design of Marmite; some love it, some hate it.

On Land Rovers of old, though, looks always came second to functionality.

And while the Lightweight was new to the game in 1969, Trevor Bailey was new to the Land Rover game in 2009.

Based near Consett in the North East of England, Trevor realised his rear-wheeldrive Mazda RX-8 wasn’t the ideal machine for tackling the annual snowfall.

‘So, I had the bright idea of getting a second vehicle to use during the bad weather,’ recalls Trevor. ‘But which type? After much thought I decided on a Land Rover. I fixed the budget for my purchase, which pointed me in the Se-

ries direction. I did my homework, read all the books and familiarised myself with all the problem areas to look out for when buying.’

It was whilst doing this that Trevor came across a copy of Mark Cook’s book, The Half-Ton Military Land Rover.

Trevor continues, ‘I could remember seeing these as a kid and always liked their unusual angular shape. So, that was it, I was hooked! The Series III Lightweight was for me!’

The hunt and purchase are stories in their own right, but eventually the correct vehicle was acquired for a reasonable sum. The body was quite tatty, but the chassis was a peach, having been replaced together with new springs, reconditioned axles and a rebuilt engine prior to being cast in 1997.

Trevor reveals, ‘The recorded mileage showed only 4718 miles,

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Issue 48: Feb 2018

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AJD Off-Road

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AJD Off-Road are proud to supply Land Rover parts, spares and accessories. We offer full workshop facilities for Land Rover servicing and repairs, MOT work, tyre fitting and Land Rover accessories. We are always updating our website so it’s even easier for you to update your 4x4 - so be sure to visit regularly to look at our latest special offers, vehicles for sale and much more!

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Below: Trevor’s 2.25 petrol motor was a ‘preserved’ unit, rebuilt in 1980 until being fitted to the new chassis in 1997 which seemed strange to me, but after checking I discovered that this was the mileage on the new chassis. 4574 miles when it left the army in 1999 and only 244 miles since in ten years! Apparently, the chap I bought it from only used it occasionally to move farm equipment around his smallholding and never had it registered for road use.’

You’ll frequently find surprises when looking back through a vehicle’s history.

In fact, the very name, ‘Lightweight’, is a deception of the truth. The vehicle’s other alias is the ‘Air-Portable’. And indeed it was – but only after dismantling it and taking away the doors, tailgate, windscreen, vent panel (below the windscreen), spare wheel, bumpers (front and rear), rear upper body panels, canvas tilt and its support frame.

When fully built, it was actually heavier than a standard military Series III CL (Commercial Logistics) Land Rover.

Still, we’re focused on the history of one particular Lightweight, Trevor’s Half-Ton FFR 24V. He was after a 12V GS initially, but as is often the way, something too good to pass up comes along and then nothing else compares.

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Trevor’s Lightweight was originally built in late ’79, before heading into service on New Year’s Day. It’s first home was in the North East serving with C. Company 4 Para between 10/04/1980 and 23/09/1993. It later served with 35 Signals Regiment from 18/05/1994 until 15/10/1997 prior to being decommissioned on 01/08/1999.

Ten years later, the Lightweight found itself with a new owner hungry for a project (and something to drive in the snow), while the Land Rover itself was due a restoration, now aged thirty.

Below: Inside the only modernisation is Trevor’s satnav for laning expeditions, and there’s a lockable isolator switch on the starter motor circuit

‘I decided to sympathetically restore it back to the original military spec, but without the radios,’ says Trevor. ‘I worked out an estimated budget for the work (but as we all know, you should multiply this by three!) and got to it.

‘Many pounds and hours were spent during the next three and a half years (stripping, repairing, replacing, rebuilding etc.). The list of replacement and rebuilt parts seemed endless…’

Some of these included the rebuilt gearbox from Ashcroft Transmissions with a high-ratio transfer box, new clutch slave and master cylinders, propshafts, copper brake lines and a rebuilt master cylinder, starter motor and rear differential.

‘I even needed to replace both fuel tanks as the originals leaked and as you almost sit on them in a Lightweight, I didn’t fancy just having them repaired!’ laughs Trevor.

The original tilt was in a terrible condition and everyone knows how porous a Land Rover can be. Sadly, water had badly affected most of the switchgear, gauges and controls. Much of it was saved, but plenty of items needed replacing including the heater motor.

Trevor’s time (and money) was required on the bodywork, with another problem emerging every time he peeled

Continued overleaf

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Issue 48: Feb 2018

News

Above: ‘I wasn’t going to fit radios,’ says Trevor, ‘because the proper utility radio table along with all its kit would have taken up most of the space in the back. I have two portable ‘man pack’ sets, which is also correct for a Lightweight’ Left: There’s always room for some military memorabilia

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another panel away. The bulkhead was on the receiving end of professional treatment, however, with the passenger footwell being cut out and replaced, together with various holes being fixed.

‘Other body parts were replaced too, like the galvanised upper vent panel, windscreen, doors and door tops, the tilt, front seat squabs and backs,’ describes Trevor. ‘I also swapped the

Workshop

Buyers

tub floor with 3mm aluminium plating instead of the 2mm stuff for more rigidity.

‘Not being a mechanic but good with my hands, it has been an ‘on the job’ learning experience, but very enjoyable. There has been the odd occasion when I have hit a problem that made me feel out of my depth. But with the aid of the workshop manuals and the Internet I have managed to

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

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work my way through them,’ states a proud Trevor.

With the work complete, Trevor can now spend time with his Lightweight doing what he wants more than anything: driving it.

‘It’s a real old-school driving machine with none of the aids you get with a modern car. You must think about what you’re doing all the time: select the right gear for the hills before you run out of chuff, get your speed right before entering a corner and leave plenty of space for braking,’ explains Trevor. ‘It’s sluggish, it rattles and it’s noisy; but get it off-road on the rough stuff… it’s unbelievable what it is capable of.’

The British Army admired the Lightweight’s capabilities so much that even when helicopters became more powerful and could lift them in fully built form, they remained in production and were used as the standard for years after.

Trevor’s Lightweight may not have to catch a flight anywhere these days, but just as the military called upon Land Rover when they required a vehicle for a specific purpose, Trevor can call upon his very own Lightweight – whether it’s for a pleasurable drive through Northumberland’s lanes, or for when he needs the ultimate machine for conquering the worst of winters.

Issue 48: Feb 2018

21

Above: Save Trevor from snow it may, but a NATO hitch may help others too Below: With ATU wing boxes on either flank of that angular bodywork, it can only denote an FFR spec Lightweight

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Issue 48: Feb 2018

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‘With the extra space and a little thought and ingenuity...’

Peak Capacity

While the weather outside your window currently leaves you feeling as grey as the sky is overcast, why not feast your eyes upon this Hi-Cap 109” and take inspiration for next summer’s adventure?

Words and Pictures: Mike Trott

L

and Rovers were always designed to be versatile and practical in nature, in the same way a Swiss Army knife has functionality at its core. However, some Green Oval machines were always going to be more flexible than others. And in this case, size does matter.

Pause on the Swiss Army knife for a second: when I was 10 my grandparents gave me one as a present. I instantly felt cooler, and more prepared, like I’d be able to deploy my Victorinox Climber when required, say, if my Nintento 64 broke and I needed to carry out a full diagnosis. In reality, my index finger sustained two cuts on the first day of ownership – but I still possess and cherish it to this day.

My point is that I was aware of even bigger knives, with more features and more cred. With the Series III Land Rover, if you wanted to become the Mr Practical, there was only one variant suitable for such a man – the Series III 109” High Capacity Pick Up. This wasn’t just an ordinary Series III with an already hardy image, but a Left: Selectro free wheeling hubs are a welcome addition to any working Land Rover

pick-up truck that could boast an additional 25% in cubic capacity over the standard 109” truck cab. Not only did more space mean more room for all your manly stuff – a chainsaw and half a forest, perhaps – but the heavy-duty suspension ensured the vehicle wouldn’t slump to its knees 50 metres down the road.

If there is one person who can wax lyrical about the usability of this particu-

lar workhorse, you might find him at the beach or camping alongside a beautiful vista, made possible by the modifications he’s made on his very own High Capacity Pick Up. ‘I felt this was the ideal base for a camper conversion,’ says Mike Edge as we walk around his fine Land Rover.

‘With the extra space and a little thought and ingenuity, I reckoned it could be turned into a great camper.’

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23

Above: HCPUs received County spec seats and headlining to ensure the cabin wasn’t completely sparse There has certainly been some thought put into how to make best use of that vast loadspace, and the result is a setup that can be used with ease, yet is as solid as the vehicle its situated in.

The framework is credited to steel fabricators CRF UK, based in Shropshire. They’ve rolled out 27mm tubing for the rear hoops – 3mm thick – and

used the original Land Rover mountings to keep an authentic look. Those mounts have been bored out 2mm, though, to account for the thicker tubing, while the height has been increased by 18” to give more room to the people living within.

In the warmer months that’s usually Mike and his partner, Mandy, with the

former purchasing the Land Rover in the understanding that their children had reached a certain age, meaning the pair of them could take off in the Land Rover and do their own thing, safe in the knowledge that the house would have a solid chance of being in one piece upon their return.

Continued overleaf

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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Swansea Vale 4x4 is an established, independent, family run business in South Wales with almost 40 years experience working with Land Rover vehicles.

We offer a high quality affordable service at a fraction of the cost of the main dealer.

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Land Rover Sales | Land Rover Refurbishments Servicing & Repairs | Spares | Diagnostics Performance Upgrades | Recovery & Transport Service | Sales, Service and Repair of Trailers Trailer and Towing Parts www.swanseavale4x4.co.uk 01792 702 022 swanseavale4x4@aol.com Unit 1C, Samlet Road, Llansamlet, Swansea SA7 9AG

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But a Landy’s load bay can be a sparse environment, even with a frame and bespoke canvas fitted (in this instance a hood from JF Thomas).

‘I’ve insulated the floors using plywood and then rubber matting, while

there’s a wooden headboard fitted, giving access to the cabin,’ explains Mike. ‘The sofa also folds down into a bed, measuring two metres long and 1.2 metres wide. I have to commend Sue Candlin of VW Camper Dreams

Above: Come the early Eighties, Land Rover’s 2.25 engines were stronger than ever, now with a five-bearing crankshaft and Lucas ACR alternator

for the upholstering. You can remove it quickly to revert back to a normal pickup, plus there’s a cupboard to retain a washbasin, awning poles and a small gas cooker.

‘It’s a real practical classic; a true multipurpose vehicle yet retaining its classic Land Rover lines and appeal.’

Arguably, the only problem with the High Capacity Pick Up is that so few were made. Production only started in 1982 and by then Land Rover had one eye on its successor when the One Ten and Ninety vehicles would soon replace the old Series motors.

