The Landy February 2026

Page 20: A Disco 2 green laner project takes an unexpected detour into the world of online trading

LANDY

FEBRUARY 2026

THE

ISSUE 149

Be road ready

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You’ll never make a Defender drive like a sports car.

Bags of grunt and a nice noise are all you can ask for. But you can sure get that.

It’s exactly what the old-school 5.7-litre Chevy V8 gives you, and people have been using them for decades. This 90’s engine adds a little tech to the recipe – but it’s still a traditional V8 at heart.

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5.0-litre V8 Defenders from Land Rover Classic now available with full range of Octa colours

SO YOU’VE BEEN WANTING ONE OF THOSE 5.0-LITRE V8S FROM LAND ROVER CLASSIC. But you’ve not been able to get it in a colour and trim combination to match the Defender Octa already sitting on the acre of manicured gravel outside your Surrey pile, and nobody wants to be sneered at by their fellow Charterhouse mums outside Waitrose, do they?

Happily, salvation is at hand and there’s one less first-world problem facing humankind now. Because Land Rover Classic, ‘the official home of Classic Defender restoration and customisation’ (it sez ‘ere), is at last able to match any combo of colour and trim available on the Octa.

Whether your heart is set on a 90 or 110, a Soft-Top or a Station Wagon, you can now get it in Petra Copper, Faroe Green, Sargasso Blue, Narvik Black or Patagonia White. All are available in a gloss or satin finishes, the latter designed to match the sheen of the matte protective film that’s optional on the Octa.

Inside, too, you can now get your Classic Defender to match whatever you fancy from the Octa palette, including Khaki Green, Light Cloud and Lunar Ultrafabrics PU and Ebony

and Burnt Sienna semi‑aniline leather.

Hand‑trimmed, heated Recaro sports seats? Of course. And would sir be wanting sir’s steering wheel, transmission levers, dashboard, headlining and door trims to match?

‘Defender Octa is the most dynamically accomplished and toughest Defender ever made, while the Classic Defender V8 remains hugely characterful and sought after,’ says Land Rover Classic boss Dominic Elms. ‘Ever since

Issue 149: Feb 2026

Defender Octa’s launch in 2024, we’ve seen an appetite from our clients wanting to commission a matching Classic Defender V8, which has inspired our Works Bespoke team to work with innovative paint and material technologies to create the ultimate Defender pairing.’

They do point out that you don’t actually have to own an Octa to order a matching Classic Defender. Not sure what it’ll match in that case, but you get the idea.

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News

Issue 149: Feb 2026

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Heritage Customs and Urban Automotive create first soft-top Defender IN LAST MONTH’S ISSUE, we brought you news of the new Defender PickUp created by Heritage Customs and Urban Automotive. All good, so long as you want a double-cab for style rather than practicality, but in all the excitement we never told you about the other new Defender-based vehicle to have emerged from the two companies’ partnership recently.

This is the Urban Widetrack Heritage Series Soft-Top Land Rover Defender.

‘Ready for the beach and city streets,’ says Urban, though after just saying its name you’re probably ready for a lie-down.

The soft-top conversion is done by Heritage Customs, a Dutch coachbuilder which was recently acquired by Urban. It replaces the Defender 90’s roof and upper side panels with what they describe as a ‘semi-electric’ folding fabric hood, creating something that might put you in mind of the old Evoque Convertible. A bespoke cage compensates for the loss of the factory-standard steel roof.

The vehicle’s image is enhanced by Urban’s Widetrack package, which adds fatter wheelarches with 285/35ZR23 Yokohama Advan Sport tyres stuffed

beneath them on Urban’s WX-2 R cast black alloy wheels. Ideal for when you want to make the most of ‘Land Rover’s legendary off-road capabilities,’ which Urban says the vehicle retains. A deeper front bumper, square DRLs and an Extreme Road Series bonnet with exposed-weave carbon fibre vents take things further still – if you already hated it, safe to say they’ll make you hate it more, but safer still to say that you’re probably not Urban’s target audience.

The same can almost certainly be said of the interior, which features Recaro front seats and has been fully

retrimmed in Hermes Orange leather.

Pausing only to remark that Hermes is what Evri used to be called, we’ll add that the cabin also boasts a custom Heritage Series dashboard overlay.

How much is all this going to cost you? Well the vehicle in the pictures, or one that looks just like it, is currently on Urban’s website with a screen price of £169,995. So you can have one of these, plus one of the old-shapers introduced by Land Rover Classic last April, and still have change out of half a million quid for a nice ragtop Wolf for when you want to look really cool.

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NEXT MONTH’S ISSUE OF THE LANDY IS PUBLISHED ON 3 FEB You can pick up your copy of our March 2026 issue from selected newsagents and Britpart dealers – or read it online at www.thelandy.co.uk 01283 742969 • admin@pistonpublications.co.uk • www.thelandy.co.uk • www.facebook.com/thelandyuk Group Editor Alan Kidd Contributors Dan Fenn, Paul Looe, Tom Alderney, Gary Martin, Gary Noskill, Olly Sack Photographers Steve Taylor, Richard Hair, Harry Hamm, Michelle Thruxton, Vic Peel

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by Britpart. Details of your nearest Britpart dealer can be found at www.britpart.com Where a photo credit includes the note CC-BY-2.0 or similar, the image has been used under that Creative Commons licence. Details are available at www.creativecommons.org The Landy is published by Piston Publications Ltd, PO Box 8830, Burton on Trent DE14 9QW © 2026 Piston Publications Ltd

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Issue 149: Feb 2026

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User evidence sought in battle to save Gypsy Lane

IF YOU’RE A GREEN LANE USER WHO’S EVER BEEN OUT AND ABOUT IN THE AREA JUST SOUTH OF SWINDON, you might be in a position to help save Gypsy Lane. This is a byway running west from the A346 (where it’s marked by one of those intriguing finger posts that flash by at 60mph while you make a mental note to return one day when you’re in less of a hurry) to its conclusion at a junction with a minor road close to the Barbury Castle car park.

The problem with the lane is that long ago, it became established following the wrong line on the ground. This can happen for many different reasons and often enough it happens without any issue, however in this case the ground is also home to two scheduled ancient monuments. Advice from English Heritage was, needless to say, that the lane must immediately be closed to all motor vehicles, however it remains free of any official closure.

It is, however, also free of vehicles, thanks to various DIY blockages put in place by landowners – principally at the road junction at its western end. As a result, many parts of the lane have become heavily overgrown. To make matters worse, confusion over the correct access point has led to some users taking the wrong route in error.

Wiltshire Council says that it is ‘working in partnership with English Heritage, Swindon Borough Council and local landowners to restore the byway on the official route,’ and that until this is done all traffic must use an alternative byway to the north – a section of the Old Ridgeway which, surprise surprise, had become increasingly pot-holed over the last few years.

