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The Discovery 2 has long been popular for off-road builds.

People have been known to trust in them for overland expeditions, too. But it’s not every day that you see a Disco 2 like this one. Tony and Candy Woods have turned their TD5 into a home-from-home with everything – including an actual kitchen sink!

This Stage One V8 was bought at auction for just £200 – but it was no bargain, it was in such a state. One total restoration later, however, it’s a priceless classic

Full story: Page 14

Full story: Page 12

Marrion 4x4 is your guide to the essential job of replacing corroded brake lines with ones that won’t cost you your life…

Full story: Page 26

There have been many specialedition Range Rovers: the Braemar is one of the rarest of them all

Full story: Page 16



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Words: George Dove


ollowing a record-breaking show at Stoneleigh in November, there is some big news surrounding the Great British Land Rover Show for next year’s 2020 season. With the Land Rover show-season closer reaching a record-high for ticket sales, the team behind the Great British Land Rover Show has announced the return of its April instalment. At a new site, the show will take place on Sunday 19th April at Newark Showground, with the winter show remaining at Stoneleigh Park on 22nd November and both events being supported once more by headline sponsors, BFGoodrich. Plus, to celebrate the new show, tickets are already on sale at half-price with further savings offered when booking for both shows at the same time. The new location won’t see the show move to an outdoor format, however,

- just £50 for a year

as organisers are keen to keep this part of the show’s identity intact, meaning exhibitors will be spread across stands located both indoors and outdoors. As with the November show, the April edition of the Great British Land Rover Show will also be sponsored by Terrafirma, Paddocks and the All Wheel Drive Club – who will still be stewarding an on-site off-road course. The show will obviously also bring the best in Land Rover equipment, parts and accesso-

ries, along with discounts and special show offers. Advance tickets are on sale now for £7.50 each, with tickets on the day priced at £15. Book now for both shows next year, however, and it will cost just £12.50 per person to attend the show in April and December. Spaces for the offroad course are limited and are priced at £10 in advance. Head to for full details and to book your tickets.


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The Green Lane Association became involved in repairs to a right of way in Essex recently, in a story which illustrates the lengths to which 4x4 enthusiasts will go to look after Britain’s rights of way – and the depths to which our opponents will sink to sabotage them. The lane, Braintree/Bocking 93, was under threat of closure as Essex County Council was unable to find the funds needed to repair it before winter set it. Following discussions at a working group meeting, GLASS Rep Rob Tongue offered to help with repairs – with the result that the proposed closure was shelved. Along with Assistant Rep Ed, Rob arranged a site visit with two highway engineers from the Council. ‘After walking the byway and discussing what was required,’ he says, ‘it was mutually agreed that they would allow GLASS to carry out the work. ECC would supply the materials needed to repair the surface and GLASS had already agreed to pay for the plant required.’ With contractors booked and a set of volunteers drummed up, the work was ready to commence. Or was it? ’Two days before the date of the work, the contractor’s self-loading dumper broke down and they were unable to supply a replacement. So Ed,

being Ed, managed to find a contractor who could help us out at very short notice,’ says Rob. ‘We were advised that the surface material to be supplied would be rolled stone, and it would be delivered and signed for by a highways guy on the Friday. We turned up on Saturday to find it was nothing of the sort! First off, it wasn’t rolled stone – what we got was full of all sorts of rubbish. But hey-ho, we carried on anyway!’ The team consisted of ten volunteers, one digger and one self-loading dumper. You might think the project’s bad luck had come to an end once work finally got underway, but no: the digger threw a track part of the way through the day. Thanks to this, and the plight of the material they were having to work with, the team didn’t quite manage to get the whole byway resurfaced. However, three-quarters of the mile-long right of way wasn’t bad going under the circumstances, and they left satisfied with their day’s efforts – and planning to return very soon to finish the job. It was at this point that anti-4x4 elements emerged to show how utterly dishonest and unscrupulous they’re capable of being. ‘It was clear when we were there that the locals wanted to have the lane closed to motorised traffic,’ says Rob. ‘But what we didn’t bargain on was

them pulling a fast one with the materials we had there to finish the job. They reported it as fly tipping to Braintree Council, who promptly removed it. Given that the lane was originally threatened with closure because the Highways department couldn’t find the money to pay for the job, the waste of taxpayers’ money is as ironic as it is grotesque. As Rob says: ’Essex County Council paid for the materials. Braintree Council have removed the materials and will charge Essex County Council for such – and Essex County Council will now have to pay for more materials to finish the byway.’ An invoice for the person who reported the materials as having been flytipped would seem appropriate, though of course proving that this was done maliciously would be conveniently impossible. And of course, as Rob himself said, the material was full of rubbish – something that was backed up by the Highways Engineer who inspected the work afterwards. The good news is that the inspector was happy with the work the team had done. ’It was a learning curve for both Ed and myself,’ says Rob, ‘as this was the first time we had taken on a project as involved as this, but it stands us in good stead for the next one. ‘Putting the effort in has proved to Highways that we can do it and hopefully will lead to them asking us to assist in keeping byways open in the future. We would like to say a massive thank you to the volunteers, to RMR contractors and to David of Treecology, who saved the day at the last minute with his self-loading dumper!’ In the end, Essex County Council told Rob it would finish the last quarter-mile of the lane itself. And if some good is to be found in what happened, it might be that the local authority was given a first-hand view of the shameful games the anti-4x4 faction can play.




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Land Rover has released a new special edition of the Velar, specifically for the UK, featuring an extended list of features included as standard for a unique look. The R-Dynamic Black model adds yet more appeal to the car that won World Car Design of the Year in 2018. Based on the D180 R-Dynamic SE model – a strong sales performer for the Velar – the Black limited edition is equipped with a host of features to enticingly elevate it beyond the spec on which it is based. Among these, you’ll not be surprised that this special edition comes with the Black Exterior Pack, which ensures the exterior trimmings are all shadowed out. It sits on 21” Gloss Black alloys and also boasts privacy glass and a fixed panoramic roof. It may shock you to hear that there are options for the bodywork, however, the brightest of the two metallic options is the Eiger Grey, with the more congruous Santorini Black also on the table. Both choices are available at no extra cost and will surely look equally as suave on such a looker as the Velar. Inside you’ll sit upon Ebony Perforated Grained Leather and grip a heated steering wheel, with a complimentary Ebony Morzine headlining finishing off the internal decor. Being based on the R-Dynamic SE, the Black limited edition comes with Matrix LED headlights, an interactive driver display, a Meridian surround sound system plus the Park Pack, which brings 360-degree cameras, sensors and rear traffic monitoring. The D180 powertrain is yet another desirable aspect, offering up 180bhp, 317lbf.ft and economy of up to 42mpg – making the Black limited edition as frugal as a Velar can be. This suave limited edition is limited to 500 units with the Velar R-Dynamic Black costing from £56,995. Deliveries of the new model are set to commence in early 2020.

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Can I have a word...


s I sit here and write these words to you, I’m edging ever closer to the salvation of a roast turkey dinner. But this isn’t just any turkey roast, because it also happens to be Christmas dinner. That means that whilst I’m sitting here dreaming of turkey, you’re likely to screw this paper up in a few seconds if I don’t divert the conversation away from the gobbling bird you’re sick to the back teeth of. And that’s just fine, because the main thing I want to do is wish you a very happy New Year. None of us know exactly what lies around the corner, and at the start of each year we always hope for a good 12 months ahead, usually whispered in the same breath as the wish to shift a few pounds of Christmas bulk. However, may I suggest an alternative or an addition to making waves in your local swimming baths and instead suggest we all look to make waves by jumping in our Land Rovers and seeing more of the world. Regular readers of The Landy will know we follow the stories of enthusiasts who have taken the plunge to travel the globe in their Green Oval, and while I don’t suggest we all resign from our jobs and do the same thing, taking time out to see more of this precious world is something we all have a limited time to do. In this issue, you’ll spot Jannis and Valentina Drew, who are probably meandering through Ethiopia or maybe even Kenya as we speak. Naturally, I wish them a happy Christmas and New Year, but also to every other Land Rover currently away from home, traversing the world and all in the name of overlanding and exploration. Safe travels to those of you away from home and a happy New Year to all. Mike Trott, Editor michael.trott@

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Gibson’s Gab Surprised by Grace

Hold the front page: it turns out Tim Gibson adores the new Evoque, even though he can’t imagine ever owning one Words: Tim Gibson I didn’t expect to like the Range Rover Evoque, and was therefore frustrated to fall in love with it. Every fibre of my being wanted to dislike it, to write in these pages and the pages of other publications that it was completely overblown, unnecessarily fancy and basically a bit rubbish. That was certainly what I let myself believe in the first half an hour of driving the thing. That’s partly because it took me precisely that long to work out how all the interior switches and gizmos actually work. As a friend who followed me out of the village kindly commented when I saw him later that day: ‘I wondered why you kept on flashing your lights randomly. Then I

realised you didn’t know how the car’s controls worked.’ Like all technology, the Evoque’s is bafflingly complex until you learn how it operates. And then it’s extraordinarily simple, making you wonder how you ever made such a meal of coming to terms with it. Within a day or so, therefore, I’d mastered the various safety features and on-board tech like Apple CarPlay, sat-nav and Bluetooth mobile integration. I wouldn’t say I could work them with my eyes closed. But since doing so would have entailed crashing nearly £50k’s worth of motor, that’s probably no bad thing. What I couldn’t quite fathom, however, was how to deal with the endless compliments I was paid about

my steed for the week. ‘Got a new car, Tim?’ asked a business contact when I met him for lunch. ‘We’re obviously paying you too much.’ Even complete strangers saw fit to comment on the Evoque’s majesty. A car park attendant flagged me down with the sole purpose of telling me how nice my car was. He looked crestfallen when I admitted I was only borrowing it. Now, for some Evoque owners – probably the vast majority, to be honest – such recognition is precisely the point. They like the fact that it offers Range Rover credibility for Disco Sport money. But for me? Not so much. My whole enthusiasm for Land Rover as a brand is that its cars are somehow classless.