There’s only a dozen or so Series III Hi-Caps left on the road today, but Mike may have one of the best-preserved examples around. Not only did the HiCap have uprated suspension but the HCPUs were also given County spec headlinings and seats, both original

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Above: The wooden headboard at the top allows access through to the spacious load bay, in which you’ll find some rubber matting on top of a plywood-lined floor features that can be observed in Mike’s pick-up today.

By the early 80s, Land Rover had also gone to some length to improve the 2.25-litre unit, with five bearings now being used instead of three. These engines also carried the later CAV type fuel pump and Lucas ACR alternator.

But it’s not just the engine that’s strong on this particular old-fashioned workhorse. The chassis has been replaced with a galvanised one and is coated in Waxoyl to help this Land Rover live on like we know they can. With good, solid maintenance and a bit of TLC, these old Series Land Rovers can outlive most of their owners.

The TLC in this case comes in the form of a respray and a thorough servicing at regular intervals. But seeing as this is a Land Rover, these are acts of kindness the owner can perform themselves with very little trouble.

‘I bought this Land Rover last year with the knowledge that it was quite

rare,’ comments Mike. ‘And I’m no Land Rover expert, but I like the simplicity. I wanted something usable; something I could pull a trailer with, and the pick-up is an all-round vehicle. It doesn’t cost much to run, and there’s no depreciation!’

Mike has demonstrated that even 35 years after being produced, while a vehicle’s purpose may change, a practical vehicle will always be practical. This Series III may have been a traditional hack in the 1980s, but today it works to give Mike and Mandy a leisurely retreat when the strains of the daily grind become too much for them. Like a Swiss Army knife then, you’ll always find a situation where a Land Rover is the perfect tool for the job.

Mike runs a classic car business and frequently finds himself with a Land Rover looking for a new owner. If you’re in the market for one, take a peek by visiting mikeedge.co.uk

Issue 48: Feb 2018

25

Above: That sofa also folds down into a more than useful sleeping platform and is the handy work of Sue Candlin at Camper Dreams. There’s also a cupboard for all your camping needs

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Issue 48: Feb 2018

Land Rover has bolstered the Range Rover stable with the introduction of a fourth member.

It’s called the Velar, it carries a Green Oval badge – but does it carry the iconic emblem with pride?

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Welcome to the Family

Words: Mike Trott Pictures: George Dove & Land Rover

W

hen Land Rover launched the latest addition to the Range Rover family earlier this year, I suspect few people would have analysed the brand’s luxury collection and identified the need for another character in there.

It’s like finishing your three-course Christmas dinner and thinking, ‘Yes, I’ve eaten all the food this planet can produce, so there can’t possibly be anything else I need to consume between

now and New Year.’ But then your dad brings out the cheeseboard and you realise there’s room after all.

If you think I’m comparing the new Velar to a slab of cheese, then perhaps we’ve got off to an unsavoury start. I’m merely reinforcing why we don’t make cars and Jaguar Land Rover, the UK’s biggest automotive manufacturer, does.

They found a gap in the ranks and have strengthened the Range Rover brand, whilst giving customers a stepping-stone in Rangey ownership.

It’s important that I mentioned Jaguar, Land Rover’s current twin, because the new Velar shares its platform with the Jaguar F-Pace. Now before you start gesticulating wildly and proclaiming the death of Land Rover, it’s worth pointing out to you (for the sake of your blood pressure) that Land Rover has been careful enough to preserve certain attributes and capabilities to allow the Velar to triumph against the F-Pace where it matters, i.e. off-road.

Above: Inside is where the Velar impresses most, with a new state-of-the-art twin-screened infotainment system christened as Touch Pro Duo. It certainly helps lift Land Rover interiors to a new level

More on that later, though, as we need to cover some basics first.

Christened the Velar, some of you may not have come across this name previously, but it actually has connections to the very earliest Range Rovers ever made. The prototype vehicles used to hone aspects of the original Range Rover ready for production were all given the name ‘Velar’. While today’s Velar is unlikely to change the world in quite the same way, there’s no denying this is another important vehicle for Land Rover in the 21st Century.

The Velar has been designed to fill the ‘white space’ between the diminutive Evoque and larger Sport and Range Rover, and in doing so Land Rover has given us a more stylish and sporting number. It might be best to consider the Velar as the Range Rover Coupe – there’s no question it looks trim when stood next to its big brothers, and with the sleeker exterior and next-generation front end, this is a Range Rover that stands out from the crowd – and its family.

We’ve been driving one of the First Edition Velars, which comes equipped with the R-Dynamic body upgrades, detectable through the copper-coloured detailing about the vehicle. This one has a 380hp 3.0-litre supercharged V6 petrol engine, labelled the P380, with the unit derived from the one you get in Jaguar’s F-Type sports car. So it’s definitely fast. Only fast isn’t something

you necessarily put at the top of your priorities in a Range Rover.

I’ll be truthful here: the First Edition Velar is expensive, coming in at over £85,000 when the Velar range starts at under £45,000. As fun and spirited as the petrol V6 can be, it’s thirsty (we averaged 22.1 mpg) and with a fuel tank of only 63 litres, the 250-mile range between fill-ups is poor.

Far better is the D240 variant. It’s the same four-cylinder Ingenium motor we experienced in the new Discovery a few months back and, after being so impressed with it carrying around the heavier Disco, this’ll be a much better suited power plant than the V6. Pulling the lighter Velar frame means 240hp will still get you to 60mph in under 7.0 seconds, plus you’ll probably average another 15 mpg or so on top of what we managed with a supercharger.

All Velars come with the eightspeed ZF ‘box, which seem to have been tweaked to alleviate some of the issues that have hampered newer Land Rovers on pulling away. Realistically, though, when it comes to driving the Velar on the road, it’s like any other Range Rover: a brilliant cruiser.

It’s a fact that is backed up by considering the different driving modes.

For on-road, you have Comfort (the default setting), Eco and Dynamic. Eco just means you have to wedge your heel into the floor to make any sort of progress, but for everything else

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all you need is to switch the engine on, stay in Comfort, and drive. Yes, in Dynamic mode things are sharper and it is the most engaging drive this side of an SVR. But even in Comfort mode the Velar features Adaptive Dynamics, so everything remains controlled with nothing ever really flustering the Velar.

Aid the Velar’s smooth personality with driving inputs to match and you’ll get on like a roast turkey on fire.

In the Velar you’re cocooned fractionally more so than in the larger Sport and full-fat Range Rover, but you still sit high and can admire the generous visibility. Inside is where you’ll also find the most noticeable advancements.

The cabin is quiet and I love some of the new design features, such as the metal ring that breaks up the leather on the steering wheel and adds to the feeling of the Velar’s solidity.

You can’t miss the two 10” screens on the dash that make up the Touch Pro Duo infotainment system, which bluntly put, is wonderful. Land Rover

needed to step up their game in this department, and they have done.

Whilst looking space age in appearance, Land Rover has still managed to execute bringing functionality and simplicity to proceedings. The top screen covers connectivity, i.e. with media, Bluetooth and navigation, whereas the bottom screen deals with your immediate environment, including climate control, seats, and configuring the vehicle’s various modes.

Much of this is interchangeable and you can play around with it to your heart’s content. The graphics are crisp, while all controls have a satisfying assertion upon usage, particularly on the steering wheel. Here the buttons are digitised and will offer different options depending on the menu, while you can even stroke the dials into raising or lowering the Meridian stereo volume or changing your track altogether. It all adds up to a much-improved cockpit.

When you take the Velar off-road, it’s a relief to find the capabilities are better

than that of a Jag F-Pace. Same architecture perhaps, but JLR knows which will likely see more off-tarmac action.

The Velar is about as good as you can get off-road whilst making do without a low-ratio gearbox, although sadly many of the features that make the Velar good off-road are optional.

The air suspension, for example, is standard only on higher spec models, likewise with Terrain Response 2.

Having covered over 630 miles in our time with the Velar, it’s fair to say it can only remind me of other Range Rovers coming out of Solihull at present. This is no bad thing. It possesses the usual Range Rover characteristics out on the road – composure, comfort and class – while it has all the technical nous it needs off-road (when optioned).

But it has brought along a superior design, both to the exterior and interior of a Range Rover, and one which will no doubt play a part in the future of every member from Solihull’s most luxurious family.

Issue 48: Feb 2018

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Above: The bottom of two screens. This one features vehicle settings Below: Even the steering wheel buttons are now plush to the touch

Below: Velar name harks back to the very first Range Rover prototypes

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Premium Bond

Words and Pictures: Dan Fenn

You don’t have to be involved in the dirty work of SPECTRE to drive a Bond villain’s Defender. And if you’re the kind of person who gets a kick out of spending money (and has lots to spend), Nene Overland’s take on the 007 theme will put your imagination into overdrive

T

here have been plenty of crazes in the world of modified Land Rovers. Be it hybrid building, V6 or V8 engine installs or even just the staggering realisation that Defenders can be fitted with alloy wheels, when a fashion hits, it hits hard.

The latest trend? It might turn out to be as here-today-gone-tomorrow as this year’s X-Factor winners, at least by the glacial standards of everything Defender, but ever since they built those steroidal 110s for James Bond’s latest crew of hoods the aftermarket has been cashing in on punters eager to recreate the Spectre look.

The 110 in these pictures isn’t the first Defender we’ve featured with a dose of Bondage to its appearance.

But when it comes to reinventing Land Rovers for a cash-rich clientele, there’s not many aftermarket companies that can hold a candle to Nene Overland.

We visited Nene recently to see something completely different – but on arrival, this menacing looking Puma 110 was parked up outside the company’s Peterborough HQ. In Nene’s own words, it’s the Defender Icon Bond Special Edition, and as usual with the company it offers customers the chance to spec their vehicle by choosing from a palette of accessory options.

Sounds like this is no usual set of accessories, though. ‘We are delighted to be able to offer this very unique opportunity to our clients far and wide,’ says Nene. ‘We have managed to secure a quantity of the original bespoke one-off parts manufactured to produce the Spectre Bond Defenders for the 2015 film.’

Let’s start on the outside, since that’s the bit you actually see (this is a car based on a film prop, after all, and Nene says it can produce either ‘exacting replicas’ or bespoke builds to suit customers’ tastes). What you see here is a 110 with outer front wing skins, a bespoke rear body, enlarged wheelarch

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Above: There’s plenty to protect here… and plenty of protection. The bumper and winch mount flow down into an alloy steering guard – and behind it are a heavy-duty drag link and track rod. If you were going to make the most of those big Trepadors, and the ultra-low underdrive gears in the transfer case, you might also want to invest in a full set of underbody armour, but as it stands this is already a very well sorted truck cut-outs with bespoke extensions, four 37x12.50R16 Maxxis Trepadors on Spectre split-rim beadlocks, a full exo cage and rack, XS side steps, a Warn Zeon winch on a Spectre bumper, steering and diff guards, LED head-

lamps and roof-mounted spotlights, SVX rear crystal lights, black chequer plate, a soft A-bar, a snorkel and a NAS rear step with towbar.