You may have noticed that the council didn’t include anything about stakeholder user groups in the list of people it’s working with to secure the lane’s future. However the Green Lane Association has been part of the discussion for some time – hence the need for user evidence, which is required by a deadline of 16 January.

So, time to scour the memory banks. If you’ve used Gypsy Lane in the past (and it would be well in the past – we tried and failed back in 2003 and it was already in a state by then), your evidence could help swing the balance in favour of a positive outcome. You can get in touch by emailing Wiltshire rep John Lippiatt at wiltshire. rep@glass-uk.org.

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The end of an era

Issue 149: Feb 2026

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W

e’ve been pretty critical of Gerry McGovern in these pages. The man responsible for the way modern Land Rovers look was also responsible for some pretty egregious comments in the media, most notably when he boasted that the new SVO division was going to put the aftermarket out of business en masse.

However arrogant that sounded, at the time it didn’t seem out of step with Land Rover’s corporate attitude towards the independent sector. And of course a senior executive doesn’t just stand up and riff when he’s speaking on the record; it’s safe to conclude that this was a declaration of war not from one man but from the boardroom.

And McGovern’s rise to that level, not to mention the celebrity status he enjoyed, was not something you see very often among even the greatest designers. The likes of Gandini, Tjaarda, Giugiaro and Issigonis are certainly celebrated, but it’s rare for a mere ‘stylist’ to become one of the very biggest bosses in a car company.

Maybe that’s why his exit was so sudden. But amid the frenzy of speculation, the point is that why he left doesn’t really matter. It’s the fact that Land Rover had perhaps the greatest designer of our times and it’s lost him.

What comes next? Change, inevitably – though I suspect in classic Land Rover style, it’ll be evolution not revolution.

McGovern’s designs have carried the company to huge success, after all.

I won’t speculate on why he’s gone or what will happen next. Instead, I’ll just drop an anecdote from back in 1998, when the Freelander was new. He did a lot of interviews that year, including one with myself and Land Rover World’s designer at the time, Ian Hunt. And he was unbelievably generous with his time, sitting chatting with us for what seemed like hours.

A few weeks later, I was speaking to the press officer who had set up the interview for us. He told me Gerry had said afterwards that of all those interviews he had done about the Frelander, none of them had got him thinking the way we did. I didn’t like some of the things he went on to say years later – but I’ll always be very, very proud of that one.

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

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Is this the best 4x2x4x4xFar?

Y

ou don’t see this every day.

Obviously, Land Rovers get converted in all sorts of weird and wonderful ways, but this beautiful 86” Series I ragtop has been converted to… four-wheel drive.

Dating from 1954, the truck was originally ordered by the MOD. It was one of a batch built for the RAF, which wanted the vehicles for use on airfields – where it wasn’t necessary for them to have four driven wheels.

Following demob, a number of these oddities were given a driven front axle by their new civilian owners. You wouldn’t these days, because retaining a classic vehicle in its original condition is more important than being able to drive it between canes on a Sunday or use it for checking on your sheep, but this was a time when Series Is were ten a penny.

Talking of classics, though, this one has been given a full nut and bolt restoration – but not converted back to rearwheel drive. It might yet be, however, because it’s currently for sale.

It gained its front prop under a previous owner but the resto was much more recent, having taken two years and culminated in a successful visit to the MOT man in September ’25. The vehicle still sits on its original chassis, which was shot blasted and powder coated at the start of the job.

The bulkhead is original too, though it’s been treated to a new top rail and footwells. The body panels, meanwhile, have had a respray, and the galvanised trims were removed and galvanised all over again – but as before, it’s all the same metal that was delivered to a RAF depot way back when Hancock’s Half Hour, Roy of the Rovers and

Wimpy bars were the latest things and Roger Bannister had just run the first four-minute mile.

The engine is correct, too, and has been overhauled by Series I specialists Cox and Turner. The gearbox and transfer case have been done too, as have the axles (plural), brakes, suspension, bearings and wiring loom, and the freshly painted panels are set off by a new canvas hood.

With all that having been done, and an asking price of £34,500, it’s not a vehicle you’d buy to add value by converting it back to a 4x2. It is, however, a lovely Series I – and even with prices having softened off quite dramatically over the last two or three years, a very clear cut above most of what you’ll find for ten or fifteen grand less. It’s for sale based in Cardiff, and you’ll find it advertised on page 30 of this issue.

Pulley the other one…

THERE ARE PEOPLE WHO WOULD LOVE TO HAVE A DISCOVERY 3 OR 4 but are put off by the fearsome number of cam pulley failures they’ve read about on the 2.7 and 3.0 TDV6 and SDV6 engines. It’s the left-hand pulley that tends to cause the problems, and Design Development Engineering has been making a replacement for some time – but since you can’t have too much of a good thing, the company is now readying a matching right-hand unit to go on sale early in the new year.

Made from billet steel rather than cast, DDE’s pulleys are designed to remove the ‘failure mode’ in the original part. They’re finished in black oxide for corrosion resistance and also offer increase strength around all fixing points.

The left-hand pulley is supplied only as a full kit with a genuine Land Rover damper and three fitting bolts, all of which must be installed to guarantee the efficacy of the replacement. The new right-hand part, meanwhile, is currently on pre-order.

‘You asked so we made it happen,’ …says DDE. ‘The first production batch of right-hand TDV6 Camshaft Pulleys will be finished mid-January. They have a better design to eliminate failure mode, stronger material and just look miles better than the mass-produced spun cast original.’ The full left-hand pulley kit is priced at £306 and the right-hand item at £216, both including VAT. So maybe you can have that Disco 3 or 4 after all.

Issue 149: Feb 2026

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Products

Issue 149: Feb 2026

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The latest and best equipment, parts, tools, accessories and more for Land Rover owners

LOF disc brake conversion for early 90s

Price: £285-£885 plus VAT From: lofclutches.com THE TRADITIONAL METHOD OF GETTING REAR DISC BRAKES ON LAND ROVER 90S, and early Defenders from before the factory did away with drums, is to replace the whole axle with one from a Discovery. But brake and clutch specialist LOF has come up with a much better alternative in the shape of its new Defender 90 Rear Disc Brake conversion.

This comes in two formats, Bare and Complete. The former comprises two each of LOF’s own billet steel caliper carrier brackets and 24-spline drive flanges, as well as 12 each UNF stub axle bolts and Nyloc nuts – while the latter adds everything else you’ll need to do the job.

What would that be? ‘Essentially,’ says LOF, ‘you will need to source or

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purchase Land Rover Defender 90 outer driveline components to fasten to your axle along with our caliper carrier bracket.’ The full list is on the company’s website, which is helpful and a sign of a good, honest trader as they include all the parts numbers so you can shop around rather than just buying from them, but it includes four LOF caliper bolts as well as all the stub axles, hubs, wheel bearings, calipers and hardware it takes to put it all together.

Oh yes, and the actual brake pads and discs, too. The price difference is £600 and for all that stuff, you might well take the view that getting it all from one place is no bad idea.