Driving one doesn’t tell anyone a thing about your station in life. You could be the Queen, or you could be a bloke who lays tarmac for a living. With the Range Rover Evoque, though, it’s clear such principles don’t apply. It oozes grace and luxury. Has a palpable air of class. Is fantastically well equipped and has presence by the bucket load. Definitely not a vehicle for someone who wants to pass into a car park unnoticed. Which makes it all the more frustrating for me that I’m well and truly

smitten with it. After just one week in the Evoque’s company, I can’t stop thinking about it. I haven’t felt this way since Carol Smillie presented Changing Rooms on BBC One. So there you have it: the Evoque is a brilliant car. Comfortable, gorgeous to drive, fantastic to look at and a genuine joy to live with. Would I have one? Probably not. But if you’re not so hung up on how people view you, I’d say it’s one of the nicest SUVs currently available in the UK. Go figure.

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NEXT MONTH’S LANDY IS PUBLISHED ON 28 JANUARY You can pick up your copy of our March 2020 issue from newsagents or Britpart dealers – or read it online at 01283 553243 • • • Editor Mike Trott Assistant Editor George Dove Contributors Tim Gibson, Barrie Dunbar, Jannis Drew, Dan Fenn Photographers Steve Taylor Group Editor Alan Kidd

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Issue 72: Feb 2020







In Gear Words: George Dove

Brightest for longest.

The very latest gear you need for your Land Rover

Stocking Up Most of us don’t have the luxury of a fully fitted workshop in which to build our ideal Land Rover. If you do at least have a garage, however, and somehow it’s not packed full of knackered sofas, scratched furniture and endless boxes of old toys, the new Clarke range of Heavy-Duty Professional Modular Storage packages from Machine Mart could go a long way towards making the most of what you’ve got. Comprising tool chests, floor and wall cabinets and accompanying back panels, these feature high-quality ball bearing drawer runners, gas-strut door opening, lockable doors and a choice of wood or stainless work tops. They’re finished in a combination of black and grey and, being modular, can be specified to fit exactly the space you’ve got available

– be that in a workshop, warehouse, garage or even just a shed. Machine Mart is offering a choice of 10 complete packages, any of which will save you money compared to buying all the units they comprise individually. You can also spec your own tailor-made sys-

tem by selecting individual component parts to suit your space and budget. Either way, you can always add further units as required later on. Prices start at just under £950 including VAT and climb to £4999 for the full works.

Wide-Bore, Not Big-Bore The phrase ‘big bore’ can have more than one meaning in the world of Land Rovers. Happily, in this case we’re not talking about that bloke in the corner

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who wants to tell you about Series IIB part numbers, but about our favourite kind of exhaust: the rude kind. What you’re looking at here is

Raising the Roof It’s clear the days of abusing your Defender are slowly turning into the days of preserving your Land Rover. That’s why we give them all the nice things we can and companies such as Masai 4x4 are among the best in helping us do that. Take Masai’s Headlining and Roof Lining Kits for the Defender 90 and 110. Not only do these kits come with all the necessary sections and fittings,

but they are available in up to nine different colours with a luxurious suede effect finish. The kits are best suited to non-sunroof models, although the aperture required can be easily cut out, and all Hard Top and Station Wagon models are catered for, alongside the 110 Crew Cab version. For more info and where to order your kit, head to

Britpart’s new stainless steel 3” straight-through tailpipe for Defender 90s powered by the Td5 and TDCi Puma engines. Amazing what you can achieve with three inches, gents. Britpart points out that the tailpipe is not suitable for Australian market Defenders. Or shrinking violets, you’d think. And definitely not for that bloke with the Series IIB parts book. Assuming you don’t fall into any of those traps, visit and prepare to have the naughtiest sounding 90 in town.

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:

Shine Brighter for Longer As we write this, it’s wet and miserable outside, the roads are slippery and the prospect of going out driving is about as appealing an idea as a three-up dinner date with Boris Johnson and Jeremy Corbyn. It’s at times like these that your thoughts should turn to lightbulbs. Good ones, obviously. Like the Xenon150 from Ring, for example. With this new halogen bulb, Ring says it has ‘once again set the standards in vehicle lighting.’ The Xenon150 is so called because it puts up to 150% more light on the road compared to a standard bulb without compromising operating life – making it, Ring says, the longest lasting +150% bulb on the market. How does it pull off such a trick? By using the latest in filament technology, that’s how. The filament has been engineered to be shorter, with a tighter-wound coil to produce a brighter, whiter light output. When combined with 100% xenon gas in the glass envelope, the result is up to 150% more light on the road. The Xenon150 also produces an 80-metre longer beam pattern, picking out other road users from further away and giving you more time to react to hazards. The light temperature is closer to daylight, too, at 3700K, thus providing better reflections from road markings and signs. The Xenon150 bulb is available in H4 and H7 references, making it a simple plug-and-play replacement for your Land Rover’s standard items – there’s no need to mess with the vehicle’s wiring, just bang them in there and blow away those winter blues. Want to know more? Like, for example, where to get a set? The bright thing to do (we never tire of making that joke) would be to visit

Issue 72: Feb 2020



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


Issue 72: Feb 2020

Look forwards into the cockpit and you’ll see nothing but the ordinary cabin from a Discovery 2. But peer behind the curtain and you’ll find a home





Grand Designs

Land Rovers are built with adventure in mind, but some are better prepared for taking on the world than others. For Tony and Candy Woods, their Discovery 2 camper really does make for a home from home… Words and Pictures: Mike Trott



and Rovers are made for adventure and there is a whole consortium of tools and accessories you can buy for your vehicle in an attempt to turn your Green Oval into a true master of overlanding. Roof tents in particular have become very popular in recent years and some of the models on offer make camping and those wild stopovers feel very much like home, even if you’re hundreds of miles from your actual place of residence. There are some vehicles out there, however, that piddle on the idea of makeshift accommodation. Instead, these vehicles have gone through extraordinary lengths to be transformed into a mobile house. Sit in the driver’s seat of this Disco 2 and as you look out over the bonnet, you’d do well to think you were in anything other than an ordinary Td5 Discovery. But when you glance over your shoulder, you’re greeted with one of the cosiest and most practical interiors you could imagine. The Disco belongs to Tony and Candy Woods, both of whom enjoy roaming the UK and beyond, all whilst camping along the way. But a few years ago, they were on the hunt for a vehicle that would give them greater comfort than

a mere thin layer of canvas drooping above their heads. ‘We wanted an all-wheel-drive camper and happened to see this ad on eBay,’ explains Tony. It was this majorly adapted Discovery they saw being advertised and the vehicle was being sold down in Swansea. ‘It was built by a John Davies and it caught our attention with the fact it was a 4x4 and a Land Rover – Tony has always had a love affair with Land Rovers,’ explains Candy. Tony and Candy decided to go and view the camper, where John explained how he built it. The process started with some pretty hefty surgery, as the Disco was chopped in half before being stitched back together, only now with two 30” members in place to stretch the chassis and effectively create a Discovery 130. John applied the usual Land Rover running gear and welded up a box section to create a space frame. The wiring and plumbing were all taken care of and the interior was transferred over from a Compass caravan that had been written off. One of the criteria any prospective vehicle needed to meet was for Tony and Candy to be able to stand up inside the rear of the truck. This Dis-

covery certainly meets their needs, but that might also have something to do with the sheer number of features you’ll find inside. Besides an actual kitchen sink, this Disco also houses a fridge, freezer, hob, shower, toilet, TV and DVD player – it even has curtains and double-glazed windows.

Above: John Davies was the man who orchestrated this build, and he went all-out to make sure this Land Rover had all the amenties possible

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Issue 72: Feb 2020


Candy has expressed her admiration for the memory foam mattress, while the underfloor cellar may well be a hit with the pair of them

Above: A lot of work went into creating this camper, including surgery to lengthen the chassis by 30 inches and the construction of a space frame in which to house everything. The vehicle is a true marvel and not only boasts an impressive amount of features on the inside, but also features on the outside such as the fixed awnings ‘It really is a home from home,’ says Candy. ‘The memory foam beds are gorgeous and so comfy!’ I wonder if the secret cellar located between the chassis rails was the clincher, though… ‘The Land Rover stands at around three and a half tonnes, although most of the weight – like the waste and water tanks – are down below, so it’s

not as top-heavy as you might think,’ states Tony. Candy continues, ‘As soon as we drove off, though, we realised it was underpowered. We were going backwards on the motorway!’ The solution was to install a stage 2 remap and large aluminium intercooler from Alive Tuning, which promptly hiked

On most camping trips, you’re consigned to using what feels like a Bunsen burner for your cooking and a dirty toilet for afterwards. But here, Candy and Tony possess a full kitchen and even a lavish lavatory

the Td5’s power output to 185hp, but more importantly 310lb ft of torque on tap from 1800 to 4000rpm. Perhaps the most impressive figure is that it will still return a respectable 26mpg. And with the military-grade heavy-duty springs on the front and air-assisted suspension running at 20 PSI on the rear, this Disco 2 is one smooth operator. So, where have Tony and Candy been – so far – in their homely all-inclusive camper? ‘We travelled to Denmark and Norway in July 2014, just as they had their biggest heatwave for 50 years and we’d packed all our woollies,’ laughs Candy. ‘We wanted to see Scandinavia – there are some great roads up there with hardly any traffic, but it’s so incredibly expensive.’ Tony adds, ‘We’ve done a lot of Scotland, the New Forest, Northumberland, the South Coast – from Norfolk to Barmouth, Durness to the Isle of Wight and everywhere in between. We’re definitely going to Scotland this year and want to take the camper to the Outer Hebrides. It’s a place we’ve been a few times, but not with the camper.’ No doubt when they do head north to Scotland, Tony and Candy will find the Discovery to be the perfect vehicle for such an adventure. Not only does it contain everything you could need to make a (mobile) house a home, but the living quarters are also mated to a fine Land Rover, surely making this one of the very best adventure vehicles around. Tony and Candy’s camper needs regular maintenance and to keep the Disco in check, they turn to Simon of SCT Caravan Services. If your camper needs some TLC, visit SCT at


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

Issue 72: Feb 2020





Golden Oldie

Words: Jonathan Douglas Pictures: Mike Trott

Right: As JE MotorWorks has a rich heritage of building some of the most potent and bespoke V8 powerplants around, it would have been silly not to use their years of expertise on Rover V8s for the Stage 1 V8. Here they enlarged the V8 to a full 5.0 litres, whilst maintaining the original inlet manifold. This was achieved through the process known as Extrude-Hone. JE used their own pistons, modified the crankshaft, utilised bigger inlet and exhaust valves, whilst switching from Stromberg to SU carburettors. All this adds up to a more than respectable 260bhp. In a classic Land Rover, that’s more than enough!