Not a bad little spec list, that. As a Nene customer, it would cost you

Below Left: These are the wings and wheelarches of a 110 that means business. The business of SPECTRE, in the original, but merely that of getting noticed by all and sundry in the case of Nene’s customers. Between the front and rear bodywork mods, the arch extensions and the wheels and tyres underneath them, you’re looking at coming on for ten grand of eye candy here.

And worth every penny – just ask the punters who drive them

£23,000, including £4050 for labour to fit it all.

Not that that’s the long and the short of this vehicle. Far from it. The Puma engine has been tuned and fitted with a high-capacity intercooler, and further down the drivetrain you’ll find a transfer case underdrive, four-pinion front and rear diffs and 24-spline heavy-duty rear halfshafts and drive flanges. There’s also a quick-ratio steering box and heavy-duty drag and track links, as well as +2” springs, Bilstein shocks and cranked front and rear radius arms.

That’s £6000 of suspension right there, once you include the cost of fitting it all. Overall, the engineering mods on this vehicle would cost you £14,000 including labour, so now you’re looking at £37,000’s worth of 110. Not including the cost of the 110 itself, obviously. Reassuringly expensive, as the saying goes.

But if spending money is your own version of the path to happiness, here comes the bit where Nene can make you not just happy but ecstatic. ‘If there is a need for speed,’ the company say, ‘we can install either the 3.2 TDCi five-cylinder turbo-diesel manual or 6.2 LS V8 automatic.’

Best known among 4x4 fans as the reason why everyone loves the Ford Ranger, the 3.2 TDCi is the Puma engine’s big brother. It can be tuned for 250 or 270bhp, with installed prices starting at £19,995.

Quite happy-making, that. But if you’re still needing something to push you over the edge into a state of full-on bliss, the 430bhp, 6.2-litre LS V8 with a six-speed automatic touch-pad gearbox, installed complete with Nene’s own Icon centre console, will cost you £28,995. On the minus side, you

Continued overleaf

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also get a full exhaust system without having to spend anything more, but for added pleasure there are paddle shift options with the potential to add almost two grand to the bill – and, moving back to the axles, Nene can also supply and fit your choice of limited-slip diffs, which we can assure you will also cost enough to confirm for certain in your mind that you’re getting nothing but the good stuff.

Even now, there’s a coup de grace still to come. The interior can be trimmed out just however you want it to be, with a wide choice of leather and alcantara finishes and a dash design centred around a fully installed iPad. The sky’s the limit here – as it is with the stereo options you can go for. And you’re not exactly going to do all this without getting a full colour treatment to the vehicle’s body, are you?

As always with the bespoke elements within a vehicle build, when it comes to the real price it’s pretty much a case of putting your finger in the air.

No, no, not in that sense. Mixing guesswork with rudimentary sums, though, if you want to be able to boast with confidence to your friends, associates, Manchester United team-mates or Left: 37x12.50R16 Maxxis Treps, on what Nene calls Spectre split wheels with beadlocks, give the 110 a suitably high-riding stance. At a bit more than a grand a corner, you’d want them to

Right: Tuning the standard Puma engine and fitting a high-capacity intercooler would cost from £1675. But if you’d prefer to be looking at 6.2 litres of Chevy V8 goodness under here, you could instead be telling your friends about how your engine alone cost you £28,995

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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 whoever that your Defender cost more than theirs, between all this work and the price of the latest, lowest-mileage 110 we could find on Autotrader that hadn’t already been blinged up by the aftermarket, we reckon you could talk your way into writing a cheque for about £150,000 to get into the Land Rover of your dreams.

For some, this is totally insane money. For others, it’s a few days’ earnings, and these are the people most likely to be engaging a bespoke builder to create an off-road vehicle like no other.

The good news, though, is that if the vehicle is what you want, but spending as much money as possible doesn’t float your boat (or, perish the thought, isn’t something you can do), Nene says it can sell you a ‘pre-enjoyed’ Defender 110 for between £20,000 and £40,000.

Admittedly, this won’t have any of the Bondage gear on it, so any resemblance to the vehicle in these pictures will be purely down to the fact that they’re both Land Rovers. But if you’re not employed by the Special Executive for Counter-intelligence, Terrorism, Revenge and Extortion, or don’t otherwise have the sort of disposable income of a typical Bond villain, it’s not a bad start.

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Issue 48: Feb 2018

31

32

Retro Road Trip

Words: George Dove Pictures: Supplied by Andy Cox

A road trip across Europe appears on most bucket lists. Taking in the stunning scenery and the cultures of various nations, cruising leisurely through quaint towns, bustling cities and idyllic mountain passes. Throw in a challenge for charity and two rebuilt Series Landies, though, and it becomes a less tranquil story

A

nd that is the story of our four musketeers. Andy Cox, along with his brother, Richard, and friends, Dave Emery and Kieran Baker, took his Series II 88” and his Series III 109” on a trip of a lifetime.

Raising money for Help for Heroes, the target was simple. Start at the war cemetery in Arnhem, finish at the war memorial in Normandy and hit as many countries as possible along the way. All in seven days.

The two Landies were tailored towards life on the road during their restorations, but extra preparations were still needed before this heroic adventure.

‘Both cars are modified to do what they need to do in terms of daily driving,’ explains Andy. ‘They’ve both got Defender engines. The Series II has got a 200Tdi and the standard high-ratio transfer box. It’s also got Range Rover diffs and is fairly high-geared for cruising. The III has a 300Tdi and an R380 gearbox. It’s also got a 1:1

transfer box from a Range Rover Classic. We did change the seats in both with rear benches from an Octavia vRS. To be honest, it was amazing having something comfortable with cup holders and arm rests.’

After getting the ferry from Harwich to the Huck of Holland, the challenge started proper at the cemetery in Arnhem early the next morning. After paying their respects, the voyage began and the first day saw them traverse Holland, Belgium, Luxembourg and

then across the border into Germany.

Having started at sunrise, the day came to a close 525 miles later in Nuremburg at sunset.

‘The first day was a fairly good one,’ says Andy. ‘We had to find out if we could hack that mileage in a Series, and whether the cars could hack working hard for that length of time.’

‘We wanted to push hard,’ adds Dave with insistence. ‘We knew that on the first few days we’d be on the best roads. Particularly as we hit Ger-

many and the Autobahn – which was so, so easy.’

After a successful first day in relative comfort, the second day followed a different script. From Nuremburg, the route headed to Bratislava, weaving into the Czech Republic, into Austria and skirting past Vienna before hitting the first bump in the road, just over the Slovakian border.

‘We were supposed to camp in Slovakia, but when we pulled into a lay-by just over the border to get our bearings

33

and decide on a plan of action, we noticed that the locals had shot their own sign,’ explains Dave. ‘We quickly decided we were not stopping!’

So, the snap decision was made that day two would become day three on the road. Setting off again at sunset, the overnight push saw the country count rise from seven to eleven.

‘We dropped into Hungary, then into Croatia, to Slovenia and into northern Italy overnight. We had breakfast just outside of Venice,’ recalls Kieran.

The merging of the two days took its toll on the drivers, stopping only for petrol station cuisine and caffeine.

Dave drove for 18 hours straight, a stint that covered the trip all the way from Germany to the Venetian breakfast, and Kieran had to tap-out after his clutch leg fell asleep during his stint of the 860-mile run.

A drowsy day three entailed crossing northern Italy in preparation for something everyone was looking forward to the day after: The Stelvio Pass. With a campsite in mind and a good night’s sleep now unquestionably deserved, day three looked set to draw to an uneventful close.

‘We were aiming for a particular campsite at the start of the Stelvio Pass, and when we got there we

realised that it wasn’t open, and hadn’t been for a long time,’ reveals Andy.

After looking around for the best part of an hour for anywhere to camp, at the end of a two-day drive, the only place that would open their gates was full to capacity, meaning that the four tents were pitched on a patch of gravel. Ideal after being in the saddle for over 18 hours.

Following the traumatic day before it, the day of the Stelvio dawned and things could only get better. And they did. Eventually.

Our travellers awoke from their much-needed sleep, intrepid and ready to conquer one of the most famous, picturesque mountain passes in the world. As were the competitors of the Giro d’Italia.

‘It was the day we were all really looking forward to,’ sighs Andy. ‘Doing the Stelvio, up into Switzerland and then messing around up in the Alps.

But because of the race it was closed all day.’

Deflated, but aware they had to keep moving, they stopped and found a way around it. And as is often the case, the alternative turned out to be even better, as Kieran explains.

‘We found a different way, called the Flüela Pass. It was incredible. Driving it

took a while because we kept stopping and taking pictures. Even on the way to it, going around every corner we were wowed.’

‘We stopped in a lay-by with a crackin’ view of the mountains,’ continues Dave. ‘It turned out that we were on top of a valley looking over a bluey-green lake. It was absolutely

gorgeous.’ The scenery lifted spirits and brought a burst of life to the troops. Dave goes on, ‘There looked like there was a bit of road down there, and there was a gap in the barrier.

Next thing you know, Andy jumps into the car, and two minutes later we see the 88” bundling down the bottom of the valley along the river. He radioed

up and told us to take a picture, then bring the other one down!’

The beauty from the valley followed the two Land Rovers up the pass to the summit and into Switzerland. After snow angels at twice the height of Snowden, the convoy passed border control – a little wooden hut befitting of

Continued overleaf

34

The Overland Bazaar

Words: George Dove

Keep up with the Pocket best Rocket We don’t always get a dousing of snow here in the UK. But when we do, our Land Rovers are built to deal with it. We, on the other hand, are not. Much like the waxes we use to protect our beloved Land Rovers from the harsher elements, we can protect ourselves with the right clothing.

Columbia Sportswear is designed and perfected in Portland, Oregon, where extreme conditions aren’t such a rarity. This OutDry Ex Eco shell jacket has an adjustable hood along with zipped pockets and an adjustable fit thanks to the contoured sleeve cuff. The quick drying fabric is 100% recycled polyester and is seam sealed, breathable and waterproof.

This culmination of 70 years of outdoor expertise at Columbia is availa-

Be Bold with Runbold Generally, being outdoors is a big part of any adventure in a Landy, and wrapping up warm and feeling like the Michelin Man is par for the course in Britain.

Never ones to shy away, we embrace the cold, even if it isn’t worth it until we’re back home and beside a fire.

A simple way to enjoy the whole day, whilst it is actually happening, can be found in the Mammut Runbold line. The gear in the range is light, waterproof and wind resistant, incorporating ventilation, insulation and clever design to keep you comfortable so you can focus on the task at hand.