The good news is that all of it is done using standard Land Rover parts, so you’ll never struggle for availability.

And no modifications or machining are needed, so if you know one end of a spanner from another it should be within the scope of a competent DIY mechanic. The vehicle’s original track width is retained, so it won’t look like some sort of stance horror, and you won’t need to mess about with its steering or buy new wheels.

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Issue 149: Feb 2026

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Bushtech canopy for Defender 130 Price: £2880 inc VAT | Available from: www.expedition-equipment.com

THERE’S NOT EXACTLY A SHORTAGE OF CHOICE WHEN IT COMES TO PICK-UP LOADBED COVERS, but the Land Rover Defender 130 is a bit less common than your average Hilux or D-Max and so too are the options on offer. Happily, then, South African specialist Bushtech hasn’t forgotten about the big old Landy and neither has its UK outlet, APB Trading.

Bushtech’s Defender 130 Canopy (Black Chequer) is exactly what its name suggests. But it’s more besides, because it promises a level of strength

and finish that puts it at the top of the tree – and the canopy comes with a 10-year frame warranty, which suggests they’re more than a little confident in its longevity.

To back that up, the frame has been load tested to 2500kg. It’s dressed with laser-cut panels and sits on a rubber base designed specifically for heavy load and chassis movement. Its doors have a specialised reinforced bracing to prevent them from flexing and their seamless hinges are waterproof and dustproof; even their seals have been

thought through, sitting as they do on the doors themselves rather than the frame to prevent them from being damaged when loading and unloading.

Further features include a unique subframe profile designed for mounting false floors and accessory clips and reinforced internal roof bars with slots allowing multiple attachments to be suspended from the roof using standard M8 bolts. A pressure equalising vent is installed to balance out any negative pressure in the rear of the load box, helping prevent it from sucking in dust.

That’s a sign of an item that’s been designed by people who know their subject. So too are the large, electro-plated push lever locks you use to gain access, as are the laser-cut holes pre-cut in the bracings to let you run cables for lights and so on without any need for drilling, glue or tape.

The canopy is only available with fitting in APB’s own workshop. While they’re about it, the company also offers a wide variety of accessries to go with the unit to help tailor it to your work or expedition needs.

Carpet mat clearance at Rimmer Bros Price (full set of four): £39.30-£65.40 inc VAT Available from: rimmerbros.com IF YOUR SOLIHULL CHARIOT OF CHOICE IS AROUND A COUPLE OF DECADES OLD, chances are its floot mats are going to be looking a bit threadbare by now. So it may come as good news that Rimmer Bros are currently offering clearance prices on a range of carpet mat sets for vehicles from that era.

Two of these are for the L322 Range Rover, albeit only in left-hand drive. Your choice is between Navy and Beige colours; prices are £58.80 and £65.40 respectively with the VAT included.

The third option is for the Freelander 1. This time the steering wheel is on the right, though the Alpaca colour is sure to narrow the market down a bit. Still, £39.30 with the dreaded is a keen price.

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Issue 149: Feb 2026

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Beyond-OEM dash parts from Boston British Classics Price: Various | Available from: bostonbritishclassics.com

B

oston British Classics sounds like a company from Boston that sells British classics. But in fact it’s from Mansfield and it sells high-quality dash parts for Defenders. Oh, and the Mansfield in question is in Massachusetts. As is Boston (not the one in Lincolnshire).

So now we’ve got that clear, Boston British Classics was established in 2020, specialising in converting Defenders from RHD to LHD – and developing the parts necessary to help them do it. These included dashboard assemblies, and of course many’s an old 90 or 110 in which these are woefully in need of replacement. So you don’t need to be shifting the steering wheel from one side to the other to benefit from what the company has to offer.

And what it has to offer is a full range of the parts you need to build a complete Defender dash from scratch. The lower skirt, vent panel, top, bulkhead trim and wiper motor cover are all in its repertoire, and they’re all made from high-quality, soft-touch materials rather than the sort of cheap fit-today-break-tomorrow plastic you might associate with another country a remarkably similar distance away.

The dash-top pod, for example, is made using OEM materials which include a stamped steel base panel layered in soft foam and finished in textured vinyl. Like the other parts in the range, it’s designed to avoid the issues of warping and cracking you may have come across with the original panels – and of course it uses the same mounting points, making it as easy as possible to instal.

The lower dash, too, is padded and formed to work as a direct replacement, with patterned cut-outs for the clock, gauges and radio. You get the idea – this is pukka stuff.

Prices are, as they ought to be for pukka stuff, somewhat more than you’d expect to pay for the other kind. But they’re still impressively good value – and unlike with cheap plastic tat, of course, you won’t be spending it again tomorrow.

Boston British Classics

Classic Defender Dashboards, fulfilled by Amazon in the UK and Europe Boston British Classics is dedicated to preserving the soul of the Defender by re-engineering classic dash systems with modern manufacturing and materials.

Their Classic Defender Dash products — from lower dash assemblies, dash top pads and fascia panels, to dash vents and covers — are designed to replicate or improve upon OEM form and fit.

For UK and Europe, all parts are stocked locally and shipped via Amazon with PRIME — fast, reliable delivery and seamless order tracking. Whether you’re rebuilding a Defender 90/110/130, or doing a full interior restoration, their dash components bring your project back to factory specification — or better.

Visit their website or Amazon store to browse the range, check pricing, and order with confidence via the Amazon store. Search “Boston British Classics” at www.amazon.co.uk or scan the QR code.

www.bostonbritishclassics.com info@BostonBritishClassics.com Tel: 0800 707 4058

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Issue 149: Feb 2026

A chip off the old small-block

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Huge, over-powered LS engines have become a common sight in resto-modded Defenders, some of them more drivable than others. But the grunt and noise of an earlier Chevy V8 can land right on the sweet spot Words Kaziyoshi Sasazaki Pictures Legacy Overland

I

f there’s one thing you might think shouldn’t need changing on a 1995 Defender 90, it’s the engine. The 300Tdi was, in many people’s eyes, the best thing Land Rover ever put under the Defender’s bonnet – so much so that famously, the British

Army chose it instead of the later Td5 unit when it placed its order for the Wolf. Way back then, our own editor described it as the perfect combination of engine and vehicle.

And, as the saying goes, you can’t improve on perfection. Or can you?

Improving things is what they do at Legacy Overland. And quite a few of those things were already perfect when they started out, like the Range Rover Classic and indeed the Defender 90. But one thing about cars is that they get less perfect as time goes on, which is of course why the restoration business exists.

Restoration and, in this case, modification. That’s something else they do at Legacy Overland. Taking classic Rollers and T-Birds back to their former glories for Pebble Beach millionaires is one thing but it’s not easy to make money out of breathing life into old off-roaders back to life.

Boost the appeal by modernising them and adding a swathe of luxury on top of the shiny new metal and you can mark

up more than just what you pay your welding guy. Slight simplification there, but you get the point.