few years ago, an auction was held to sell off some old Land Rovers from a site near Coventry, where a business had become bankrupt and the collection was only adding to the problem. One of the vehicles being put up for auction was a Borrego Yellow Stage 1 V8. There seemed to be very little interest in it, and the truck eventually sold for a meagre £200. This was no bargain, though, as almost nothing on the Land Rover worked and everything about it was rusty. Back at JE MotorWorks, we turned to the Stage 1 as a project to work on when we weren’t busy. Fortunately, and unfortunately, we were usually busy, so progress was slow. At JE, we have been making special versions of the old Rover V8 since 1975 when the company was first founded. So it would have been wrong not to build one for this car. We settled on plans for a not insubstantial 5.0-litre unit, but with the aim of retaining the original inlet manifold. The original carburettors found on the Stage 1 were Stromberg items, but we prefer to use SU carbs because tuning parts are easier to obtain for them. These manifolds have a complicated internal shape, so the best way to enlarge the ports and improve airflow is through the process of Extrude-Hone. The engine was gradually built up with JE-designed pistons at a bore of 96.00mm, a modified crankshaft at 86.3



Take one wreck of a Stage 1 V8 and add in the engineering experts at JE MotorWorks and you’ll no longer have a neglected relic on your hands, but rather a fine truck with a lot of heart. JE owner, Jonathan Douglas, tells the story… mm and high compression ratio, big inlet and exhaust valves, gas-flowed cylinder heads, a mildly tuned camshaft and the Extrude-Honed inlet manifold and SU carburettors. We get about 260bhp and 336lb ft as a result. That was the engine taken care of, but as for the chassis and other components, there was more work to be done. There are so many things you can do to improve a chassis these days – we bought a new, galvanised chassis to start with, immediately starting with a solid base and one that wouldn’t be rusting anytime soon. We installed some of the modern tapered ‘parabolic’ leaf springs, which ride so much better than the original multi-leaf springs and then located and fitted a front disc-brake conversion kit, along with ventilated disc brakes adopted from a modern Defender. Old Man Emu make some very nice dampers, and we utilised a set to work with these springs, giving a favourable level of control to the axles and body. With all the other conversion work we do here at JE, we find a number of items knocking around in very good condition that have been removed from other cars – mostly Defenders. When preparing the Stage 1, we had a rummage and came up with a set of heavy-duty steel wheels, alongside good Continental 235/85 R16 tyres. The team also added two spare wheels on a special bracket, just behind the cab.

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Issue 72: Feb 2020


Left: Keen not to take anything away from the Stage 1’s patina, the team opted not to respray panels Above: The cabin may look ordinary, but Exmoor Trim seats bring added comfort, whilst the dashboard has been adapted to include instruments from the Classic Smiths range, with lighting all coming through LED bulbs This car was an opportunity to try something we had talked about for a while: how a Rover V8 could be paired with the modern six-speed manual gearbox. With a special flywheel and our own design of adapters, we fitted the Ford box to the engine and a modern Land Rover transfer box behind that and fitted the assembly to the car. We had to modify the floor to accommodate the modern gear levers, although with JE also making an electrically operated handbrake, we were able to reduce the number of levers in the floor of the cabin from four to two. LEDs were installed for all the lights and we adapted the dashboard

to accept all latest instruments from the Classic Smiths range. So, many features of the car were therefore modified and modernised. New seats sourced from Exmoor Trim were fitted, and we found a variety of interior trim panels which would fit our vehicle, although to ensure a uniform look was kept throughout, they were retrimmed in grey cloth. The bulkhead and doors were badly damaged by corrosion, calling for new parts to be bought and painted, but as for the rest of the bodywork, we attempted to use all the original panels and parts without re-painting them. Panels were cleaned up and straight-

ened back to near-original shape, but wear patterns, scratches and corrosion damage was all kept in situ, allowing the car to retain its old patina. With the powerful engine, modern gearbox, upgraded brakes and improved chassis springing, the car goes, stops, and handles infinitely better than any original Stage 1 would. But from the outside the old bodywork, and therefore charm and character, remains. The project ended up being part restoration and part modification, but the result is a car that only puts one facial expression on your face – and that’s one huge, satisfying smile.

All trim options available on the website EXT340 +44 (0) 1984 635 060 |


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Issue 72: Feb 2020

Land Rover made a number of limited edition P38 Range Rovers during its eight years of production, but few models are as rare and exclusive as the Braemar specials…






From Scotland With Love


n case you hadn’t heard, Bond… James Bond, is back. The 25th instalment of Her Majesty’s most loyal defender has been revealed. And like the proverbial spy himself, the timing of the new blockbuster movie is impeccable, because with teasers and trailers starting to be strategically dispersed into the digital atmosphere, this gives me the perfect opportunity to hang an article on the fact Bond has a great deal of Scottish heritage behind him. Which means he has more in common with the vehicle you see before you than you might think. Bond, born to a Scotsman and a Swiss mother, can trace back some of his early memories to the Scottish Highlands, where you will conveniently find a village that goes by the name of

Above: Braemar edition P38s even came equipped with the latest in video game technology

Words and Pictures: Mike Trott Braemar. The small hamlet lies around 60 miles to the west of Aberdeen and was the settlement that gave inspiration to a very special kind of Range Rover, now almost two decades ago. In 2002, Land Rover decided to build 25 Braemar edition P38s in what would be the final year of production for the Mk2 Range Rover. Fifteen were given the 2.5-litre BMW-derived diesel engine of the day, while ten were powered by the 4.0-litre petrol V8. The vehicle before you is one of the precious ten. As with Commander Bond, some of this car’s early days were spent in Scotland, because the Braemar P38s were sold exclusively through Scottish Land Rover dealerships. Based on the impressive HSE trim level, but with the added bonus of not possessing a sun-

roof, Braemar machines were finished in Blenheim Silver with unique badging on the wings and carried extras such as the picnic tables in the rear, Ash leather upholstery, lamp guards, privacy glass and even a PlayStation to keep rear passengers amused. Bond would approve of the gadgets, but also the price. The Braemar Limited Edition P38 cost £43,000 when new and is exactly the sort of accessory Bond would happily associate himself with. This exact vehicle now belongs to a certain Range Rover specialist in the West Midlands, that being Paul Atkinson of Atkinson Bespoke Engineering. 007 headed south to take up his role at MI6, but not before receiving education at Oxford University. Paul’s Range Rover also has a past here.

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Issue 72: Feb 2020


Above: Lamp guards were among the external features fitted to the Braemar P38. Thankfully, the leaky sunroofs were kept away ‘This was found down in Oxford,’ explains Paul. ‘I had a phone call from a friend who said they had seen a Braemar on eBay. I questioned it and thought, “No, can’t be”, but asked “When does it finish?” ‘I watched the auction and people were asking about it and the fact it had LPG fitted, but I think some weren’t really understanding what the car was and didn’t realise how rare these things are.’ Understated and relatively ordinary in appearance, this P38 does a fine job of replicating 007’s ability to blend in as a normal character wherever he goes. Needless to say, with Paul’s expertise and eye for detail, he saw the Range Rover for what it really was and promptly became the winner of the auction. Battle scars are impossible to avoid when you’ve been out in the field and the P38 came with its own set. ‘A previous owner had placed coils on it and taken the air suspension off it, so one of the first things I did was put it back on air,’ says Paul. ‘The ball joints were done and I had to spend 18 months looking round for a set of lamp guards for it – it’s not 100%, but it’s getting there.’ The next assignment for Bond lies just around the corner, but for Paul’s treasured Braemar P38, the days of travelling around appear to have come to a welcome end. Where better to settle than with people that know you best? This Braemar can live to Die Another Day, then, and now has licence to chill. Atkinson Bespoke Engineering specialise in the servicing and parts supplying of all Range Rovers, so if you’re in need of advice, a part, or some Range Rover TLC, contact Atkinson’s on 0121 559 5255.


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Issue 72: Feb 2020






When It All Goes Wrong

Words and Pictures: Barrie Dunbar

When you’re travelling the world in your Land Rover, the last thing you want to happen is a breakdown, hundreds of miles from anywhere. What’s inconvenient at home could be lethal in the wilds. However, if you prepare your vehicle properly, your Land Rover should – in theory – never creep to an unwanted halt…


ere’s a question I get asked on every tour: ‘How do you deal with vehicle breakdowns in remote locations?’ Here’s my answer: ‘Vehicles do not breakdown if they have been prepared following the advisory notes I provide.’ The reality is that effective vehicle preparation is an unglamorous exercise, and almost always involves getting tired and getting dirty, and sometimes getting frustrated and getting injured. Unlike the pleasure of bolting on new accessories, there is little tangible reward to be gained by changing fluids, filters, belts and the like. And yet these seemingly mundane maintenance items are of the utmost importance, ensuring the essential mechanical dependability and reliability of any vehicle setting off for a period of remote travel. Neglect them at your peril, and that of others. Allow me to tell you the story of Jimmy (not his real name), who thought it would be a good idea to join one of my Western Sahara expeditions, with a recently acquired vehicle, of which he knew little. Parked in the queue at Portsmouth docks, I’m whiling away some time waiting for the ferry, when in my rearview mirror, the flashing headlights of a rapidly approaching Toyota Colorado attract my attention. It decelerates to an abrupt halt immediately behind me, and out springs our Jimmy. Jimmy is very pleased with his ‘new’ vehicle, and insists that I come over

and inspect its supple leather seats, and its gleaming, recently polished and almost untarnished, black paintwork. He’s just got it, he tells me. Bought it from a local dealer, and properly hammered them down on the price too! Doesn’t know much about its history, but nonetheless is overjoyed with the leather seats and the shiny paintwork. It doesn’t take me long to realise that Jimmy is another one of those souls who doesn’t believe in disrupting his idyllic existence with something as potentially inconvenient as a tour operator’s advisory vehicle preparation notes. What for? Anyone can see this vehicle is sound! Before continuing, let me make clear that I have no prejudice against the Toyota Colorado. Many of my clients use them, and many have found the factory-fitted rear diff locker to be an

indispensable asset. But they can be susceptible to rust. Very susceptible, actually. Not so much the occasional radiator gets clogged by flakes of oxidation, but the structural degradation which so often befalls components of the underbody. In fact, where I come from, they reckon that if you listen carefully enough, you can hear a Colorado rusting from fifty paces away. Not true, obviously, but where there’s smoke, there’s fire. Besides, one would obviously always check for rust first… Fast-forward a few days into the tour, and Jimmy is getting to know his ‘new’ ride. It’s not all good news, though, as Jimmy is concerned by the intermittent knocking sound he has begun to notice, emanating from ‘somewhere underneath’ his pride and joy. ‘Don’t worry Jimmy, it’s probably just

Above: If every track and trail was like this tarmac road, overlanding would be a doddle. But nothing is ever that simple...