The range has both jackets and trousers that are all as lightweight as they are practical. More information can be found online in a quick visit to mammut.com.

ble from Cotswold Outdoor stores, or on their website cotswoldoutdoor.com

In our experience ‘pocket rocket’ can have many meanings, but in this instance we’re talking about a stove, the PocketRocket 2. It’s made by MSR, which is useful since they’ve been making backpacking stoves for not far over half a century so should have got the basics ironed out.

It’s small and light – weighing just 2.6oz – so it will easily fit in most pockets, although we don’t suggest trying to fit the gas canister in that jeans pocket.

The pot supports fold in to keep it compact but fold out to form a reliable base, and there’s still a good punch of heat. It can boil a litre of water in 3.5mins, so if you’re gasping for a cuppa, this should be on the shortlist. www.msrgear.com

Packing the heat

One thing most Landies lack, especially the older ones among them, is insulation. It can often feel colder in the driver’s seat than it does outside.

When it’s like this it can become awkward with the added coats in the mix, and it feels like you’re carrying everything you own.

What you need is something that’s warm, practical and, most importantly, not going to clog things up. May I suggest to you, the marvellous Microfleece Hoody from SCOTTeVEST, which will not only keep you warm

whatever the weather, but will turn you into a cosy storage unit.

The hoody has 21 pockets worked into the design, with spaces to house everything from your smartphone and tablet to specific key pockets, spaces for water bottles, cameras and glasses. There are also hidden thumb holes which will no doubt be appreciated when the morning chill has gotten to the steering wheel. You can find more information, and the full list of specific pockets, at the following website: scottevest.com.

a postcard – into Lichtenstein before coming back through Switzerland and down to Lake Locarno, via the San Bernardino Pass. The day finished at Lake Locarno with pizza and beer while watching the sun set over the water.

Even though the fourth day had been fairly short in comparison to the others – just 215 miles – climbing up and down the mountains was difficult for both vehicles. It was particularly hard for the elder of the two, which lost braking just before the Alps.

‘It was the first problem of the trip really,’ says Andy. ‘We pulled over, and realised that what had happened was one of the rear hub seals had split and dumped half of the contents of the rear axle into the brake drum. So, we rebuilt it at the roadside, in 32-degree heat – it was grim.’

Aside from the hiccup, the cars coped well with the Alps. Up high, the low temperatures really helped the Landies run smoothly on the demanding roads. This meant that both were in good shape for the trip around Lake Locarno, the start of the leg that was destined to conclude with the glitz of Monaco.

The plan was to drop in to Monaco – if it was sensible – to check it off the

35

to-do list and leave again. But like most things in Monaco, sensible didn’t even come into the equation.

‘The traffic was unbelievable,’ Andy remembers. ‘We’d only gone around the top of Monaco, but I couldn’t bring

myself to drive away and not see the main landmarks.’

There was a reason that the roads were so busy – it was the day before practice began for the 75th Monaco Grand Prix. With the influx of tourists

and race teams flocking into the centre, along with the tunnels being closed and painted, traffic flowed like treacle. So, with the brothers in the 88” and Kieran and Dave in the 109”, the party split as they tried to reach the harbour and

the track. The only thing that had been agreed was a rendezvous outside of Nice after they had fought their way through Monaco.

Battling through the traffic, the two cars managed to cover the whole track between them. And for once it wasn’t through leaving broken Land Rover components in their wake. Kieran, Dave and the Series III came from the harbour, did the straight and went up the hill to corners three and four, whilst Andy, Richard and the 88” covered the straight, the tunnel and the chicanes before leaving for Nice. It wasn’t a brief excursion, but for Andy it was a highlight of the trip.

‘We wasted a lot of time doing it, but it was cool! When we drove down the straight, we stopped on pole and Rich jumped out and took a photo. It was definitely worth it!’

Next on the agenda was more surprise sightseeing.

‘The challenge was to do as many countries as we could, but there were still things that we wanted to see whilst we were on the road,’ confesses Dave.

‘Monaco was one of them, but another was the Millau viaduct. Even though it was out of the way, we left Monaco and

36 Left: You might see a Land Rover frequently leading a pack of cars down the road, but you rarely see anything with a Green Oval badge on pole at the Monaco Grand Prix

®

headed for a campsite that’s underneath the bridge.’

The traffic in Monaco ate up much of the buffer made by merging days two and three, and so the cavalcade changed plans and headed for a campsite in the town of Trets. A day that had seen the likes of the Monaco harbour and Hotel de Paris, ended with a hammock and a tray of Pot Noodles.

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The following day was tough for the Landies. It didn’t go to plan, but it did involve the Pyrenees. If they had fared better, the route would have lead from the viaduct in the morning, all the way down to Spain and then arced back through Andorra. However, on the initial climb up the Pyrenees, things got a little heated.

‘The gearbox in the 88” started slipping,’ muses Kieran. ‘We got the radar gun out and it was hotter than the exhaust manifold. It was so hot up there that the wing top was 56 degrees.’

Not wanting to break the Landies with just two days left, the decision was made to give them an easier ride. To counteract the high temperatures of that day, the next leg was another overnight stretch. However, the attempt to nurture the vehicles was in vain. At six in the morning the wheel bearing melted. This really looked like it could’ve been game over.

‘We did think we might not come back from this,’ admits Andy. ‘I was sat at the side of the motorway at sunrise with a junior hacksaw, and just cut the bearing off the stub axle. We filed it to as close to round as we could and put a new bearing on it.’

This was the point where it dawned on them just how old these Land Rovers were, and if they didn’t work to preserve them then they might not make it home. Under cautious stewardship, both vehicles held up and made it to Normandy, and the trip finished as planned.

With fourteen hours until the ferry, they paid their respects at the war memorial, before taking the scenic route to the port.

‘We were going to try and add Wales to the list if we had time, but we decided to go straight home,’ Kieran tells us.

‘The Loughborough Land Rover club,

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that we’re in, were having a 15th birthday party up in Rutland, so we aimed to finish there.’

Following a pit stop for showers and to fit a brand-new stub axle, the cars set off on the final leg of the grand adventure and headed for the birthday bash. When they arrived, the club had set up a finish line, complete with ribbon, to welcome the travellers home.

‘Before the trip I was seriously considering selling the Series III,’ admits Andy. ‘But I came back from the trip absolutely loving it again. They were both great and did everything we wanted them to. On the ferry on the way back we were talking about taking them to the Nordkapp!’

After amassing 3,500 miles across sixteen countries and raising £1,000 for charity – in only a week – these weathered relics have proven that retirement and an easy life isn’t for every pensioner. The boys could have done the same trip in newer vehicles ¬– with additional comfort – but would they have had the same experience?

If you’re looking forward to your own European road trip, then maybe you should start by looking back at the fine Land Rovers of old.

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38

Ruby’s Off Again: Episode Thirteen

Having thrown a tantrum, Ruby gets some TLC in LA, whilst Jen and Gav explore the wonders of Utah and Arizona, before a happy reunion date in the hot and barren Death Valley

Pictures: Jenny Bright & Gavin Lowrie

A

fter digging her heels in, Ruby The Landy took a break in Los Angeles, while Jen and Gav (look away, Ruby) hopped into a hire car and over the border into Utah. For four weeks, the Cowboy Bunkhouse was both

home and workplace for Gav and Jen. The hostel had a wild western theme and, starting on Labour Day, they were kept busy right from the off. The pair got stuck right in with everything from front of house to cleaning and laundry. When they were in charge of the entertainment, their British roots shone through, despite all the time spent away.

‘When we worked evening shifts we would put on activities for the guests,’ says Jen. ‘We had quizzes, played Name That Tune and enforced the obligatory English tea and scones!’

Due to the shift patterns, there was plenty of time for exploring. Based in Kanab, the pair were well located to visit a host of national parks in Utah.

‘Some of the scenery we saw rivals anything we have experienced on our trip so far,’ recalls Jen. ‘When you cross into Utah a billboard proclaims, “Welcome to Utah – the greatest earth on show”. And this is not an exaggeration!’

The red stone rocks of Zion Canyon National Park – the tallest in the world – were a highlight for Jen. The park is also home to 16 miles of sandstone river canyon. One of the many hikes they did around the park was through the Virgin River and between The Left: Zion Canyon National Park’s cliffs are enough to send you over the edge Far Left: No need to duck through the Arches National Park

39 Narrows, where the 1,000ft-tall walls are only twenty feet apart.

‘We were walking through water thigh-deep at times,’ says Gav. ‘We got absolutely soaking wet! But we dried off in the desert heat afterwards!’

Another of the great national parks visited in Utah was Bryce Canyon.

Again, the local geology stole the show, although this time it was more to the point than the riverbeds in Zion.

‘The amphitheatre with its red sandstone spires of all unique shapes and sizes, called hoodoos, was like nowhere else we had ever visited!’ adds Jen. The pair hiked down into the bowl and amongst the hoodoos, and were so amazed by the structures that they took the time to drive around the multiple vantage points.

It required a trip across state lines into Arizona, but it wouldn’t have been right to visit canyons and not hit the most famous of them all.

‘We crossed into Arizona and visited the North Rim of the Grand Canyon, where only ten per cent of the canyon’s visitors go,’ explains Jen. ‘It is considered one of the seven wonders of the natural world and it is easy to see why.’

In the mile-deep canyon, there are multiple slot canyons along the north rim. The chasms are very narrow, and formed by the wear of water flowing through the rock. At the top, slot canyons are very narrow, some less than a metre wide, whilst they can be up to thirty metres deep. There are many hikes in and around them, and Jen and Gav sampled plenty of them.

Antelope Canyon was a highlight for the pair, despite being the busiest with other tourists, because of the way the sunlight hits the rocks around midday and creates wondrous colours and displays of light within the canyon.

Above: On the top of Bryce Canyon looking in Below: These Toadstools aren’t for eating

‘We had never seen a canyon with such beautiful colours and rock shapes – we passed through it with awe,’ Jen describes. ‘Antelope Canyon was formed by erosion of Navajo sandstone. The water gathers momentum in the basin above the canyon and rushes through the slots, smoothing hard edges and forms the characteristic flowing shapes in the rock!’

After visiting the toadstool rock formations, it was on to the Cedar Breaks state park. With similar scenery to Bryce Canyon and fewer visitors, it was perfect for hikes. The 67 stone spires of Kodachrome State Park were also visited in the pair’s downtime, whilst a few double shifts afforded a three-night visit to Moab.

On the way to Moab, there was time to drive around Monument Valley, and take in the humungous sandstone buttes from the multitude of viewpoints.

From their basecamp in Moab, it was easy to visit Arches National Park – home to the world-famous Delicate

Arch – and hike in and around the vast sandstone arches. There was time to squeeze in the Island in the Sky, a track in Canyonlands National Park that twists up and above the canyons below; and Capitol Reef National Park, with its sandstone cliffs, before a final few days at the Cowboy Bunkhouse.