Hence the appearance of a new a very American engine beneath the 90’s very British lines. Lots of restified Defenders have been fitted with modern LS engines and not all of them have emerged with their dignity intact, but there’s been a long tradition of perking up old ones, from back before the Tdi era, by fitting them with the good old 5.7-litre small-block Chevy V8. Lots of lazy power and a lovely noise – what more could you want?

Needless to say, the engine Legacy Overland used wasn’t an oily old lump fetched out of a rusted-to-death GMC truck or crashed Camaro. It’s an HP99C Vortec from ATK Performance

Engines, fuelled by a modern EFI system and putting and around 290bhp and 375lbf.ft. In the company’s own words, ‘the engine brings smooth, immediate power delivery while maintaining bulletproof reliability.’ Yeah, you can get a whole lot more by going bigger and fitting an LS3 – but do you need it? And if so, why? Or, more to the point, if you need that much power why are you putting it in a Land Rover 90?

Adding to the smoothness is a 4L80E 4-speed heavy-duty auto, which has been fully integrated into the vehicle with custom wiring, cooling and control logic to shift seamlessly in operation.

Legacy Overland says that more than 2100 hours went into the transformation – a process which included bespoke fabrication work to mate the General

People have been putting 5.7-litre small-block Chevy engines in 90s and 110s for a long time, and they have a charm to them the later, more powerful LS series struggles to replicate. This one is a Vortec unit from ATK Performance Engines, with EFI fuelling giving it a nice, lazy and mainly bomb-proof 290bhp and 375lbf.ft

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Above: A wood-rimmed steering wheel goes beautifully with the tan leather trim that covers the seats, dash, doors and cubby lid Right: The leather extends to the rear bench seats, as you’d expect. Up above, light suede roof lining adds to the bright, airy feel in the cabin Below: The dash pod contains a CarPlay enabled head unit and a bank of rocker switches for the heated seats, electric windows and central locking. Below it are the outlets for a retro-fit air-conditioning system. The main gearstick controls a four-speed General Motors auto box, which Legacy Overland mated to Land Rover’s own LT230 transfer case. With high and low range retained, along with the locking centre diff, this is still every inch a proper 90 Motors box to the Land Rover transfer case. We’ve seen Defenders with highpowered LS conversions that have lost low range as part of the job, which is sacrilege however you look at it – but Legacy Overland promises that this is a Defender which ‘feels as composed on the open road as it does unstoppable off-road.’

No wonder, then, that they called it Project Jolly. Well, if Hyundai can have a thing called N-Grin Mode in its electric hatchbacks…

And jolly nice it is too. It looks smart, with a set of Sawtooths and a gleaming coat of metallic British Racing Green on its freshly refurbished panels, but it’s inside that the jollity really happens.

Well, so long as tan leather makes you jolly. It’s on the seats, the dash, the cubby lid and the door cards, and it goes with all new carpeting, a wooden-

rimmed steering wheel and a light suede roof liner to create a bright and extremely appealing cabin. Not one you’d want to get in wearing muddy boots or use to cart a load of wet logs and a chainsaw back from the woods, but even if you did you’d be too busy enjoying the air-conditioned comfort of the heated high-back seats and the sounds from an amped six-speaker CarPlay audio system to worry about it. And you’d stand a chance of hearing your tunes properly, too, thanks to a full suite of Dynamat insulation.

This is a 90 which was, in its makers’ words, ‘built for ruggedness but ready for a new kind of adventure.’ Legacy Overland set out to preserve the Defender’s silhouette while completely redefining its performance, comfort and refinement and turning it into a ‘precision-built modern performer.’

As everyone says, a Defender is a blank canvas on which to bring to life your vision of the perfect truck. You can turn one into many different things… even if, truth to tell, a sports car is not among them. This one is more of a hot rod in nature – they didn’t channel it or chop the roof, thank God, but with plenty of power, cool looks and glorious interior, it was made to make its owner feel good. Jolly, indeed.

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It’s a steel…

Heavy-duty bumpers for the Discovery 2 are not the cheapest things in the world. But replacing them as part of an off-road build might turn out a lot better value than you expect

I

t’s been a long time since the Discovery 2 became the go-to Land Rover for off-roading on a budget.

Defenders will always cost a premium, of course, the Disco 1 and Range Rover Classic are way too scarce to contemplate now and looking after a P38 is the stuff of nightmares.

There are less of them around these days, not least for the very reason than they’re the Landy you’re most likely to choose if you don’t want your offroading life to come at the cost of being able to feed your family. And talking of your family, doing it in a Disco means they’ll be able to come along too without the whole experience being so loud, cramped and draughty that they never want to do it again.

Obviously, if you’re awash with money the same can be said of later Land Rovers. They’re quiet, comfortable and spacious (well, there’s the back seats in the new-shape 90 to confound that argument, but by and large) and so long as you don’t choose one of the Real Housewives model it’ll do alright off-road so long as you go for the parachute every time you see something scratchy in the distance.

You’ll also not be able to modify it.

The Disco 3 and 4 were pretty much the last Land Rovers capable of being built up for off-roading. The galloping level of complexity in pretty much everything else from the turn of the century onwards, not to mention the fact that nobody makes equipment for them, sees to that.

As it is, modding a Disco 2 can be a lot more involved than doing it to a Disco 1. Which is in turn a lot more involved than doing it to a Defender.

But with a separate chassis and proper axles, despite some of the oddly questionable stuff Land Rover put on

Words: Olly Sack Pics: Steve Taylor them at the time these are still vehicles that don’t mind you working on them.

What we’re looking at here is fitting a winch bumper. The vehicle is a V8-engined GS model from the year 2000 whose owner had picked it up a few weeks previously with the specific intention of turning it into a trail wagon, adding the usual modifications – 2” lift, winch, snorkel, heavy-duty bumpers, protection underneath and a sensibly sized set of mud-terrain tyres. Nothing ground-breaking, just enough to take the worry out of green laning. He also discovered that it was just enough to put the worry into going down long hills, having encountered a dramatic

See this? It sold for more than £750 on eBay after being fetched off. Not many people can say they’ve turned a profit on modifying their Land Rover

episode of brake fade in an early foray around the Yorkshire Dales, but that’s another story.

Anyway, while Disco 2s are still up for vaguely realistic prices, and some of them haven’t even rusted to death yet, we can’t find the actual make of bumper in this article on sale any more. The company that supplied it is still in existence, though a Google search comes up with one of those red ‘Permanently Closed’ things you normally associate with much-loved pubs (and entire town centres these days, come to think of it), but not to worry. This isn’t meant to be a Haynes guide, but it’ll give you an idea of what it takes to fit one of the bumpers you can still get for the vehicle.

These include a model codenamed TF009A from Terrafirma, which at the time of writing was on sale for a wide variety of prices. Make sure you’re comparing like for like, though – as well as the obvious VAT, check to see if what you’re looking at includes swivel eyes for the recovery points and a guard for the windscreen washer bottle.