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: a loose exhaust mount, or something along those lines. Next time we stop, get under the vehicle and have a good look around. It’s usually something really obvious, and you should spot it quite easily,’ I say encouragingly. That said, I try to put it out of my mind and concentrate on the job. I am slightly apprehensive about taking an unknown vehicle deep down into the Western Sahara. My website and advisory notes make clear that we will need to be entirely self-sufficient in every respect, and that for days at a time we will be literally hundreds of kilometres away from any habitation, as we trace some of the old Dakar Rally tracks running between Morocco to the north and Mauritania to the south. However, I am reassured by my familiarity with the other vehicles in the group. It’s the usual mix of Rovers and Cruisers, and I know them all well, most having done upwards of five tours with me already. So I suppress my instinct to get under the car and have a good look around myself. I follow up with Jimmy over the next couple of days, but he’s coy, and seems not to want to discuss the knocking, other than that it’s still there,

albeit reduced, so he’s not so worried. I make a mental note that we’ve recently dropped our tyre pressures significantly, to cope with the off-road terrain, and this practice itself would go some way in damping any knocking. But it’s a case of masking the symptom of a problem, rather than treating the problem itself. ‘Jimmy, have you checked the mounts at both ends of the shock absorbers? Because if it’s not the exhaust, it could well be something to do with the suspension. Are the coils all properly located? What about the steering rack and rods?’ I ask. Jimmy assures me he’s looked everywhere, and everything seems to be as it should. But he’s not keen to dwell on the subject, and I don’t want to embarrass him in front of the others by taking matters into my own hands and scrutinising the underbody myself. By the following day, we are way south of the Canary Islands, out in the expanses of the desolate Sahara Occidental, parked up for our lunch stop. I’ve barely got the dry-cured organic ham out of the fridge, when Rugged Richard comes strolling towards me. ‘Hey Barrie, is this what I think it

Issue 72: Feb 2020


Above: The last thing you want to be is stranded in the middle of nowhere. Always prepare with care is?’ he enquires, holding his hand out towards me. Lying there, in the middle of his palm, is a near perfect knapped stone arrowhead, which reminds us all of just how remote and isolated we currently are. And just how dependent we are on our dusty 4x4 machines. And then I hear it. Over the radio.

The troubled tones of Mellow Melvyn, veteran of nine trips with me, and not a man inclined to worry. ‘Barrie, Barrie, are you receiving?’ I don’t like the angst I can hear in his voice. ‘Go ahead Melvyn,’ I reply. ‘You’d better come and see here, this looks like a welding job to me,’ Melvyn

replies. I reach Jimmy’s vehicle, where I find Melvyn looking incredulous, and Jimmy looking on the verge of tears. ‘Have a look at the rear axle, driver side,’ sighs Melvyn. I get under the car and can scarcely believe my eyes! The driver side

Continued on Page 22


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Issue 72: Feb 2020







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of the axle has broken away from the chassis completely, leaving two inches of glaring daylight in the space ordinarily occupied by metal, and the diff casing is so rusted that it looks like I could shove my thumb right through it. And someone’s previously had a go with some not-too-professional-looking welding in of a gusset plate or two, no doubt intended to hold it all together until it sells. I take a few deep breaths, before extracting myself from beneath the rust bucket, and exasperatedly enquiring, ‘Jimmy, did you actually take a look around under this car before you bought it?!’ Jimmy doesn’t answer, but his bottom lip is quivering and he looks close to panic – and there’s the answer. Leather seats and shiny paintwork, hey? Not much use when your rear axle is about to sheer off. Jimmy’s happy-go-lucky approach to preparation has sentenced the entire group to a rather tricky predicament, and it’s my job to get us out of it. Should I grab the jump leads and welding rods and potentially destroy half a dozen batteries? No way, not out here, I can’t risk stranding numerous vehicles in an effort to save one. But something has to be done, or that axle will be ripping itself off the chassis within the next few kilometres. So I ask everyone to bring out their heaviest duty ratchet straps, my plan

being to tightly lash the affected side of the axle to the front outrigger, and to the chassis member directly above it. My objective is to try to prevent the axle from being torn off backwards by the torque force of forward drive. I’m half-minded to disconnect the rear propshaft to mitigate the effects, but I know that where we’re going, drive to all four wheels is going to be required in order to keep momentum. Helpful Hugh steps forward with the most gigantic ratchet strap I’ve ever seen. Why on earth he saw fit to bring along such a monster is anyone’s guess, but it’s a good thing he did. The beast is massive, neon orange in colour, constructed of multiple-ply reinforced nylon, and its working parts are solid steel. If ever there was a ratchet strap adequate for the unreasonably onerous task about to be asked of it, this was the one. With all hands on deck, it doesn’t take long to get the job done, belted and braced as best can be improvised. With a few hundred kilometres to cover, through fairly gnarly terrain, none of us is overly optimistic of success, but we keep our pessimism to ourselves and make ready to crack on. We had originally intended getting all the way down to Tichla on the Mauritanian border, but that will have to wait until the next time. We need the closest possible welder. ‘Right Jimmy, here we go then.

Below: One of the golden rules of overlanding: never go it alone

Please come up directly behind me, and follow exactly in my tracks. The idea is to drive as slowly and gently as possible, trying to minimise the unavoidable bouncing and jolting,’ I advise. ‘Okay Barrie, but what are we gonna do if it all goes pear-shaped?’ he asks me, gulping. ‘Well buddy, you know we can’t just leave it here, so if the worst happens, we’ll have to roll it onto its roof and drag it out,’ I answer, half tongue-in-cheek. Jimmy’s eyes widen, the seriousness of the situation by now having dawned on him. And so we settle into hour after hour of very slow driving, stopping every so often to check the condition of our bush repair. The main strap has begun fraying on one side, over time the fray develops into a full-blown tear, and it slowly but surely begins to make its way right across the five-inch width of the strap. By the time we reach the salvation of Boujdour on the coast, the strap is still hanging in there, but only by the last half inch and the heavily reinforced side seam. That strap saved Jimmy’s bacon, defying our doubts and holding out. In town I touch base with my local contact, Ahmed, who refers me to his cousin, Mustafa, the local welder. Using bits and pieces of scrap metal, he is able to implement a surprisingly robust looking repair, which enables us to continue the next day. Jolly Jimmy has dodged a bullet, but only just.


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Issue 72: Feb 2020

Last month, Jannis and Valentina Drew shared their story of preparation for a bucket list expedition from Cairo to Cape Town. Now, after reuniting with their Defender in Egypt, the journey through Africa could commence…






Time to Hit the Road

Words: Jannis Drew Pictures: Valentina Drew

Above: Not all of the Drew’s new friends shared the same passion for being on camera Below: Overlanding is about much more than off-roading. However, if and when the situation arises, having a Defender at your disposal can certainly help you cross most obstacles in your way


irst of all, let me explain exactly what overlanding is. Overlanding is a form of self-reliant travel to remote destinations where the emphasis is on the journey itself. The travels are often for extended lengths of time and can span many countries or even whole continents. The term can regularly be confused with off-roading, but they are two very different things. Off-roading normally takes place on a dedicated site, full of challenging terrain that can include steep hills, deep bogs and rocky axle-twisters. The idea is to get from point A to point B whilst testing out every bit of your vehicles capability. Getting stuck is all part of the fun and a bit of damage is often softened with a beer down the pub at the end of the day. Overlanding on the other hand will take you over every sort of terrain you can imagine, from perfectly smooth motorway to rough unpaved roads, or even no roads at all. However, tackling a steep hill which resembles a wall is not the primary objective when overlanding – you are travelling with what is essentially your home and you need to take care of it. After a stressful few days in the port, completing paperwork, gaining permits and attaching our Egyptian licence plates, we were finally on the road and ready to begin our adventure. The sun was setting as we left the port and it

was already time to break overlanding rule number 1: Never drive at night. Places to camp around Alexandria are not easy to come across, so we were forced to head 250km to Al Sorat Farm, just south of Cairo. Driving on European roads couldn’t have prepared us for the journey ahead. At a total length of 7.4m there is a lot to keep an eye on and in Egypt the road rules are rather different to what we are used to in Europe. For instance, a three-lane motorway has seven lanes of traffic. Think of the gap between cars in a Sainsbury’s car park, then add 100kph. It’s not for the faint-hearted. We arrived at our camp, a little shaken but in one piece. Here we would spend a few days reorganising, setting up some sort of routine and visiting a few of the tourist attractions. The Battleship, as we call the trailer, began life as a Sankey MkIII Wide Track. From an initial paper drawing to completed project took a little over seven months. It now contains: a kitchen, water tank, diesel tank, 12V Power, 240V power, plenty of storage and our rooftop tent. From Cairo we headed to the East Coast and down to Hurghada where we spent a night and took the opportunity for some snorkelling in the Red Sea. The roads were fast, in good condition and very quiet. It was a nice break from what we had experienced on our way from Alexandria.

Back inland and heading to our next stop Luxor, where we made a visit to the Valley of the Kings to learn about the ancient Egyptian history. It’s really incredible how the structures are so well preserved even after 4000 years. We spent the next few days heading south to Abu Simbel, where we would cross the River Nile and proceed to the Sudanese border. We were late arriving at the boat, but the vessel was also late arriving to the port, so luckily we got on. It was a tight fit, but they managed to squeeze us in. This was our first border crossing and I’m glad to say everything went smoothly. We used fixers to exit Egypt and also enter Sudan. Fixers work at the borders and are there to help you with all the necessary paperwork. Our first night in Sudan was spent in a dusty car park in Wadi Halfa. We can’t always be picky about where we stay, especially if we want to abide by our no 1 rule and avoid driving at night. Up to now we haven’t done any wild camping. We were advised against it

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Above: While this may look like a rather sinister act, this is actually just Valentina getting ready to drop the Defender on Egyptian soil (or sand) for the first time in Egypt by many different sources, as well as the locals and the police. However, here in Sudan, now that the situation has reached a level of calm, it is safe to do so. We took the opportunity to head off the beaten track and find some beautiful wild camp spots in the desert surrounded by small rocky mountains and sand dunes. The northern half of Sudan is nearly all desert, so we continued south to the capital Khartoum, where we needed to get our visas for Ethiopia. The diesel in Sudan costs approximately £3 for a full 60-litre tank. It’s even cheaper if you buy it on the black market, but it’s often dirty so best avoided. As we headed south from Khartoum to the Ethiopian border, the roads progressively got worse. It was a long drive so we stayed halfway at Al Qadarif, again in a dusty car park on the outside of town. From here to the Ethiopian border stretches 130km of ‘road’. We crossed in five hours at an average speed of 26kph. The road was awful, potholes were over a metre deep and big enough to fit the Defender and trailer completely inside. We finally made it to the border, where both we and our Defender will be hoping for a smoother ride on the other side. The company Val and I work for is a great supporter of UNICEF, so throughout the trip, we will be raising money for the charity. To donate head to

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the main gist of the job is that you strip away the old hard and flexi-lines running along the vehicle and replacing them with new items. In this issue we focus on how to replace them on a Discovery 2, which you can follow from start to finish in the stepby-step guide over the next few pages. If you possess some axle stands and a couple of specialist tools, you could well carry out this job yourself. And if you want your Land Rover serviced or require any work to be done by an expert garage, call Marrion 4x4 on 07825 433314.