After a quick stop-off at the Valley of Fire State Park and a stopover in Las Vegas, the duo became a trio again as Ruby The Landy re-joined the venture as it headed for Death Valley. The next work placement for Jen and Gav was at China Ranch Date Farm on the southern edge of the national park.

‘It was a wonderful green oasis in the middle of the barren desert,’ Jen says of the ranch. ‘China Ranch is a family-owned farm of about 130 acres, where fifteen varieties of dates are grown on the various palm trees.’

The farm stretches along the river, alongside the grey desert and is so picturesque that it’s often used as the backdrop for film and photography

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Above: The epic Grand Canyon North Rim

Left: Jen and Gav shed a light on Antelope Canyon

Right: Our travelling band wondered through the pathways of the Kodachrome State Park

Below: At some point, everyone should experience the bright lights of Las Vegas

shoots, most notably in 2001’s The Sum Of All Fears that starred Ben Affleck and Morgan Freeman.

At the ranch, the variations in landscape wasn’t as set in stone as it had been in Utah.

‘Wildlife was in abundance,’ Gav recalls. ‘There were numerous birds and coyotes which we saw regularly on the ranch, as they like to chew on the dates. There were a lot of insects too, like scorpions and lots of spiders and tarantulas!’

With the nearest shops fifty miles away, the ranch was one of the most isolated locations that Ruby and co. have stayed at on the whole trip.

‘At night, the place was silent except for the sound of coyotes howling or the wind whistling through the hills,’ continues Jen. ‘We didn’t have to walk for long for the skies to be illuminated only by the moon and stars. We saw the Milky Way almost every night!’

Living out of a large mobile home on the ranch, Jen and Gav helped with a vast array of the daily operations.

Due to the heat, the working day ran from seven in the morning until noon, and involved everything from date harvesting and sorting the fruit, to baking products (just leave them in the sun for five minutes) for sale in the shop and serving customers. They loved their time here so much, that they extended the stay from four to six weeks, but that didn’t mean that they were naturals at everything. Especially Jen. ‘We got on really well with the owner Brian. As he picked dates from the trees on his crane, I moved his pick-up to best position it to fill the crates,’ claims Jen. ‘It was the first time I had driven an automatic and I kept revving the engine. He lowered himself down and laughed at me and gave me a quick lesson.’ But that wasn’t the only time Jen’s skills were put to the test. In the kitchen, having been tasked with

making a batch of goods for the shop, Jen accidentally redecorated.

‘I turned the industrial mixer on too fast,’ she laughs. ‘This lead to the mixture flying out of the bowl and splatting around the kitchen! I did get a lot better at it, and felt very proud when I wrapped and labelled my loaves, cookies and muffins to sell in the store!’

In their time off, Ruby took Jen and Gav out into Death Valley where they camped in the national park – the driest and lowest in the United States.

In such a harsh environment, much of the exploring was done with the help of Her Highness, Ruby The Landy.

‘We explored the dramatic landscape on foot where we could, and took some scenic drives,’ says Gav. ‘It was a wonderful place to camp with its dark skies and incredible stars.’

Being close to Vegas, the trio payed a visit once again. Spending two more nights, there was a trip to the strip, and a couple of trips to unusual museums.

‘We visited the Mob Museum, which is dedicated to telling the story of organised crime in the US, through artefacts and stories and is housed in the former Las Vegas Post Office and Court House,’ reveals Jen. ‘The other museum we went to was the Neon Museum, which is dedicated to collecting and preserving iconic Las Vegas signs. We did a night tour and it was interesting to see all of the old signs and hear their history.’

With the stint at China Ranch at an end, it was time for a British leaving party. Jen and Gav cooked steak and ale pie, chips and mushy peas and cauliflower cheese, before topping it off with date scones accompanied by jam and cream, and transporting it all to the ranch house with the help of Her Highness Ruby The Landy.

Following the dusty expanses of Utah and the Mojave Desert, the next phase of the trip is heading south. A return to Vegas awaits Ruby, whilst Jen and Gav drop in on San Francisco, before crossing the border and exploring Mexico.

Read more of Ruby, Jen and Gav’s world tour at www.rubythelandy.com Below: Horseshoe Bend in Arizona, featuring the River Colorado

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Wingin’ It

A business that cares about your Landy and your needs.

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Words and Pictures: Mike Trott

Range Rover Classics are fine machines – but you don’t see as many around as you used to.

Parts become rarer with time, too. However, with the inner wings of the RR Classic at least, there’s one company that will make sure your Classic is always in stock

F

ew would argue that the Range Rover Classic is a brilliant machine. That’s partly why they are now very much classics in their own right, with all varieties now attaining strong asking prices on the buyer’s market, especially when in good conditon.

But by definition, a classic vehicle is going to be an old vehicle. That means parts that were once found aplenty have become scarcer and scarcer as time has passed.

When it comes to the inner wings of the Range Rover Classic, these fragile components are now hard to come by, but thankfully there is one company out

there set on making sure you never run out of replacement bits ‘n’ bobs on your Range Rover.

Atkinson Bespoke Engineering has been busy. The firm has managed to replicate the original panels that make up the inner wings on these Range Rovers. And now you can buy these obsolete items through Atkinson’s.

These kits are made up of 16 individual parts, making 32 per vehicle.

They’re made to order, so you need to let them know exactly what type of Range Rover you own.

The panels are partially pre-drilled, which makes for easier fitting and bolting parts back together.

They’re constructed from CR4 (cold reduced) steel of 0.9mm-1.2mm thickness. Light but strong then. The whole kit comes finished as an assembly ready to be put onto the Range Rover.

It’s through the toil and efforts of Paul Atkinson that this has been possible.

And we’re about to show you how he puts the pieces of the puzzle together in the forthcoming pages.

There is a lot of specialist equipment used to put these wings together, but that only helps to showcase the skill involved in churning out such a valuable section of the Range Rover Classic.

If you’re interested in purchasing one, call 0121 559 5255.

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1. First step is to modify the wing rail by pressing the holes. You can see the indent into the metal on the lower of the two here

43

1 2. Paul can call upon a lot of specialised equipment, including a sizeable press machine. Using the right template on the rails – or any component – is vital

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2 3. The preparation is all in the pressing. Only then can you start the wing assembly

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

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3 4. Parts are also spot-welded together to form the basis for the headlight box

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5. On the side of the wing, the nuts for the body fixings are put into place

6. Pre-weld spray gives the metal surface an additional fine zinc layer for cleaner welds

6

8. ... a hammer is always welcome to help close up the gaps

8

9. Coat the inside and side of the wing rail with pre-weld spray

9

10. Offer the wing rail up to the wing to see where the end cap will fit

10

11. All of the holes now start to meet up

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7. The wheelarch and side is then clamped together...

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12. Now the end cap is welded on

12

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13. Headlamp box clamped, parts can start to be spot-welded together. As Paul says, ‘You can’t beat a spotweld!’

45

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● International despatch daily 14. The spot-weld machine gets a thorough workout with Paul around

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14 15. With a spot-weld you should be able to see a small indent in the centre of the weld

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15 16. This kit being made up is for the soft dash Rangey, partly because no one else makes it. As it’s a soft dash, you have the two welded nuts focused on the top half of the front inner wing

Equipped with Autologic Diagnostics This means we are able to diagnose and repair any Land Rover model up to the present year!

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17. Here’s a better look of those welded nuts on a finished example

18. To put the inner wing and headlight in the right place, holes are pre-punched. It’s much easier to drill through one plate rather than two

18

20. Smaller plates are then folded to fit the other side of the top wing

20

21. Notice the crease in the folded metalwork

21

22. Kits are available for all manner of Range Rover Classics: ABS or nonABS, air sprung or coiled etc.

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23 / 24. This gives you an overview of how all those parts come together to give the final inner wing assembly.

Like a jigsaw puzzle, it’s all about getting the pieces in the right place – and in this case with military precision

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19. When the kit is being supplied for someone, Paul then attaches the battery tray

19

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48

The Landy Buyer

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

1962-1972 £7000-£35,000

Misunderstood In focus: Series IIA/B FC

The Stats 1968 Series IIB FC 2.6-litre • • • • • • • •

Power: 90 bhp Torque: 131 lb/ft 0-60: N/A Top speed: 45 mph (est.)

MPG: Minimal Tax: Exempt Insurance group: 5-10 (est.)

Towing capacity: 2000kg

Pros: Share some components with regular 109, exclusivity, choice of engines to suit owner Cons: Rust as usual, availability of parts, particularly slow, tendency to eat halfshafts

Insure your Forward Control with Adrian Flux from as little as £95 * Based on 50-year-old driver, average area, 5+ years NCB, second vehicle, 2000 miles a year, with green lane and off-road cover, agreed value, no claims or convictions and £100 excess

I

f you’ve never set eyes upon a Series Forward Control before then there is a good chance of you wearing a befuddled look right now.

There’s no escaping the fact these machines are unusual in appearance, but they carry as much charm as they can timber – and if you want to own

something a little different to the rest of the herd, perhaps this is the Land Rover for you.

Alex Engineering’s Andy Walker knows that owning a Series IIA/B Forward Control can be a tall order, but there are reasons why the IIA and IIB Forward Controls may appeal...

‘Personally, I’ve always felt they’re a more attractive machine than the 101 FC. Both can be a challenge to repair and maintain, but at least the Series IIA and IIB use some standard 109 parts.

The fact they have a more rounded and less brutal look than their military cousin also means they’re not as daunting on the eye either,’ declares Andy.

The IIA FC with its 109-inch wheelbase was produced from 1962 until 1966, before Land Rover then brought out the IIB FC to replace it until 1972.

Andy continues, ‘The IIA was given the 2.25 petrol engine and Rover axles, while the IIB was available with the 2.25 petrol or diesel, or the 2.6-litre six-cylinder petrol engine from Rover.

The latter was also fitted with ENV axles, although both models enjoyed breaking halfshafts. Perhaps not so much of an issue with the Rover axle vehicle, but the halfshafts for ENV units are now in short supply.’

Talking of items in short supply, these two Forward Controls use 9.00 x 16 tyres which are becoming increasingly difficult to get hold of. As for the engines, both 2.25 motors are relatively reliable, if they haven’t been worn out.

‘The six-cylinder Rover engine was always a bit of a nightmare in my view,’ Andy says. ‘They love to burn out exhaust valves and generally wear out with a frightful speed.

‘The gearbox isn’t too much trouble, but they were fitted with the One-Ton transfer box, so this being a lower ratio unit makes the vehicle top speed pretty slow. And there’s no facility to fit an overdrive either.’

Many examples will have lost their original engine by now with some owners carrying out conversions. The Perkins lump was popular, but agricultural, and while it’s possible to slide a Rover V8 into the FC, it’s a tight fit and won’t help its appetite for halfshafts.