Normally it won’t, but some of the more expensive options might actually turn out to be better value if these bits are bundled in.

Obviously, as with all things when you’re shopping online you also need to look out for dirty tricks. We saw a

Google result showing the part for not much more than half the price of the others but when we clicked on it, the figure had miraculously doubled. And of course, if you go online and buy a new part from someone other than a proper stockist, how do you know it’s not a twelfth-rate fake?

Anyway, as they say, other bumpers are available. We’re just using Terrafirma as an example because we know the company well and it makes good stuff. But if you budget around £800 for a professionally made bumper, bottle guard and swivel eyes, you won’t be far out. Not as cheap as you see them for older Discos (not to mention Defenders and even Range Rovers) but here’s an interesting tale. When the vehicle’s owner got home, he put his old front bumper on eBay – and his experience showed that you can just about turn a profit on the job.

‘It was in the middle of winter and there had been a pretty icy spell,’ he told us. ‘I got one message after another from people saying they had had low-speed skids, bumped into things and shattered a corner of their bumper. It ended up making more than £750 – and honestly, I could have sold it ten times over.’

As we’ve explained, being a Disco 2 there was more to changing the bumper on this vehicle than just

spinning a few bolts off and on. It’s a job that won’t be beyond the vast majority of owners all the same, though – but as always, preparing for the task in hand will make it that much easier.

Get in there with the pressure washer a few days in advance if you can, then follow this up with a good spray of 3-in-1 or WD40 so the fixings will be that much easier to crack off.

The Land Rover in these pictures is now a quarter of a century old, after all.

After this, you’ll be removing the valance/bumper assembly itself, the metalwork that supports it and fixes it to the chassis dumb irons, the tubular guard piece between the main rails and the removable separate lower front sections of the inner wheelarches.

Externally, you’ll need to remove the radiator grille, and to enable you to do that also the battery cover, the plastic trim from above the headlights, the indicator assemblies and the lower headlight surrounds.

Again, this is not a step-by-step guide. But it’ll show you the main parts of the job as it was done in this case. The actual bumper you fit won’t be the same, so there will be subtle differences. But if you’ve got the right tools and you come away from this thinking that realistically, the job doesn’t look beyond you, chances are it probably won’t be.

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Prior to starting work, the roadwheels are off and the vehicle is up in the air. Waiting to come off is the front bumper itself, along with its supporting metalwork, the tubular guard piece between the main rails and the separate lower front sections of the inner wheelarch which are visible here. Also visible here is a Disco 2 that’s starting to rust nicely; you might get lucky with the bolts but a liberal dosing of WD40 a few days before you plan to crack them off certainly won’t make the job any harder

Above: Swivel eyes turn a piece of metal into a piece of metal you can use properly in a recovery. Pretty obviously, being that they rotate, they have moving parts – so rather than just lobbing them on and waiting for the squealing noises to start, give them a generous coating of copper grease first Right: Looking more closely into the arch, the separate front inner portion is more apparent. As you can see, it’s screwed to the remaining wheelarch section and the valance. Don’t expect it to just fall away obediently when you free off the most obvious set of fixings – it’s attached at the bottom edge, too. Note the evidence of penetrating oil being used higher up – at this stage of the job, this stuff is your closest friend

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Above: With the front section of the inner arch removed, this is what you’ll find. At least, you will once the fog light wiring, breather pipes and washer jets have been disconnected. You can see the brackets holding the bumper to the chassis main rails here We pointed out the main brackets holding the bumper shell to the chassis in the previous picture. These should be the last things you free off: before doing so, check that everything else has been undone or disconnected.

Remember the splash tray between the main rails, too

Far left: With the bumper shell out of the way, it’s much easier to remove the remaining fixtures and fittings. Here, you’re looking at one of the two collapsible alloy ‘crush cans’ on the end of the chassis main rails which absorb energy in lower-speed impacts. Note also the guard bar which runs between the main rails: this simply unbolts and drops away Centre left: Tucked into a corner just behind the bumper on the vehicle’s nearside, the washer bottle hangs down fairly low. There’s a feed from it to the headlight washers, which will become redundant assuming your new bumper doesn’t have any; remove the extra plumbing runs and seal this pipe just after the pump to prevent leakage Centre right: The indicator assemblies need to be removed in order to fit the new bumper (which, as you can just see here, has been offered up here as a dry-fit). Why? Because doing so releases the lower trim strip at the bottom of the headlamp, which is necessary to get at the fixings holding the lower edge of the radiator grille in place. If you’re sat there wondering how on earth the assembly actually comes away, search out the small screw hidden in the plastic bracket at the top of the indicator Far right: With this removed, you can get the indicator out – the hole it leaves is clear to see here. This picture also shows the retainer joining the bottom of the indicator to the lower trim strip – this is why the housing needs to be lifted away in order to slide the strip free Left: The new bumper is held roughly in place on its bolts during the necessary dry-fit stage.

This is when you’ll get a feel for how much of your radiator grille and lower frame needs to be trimmed away to make space for your winch Right: Viewed from behind the new bumper, you can see how close a fit it is around the washer bottle. So much so that if you ever need to change the bulb in the fog light on this side, it’s likely that one or the other will need to be moved

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Also in the TRED range are rear step tow bars and winch bumpers.

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Overland 110s recce Dakar course Months of preparation go into setting out the special stages for the Dakar rally. This year, the job has been entrusted to a brace of Defender 110s built for a particular kind of overland travel Words Tom Alderney Pictures Land Rover

B

y the time you read this, Land Rover’s three-strong team of D7X-R Defender 110s will be in Saudi Arabia for the legendary Dakar

rally. Based on the high-performance Octa model, the rally vehicles are set to compete in the first running of the FIA’s Stock class for production vehicles.

But the D7X-Rs won’t be the first Defenders to run the course on the Dakar’s fearsome special stages. As well as competing in the rally, Land Rover has also signed up sponsor it as Official Car Partner – with a fleet of modified 110s also being used to set out the final route the teams will take.

Six vehicles in total will be supplied over the course of the four-year partnership, with the first two already hard at it in the desert.

The recce vehicles are powered by the P300 petrol engine, giving them no shortage of the grunt required to keep moving in the deep sand of the Saudi interior. Though they’re not prepped to race spec, they do have full roll cages, rally-spec dampers, reinforced underbody protection and elevated recovery points. They run all-terrain tyres on 18-inch wheels, turned by an engine with upgraded cooling and a

high-level air intake, the latter featuring a cyclonic pre-filter to help keep out the dust and sand.

To all intents and purposes, setting out the route for the Dakar is like going on an expedition, and in many ways the 110s’ built spec does resemble that of an overland vehicle. The cabin’s passenger capacity has been reduced to just three seats, in order to make more space for equipment, and up top a 132kg-capacity roof rack complements the additional space freed up inside.