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Doing Lines

our brakes are pretty important components and if you plan on coming to a successful halt at any point on your journey, it’s wise to keep them in good working order. But the brake lines on your Land Rover can corrode and become susceptible to snapping if neglected for too long. They also flag up on MOTs, so your best off replacing them when they start to show signs of wear. There’s no right or wrong way of starting the task, whether you work from front to back, or back to front, but

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Your brakes are essential items on your Land Rover, and for very obvious reasons. Which is why replacing corroded brake lines is such a crucial job to undertake on your vehicle. Marrion 4x4 show you the way once more...


1. Like many components on your Discovery, over time brake lines can corrode, become brittle and snap 2. To replace them before this happens, start by removing the rear wheels and front left wheel 3. You only remove the front left because that’s the side occupying all the connection points to the master cylinder 4. Start by applying some WD40 on the connection points and disconnect the hard lines from the flexi-lines



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5. You’ll often find the brake lines have seized. Fortunately, with the lines being replaced, you can cut them free 6. The brackets need protecting, however, because they will be staying put 7. To remove the disconnected brake lines, you need to pull them out from where they sit on top of the chassis rail 8. Unclip the plastic fastenings keeping them pinned to the top of the rail




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9. Pull them out from the rear or front, but wear goggles as a precaution to stop excess brake fluid flicking into your eye 10. Start to prepare the new hard lines by using a pinching tool to give the required connecting point 11. The hard lines will need a male connection point at each end ready for the female connectors in the flexi-lines 12. Start to feed the hard lines into position and along the top of the chassis rail



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13. The lines should be clipped back down, but give either end a bit of breathing space to stop them wearing through 14. Undo the nuts holding the flexi-lines on the rear and replace them with new items 15. These stretch down from the bracket to the back of the caliper 16. Connect the hard line into the flexi-line on the left rear...





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17. ...while the rear right will need to have the hard line fed carefully across the back of the vehicle... 18. ...usually above and across where the back of the centre exhaust box sits 19. Connect up the newly-formed hard lines to the flexi-lines and make sure all pipework is connected properly 20. Once completed, bleed the system, return the wheels and that’s your lot



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Essential reading for every Land Rover enthusiast! You’ve seen the new Defender, and at last you can buy one. But should you? The answer is in the 2020 Land Rover Yearbook – the ever-popular annual for fans and owners of all things Landy. And in addition to its analysis of the new Defender, the Yearbook is jam-packed with features on rare, classic and fascinating Land Rovers and Range Rovers – including some of the most extraordinary custom builds you’ll ever see. If a six-wheeled 110 motorhome isn’t your thing, perhaps a hot-rod Range Rover pick-up might be? Or a 90 rebuilt as the pinnacle of a lifetime’s work by one of the best known names in the scene? How about an early Discovery that still looks like the day it left the showroom, or a teenager who grew up to own the car he lusted after in his youth - a Series IIB forward control…? That’s just for starters. We’ve got Ford and Cummins-engined 110s in profile, a £450,000 Mk2 Range Rover that once belonged to Noel Edmonds and a long-lost Series I that came home after many years to the family that had learned to drive in it. Oh, and there are tales of adventure travel from Europe, Africa and South America, as well as advice on living in your Land Rover and step-by-step workshop guides to a jobs on a variety of Land Rovers. Plus tests on the new Evoque and the ultimate long-wheelbase Range Rover – and a comprehensive Buyers’ Guide to every vehicle Land Rover has ever made. The Land Rover Yearbook is on sale now – don’t miss it! You can buy it online at for just £6 (no P&P) or from your nearest WHSmith store for £7.99.


The Landy Buyer

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

Staging a Protest


s modern cars edge closer to being unanimously electrified, die-hard petrolheads will understandably feel despondent at the prospect of losing the combustion engine, but particularly the likes of the sainted (or barbarian)

V8, whose soundtrack has satisfyingly banged the drum within so many ears. However, perhaps there is cause for one last stand; a bucket list moment, if you will, for each and every petrolhead out there who hasn’t owned a V8 to do so before it’s too late. And the Land

Rover Stage 1 V8 would be perfect for such a conquest. Having bags of charm with Series aesthetics, being cheap to insure and possessing the legendary Rover V8, surely few vehicles could provide a fitting swansong.

Series I (1948-1958) If you want to be the owner of a vehicle that oozes heritage like no other, then surely a Series I Land Rover is the way to go. The Series I Land Rover – particularly in its 80” guise – is arguably the most sought after Land Rover for purists and collectors alike.

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

Series II/IIA (1958-1971) In 1958, the second-generation Land Rover was born and along came the barrel sides which we came to recognise on even the very last Defenders. Today the Series II or IIA is a more affordable prospect than a Series I, yet it still carries much of that early charm that makes it a hit with enthusiasts.

The prices are on the increase, however, as these 60-year-old vehicles start to come into their own as an investment and collector’s item. A 2.25 petrol 88” would be our pick, as the diesel engines, certainly the 2.0-litre diesel, were underpowered and rather noisy.

Series III (1971-1985) Following on from the Series IIA, the Series III emerged in 1971 with a few cosmetic tweaks and safety features to freshen up the model. Headlights were shifted out to the wings in-line with new legislation and the dash received a bit of padding to hide the new safety bar across the top

of the bulkhead – we’re not sure it’s the full five stars on the latest Euro NCAP scale, though. The Series III wasn’t too dissimilar to the Series II in mechanical terms, keeping the same 2.25-litre engines throughout its production, although in 1980 the 2.25 motors switched to a

Lightweight (1968-1984) Possibly the ugly duckling of the Series Land Rover family – but that doesn’t mean to say you won’t find much love for the Series Lightweights. These military-derived vehicles can be easily distinguished from the regular Series Land Rovers, with visibly more angular wings and a frontal appearance

Insure your Stage 1 V8 with Adrian Flux from £95

that does divide opinion when you and your mates are in the pub. To mimic the civvy Series machines, the SIII LWT – built from 1972 onwards – also had its headlights switched out to the wings. These Series Lightweights throw up an extra dimension to Land Rover own-

* Based on a covering 3,000 miles per annum, 50-year-old driver, with green lane, off-road cover, agreed value and £100 excess

£7000-£75000 Gone are the days where you could use a Series I as an actual Land Rover, because with restored and cherished examples now retailing where they’re at, preservation is the aim of the game. The rarer and earlier the vehicle, the higher the price tag gets. But can you really put a price on such an icon?

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

£3000-£25000 more durable five-bearing crank rather than the three-bearing setup. The transmission also received syncromesh on all forward gears to make it easier to live with. They still carry the simplicity of earlier Land Rovers, but can be obtained for a fraction of the price... for now.

£3500-£18000 ership, with military history and touches often machine-gunning the vehicle. It means you get a Land Rover that could have a few more stories to tell – and you have something that stands out from the crowd. They’re a rare breed, so if you find one, it could be worth keeping hold of.

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

Pros: Heritage, charm, a true classic, the original Land Rover Cons: Availability of parts, price tag on early 80”s Versions: 88”, 109”. 2.25 4cyl petrol (‘58-’71), 2.0 4cyl diesel (‘58-’61), 2.25 4cyl diesel (‘61-’71), 2.6 6cyl petrol (‘67-’71 (109” only). Pros: As a resto it’s a sound investment, some examples now MOT exempt, more desireable than SIII Cons: Bulkheads can rot with ease, check suspension leaves for seizing

Versions: 88”, 109”. 2.25 4cyl petrol, 2.25 4cyl diesel. 2.6 6cyl petrol produced until 1980. Stage One V8 used detuned version of the 3.5 V8 (‘79-‘85). Pros: Most affordable way into Series ownership, still has the Series pedigree, parts still widely available Cons: Not as desireable as earlier Series models Versions: 88”. IIA (‘68-’72), III (‘72-’84). 2.25 4cyl petrol engine.

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

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Forward Controls (1962-1978) Only serious enthusiasts need continue reading here. Ownership of any Forward Control is not for the faint-hearted and it takes real commitment to stick with one. These leviathans are expensive to run and trying to get hold of some of the parts can be, quite frankly, a bit

of a nightmare! Clubs can help here, though, as is often the case with any Land Rover. These vehicles offer substantial payloads if that’s the sort of thing you’re after, but will also tick the boxes for huge, unnecessary and hilariously addictive fun.

Ninety/One Ten (1983-1990) The icon of the 4x4 world. This is Land Rover at its best: a no nonsense workhorse that can also take you just about anywhere in the world. Early examples of the Ninety and One Ten are worth keeping hold of, providing they’re in good condition, because they’re starting to be a real

collector’s item. However, you’ll likely be searching far and wide for that pristine example. This was the birth of the Defender, despite not being christened officially until 1990, and as such these Land Rovers had coil-sprung suspension, new engines – although they were

Defender Tdi (1990-1998) In 1990, the Defender name emerged and for the first time it meant that no longer was a Defender being powered by a feeble hamster in a wheel. If you’re after a 200 Defender, though, you might get a 200 unit but check whether it’s a Defender engine. Replacing blown units with a Disco

200Tdi is popular, so check the arrangement of the turbo and manifold to see which one you’ve got. After the 200 followed the 300Tdi, a revised version with a little more refinement, but just the same durability. Properly maintained, they can last for decades. Look around for one with

Defender Td5 (1998-2007) Following on from the Tdi era, Land Rover issued the Defender with its Td5 engine from 1998 to 2007. The engine is arguably Land Rover’s most reliable unit and it’s a strong performer out of the box, although it does lend itself to being tuned – just make sure that any mods have been done

properly before you take the plunge and purchase. Remaps, EGR valve deletes and uprated intercoolers are a few examples of what many have been subject to. Lots of power doesn’t always mean happy faces. The rear of the chassis has frequent-

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

days. They were fitted with six-speed gearboxes, still had phenomenal off-road capability and even made the Defender a nice place to be. But they were still very much Defenders. The era of blinging also began and you can find special editions out there for obscene money. If you like paying

Freelander 1 (1997-2006) We haven’t always held the Freelander 1 in the highest regard here at The Landy, but as market prices constantly change, so too can our opinion on certain vehicles. With examples attainable from as little as £500, the Freelander 1 represents a cheap gateway into Landy ownership.