‘The Forward Controls came in a number of combinations themselves; the most popular being the drop-side flatbed pick-up,’ adds Andy. ‘And there was even a hydraulic winch option available too...

‘The chassis suffers with the same corrosion issues as all other Series Land Rovers, only on a bigger scale.

Plus, the bodywork is mainly unique to the FCs except for the door tops and by now body parts are difficult to source.’

It’s no small undertaking living with a Forward Control vehicle, but if you can find a tidy one with spare parts to last you, the Series Forward Controls are enjoyable to drive and offer you ownership into a very exclusive club.

Alex Engineering is based near Tring in Hertfordshire, and equipped to cater for any of your Land Rover requirements. Give them a call on 01296 668848 or visit their website: www.alexengineering.co.uk

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

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.

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?

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£3500-£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

£1400-£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

£1500-£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

£5000-£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

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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 200Tdi (1990-1994) In 1990, the Defender name emerged and with it a cementing of a legacy that already stretched back over 40 years.

This was... is the best 4x4 by far.

It carried the Tdi badge for the first time and meant that no longer was a Defender being powered by a feeble hamster in a wheel.

If you’re in the market for a 200 Defender, though, you might get a 200 unit but it might not necessarily be from

a Defender. 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.

The 200Tdi is probably the best for off-roaders, so many of these vehicles will have been worked hard.

Some owners have now started restoring these vehicles, meaning a premium price – but can you really put a price on perfection...?

Defender 300Tdi (1994-1998) After the 200 followed the 300Tdi. Essentially, this was a revised version of the predecessor – perhaps a little more refined – but still just as durable.

These engines, providing they are properly maintained, 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. A futureproof Landy.

By the time the 300Tdi came out, Land Rover was now giving the Defender power steering as standard and disc brakes all-round. It’s the little things after all.

Arguably the company’s greatest engine, balancing performance and practicality. The Defender in its prime.

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...

£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- 1994). 200Tdi 2.5 4cyl turbo-diesel.

Pros: Legendary off-road, one of the very best engines, old-school electrics Cons: Genuine Defender 200Tdi units are getting rare, many have been used hard, corrosion

£3500-£20000 Versions: Defender 90, 110, 130 (1994-1998). 300Tdi 2.5 4cyl turbo-diesel.

Pros: A slightly more refined Tdi powerplant, the best?

Cons: Erm... erm... hmm, this is hard

£5000-£20000 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-£35000 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

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.

51

£500-£3000 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

52

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.

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.

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 sup-

ply 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.

£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

£600-£11000 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

£4000-£40000 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

£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

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 Jaguar Land Rover’s intent on hitting the mass market. And given that the Evoque is their fastest-selling vehicle to-date, they’ve clearly done the job.

That doesn’t mean it’s a hit with purists. 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.

Go for a five-door with the new Ingenium engine, and make it the 4WD version. The 2WD model may be eco-friendly but what is a Range Rover without four-wheel drive?

53

£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

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Evoque Convertible (2016-present) Talk about niche markets: here’s a fourwheel-drive SUV that also doubles up as a convertible – go figure.

It’s not going to appeal to a great number of people, and those who do like the cut of its jib will have to contend with a driving experience that is inferior to the regular Evoque, and the likelihood of a few more head scratches regarding practicality.

The only real upside is that of the

electrically-foldable roof, which does at least improve the vehicle’s exterior when slid back out of sight.

You’ll also be in relatively exclusive company when owning this car, and it’s only available in the higher trim levels of the Evoque stable.

All that aside, you’ll have probably the most capable and versatile convertible the world has ever seen. This is not just a soft-top for the summer.

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...

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.

£35000-£55000 Versions: TD4 2.0-litre 4cyl turbo-diesel (180hp), SD4 2.0-litre 4cyl turbo-diesel (240hp), Si4 2.0-litre 4cyl petrol (240hp).

Pros: One of the very few ways you can get open-top thrills in a Land Rover Cons: Heavier, less practical, less economical and worse to drive than hard-top Evoque

£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

£500-£5000 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

£5800-£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

55

Discovery 5 (2017-present) Launched just a couple of months ago, this latest Discovery is still yet to hit the UK roads on mass.

Land Rover needed to improve economy in particular with this edition of the Disco, and having chopped 480kg from the kerbweight, it would seem their proficiency in the use of lightweight technologies is only getting better and better.

We’ve yet to drive the latest Discov-

ery, but expectations are high – especially as this will be Land Rover’s most capable SUV in production.

New engines look promising on paper, and Land Rover has listened to customers regarding the infotainment system. It will remain to be seen whether the changes have quenched the thirst of the critics, though.

We reckon the base Sd4 model could turn out to provide all you really need.

£43500-£76000 Versions: 2.0 Sd4, 3.0 Td6, 3.0 Si6 (‘16-present).

Pros: Most technologically-advanced Land Rover to-date, keeps Discovery practicality Cons: Not many can afford one currently, easy to mistake for D Sport

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

LAND ROVER T H E E V E RY D AY C L A S S I C

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.

£28000-£50000 Versions: SD4 2.2 4cyl turbo-diesel (Jan ‘15 - Aug‘15), TD4 Ingenium 2.0 4cyl turbo-diesel (Aug ‘15 onwards).

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

From the publishers of

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News

Issue 48: Feb 2018

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

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...

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

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

Raptor 4x4

GAS GUZZLERS GARAGE

“Suppliers of High Performance Off-Road Accessories, we won’t leave you stuck in the mud!”

BARNSLEY

AUTOLOGIC

Unit A Southern Avenue, Leominster, Herefordshire, HR6 0QF

Diagnostic & Land Rover Specialist

www.raptor4x4.co.uk sales@raptor4x4.co.uk • 01568 799004

APB Trading

Leading Independent Land Rover Specialists

East England Hobson Industries Ltd

Unit 38, Hartlebury Trading Estate (North), Kidderminster, Worcestershire, DY10 4JB

Asset Managed Parts. Saving Energy & Natural Resources

01299 250174 • www.apbtrading.co.uk

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

East Midlands

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North East England

From simple MOT failures to full off-road preparations. gasguzzlers.org.uk 07713 286351

Fancy advertising your business here from just £120 per year?

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

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

Worldwide LR

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

www.worldwidelr.co.uk enquiries@worldwidelr.co.uk • 01704 567114

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

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

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

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

• • • •

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

Pick up your FREE copy of The Landy at any one of these stockists each month

58

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

News

Issue 48: Feb 2018

Products

Vehicles

Adventure

Workshop

Buyers

USED LAND ROVERS FOR SALE Series I

Series I 80” (1950). Rover P6 2.2 TC engine fitted. Tax & MOT exempt. Good condition. New seats, hood. Series II g’box with overdrive. Free-wheeling hubs. £11250 ono. Birmingham, West Mids. 07952 120409 01/18

Series IIA 88” SW 200Tdi. MOT Oct ‘18. Galv chassis. Parabolics.

Fairey overdrive. Bulkhead sound. Front disc brakes (RR hubs). Twin line brake system.

Usable classic. £5650 ono. Kent.

07917 068392 02/18

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 II 109” Pick-Up Ex-Military (1959). Unfinished project.

Tax and MOT exempt. Sherpa 2.5 N/A diesel. LT77 g’box and LT230 transfer box. Resprayed.

Bodywork good. £4995 ono. Ely, Cambs. 07712 208104 02/18

Series III 88” Soft-Top (1974).

34,600 miles. MOT Aug ‘18. Part new exhaust, new fuel tank, radiator and hood. Nissan Patrol diesel conv. Regular on-road use.

Needs some TLC. £4100. East Devon. 07974 369767 02/18

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

Defender 90 Td5 XS SW (2005). 42,000 miles. FSH. Half-leather trim. Heated seats.

A/C. Boost alloys. Heated front screen. Side steps. £24990.

Available from Rossendale Valley 4x4. 07598 237221 Trade

Series I 86” (1954). 94,750 miles. MOT July ‘17. Very original.

Lots of work done – some by Jake Wright: full wiring harness, carb overhauled, rear leafs. £12000 ono. Keighley, West Yorks. 07957 101510 02/17

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 88” (1962). 2.25 petrol. Tax exempt. New clutch, master and slave. New exhaust, props, rear diff, distributor, wiper motors. Free-wheeling hubs. £4000 ono. Huddersfield, West Yorks. 07545 889108 10/17

Series IIA 88” (1964). MOT May ‘18. 2.25 petrol. Not ex-MOD, just camo paint. Professionally renovated. Rebuilt engine, galv chassis, replaced bulkhead. £8000 ono. Hassocks, West Sussex. 07795 102181 12/17

Series III 88” 2.25 Diesel (1981). 83,820 miles. MOT Nov ‘18. Good history. Chassis, x-members, bulkhead have all received work. Paintwork not standard. £3750. Welshpool, Wales. 07972 796329 01/18

Series III 88” Soft Top 2.5 Petrol (1983). MOT March ‘18. Very original. Deep Bronze Green.

Floor matting front and rear.

New bench seats. Free-wheeling hubs. £7500 ovno. Salisbury, Wiltshire. 07825 942845 06/17

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

Defender 90 300Tdi County (1996). 136,325 miles. MOT Sept ‘18. Tow bar. Spare wheels, centre console, centre seat. Radio. Parrot Bluetooth. Trailer included. £7500 ono. Canterbury, Kent. 07855 267290 02/18

Series IIA 88” SW (1969).

73,000 miles. 2.25 petrol. Tax exempt. Seven seater. Modern seats in front. New tyres, batt, distributor and alternator. Chassis, bulkhead excellent. £4995.

Cornwall. 07980 560282 01/18

Series IIA 88” (1964). Very original. 2.25 petrol, original exterior, elephant hide seats.

Chassis needs replacing, bulkhead TLC. No MOT or tax. £2500 ono. Hagley, Worcestershire.

07860 259442 06/17

Series II 88” Ex-Fire Vehicle (1961). 29,500 miles. 12 month’s MOT. 2.25-litre petrol.

Very original. Only modification is the fitting of an alternator. £6000. New Romney, Kent.

07803 943822 02/18

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” (1974). 46,000 miles. MOT Oct ‘18. Tax exempt.

Matching numbers. Bulkhead, chassis solid. New parts: alternator, batt, distributor, solenoid. £11500. Stockport, Manchester. 07950 403179 12/17

Series III 88” 2.25 Petrol (1981). 11 months’ MOT. Full ground-up nut and bolt rebuild.

Richards galv chassis, bulkhead.

Engine, gearbox, hubs rebuilt.

Resprayed. £7500. Mid Essex.

07484 622135 09/17

Series III 88” Lightweight HalfTon (1973). LHD. Spent most of life in Spain: chassis never welded. Body clean, straight.