An auxiliary fuel tank, which extends the 110s’ range to as much as 700km, is of course a classic overlanding addition. So too is a full set of camping equipment including a fridge, additional lighting and a shower, the latter backed up by a 40-litre water tank. The crews also have to carry all their supplies for each recce mission, as well as the

tools, spares and recovery kit required to be truly self-sufficient.

‘The unique challenge of the Dakar Rally comes from the demanding routes set out by the officials covering several thousand kilometres over a period of 10-15 days,’ says Land Rover.

‘Dakar officials demand capability and durability from recce vehicles in order to be able to prove and validate every kilometre of competitive stage before the route can be finalised.’

With the setting out complete, the 110s’ job changes to that of being among the course opening cars on the rally itself. Their crews from the organising team will carry out final checks and address any issues before the Zero Car comes through to fully open the stage – paving the way for those D7X-R Defenders, and many others, to take on the desert in the full heat of competition.

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The Landy Buyer

All the information you need – in one place – to buy your perfect Landy Series I (1948-1958)

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

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

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

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

Series III (1971-1985)

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

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

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

Lightweight (1968-1984)

These military vehicles can easily be distinguished from regular

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

Lightweights add an extra dimension to owning a Land Rover.

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

90/110 (1983-1990)

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

also take you just about anywhere in the world.

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

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

£5000-£85,000 Series II/IIA (1958-1971) for millionaire money, preservation is the aim of the game.

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

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

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

much of that early charm. Prices seem to have peaked now, however they still remain strong for good examples.

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

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

£2500-£35,000 Series IIA/IIB FC (1962-1971) They still carry the simplicity of earlier Land Rovers, but the Series III remains the most affordable way into owning a leafer.

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

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

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

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

Forward-Control models differed from everyday Series IIs by

£3500-£22,000 101 (1972-1978) out from the crowd. They’re a rare breed, though – so if you’ve got one, it’s worth keeping hold of.

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

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

The 127 was built on a special production line in Solihull which

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

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

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

The LT77 gearbox in the 200 Tdi is more truck-like than the later R380, and these vehicles didn’t come with bling. Just be sure it’s an original Tdi you’re getting, not an old Discovery conversion.

Pros: The perfect combination of tradition and modernity Cons: Lots of horrible and/or deceptive ones around

When Land Rover introduced the Defender name, it was actually the

£2500-£15,000 having heavy-duty ENV axles, but engine-wise they had the familiar 2.25 petrol and diesel lumps. So, don’t expect performance – but do expect to be given an ‘interesting’ time in the workshop…

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

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

by Land Rover standards.

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

£5500-£24,000 took 110 chassis and stretched them. It was designed for military and commercial users and came as a high-capacity double-cab.

These days, it’s very rare to find a 127 that hasn’t been hammered, restored and/or converted, or all three. People looking for a work truck tend to go for a later 130, so the 127 is more of an enthusiast’s

Defender 200 Tdi (1990-1994) £3000-£32,000 Defender 130 (1990-2016) decades if it’s looked after. And with prices having dropped recently, they’re more affordable than they have been for many years.

The good thing about the earlier 200Tdi is that it’s simpler than the later 300. What you gain here you lose in refinement, but this is seen by many experts as the best Defender of them all.

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

Pros: A sound investment to restore – and enjoy Cons: Bulkheads and chassis rot, springs prone to seizing

£7500-£26,000

£2500-£30,000 127 (1985-1990) Don’t be fooled by high prices.

Values have dropped in the last two years, and only a real rarity in pristine nick is worth the money that used to be commonplace.

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

£2500-£40,000

130 that changed the most. That’s because unlike the old 127, it was built on a proper chassis of its own rather than a stretched 110 frame.

The advent of the Tdi engine was the making of the 130, too. At last, Land Rover could make them pull properly without returning single-figure fuel economy by using a hard-worked V8.

motor. It’s popular for homebrewed overland conversions, too.

Almost all 127s have had an engine conversion by now, too.

Lots to be wary of, then – but it’s a hell of a lot for your money.

Pros: Enormous size means limitless potential and character Cons: Unwieldy. Sure to have had a colourful life

£12,500-£35,000 As a result, you’ll find many more original(ish) 130s than 127s.

Some are even still in service with the utility companies they were built for. If you want a Defender for overlanding, look no further.

Pros: A proper truck with huge capabilities in every area Cons: It’s a big lump if you don’t actually need that much size

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Defender 300 Tdi (1994-1998)

The 300 Tdi engine is very different to the 200 unit it replaced, though

£3500-£40,000 Defender Td5 (1998-2007)

the two are related. It’s much more refined and smoother to drive, though there are more electronics involved so later versions in particular are less of a DIY fix.

The arrival of the 300 Tdi also brought with it the R380 gearbox.

This used to have a terrible reputation for relability, but most have been put right by now and they’ve

Defender TDCi (2007-2016)

The last Defenders gained modern 2.4 and 2.2 TDCi engines and

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

smooth six-speed gearboxes, They still had phenomenal off-road ability and were even okay to sit in. Famously, this was the Defender that actually had a dashboard You can find special editions and boutique conversions to TDCi models that cost obscene amounts of money. You will pay a premium for any these late

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

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

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

Today’s replacements are much

Defenders, however the era of skyrocketing prices seems to be over and TDCis have dropped further in value than the Td5. So a good 2.2. could now be quite a shrewd investment.

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

If the subject of the new Defender comes up in enthusiast circles, try

£3000-£35,000

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

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

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

£6500-£275,000 Defender (2020-on)

Freelander (1997-2006)

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

become sought after for their light clutch and better shift action.

It was during the Tdi era that Defenders started getting things like alloys, too. You might even find one that’s not been off-road…

Pros: Strength and simplicity.

Perhaps the definitive Defender Cons: Sure to be very different to when it left the factory

The Freelander 2 was a massive improvement on the model

to steer it away on to something safer. Like Brexit, for example.

Much as it may infuriate purists, however, the Defender is actually a very wonderful thing. It’s kind of like an old one, only with space, comfort and equipment.

The big difference is that you can’t work on it yourself. This goes for maintenance and, crucially,

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

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

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

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

Range Rover Classic (1970-96) £2500-£225,000 Range Rover (1994-2002)

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

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

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

Range Rover (2002-12)

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

The fifth-generation Range Rover takes its position as a luxury car

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

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

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

Electronics are laughably flaky.

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

£2200-£24,000 Range Rover (2012-22) This isn’t a DIY motor, but it certainly is a Range Rover, with brilliant off-road and towing skills.

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

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

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

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

Range Rover (2022-on)

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

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

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

The fourth-gen Range Rover is a majestic 4x4. All the engines in the

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

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

£45,000-£185,000

£500-£5000 Freelander 2 (2006-2015)

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

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

27

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

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

making modifications – a market Land Rover wants to take back and have for itself. It won’t hold its value long-term the way an original-shaper does, either. But this is still a superb vehicle.

Pros: Comfort, capability, rugged fitness for purpose Cons: Not cheap to buy. Lacks the old one’s basic charm

£2000-£15,500 bargain search out one with the unpopular 3.2 petrol unit. Either way, it’s a fine SUV to drive.