There are a few issues to be aware of, though, such as the viscous coupling, which is expensive to replace and can be upset by simply having mismatched tyres on your axles. The 1.8 petrol used to be notorious for head gasket failures, but today’s replacements are much more robust.

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

£5000-£13000 still terribly underwhelming – and offroad capability that has still yet to be matched today. A very early 2.25 petrol 90 is a rare thing, and a beautiful one too. But perhaps try for a 2.5 NA version with low miles and good history. They’re robust and as simple as they come.

£4000-£22000 full service history and you could find yourself a keeper. Some Tdi Defenders have received galvanised chassis and even bulkheads, and these are the type of Defender you should be after. If you can find one, you’ll have a workhorse set for life.

£6000-£30000 ly been called into question, so protect the rear crossmember if it’s in good shape, or else face the consequences. With minimal electrics, the Td5 Defender is still a DIY machine and you’ll be working on one of Land Rover’s most notable masterpieces. Bar the Tdi, the Td5 is up there with the best.

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

£400-£5000 The V6 is thirsty and the 2.0Di is gutless, so opt for a TD4 – but check the condition of the injectors first. Buy a Freelander 1 and you even get a Landy that’s decent off-road and doesn’t carry the usual trait of rusting after five minutes. It just might not have the credibility of other Green Ovals...


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

Pros: Soundtrack, presence, exclusivity Cons: Fuel bill, fuel bill, parking conundrums... fuel bill Versions: Ninety (‘84-’90), One Ten, 127 (‘83-’90). 2.25 4cyl petrol (‘83-’85), 3.5 V8 (‘83-’90), 2.5NA 4cyl diesel (‘84-’90), 2.5 4cyl petrol (‘85-’90), 2.5TD (‘86-’90). Pros: Good ones are now worth saving, same ability as Tdi Defenders Cons: Not many left in good condition, engines underpowered Versions: Defender 90, 110, 130 (1990- 1998). 200Tdi 2.5 4cyl turbo-diesel (‘90-’94). 300Tdi 2.5 4cyl turbo-diesel (‘94-’98). Pros: Excellent off-road, arguably the very best engines, old-school electrics Cons: Units are getting rare, many have been used hard; Tdi it might be, but that doesn’t mean rustproof Versions: Defender 90, 110, 130 (1998-2007). Td5 2.5 5cyl turbo-diesel.

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

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

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


Freelander 2 (2006-2015) Most people will turn their noses up at Freelanders because they’re not properly recognised as true Land Rovers. But while you should turn your nose up at the Freelander 1, the Freelander 2 actually makes for a much smarter proposition than you may think. Because of it being replaced by the

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

Range Rover Classic (1970-1996) The Range Rover Classic is one of those vehicles that you could theoretically still use everyday, even now in the 21st Century. If you’re running a V8, however, that may not be such a wise idea. Classic Range Rovers still provide a relatively refined and great drive today, but they

can be thirsty if you’re not in one of the various turbo-diesel examples. That said, if you own one and it’s in good condition – look after it, as it will only appreciate. These vehicles are popular with collectors and even untidy examples are starting to demand reasonable values.

Range Rover P38A (1994-2002) Many people believe the P38A Range Rover to be a bit of a menace – and often it’s completely justified. Lights on the dashboard, air suspension failure, head gasket failure... the list can start to look like a cartoon bill. Still, it’s not all doom and gloom with the P38. In fact, if you find one in good

working order, it’s still a sensational car to own, even today. Service history is a must, and if you’re going to own one then some diagnostic equipment is going to be a better companion than a spanner. Avoid the diesel variant as the engine was adopted from a BMW saloon

Range Rover L322 (2002-2012) Compared to the P38, the L322 Range Rover was a saint. Generally. Its electronic aids were far less temperamental and it delivered a new level of luxury to four-wheeled motoring. The Td6 receives mixed reviews: some say it’s underpowered while others say it’s the best of the bunch.

Common sense would steer you towards a TDV8, either the 3.6 or 4.4, but these are the L322s holding out for strong money. Notably, the petrol V8s are lingering with very appealing price tags, but don’t think running one would be cheap. As with many 21st Century Land

Range Rover L405 (2012-present) If you want the very best in automotive luxury, then look no further than the current Range Rover. The latest incarnation of Land Rover’s flagship Range Rover weighs a whopping 400kg less than its predecessor thanks to the use of an aluminium body, which helps on mpg – although

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

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

tempted to make a handler out of it. To some extent they succeeded, although it’s no sports car despite what it says on the back of the vehicle. It can play the leisure vehicle very well, though, and will go off-road like the best of them. If you’re going to buy one, then

£2500-£21000 Do be aware of the rear diff and Haldex unit for costly outlays. Prices are now falling thanks to the Freelander name disappearing from the production line, but for £10,000 you can now get a capable all-rounder that is actually pretty adept off-road and yet still economical to run.

£5000-£60000 Unfortunately, in terms of spare parts, many have succumb to corrosion or have been abused off-road to the point of no return. While an early ‘70s Classic may not be attainable for everyone, tidy examples of the late four-door versions can make for an equally tidy investment.

£1500-£11000 and isn’t up to the task of the extra weight a Range Rover carries. Go for a 4.6 HSE, it’s actually more economical than the 4.0 V8 and you’ll get all the toys (working or not). Or you could try and find a limited edition anniversary model or even a Holland & Holland...

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

£27000-£200000 alcoholic friend to a wine-testing session. They could comfortably partake, but probably shouldn’t. Prices are still only right for Premier League footballers and people with either a link to the royal family or the drugs trade. If you fit into some of these categories, then we envy you.

£4000-£30000 you need to love it for itself, because a Discovery of the same era is more practical, while a full-fat Range Rover is always going to carry an extra layer of prestige. Perhaps the only issue with the Sport – and it’s a big one – is that is shares all the problems the D3 experiences.

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

Pros: Better off-road than you may anticipate, reliability, refinement, economy of diesel engine Cons: Transmissions can wear quickly if used for towing Versions: Two-door (‘70-’85), four-door (‘81-’96), LSE (‘92-’96). 3.5 V8 petrol (‘70-’86), 3.5 EFI V8 petrol (‘86-’89), 3.9 EFi V8 (‘89-’96), 2.4 VM turbo-diesel (‘86-’92), 200Tdi (‘92-’94), 300Tdi (‘94-’96). Pros: Most usable classic Land Rover, V8 power, ride quality Cons: Rust (again), availability of parts for early models, V8 thirst Versions: 4.0 V8 petrol, 4.6 V8 petrol, 2.5 6cyl turbo-diesel.

Pros: Luxury, price, a Land Rover that doesn’t rust. Could even P38 prices rise soon? Cons: Electrics. Nuff said Versions: 3.0 Td6 (‘02-’06), 4.4 V8 petrol (‘02-’07), 3.6 TDV8 (‘06-’10), 4.4 TDV8 (‘10-’12), 4.2 supercharged V8 petrol (‘05-’09), 5.0 supercharged V8 petrol (‘09-’12).

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

Pros: Styling, engines, capability at pretty much everything Cons: Price Versions: 2.7 TDV6 (‘05-’09), 3.0 TDV6 (‘09-’11), 3.0 SDV6 (‘11-’12), 4.4 V8 petrol (‘05-’07), 3.6 TDV8 (‘07-’10), 4.2 supercharged V8 (‘05-’09), 5.0 supercharged V8 (‘09-’12). Pros: Decent performance from both engines and chassis, a lot of car for your money Cons: Not as practical as a Disco, not as prestigious as a proper RR

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RR Sport Mk2 (2013-present) The second-generation Range Rover Sport has also been on a diet to save over 400kg, just like the current daddy Range Rover, the L405. That means that even this big bruiser is relatively economical when spec’d with the SDV6 motor.

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

RR Evoque Mk1 (2011-2019) When the Range Rover Evoque was launched, it signalled JLR’s intent on hitting the masses. And given that the Evoque was, and still is, their fastest-selling vehicle, they clearly hit the brief, even if it wasn’t for the traditional Land Rover owner.

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

RR Evoque Mk2 (2019-present) Most Range Rovers all look the same at the front now, but the new Evoque has adopted a similiar back end to the larger Velar. It’s not just the exterior that mimics the looks of the larger

vehicle, however, as the Evoque has gained the latest Touch Pro Duo tech and a hike in quality. The main highlight of the new Evoque is the fact the majority of the

£25000-£155000 Its recent update has seen the Velar cabin tech filter through to the Sport. The only stumbling block with such a fine motor is going to be how to pay for it. Sell a kidney, maybe (not necessarily your own) – or wait for prices to come tumbling down through depreciation.

£10000-£47000 there are so many out there, they have decent residuals. The Convertible was launched in 2016, and the are three and five-door version. We say stick to the latter, and avoid the 2WD model. What’s a Range Rover without four-wheel-drive?

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


Versions: 3.0 SDV6, 4.4 SDV8, 5.0 supercharged V8, 3.0 SDV6 Hybrid, 2.0 P400e Plug-in Hybrid. Range Rover Sport SVR 5.0 supercharged V8 (‘15-present). Pros: Feels light considering weight, engines, almost as luxurious as its bigger brother Cons: You’ll need deep pockets Versions: 2.2 SD4 (‘11-’15), 2.0 Si4 4cyl petrol, 2.0 TD4 (‘15-present).