Diesel fitted, 2.25 petrol included. SORN. £8500. Worksop, Notts. 07761 706729 03/17

Defender 90 Td5 (2001).

120,000 miles. Two owners, well maintained and serviced. Good tyres, tow bar, spots. Contact Percy’s Garage. £POA. Cloughjordan, Tipperary, Ireland.

00353 872 247 913 10/17

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 IIA Lightweight (1969).

Stripped and rebuilt in 2005, including engine. Needs resto now, chassis, bulkhead in good order. Fairey o/drive. Tax exempt. £4750 ono. Coventry, West Mids. 07931 138919 04/17

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 90 Td5 County HardTop (2006). 23,000 miles. FSH. Cloth trim. Heated seats. Winter pack. Boost alloys. Heated front screen. Blue metallic. £21990.

Available from Rossendale Valley 4x4. 07598 237221 Trade

Land Rover 90 Hard Top (1989). Tdi engine fitted.

140,000 miles. MOT June ‘17, no advisories. PSH. New steering box ‘14, x-member welded. £6500 ono. Corwen, North Wales. 07805 478461 05/17

Series II/IIA

Series III

Lightweight

Hot Picks

Series I 107” Promotional Vehicle (1954). 2.25 petrol (five bearing). Fairey overdrive. MAP free-wheeling hubs. Inspected by Brownchurch in 2015 and all minor issues resolved. Seats recovered. Lack of use forces sale. £14995. Holland-on-Sea, Essex. 07918 673915 02/18

Series III 88” 2.25 Diesel (1972). 73,000 miles. MOT Feb ‘18. Galvanised chassis, coil spring suspension, disc brakes all round, overdrive. Tax exempt. £4000. Southport, Merseyside.

07985 742855 09/17

90

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Issue 48: Feb 2018

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Hot Picks Defender 90 300Tdi CSW (1995). 166,000 miles. MOT March ‘18. New front brakes, servo, batt, vacuum pump, fan and timing belt. Just serviced. Solid all-round. £5500. Gillingham, Kent. 07887 564381 10/17

Land Rover 90 Disco 200Tdi (1985). 103,374 miles. Full MOT. Disco ‘box, RR axles. Steel wheels inc. Acoustic matting.

Solid bulkhead, chassis, x-member. £4000 ono. Salisbury, Wiltshire. 07708 944951 10/17

Defender 90 Ex-MoD (1992).

85,000 miles. 2.5 N/A diesel.

Exportable to USA. Power steering. Exceptional condition.

Repair plates in footwell. New seats in rear. £9995. Rochester, Kent. 07513 249895 07/17

Defender 90 200Tdi Ex-Military (1991). 112,000 miles.

Listing mainly for interest, but will sell at a good price. Happy to receive offers. £5200 ono.

Carnoustie, Scotland. 07873 626767 09/17

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 TDCi Hard Top XS (2012). 56,000 miles. MOT Dec ‘17. Nappa leather. LED lights.

KBX grille and vents. Black chequer plate. BFGs. £23500 ono. Doncaster, South Yorks.

07979 365455 12/17

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 200Tdi County (1993). 135,000 miles. MOT April ‘18. Timing belt replaced May ‘15. Waxoyled. New UJs, hub seals, exhaust. Door bottoms need work. £5500. Northumberland. 01670 731825 01/18

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. £10000. Rhyl, North Wales.

07803 359482 10/17

Defender 90 300Tdi (1995).

MOT Oct ‘17. BFG ATs, modulars, bucket seats, CB radio, cubby box, snorkle. Lifted. Steering guard, winch bumper. High lift jack. £4750. Manchester.

07949 280663 03/17

Defender 90 Td5 Pick-Up (2000). 95,000 miles. MOT Oct ‘18 – no advisories. Footplates, door bottoms need TLC. Chassis welded and undersealed. £4500 ono. Holywell, North Wales.

07880 792848 02/18

Land Rover 90 4.2 V8 SoftTop (1990). 138,000 miles.

Professional conversion: LSE V8, Weber carb, respray in Bahama Gold. Salisbury rear axle, uprated suspension. £13995.

Leicester. 07904 070777 02/18

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

Land Rover 90 300Tdi (1986).

Original 2.5 N/A diesel included in sale. Bulkhead, chassis, body all solid. New canvas hood from Exmoor. Rebuilt g’box and transfer box. £5000 ono. Brentwood, Essex. 07581 625429 02/18

Defender 90 300Tdi Rebuild (1996). 108,202 miles. MOT June ‘18. Galv chassis. Resprayed.

Raptor Eng dash. New seats and cubby. Polybushed. Mantec suspension. £10990. Corwen, Wales. 07889 414582 02/18

Defender 90 2.4 TDCi Hard Top (2010). 51,000 miles. MOT June ‘18. Very good tyres – BFG All-Terrains. No rust. Chassis just waxoyled. £12500 plus VAT. Hawes, North Yorkshire. 07794 414919 10/17

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

Series III ‘Rock Edition’ (1974). MOT Sept ‘18. Previously refurbished. 2.25 petrol. Zenith carb, original chassis, new seats, hood. £9450. Church Stretton, Shrops. 07876 537421 01/18

Selling your vehicle privately?

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59

60

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

FOR ESSEX AND SUFFOLK News

Issue 48: Feb 2018

Products

Vehicles

Adventure

Workshop

Buyers

Hot Picks LAND ROVER SPECIALIST FOR ESSEX AND 2009 110 DEFENDERSUFFOLK ONE OWNER £15,995

Defender 90 300Tdi (1995). Increasingly rare. Professionally renovated. Galv chassis, grey vinyl interior, waxoyled, LEDs. Recent MOT. £15500. Bewdley, Worcs. 01299 841144 01/18

Sawtooth Alloy 2 & 4 Door Classic Range Wheel Rovers, s 16” all parts, body shells and doors.

Set of 4 £495

Located in the Midlands, 5 minutes from junction 15 on the M6 2009 110 DEFENDER ONE OWNER £15,995 Tel: 07842 818294

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LAND ROVER SPECIALIST FOR ESSEX AND SUFFOLK

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Defender 90 200Tdi (1993).

141,927 miles. MOT May ‘18.

New doors, bonnet, bumper and steering wheel. Wide arches, treated chassis, BFGs. KBX grille.

Resprayed. £6500. Spalding, Lincs. 07497 080533 12/17

Land Rover 90 300Tdi (1989).

128,500 miles. MOT Oct ‘18.

Galv chassis. New tyres, LED light bar, lifted, extended arches.

HD bumper, winch, internal roll bar. £8300 ono. Helensburgh, Scotland. 07795 561853 02/18

Defender 110 Td5 (2004).

147,730 miles. Boost wheels, original steels included. New turbo, intercooler, Disco transfer box. Chassis never welded. £7900. Filey, North Yorkshire.

07712 679318 07/17

Defender 110 Hard-Top (2007).

165,000 miles. MOT Aug ‘18.

FSH with lots of receipts. New discs, pads. Waxoyled. Lifted, uprated suspension, BFGs. New batt. £7995 ono. Edinburgh, Scotland. 07917 131107 01/18

Defender 110 Td5 CSW (2001).

217,000 miles. 12 months’ MOT. Recent service, head gasket changed. Refurb’d injectors, new rear x-member. Polybushed.

Vented discs. £10450. Bridport, Dorset. 07909 522435 07/17

Defender 90 Td5 Pick-Up (2003). 96,000 miles. MOT Nov ‘18. Body refurbished. New side steps, chequer plate, front bumper, clutch, wheel arches.

Just serviced. £9000. Epping, Essex. 07957 188011 01/18

Defender 110 200Tdi (1993).

180,000 miles. Lots of history.

Maintained by LR technician.

Galv bulkhead, new cyl head, timing belt, water pump, rear 1/4 chassis, battery. £4750. East Sussex. 07850 178881 07/17

Defender 110 Td5 CSW XS (2005). 48,000 miles. FSH. Half-leather trim. A/C. Heated seats. Boost alloys. Heated front screen. Side steps. £20990.

Available from Rossendale Valley 4x4. 07598 237221 Trade

Defender 110 Td5 SW (2001).

141,765 miles. MOT Oct ‘18.

Good history. 12-seater. Engine, gearbox replaced a few years back. Chassis good. £8500 ono.

Moreton-in-Marsh, Gloucestershire. 07950 377515 01/18

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 90 Td5 Hard-Top (2006). 39,800 miles. MOT July ‘18. FSH. ECU upgrade. Waxoyled. Electric windows, central locking, heated seats, alarm and immobiliser. £16000. Preston, Lancs. 07841 403072 02/18

Defender 110 200Tdi Tipper (1990). 12 months’ MOT. Recent service with cambelt and fuel tank changed. Ready for work or play. Snorkel. £6250.

Macclesfield, Cheshire. 07850 114333 09/17

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 300Tdi. 97,000 miles. Well maintained company vehicle. Gear, transfer boxes replaced 3 years ago. Engine replaced at 169k. New seats. Part history. £5200. Wallingford, Oxon. 07788 677020 02/18

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

Defender 90 Td5 Pick-Up (2005). 113,000 miles. MOT Sept ‘18 – no advisories. Great bodywork. Clean chassis; no rust. New tyres. Just serviced. £8500. Stapleton, Bristol.

07901 632597 02/18

Defender 110 Double Cab 2.4 TDCi (2008). 36,419 miles.

MOT June ‘17. Castor-corrected radius arms, cranked rears. Dislo cones. Reinforced steering rods. £18000. Bradford, West Yorkshire. 07555 231238 06/17

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

Land Rover 110 Ex-MOD (1988). 70,000 miles. No MOT. Non-turbo 2.5 diesel. Manual.

Tidy for its age, with a good, solid chassis. Starts and drives.

Cage. £3500 ono. Bath, Somerset. 07836 310225 01/18

Discovery 2 Td5 (2002).

122,000 miles. FSH. Auto. Gun metal grey with black cloth trim.

Excellent condition. Rear passenger door not opening. Seven seats. £3495. Blakeney, Norfolk.

07768 706650 10/17

Defender 110 300Tdi Pick-Up (1995). 116,000 miles. 12 months’ MOT. Two previous owners. Great condition. Rare hydraulic snow plough inc. Two sets of keys. £5995. Leeds, West Yorks. 07817 323572 01/18

Discovery 2 Td5 ES Premium (2004). 126,000 miles. Auto.

Waxoyled. Stage 1 remap. New front window regulators, air-con re-gassed. Never towed. Cream leather. £5295. Fleet, Hampshire. 07419 748026 10/17

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 1 200Tdi (1990).

150,020 miles. MOT June ‘17.

Two owners from new. SORN. VGC. Slight corrosion under bonnet. Heater, central locking broken. £1900. Swindon, Wiltshire. 07973 108282 07/17

110

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Issue 48: Feb 2018

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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

Discovery 2 Td5 (2002).

Facelift model. 84,000 miles.