Prices have fallen since the production ended, too – £15,000 now gets you a late one on tiny miles.

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

£1000-£29,000 spent at least part of its life being worked on by idiots Still, you’ll get a classy motor with proper off-road and towing skills. It’s becoming a classic, too, and prices are still tiny considering everything you get.

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

£15,000-£75,000 Inside, the Range Rover’s cabin is superb, with sumptuous trim and cutting-edge equipment.

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

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

£99,000-£220,000 Range Rover Sport (2005-2013) £2000-£17,500

to greater extremes than ever, with lavish equipment and endless opportunities for personalisation.

It’s a supreme lifestyle wagon for the rich: to many of Land Rover’s traditional fans, on the other hand, it’s the supreme irrelevance.

If you can afford one, few cars could be as pleasing. However if you can afford one and you love

Land Rovers, you’re likely to be thinking about how many real ones you could buy with this sort of money. It wouldn’t make a bad way to tow your collection about the place, though…

Pros: Immense prestige, and sublime both to be in and drive Cons: To at least 99% of people it’s utterly divorced from reality

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

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

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

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

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

Expect horrific running costs

28

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

News

Issue 149: Feb 2026

Products

Vehicles

Adventure

Workshop

Buyers

Range Rover Sport (2013-22) £13,500-£65,000 Range Rover Sport (2022-on) £80,500-£145,000

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

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

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

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

If you can afford the SVR model, you’ve got a super-SUV with rap star image. In every case, though, running costs will be vast. Parts don’t get any cheaper because you bought it second-hand…

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

Hilariously, this is what counts as the affordable way in to owning a

new Range Rover. The Sport is less about being chauffeur driven and more about lording it over other aspirational school runners, but once again it’ll be lovely to drive.

Like the full fat Range Rover (a phrase which has never felt more appropriate), the Sport is available with an old-school V8 engine that gives you racecar performance in

return for NASA-level emissions.

Most UK customers with opt for an altogether healthier plug-in hybrid, but they’ll still get a vehicle that’s brutally fast a well as being able to do the normal Range Rover stuff.

Pros: Smooth, refined, comfy… and game for a laugh, too Cons: Still hasn’t quite shed its proceeds-of-crime image

Range Rover Evoque (2011-19) £4500-£31,000 Range Rover Evoque (2019-on) £20,000-£65,000

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

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

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

Nevertheless, it is economical

by Land Rover standards and

because there are so many out there, used prices are tempting.

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

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 range is made up of mild

Range Rover Velar (2017-on) £22,500-£85,000 Discovery (1989-1998)

The Velar a competent cruiser and has received numerous accolades

because of its particularly handsome exterior. It’s based upon the same architecture as the Jaguar F-Pace but has greater off-road ability and is available with a wide choice of engines, most of which combine good economy with usable everyday performance.

The interior was Land Rover’s most advanced cabin yet when

Discovery 2 (1998-2004)

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

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

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

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

Discovery 4 (2009-2017)

Somewhere between a facelift and a whole new model, the Disco 4

is basically an evolution of the 3.

It looks similar and is still a practicality monster, as well as being hugely impressive on and off-road and a hero in front of a trailer, but despite being only subtly tweaked inside feels far more luxurious.

That hasn’t prevented it from suffering all the same issues as time has gone on. You need to

Discovery Sport (2015-19)

The Discovery Sport packs seven seats into a Freelander-sized

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

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

it came out. It was very much designed to be a trend setter.

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

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

The original Discovery was based on the Range Rover of the time,

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

Over time, the Disco’s epic ability meant almost all of them were hammered at playdays. Lower body rust is a big killer, too. So it’s rare to find a good one now,

£1000-£10,000 Discovery 3 (2004-2009) models had air-suspension, with all the horrors that brings.

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

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

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

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

But it was also astonishingly complex, and these days it has a reputation as a money pit.

Air suspension and electronic

£6000-£30,000 Discovery 5 (2017-on) start off by buying the best you can possibly afford – and at the top of the market, they don’t come cheap. Get it right, though, and this is as good as a modern Land Rover has ever been.

Pros: Most LR fans’ idea of what a Range Rover should be like Cons: Still a potential money pit, and the best are expensive

£600-£22,000 There are some tidy deals to be had on late high-spec examples now – though if you do a search for ‘Ingenium reliability’, you might end up deciding to buy something Japanese instead…

Pros: Seven seats. Practical, and capable enough off-road Cons: Back seats only for kids.

Reliability worries over engines

The Discovery 5 is a versatility monster. It’s still a workhorse if

you want it to be – but it’s much more luxurious than anything else short of a Range Rover.

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

Discovery Sport (2019-on)

The second-generation Disco Sport came along only four years

after the first. That’s because once again, it’s related to the Evoque, which was ready for a full new model in 2019.

The Sport is a premium midsized SUV with seven seats and a decent level of off-road ability. It’s a massively popular choice for the school run – and, with the arrival of a plug-in hybrid a few year

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

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

£800-£15,000 and when you do they tend to be priced with a lot of optimism.

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

£1000-£16,000 handbrakes are big sources of woe, cam belts are a body-off job to change and rust is becoming more of an issue. Get a good one, though, and it’s all the car you’ll ever need.

Pros: Good at everything. Lots of accessories available now Cons: The phrase ‘money pit’ crops up time after time

£13,500-£77,000 One in five Disco sales go to the commercial model, which is available as a high-spec luxury tax buster. But every model is a supremely able, flexible all-rounder for work and play.

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

£21,000-£62,000 back, as a company car. Quality has taken a step up from the first model – it’s now a convincing premium vehicle, and the range offers enough choices to suit anybody with the means to buy one.

Pros: Classy and practical cabin, all-round good to drive Cons: You can get a Defender for the price of some models

Brand New Website

Easy-to-navigate product categories Clear, detailed product information Latest errafirma products and updates Mobile-friendly for browsing on the go Quic access to stoc ists and support

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

News

Issue 149: Feb 2026

Products

Series II 88” 2.25 petrol HT (1960). 105,000 miles. Very good bulkhead, correct period features.

Fairey overdrive, FWH, heated screen, SUs, SIII seats, parabolics.

Full MOT. £12,200. Rochdale.

07766 241592 02/26/002

Series I 86” ST (1954). Ex-military 4x2, converted to 4x4. Nut and bolt resto on original chassis and bulkhead. Engine, gearbox, transfer case, axles, brakes and suspension overhauled. MOT July. £34,500.

Cardiff. 07770 441044 02/26/001

Series IIA 109” SW (1968). Disco 300 Tdi. Solid original chassis, new shocks and rear springs, new tank. New clutch and cambelt, full rewire, proper heater. Safari roof.

FWH, new seats. £9800. Lancaster.

07941 715185 02/26/005

Series II 88” truck-cab (1963).