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

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


Range Rover Velar (2017-present) And so the Range Rover family welcomes its fourth model, confidently making it the most prominent of Land Rover’s sub brands. It’s a vehicle designed to fill the gap between the smaller Evoque and larger Range Rover Sport. It’s a competent cruiser and has received numerous

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

Discovery 1 (1989-1998) The earliest version of the Land Rover Discovery was aimed purely at providing a middle ground between the agricultural Defender and the luxury, upper-class Range Rover. And the Solihull outfit succeeded. It carried much of the Defender’s capabilities, but added more refinement

and a driving experience more suitable to families, including seating for seven, but all without a steep Range Rover price tag. Blessed with the same wonderful Tdi engines, the Discovery saved Land Rover and hit back at offerings from other nations by being an affordable

Discovery 2 (1998-2004) Following on from the first-generation Discovery, in 1998 Land Rover gave its family SUV some minor cosmetic tweaks and a whole new power unit in the shape of the Td5. The engine is arguably Land Rover’s most reliable unit and it’s a strong performer out of the box, although it

does lend itself to being tuned – just make sure any mods have been done properly before purchasing. You can also buy a V8, but the fuel bill isn’t going to be welcome, plus they’re more temporamental. Unlike on the D1, its the chassis that’s the problem, not the body,

Discovery 3/4 (2004-2017) The Discovery went through a dramatic revamp for its launch in 2004, but it came out the other side as one hell of a vehicle. Greatly improved in terms of power and refinement, the Disco 3 received the relatively economical 2.7 TDV6 engine (although the thirsty 4.4 V8

petrol was an option) and became the first Land Rover to be given Terrain Response. If you need one vehicle in your life, this could be the one that ticks the most boxes at once. Be weary of maintenance costs, especially as you approach the 105,000mile/seven-year mark that means the

Discovery 5 (2017-present) Launched a couple of years ago, this latest Discovery has received high praise in taking the utilitarian Land Rover into new territory. Land Rover needed to improve economy in particular with this edition of the Disco, and having chopped 480kg from the kerbweight, along with

introducing new engines, they’ve taken one huge step towards doing so. Having driven the latest Discovery, we can confirm that it has lost none of its versatility and is comfortably the most capable Land Rover currently on sale today. All of the engines have great flex-

Discovery Sport (2015-present) Brought in to replace the ageing Freelander 2, the Discovery Sport was the vehicle that turned the Discovery brand into a family. It has come to be so much more than a re-badged Freelander, though. For starters, the Discovery Sport has seven seats (just), drives better than a

Freelander 2 and is now more refined thanks to the next-generation Ingenium Td4 engine. Land Rover is now churning out substantial units of the baby Disco, now even matching the Evoque for pace as one of the fastest-selling vehicles to carry a green oval.

£38000-£85000 combine good economy with usable everyday performance. The interior is Land Rover’s most advanced cabin to date, with other models expected to follow the Velar in due course. Other than that, you do pay a premium for the suave looks...

£1500-£12000 all-rounder. And that still holds true even today. Early Discovery 1s in fine condition are now classics and will continue to appreciate. We would recommend trying to find a tidy and later 300Tdi example, but watch out for body rust – the boot floor, arches and wings etc.

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

£3500-£40000 timing belt is due – it’s a body-off job! Rust is becoming more and more of an issue with these vehicles, too. The 3.0 TDV6 and SDV6 engines are even better, with monumental amounts of torque. Luxury has also increased significantly in later examples. A later SDV6 model is best.

£34000-£80000 ibility and, along with its increasingly upmarket – and Range Rover-esque – interior, the new Disco 5 is one of the best machines to cover long distances in, whether that’s on the road or not. Like most new Land Rovers, it’s easy to overspend on the options, but a well-specced Sd4 is all you really need.

£15000-£50000 It’s a more usable vehicle than the Range Rover Evoque, though, and carries less of the feministic stigma that often surrounds the baby Range Rover. Grab a cleverly-spec’d SE Tech model and you could find yourself with a car that can be as practical as a daddy Disco, but for a more attractive price.

Versions: D180 2.0-litre 4cyl turbo-diesel, D240 2.0-litre 4cyl turbo-diesel, D300 3.0-litre 6cyl turbo-diesel, P250 2.0-litre 4cyl petrol, P300 2.0-litre 4cyl petrol, P380 3.0-litre 6cyl petrol. Pros: Very stylish, interior, choice of engines, driven verdict soon... Cons: Could hurt the bigger Sport and L405. Prices stretch to near £100K Versions: 200Tdi 2.5 4cyl turbo-diesel (‘89-’94), 300Tdi 2.5 4cyl turbo-diesel (‘94-’98), 3.5 V8 (‘89-’93), 3.9 V8 (‘94-’98).

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

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

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

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

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

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

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Issue 72: Feb 2020

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Steering Wheel Restoration

Steering Wheel Restoration tel: +44 Kent CT12844962 5FD (0)1843 2013 AWDC Comp

Safari Champions Land Rover I, II, III using Fox Shock restored to concourse standard. Absorbers Steering wheel restoration, vintage to modern cars, tractors, lorries, buses, boats. Bluemels, celluloid, bakelite, wood & plastic. Phone: 01992 445634 / 01992 445630 tel:E-mail: +44 (0)1843 844962 Unit N5, R.D. Park, Essex Road, Hoddesdon, Hertfordshire, EN11 0FB Land Land Rover Rover I,I, II, II, III III

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LR16_Billing_22_City_Gearboxes.qxp_A4_Half_Page_Landscape 18/07/2016 12:48 Page 1

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Marrion 4x4

The Independent Land Rover Specialist

Unit 3, Reaymer Close, Leamore, Walsall, WS2 7QZ • 07825 433314 Parts and accessories for a range of models, from Series II to Range Rover Sport Free Standard Shipping on UK Mainland Webshop Orders* Visit Call 01622 891777 * Minimum order £10

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Land Rover I, II, III restored to concourse standard. Steering wheel restoration, vintage to modern cars, tractors, lorries, buses, boats. Bluemels, celluloid, bakelite, Land Rover I, II, III restored to concourse standard. Unit 95, The Oaks, wood & plastic. Steering wheel restoration, vintage to

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Stafford’s only independent Land Rover Specialist Service & Repair of all Land Rover Vehicles

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Mid Cornwall 4x4

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Independent Land Rover Specialists Parts, Repairs, Service, MOT and Breakers Unit 2, Holme Mills, Holme Mill Lane, Keighley, West Yorkshire, BD22 6BN • 01535 661203

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

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

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Land Rover Parts Specialists 77a Sandon Road, Southport, Lancashire, PR8 4QD • 01704 567114

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


Issue 72: Feb 2020







Series II/IIA

Series I 86” 3.5 V8 Truck Cab (1958). Series III g’box, axles. Fairey O/D, free-wheeling hubs. Tax, MOT exempt. 1st gear knocking. B’head repaired, needs rewire. £5995 ono. Preston, Lancs. 07976 764069 07/19

Series IIA 88” 2.25 Diesel. Rebuilt five years ago. Tax/ MOT exempt. New parts include cylinder head, injectors, starter motor and front quarter chassis. £8950 ono. Craven Arms, Shrops. 01588 640812 12/19

Series I 80” (1953). Three owners. 2.0 petrol. Seized engine. Aluminium bulkhead. Good chassis but needs welding. New rear x-member, fuel tank. £7250. Alfreton, Derbyshire. 07761 242509 07/19

Series IIA 88” 2.25 Petrol (1971). 60,000 miles. Tax and MOT exempt. Excellent nut and bolt rebuild. £10995 ono. Clacton-on-Sea, Essex. 07979 093362 12/19

Cynghordy Llandovery Carmarthenshire, SA20 0NB Tel: 01550 750274 e-mail: 4x4 & Green Lane Holidays - Mid Wales

Family run Guest House & Self Catering Cottages with spectacular views, en-suite bedrooms, comfortable lounge bar & excellent home cooked food. Pressure washer, drying room, map room with local lanes marked, on-site 4x4 course & guides available.

Series II Ex-Military (1960). No rust or rot. Diesel. Everything works, O/D, good tyres, stainless exhaust. Later style two-speed heater. Adjustable tow bracket. £15500. Wetherby, Yorkshire. 07801 550277 08/19

Series III 109” Hardtop (1975). Tax and MOT exempt. 2.25 diesel. Overdrive, free-wheeling hubs. Good runner. Chassis very good. Possible P/X for SWB Landy. £5500. Blackpool, Lancs. 07846 395256 10/19

Series III 88” Petrol (1980). Rebuilt. Refurbished original components. Parabolics. Chassis, bulkhead rebuilt to original specification. MOT May ‘20. £12000 ono. Mid Essex. 07484 622135 08/19

Series III 88” Hard Top (1981). 16,000 miles. One owner. Diesel. All new wheel cylinders. Barn find. £7500 no VAT. South West. 07966 130180 02/20

Series III Ex-MOD 109” FFR 24V Hardtop. MOT July ‘20. Arctic heater, insulated, twin tanks, new rear crossmember. Pull-out radio table. VGC for the year. £5500. Deting, Kent. 07594 566344 09/19

Series III 109” Ex-MOD (1979). 99,500 miles. MOT April ‘20. 24V, duel fuel tanks. New Exmoor roof, ATs, modulars. Needs little welding, otherwise very solid truck. £4250. Cottenham, Cambs. 07719 328017 08/19

Series III 88” 2.5 NA (1982). Ex-military engine, rebuilt by MOD in 2000s. Lots of history, high-range 4WD won’t engage. Good chassis, bulkhead. Oil leak. £3850. Bedford. 07858 899658 08/19

Series III LWT (1974). 3,900 miles. MOT’d, tax exempt. 2.25 petrol. Professional SU conversion. Roll cage and new canvas. Perfect runner. Records show with 225 Sqn Royal Engineers. £12000. 01920 464540 11/19

Series III

A very popular venue for both individuals and groups of 4x4 enthusiasts.