Air conditioning. Waxoyled chassis. Tow pack. Outstanding condition. Recent winter tyres. £3950 ovno. Bristol/Bath area.

07966 130180 02/18

Discovery 2 Td5 Expedition (1999). 150,000 miles. MOT April ‘18. Roof tent, awning included. Superwinch, OME dampers, Remap. £6999.

Wellington, Somerset. 07788 954647 07/17

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. £13150. Ware, Herts.

07780 000678 09/17

RR C lassic 3.5 V8 (1988).

38,000 miles. MOT Oct ‘18. Manual. Five-speed. Original, unmolested. Dry stored before light recommission. Rust-free. £6000.

P/X considered. Andover, Hants.

07721 495543 01/18

Discovery 2 Td5 (2001).

162,000 miles. MOT June ‘18.

Auto. Alarm, towbar, seven seats. Service history. New head gasket, rear chassis replaced in June. £2750. Buxton, Derbyshire. 07861 642371 12/17

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 (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

RR Classic 3.5 V8 (1982).

42,500 miles. 12 months’ MOT. Manual. Totally original.

Stunning condition. 100% rustfree chassis and body. Waxoyled. £22995. Lutterworth, Leicestershire. 07834 639943 06/17

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

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 1 200Tdi (1993).

169,000 miles. 12 months’ MOT. Auto. Starts and drives like a dream. No leaks, solid bottom, lovely clean condition. Seven seats. £1750. Plymouth, Devon.

07821 276646 02/18

RR Classic 6.2 V8 TD (1994).

133,338 miles. MOT May ‘18.

Pick-up conversion. Manual.

Air susp. New inner wing, sills, x-member, 3mm steel floor. £10000 ono. Ellistown, Leicestershire. 07983 991730 08/17

RR P38 2.5 DSE Manual (1997). 145,000 miles. MOT April ‘18. Air susp reset tool included. New oil pipes, fuel pipes, water pump, starter motor, oil intercooler. £1495. Lewes, East Sussex. 07776 207536 09/17

Range Rover P38 TD6 (2001).

MOT Jan ‘18. dHSE converted to TD6 in 2007 by Rally Raid.

Auto. FSH. Previously owned by LR. Fully working susp. £3000.

Middleton-in-Teesdale, County Durham. 01833 640808 06/17

Range Rover

61

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

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 XS (2004).

142,000 miles. 12 months’ MOT – no advisories. Manual. Seven seats. Just serviced, two new shocks, discs and pads. General Grabbers with good life. £2650.

Derby. 07490 722324 02/18

RR L322 3.6 TDV8 Vogue SE (2007). 13,000 miles (on new engine). MOT Nov ‘17. Full service history. New turbos, intercooler, inlet manifolds. £13995. Wrexham, North Wales. 07971 250363 11/17

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

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

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 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 2 Td5 (2000).

177,000 miles. MOT Nov ‘18.

Manual. Seven seats. Rear suspension overhauled. Tuning box, EGR removed. Welded, undersealed. £3590. Scunthorpe, Lincs. 07910 008176 02/18

Discovery 1 300Tdi (1998).

169,000 miles. Overhauled rear: new rear x-member, boot floor, boot sides, fuel tank cradle and rear arches. New tyres, brakes. £1600 ono. Hexham, Northumberland. 07500 042358 07/17

Discovery 2 Td5 XS (2003).

137,000 miles. MOT April ‘18 – no advisories. Side steps.

Light guards. New tyres, clutch replaced. EGR blanked. Sunroofs sealed. Manual. £4250. Iver, Bucks. 07801 067521 02/18

Land Rover Defender 90 300TDI 96N 14.5K Miles. Very nice. £5495.

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

Defender 110 V8 Complete Rebuild (1992). LHD. Exportable. Original platform and engine.

Resprayed. Manual. Dropside rear. £POA. Pershore, Worcestershire. 01905 840085 02/18

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

62

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

Issue 48: Feb 2018

Hot Picks

Defender 110 Td5 G4 SW (2003). 140,000 miles. FSH. Luna Pack roof tent. Roof rack. Full electrics. Roll bars. £19990. Available from Rossendale Valley 4x4. 07598 237221 Trade

Wanted

News

Products

Vehicles

michael.trott@ assignment-media.co.uk

Workshop

Land Rover Series III Military Petrol Engine Light Green Offers Invited Please Call 07513 331714

Buyers

Freelander

FOR SALE

RR Classic 3.9 V8 Vogue SE LPG (1992). 143,000 miles. FSH. MOT Sept ‘18. Auto. Good condition. Driver’s seat electrics only issue. Lots of spares. Stainless exhaust. £4500. Barnsley, South Yorks. 07798 723728 12/17

Freelander 2 2.2 TD4 SE (2006). 118,080 miles. MOT Jan ‘18. No advisories. 2 previous owners. FSH. Nav, leather, parking sensors. £4k spent in 2 years: shocks, brakes etc. £5995. Porth, Wales. 07467 042601 03/17

Range Rover Classic 3.9 V8 Vogue SE Auto (1995). 85,000 miles. Soft dash. Original – never welded. Every MOT, file of history. £22950 ono.

Cirencester, Gloucestershire.

07796 264004 02/18

Freelander 1 TD4 (2005).

57,000 miles. Long MOT, just serviced. 300Tdi., one of a kind.

FSH. Exceptional wagon, almost like new. Genuine 38-40mpg.

Never towed. £3750. Stirling, Scotland. 07731 854617 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

Freelander 2 HSE TD4 (2007).

88,000 miles. MOT Sept ‘18. FSH. LR towbar. Full cream leather, satnav, A/C, panoramic sunroof.

Excellent condition throughout. £6600. Southsea, Hampshire.

07714 691591 12/17

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

Freelander 1 TD4 (2000).

86,000 miles. Full service history. Last owner for 17 years.

New MOT. New front discs and pads. New battery. VGC. Private use. £1250. Bristol/Bath area.

07966 130180 02/18

Range Rover P38 2.5 DHSE (2000). 108,000 miles. Good history. New MOT and every paper copy available since new.

Current owner since 2005. Silver. £3200 ono. Essex. 07952 957208 01/18

Land Rover Off-Roader. Fully rebuilt, including engine, gearbox, up to 10k spent. Savage wheels and tyres, full roll cage.

Recaro-style seats, power steering. €3750 ono. Carlow, Ireland.

00353 85 1402575 09/17

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

Haynes Workshop Manual 90, 110 & Defender Diesel.

1983 to 1995. As new condition. £7.50. Canterbury, Kent.

07989 951895 10/17

Wanted

Land Rover Series III Land Rover MOT preferred, but Series III Steering not essential Wheel Seeking daily runner Series III Trunking Cover Blackpool, Lancashire area – 01253 723863 Will Collect 07513 331714 07476 979536

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

Adventure

FOR SALE

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

Miscellaneous

63

To advertise in The Landy, call our team on 01283 553245 w w w. t h e l a n d y. c o . u k We’re on Facebook: www.facebook.com/thelandyuk

Issue 48: Feb 2018

adRocket

Calendar

Off-Road Playdays

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

21 January

Hill N Ditch Mouldsworth, Cheshire

Avalanche Adventure

Slindon Safari

Devil’s Pit

Fontwell,West Sussex

Thames Valley 4x4 Broxhead, Hampshire

Sibbertoft, Northamptonshire Barton-le-Clay, Bedfordshire

Frickley 4x4

Muddy Bottom Minstead, Hampshire

Parkwood 4x4 Tong, Bradford Picadilly Wood Bolney,West Sussex

Frickley, South Yorkshire

11 February

28 December

Explore Off Road Silverdale, Stoke-on-Trent

4x4 Without a Club

Bures Pit Bures, Sussex

Hill N Ditch Mouldsworth, Cheshire

31 December

Muddy Bottom Minstead, Hampshire

Cowm Leisure Whitworth, Lancashire

27 January

7 January

Kirton Off Road Centre Kirton Lindsey, North Lincs

Frickley 4x4 Frickley, South Yorkshire

28 January

Harbour Hill,West Berkshire

Essex, Rochford and District 4x4 Club Rayleigh, Essex

Protrax Tixover, Rutland

Slindon Safari Fontwell,West Sussex

Whaddon 4x4 Milton Keynes, Buckinghamshire

Bures Pit Bures, Sussex

18 February

Tong, Bradford

Cowm Leisure Whitworth, Lancashire

Explore Off Road Silverdale, Stoke-on-Trent

Picadilly Wood Bolney,West Sussex

Kirton Off Road Centre Kirton Lindsey, North Lincs

Frickley 4x4

Protrax Yarwell, Northamptonshire

Hill N Ditch Mouldsworth, Cheshire

Slindon Safari

Muddy Bottom

Muddy Bottom Minstead, Hampshire

Parkwood 4x4

14 January 4x4 Without a Club Harbour Hill,West Berkshire

Protrax

Fontwell,West Sussex

Whaddon 4x4

Frickley, South Yorkshire

Minstead, Hampshire

Milton Keynes, Buckinghamshire

24 February

Fontwell,West Sussex

4 February

Whaddon 4x4

Devil’s Pit

Kirton Off Road Centre Kirton Lindsey, North Lincs

Tixover, Rutland

Slindon Safari

Milton Keynes, Buckinghamshire

Barton-le-Clay, Bedfordshire

29 December

27-28 January

17 February

4x4 Adventure Tours Bath

Compass Adventures South Wales

Ardent Adventures Yorkshire Dales

Ardent Adventures Yorkshire Dales

28 January

27-28 January

30 December

Ardent Adventures Mid Wales

Protrax Wales

Ardent Adventures Yorkshire Moors

UK Landrover Events Lincoln and Belvoir

3-4 February

14 January

4 February

UK Landrover Events Peak District

UK Landrover Events Tyne and Wear

Protrax Wiltshire

Onelife Adventure Yorkshire

11 February UK Landrover Events Eden District

27 January

16 February

Ardent Adventures Mid Wales

UK Landrover Events Durham Dales

C B

www.rust.co.uk

FP_PRACCLAS_32067438id3089821.pdf 26.07.2017 11:15

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20-21 January

Email sales@rust.co.uk or call 01775 761 2222 now to receive a free catalogue.

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27 December

17-18 February Compass Adventures Yorkshire/Lake District

18 February Ardent Adventures Yorkshire Moors

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We’ve added some great new exterior accessories.

XS Front Grille & Headlamp Surround For non-air con Defenders DA1968 Black with silver mesh DA1969 Silver with black mesh

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XS Air Intake Grilles Black with silver mesh DA1970 Right hand side DA1972 Left hand side

The new XS Enhancement range from Britpart is the perfect way to give your Defender a fresh new look. The front grille, side grille and bonnet vent designs are exclusive to Britpart.

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For many more Defender enhancements visit www.britpart.com/enhance