Rock solid underneath. 2.0 Perkins Prima TD engine, original SII box. RR diffs, parabolics, FWH, 235/85s. GPS speedo. Good brakes.

Charming patina. £8000. Ashford.

07860 505363 02/26/004

Series IIA 88” 2.25 petrol ST (1971). 24,827 miles. 2018 resto on galv chassis. Full rewire, rebuilt engine, new brakes, respray, new seats and roof. Superb condition, drives great. £19,995. Glasgow.

07304 079214 02/26/003

90 2.5 n/a ST (1986). 165,000 miles. Ex-LR show vehicle. 2.5 diesel on 80,000 miles. Chassis and bulkhead repaired. Recent clutch.

200Tdi engine also available.

Runs, drives, stops. £6000. Guildford. 07500 895242 01/26/002

Defender 90 300Tdi ST (1998).

35,500 miles. £27k professional recommissioning inc major engine rebuild and new clutch and master cylinder. 18” alloys. MOT expired.

Excellent condition. £17,500. Pevensey. 07840 473763 01/26/004

Defender 110 2.4 Dormobile (2007). 110,000 miles. Pop-top, cooker/sink, 20l water tank, diesel heater, rack, awning. Snorkel, leather, Stage 1 map, air-con, cruise.

MOT Aug. £27,500. Pershore.

07736 649077 01/26/011

Defender 110 300Tdi auto (1989). 206,000 miles. Professional rebuild on rot-free chassis. Axles refurbed, recon turbo, new cam belt, aux belt, rear prop. Full MOT. £12,000. Nottingham. 07415 784874 01/26/014

100” 300Tdi challenge truck. Full cage, 8274s, Red motors, Ashcroft shafts and lockers, Qt arms, Gwyn Lewis prop, 36” Simexes, beadlock rims, 4” lift, LEDs, twin batteries, Exmoor seats. £10,000. Wimborne. 07796 926454 13/25/002

Defender 110 2.4 TDCi camper (2008). 80,000 miles. One-way glass, single/double bed, cooker, leisure battery, hook-up, LEDs, winch. New brakes, recon box, fully serviced. £22,995. Southampton.

07502 560762 13/25/004

Defender 110 2.5 n/a (1991).

47,000 miles. Military ‘Helistart’ truck used for servicing choppers.

Full body-off restoration in 2019.

Recent water pump, cam belt, head gasket. £11,995. Winchelsea.

07823 890891 13/25/003

Defender 90 Td5 pick-up (2003).

200bhp remap, decat, EGR delete.

2” lift, 12,000lb winch, rock sliders, diff and steering guards, bull bar, snorkel, 285/75R16 Insas, LEDs. Raptor painted. £9500. Wimborne.

07796 926454 13/25/001

D L O

S

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

www.cambrianway.com

Green Lane Holidays in Mid Wales Family run guest house and self catering cottages with spectacular views, en-suite bedrooms, comfortable lounge bar and excellent home cooked food.

Pressure washer, drying room, map room with local lanes marked, on-site 4x4 course, guides and GPS hire available.

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

Defender 90 200Tdi (1991).

Defender 110 2.2 TDCi Utility 137,683 miles. Land Rover promo Hard-Top (2013). 139,000 miles. vehicle from new. Off-road for PTO winch, night heater, Cotek years, will need welding etc to inverter, HD roof ack. Reversing return to use, but definitely worth camera. Beacons. BFG All-Terrains. it. No MOT. £6000. Chester. 07949 £10,995+vat. Nelson. 07389 140622 01/26/012 841438 13/25/005

Defender 90 300Tdi Hard-Top (1995). 63,278 miles. Unmodified, original engine and chassis. Very good bulkhead and body. Good interior. Roof bars, Bluetooth, DAB. Cambelt done. MOT Oct. £14,250.

Battle. 07796 814738 13/25/006

Range Rover 2.5 (1997).

Low-mileage manual. Low-spec so as reliable as possible. No sunroof, EGR, lip spoiler etc. Tuned to 175bhp. Solid chassis, as-new interior. MOT April. £6350. Gloucester.

07510 664265 01/26/006

Range Rover Vogue 3.9 EFI (1993). 125,600 miles. ABS, air-con, sunroof, air springs. TWR alloys. Suspension, upholstery and headlining done. Solid underneath.

FSH. MOT Nov 26. £11,995.

Telford. 07855 490174 01/26/003

Range Rover Overfinch 4.2 Supercharged (2007). 22” gunmetal alloys. Rear TVs, heated/vented seats, Harmon Kardon stereo etc.

Lots of recent maintenance. MOT Nov 26. £8750. Alpheton. 07557 179462 01/26/008

Discovery TD5 GS (2000).

98,493 miles. Manual. Excellent underneath, mechanically perfect.

Factory alloys. Minimal interior wear. New headliner. Dry stored.

MOT Oct 26. £5995. Peterlee.

07474 040747 01/26/007

Discovery 2 4.0 V8 (2000).

120,000 miles. Good exterior and interior, small patch of wear on driver’s seat. Head gasket done recently. Solid chassis, drives very well. MOT July. £6000. Gloucester.

07385 431165 01/26/010

Vehicles

80” Series I (1949). First year of production. Perfect chassis and bulkhead, original 1.6 engine and gearbox in perfect working order.

Restored 40-odd years ago, so lovely patina. £29,500. Wellington. 07836 772426 01/26/009

Adventure

Workshop

88” Series I HT (1957). 2.5 petrol with rebuilt carb, new fuel pump, Megajolt ignition and custom exhaust. O/D, FWH, parabolics. Recent rear x-member. No filler. LEDs, recored rad. £16,000. Bolton.

07795 103107 01/26/013

Buyers

Defender 90 LXV (2013). 48,000 miles. 1 of 65. 2” lift, snorkel, LED bar, Sawtooths. Ceramic coated, machine polished. Custom frontfacing rear seats. Immaculate. FSH. MOT Nov 26. £41,937. Alderley Edge. 07730 768424 01/26/001

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STOCKIST DIRECTORY

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Land Rover I, II, III restored to concourse standard.

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31

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07809 575421 sue@freelanderspecialist.com

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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 www.mpb4x4.co.uk mpb4x4@gmail.com • 01535 661203

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South West England Service, S ervice, R Repair, epair, R Restoration estoration Newington Enterprise Centre, Wardwell Lane, Newington, Sittingbourne, Kent, ME9 7BP

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Land Rover Parts Specialists Full main-dealer diagnostics – all Land Rovers catered for 77a Sandon Road, Southport, Lancashire PR8 4QD www.worldwidelr.co.uk • enquiries@worldwidelr.co.uk • 01704 567114

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

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

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

01299 250174 • www.apbtrading.co.uk

John Richards Surplus Land Rover Parts, Ex-Military and General Surplus The Smithy, Wood Lane, Hinstock, Shropshire, TF9 2TA

www.johnrichardssurplus.co.uk info@johnrichardssurplus.co.uk • 01952 550391

North East England

Carry That Extra Load...

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