2 & 4 Door Classic Range Rovers, all parts, body shells and doors. Located in the Midlands, 5 minutes from junction 15 on the M6 Tel: 07842 818294

Series I 88” 2.0 Petrol (1958). 100,000 miles. Historic vehicle. Only two other owners. Engine overhauled, new tyres. Starts on the button. Good condition for age. £9950. Chatham, Kent. 07747 800191 05/19

Series IIA 109” 2.25 Petrol (1968). 43,652 miles. Refurbished by Brownchurch. Brakes, electrics, clutch cyl renewed, chassis replaced 20 years ago. £9995. North West Essex. 07860 814483 12/19

Series III 88” Truck Cab (1972). 100,000 miles. New canvas, clutch, starter motor, parabolic springs and shocks. Radiator, rubber mats, tow bar, side steps. Five eight-spoke Wolfrace wheels fitted, five standard wheel with good tyres. Chassis and body, no rust. £6200. Salisbury, Wiltshire. 07765 203827 02/20

Hot Picks

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


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

Issue 72: Feb 2020

We’re on Facebook:

Hot Picks Series III Lightweight (1975). Rover 3.5 V8 on SU carbs. Galv chassis, bulkhead. Rebuild completed 12 months ago with parabolics, rebuilt axles. £10000. Norwich, Norfolk. 07876 491208 10/19

Defender 90 300Tdi (1997). 92,000 miles. SORN. Re-upholstered seats, night heater, spare bearings, prop and rock guards. New tyres, snorkel and spare bonnet. £12500 ono. Berks. 07747 474748 10/19

Series III LWT (1983). Full MOT. Extensively rebuilt. Exceptional condition. New chassis, springs, brakes, tyres, recon gearbox, unleaded conversion, resprayed. £16995 ovno. Northampton. 07966 134526 07/19

Land Rover 90 (1989). MOT Dec ‘19. Discovery 300Tdi engine, galv chassis. Good solid floor, soundproofed, carpeted. Lifted, snorkel. Never used off-road. £6750 ovno. Hull, East Yorks. 07394 075355 09/19

Series III LWT GS 12V (1982). 51,000 miles. Petrol. Recent major service and new MOT. Nato Green. 7 seats. New canvas, vent panel, fuel tanks, door tops etc. £7500. Norfolk. 07501 466060 07/19

Defender 90 200Tdi Pick-Up (1992). 147,000 miles. MOT Oct ‘19. Strong engine, gearbox crunches into second. Lifted. Body decent condition. No service history. £4800. Benson, Oxon. 07535 027309 08/19

Defender 110 Td5 Special Vehicle (2000). Full MOT. VGC. New g’box, clutch, turbo, brakes, fuel pump. Genuine parts. Secure back (ex-BT). Chassis, bulkhead very good. £6000. 07912 645867 06/19

Defender 90 Td5 CSW (2004). 67,000 miles. MOT Oct ‘19. FSH. Side steps. Kenwood radio. alloys. Two owners. Six seats. Green metallic. £17995. Biddenden, Kent. 07887 564149 12/19

Defender 90 300Tdi (1996). 113,000 miles. MOT May ‘19. LEDs, snorkel, solid, original engine and chassis. £££s spent. Six seats, new wheels and BFGs. £10500. Hemel Hempstead, Herts. 07766 869321 04/19

Defender 90 2.4 TDCi (2009). 78,950 miles. MOT July ‘20. FSH. Chequer plate, tints, internal bulkhead removed. LEDs, sliders, spots, winch, steering guard. £17000 + VAT. Billington, Staffs. 07976 362475 12/19

Land Rover Defender 110 Utility TDCi (2010). Ex-electricity board. Front winch, roof rack, side lockers. Fully serviced. £8850 no VAT. South West. 07966 130180 02/20




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


Discovery 2 Td5 (1999). 153,000 miles. MOT Mar ‘20 – no advs. Welded, Waxoyled. Terrafirma shocks. EGR delete, new pads, drop links, map sensor. £1500. Buxton, Derbyshire. 07968 654061 08/19

RR Classic LSE (1993). 141,000 miles. MOT April ‘20. LPG. Electric seats, sunroof, air-con. Great example, hardly any rust. Pleasure to drive. £9000. St Albans, Hertfordshire. 07784 179974 06/19

Defender 110 200Tdi (1992). 181,000 miles. Full MOT. 18-month renovation. R380 gearbox, stumpy bell housing, Wolf wheels. Loads of new parts. £7995. Kent. 07999 806630

Range Rover P38 4.6 V8 Vogue (2000). 97,990 miles. Eight months’ MOT. Automatic. Full service history. Dark metallic. Green/beige leather interior. £3950. Bristol. 07890 948758



RR Classic 6.2 V8 GMC Diesel (1982). 51,000 miles. MOT Oct ‘18. Auto. Conversion done during full rebuild. New uprated gearbox and springs. Good tyres. £15995. Sheffield, South Yorks. 07931 655911 05/18

Defender 110 Hi-Cap Tipper (2002). Comes with Hi-Cap trailer. Massive extras. Please ring for additional details. £12950 no VAT. May part exchange if it helps. Worcester. 07711 591000 12/18

Range Rover Classic 3.9 V8 Soft Dash (1995). 105,000 miles. MOT April ‘20. Jap import, Brooklands kit, special order paint, retrimmed. £19500. Chislehurst, Kent. 07730 405708 10/19

Land Rover 101 Forward Control (1976). Nokian winch. Gas conversion. Runs, requires small number of jobs to get back on the road. Owned for last 20 years. £5000. Yeadon, Leeds. 07739 536717 01/20

Range Rover





Servicing, Repairs, Diagnostics, Programming, Genuine & Non Genuine Parts Supplied

Defender 90 4.0 V8 Auto 50th Anniversary Edition (1998). 26,566 miles. Full MOT. No 292 of 385. New headlining. Lots of Masai extras. Cruise control. £45000 (no VAT). Lichfield, Staffs. 07751 438536 11/19

Defender 110 V8 CSW (1990). Full MOT. 3.5 V8. Genuine South African import, original galvanised chassis and bulkhead. Service history. Outstanding condition. £14995. Umberleigh, Devon. 07585 337686 08/19

Defender 110 Ex-MOD (1991). 116,888 km. MOT Aug ‘19. Built ‘91, decom’d and registered ‘98. CSW with Disco 200Tdi. Rebuilt early 2018. Lots of extras. £6700 ono. Gainsborough, Lincs. 07557 770392 10/18

RR Classic Breaking (1990). Early front end grille, bonnet and wings. Nice four-door interior. Good wood and five-speed box. All cheap. Will remove all parts. Darlington, County Durham. 07940 702604 08/19

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

Unit 6 Westmead, Hedingham Road, Gosfield, Nr Halstead, Essex CO9 1UP 01787 469553

Registered To Land Rover Online Service System




Issue 72: Feb 2020

R A D I O Call us NOW 01604 402403


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


CB Radios



T-3000 New Rugged Front Speaker CB Radio

Off-Road Playdays

26 December

Discovery 300TDI 3 door 95H 125K miles. 2 owners. New sills. Long MOT. £1600. Defender 110 TDI 91J 200TDI only 63,000 miles. Good order. £4995.

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

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

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

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



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

2 February

Essex, Rochford and District 4x4 Club

Frickley 4x4

Rayleigh, Essex

Muddy Bottom

Slindon Safari

Minstead, Hampshire

28 December

Slindon,West Sussex

Parkwood 4x4

Kirton Off Road Centre Kirton Lindsey, North Lincs

19 January

4x4 Without a Club Harbour Hill,West Berkshire

Protrax Tixover, Northamptonshire

29 December

Explore Off Road Silverdale, Stoke-on-Trent

Bures Pit

Frickley 4x4

Frickley, South Yorkshire

Tong, Bradford Picadilly Wood Bolney,West Sussex

9 February

Bures, Suffolk

Frickley, South Yorkshire

Devil’s Pit

Cowm Leisure Whitworth, Lancashire

Muddy Bottom

Barton-le-Clay, Bedfordshire

Minstead, Hampshire

Hilll N Ditch Mouldsworth, Cheshire

25 January

Essex, Rochford and District 4x4 Club Rayleigh, Essex

Kirton Off Road Centre Kirton Lindsey, North Lincs



26 January

Slindon Safari

Tixover, Northamptonshire

Bures Pit Bures, Essex

16 Februaryr

Thames Valley 4x4 Broxhead, Hampshire

5 January Devil’s Pit Frickley 4x4

Telephone: 07973 139 483 Telephone/Fax Home: 0115 965 2204


12 January

Barton-le-Clay, Bedfordshire




Kirton Off Road Centre Kirton Lindsey, North Lincs For the complete range of ALL CB Radios & Accessories visit


Frickley, South Yorkshire

Muddy Bottom Minstead, Hampshire

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

Tixover, Northamptonshire Slindon,West Sussex

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Explore Off Road Silverdale, Stoke-on-Trent

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23 February

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Green Lane Convoy Events 12 January

26 January

Off Road Adventure Travel Wales

UK Landrover Events Tyne and Wear

UK Landrover Events Peak District

8-9 February

18-19 January

29 January

Onelife Adventure Yorkshire

Protrax Wales

Protrax East Midlands (night run)

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25 January

1 February

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UK Landrover Events North York Moors

9 February

25-26 January

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Black Country



Your local Indepeendent ndent d t Land L d Rover R specialist i li t



On production of this Advert

• Anti Corrosion Weatherproofing • Vehicle Service and Repairs • Custom vehicles built • Xtreme Sound Proofing • Welding / Fabrication • Wheels & Tyres • Modifications / Conversions • Restoration • Accessories / Overlanding Secu urity • Vehicle Security



WE BUY, SELL & P/X Every Vehicle Sold With Full Service And MOT. Warranty And Finance Available.

Just get in touch with our customer service team who will be happy to help.






Web: Email: Vehicle Sales: 0121 557 6693 Service & Repairs: 0121 679 9369

Dudley Port, Tipton West Midlands, DY4 7SA Black Country.indd 31

WE CAN HELP Approved Distributors of Dinitrol Weather protection Approved


06/11/2019 10:52

Bowler Motorsport Accessories Add that extra special touch to your Defender

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

Lightweight Sill Protectors Made from lightweight aluminium and available in black and graphite, these sill protectors are used in the Defender Challenge. Supplied with a fitting kit, they bolt onto existing mounting points and do not require welding. Compatible with XS side steps.

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

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

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

16” & 18” Lightweight Wheels Made in the UK exclusively for Bowler, these lightweight, high strength wheels are TÜV tested and are used in the Defender Challenge. They have a manufacturers guarantee and are used extensively in motorsport. Maximum load rating 1,250kg. Black & anthracite available.

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

Find more images and part numbers online at

Profile for Assignment Media Ltd

The Landy - February 2020  

It's not uncommon to see Land Rovers being converted into camping vehicles of one kind or another. But a Discovery 2 motorhome? Now, that's...

The Landy - February 2020  

It's not uncommon to see Land Rovers being converted into camping vehicles of one kind or another. But a Discovery 2 motorhome? Now, that's...

Profile for thelandy