To advertise in The Landy, call Ian Argent on 01283 553242 w w w. t h e l a n d y. c o . u k We’re on Facebook: www.facebook.com/thelandyuk same way the P38 was a replacement for the Range Rover Classic. But Series Land Rovers and Defenders have often been categorised as being separate individuals – and you’re about to find out why. Most of you will already know this, but it was the long wheelbase variant, the 110, that emerged from the assembly line at Lode Lane first, not the famed 90. The example we have here was put together in 1980, three years before the official launch of the Land Rover ‘One Ten’ on British roads. The body colour is typical of a horrible paint scheme from decades gone by, in this case something reminiscent of a hearing aid or a Werther’s Original (other confectionary is available and significantly trendier). However, the vehicle itself is more than just a fashion disaster. This was one of about 25 pre-production 110s manufactured in 1980 to help with the development of the Series’ successor. Many of the styling cues were adopted from the Stage 1 V8, with the flush front end and the headlight surrounds all providing an upgraded exterior, and setting the standard for what would come on the Defender in the following years. It was a clear attempt to segregate the new era of the Land Rover away from the Series vehicles, with rebadged models and the deserting of that famous grille. This was never going to be the Series IV. However, for the initial 110 and 90 production the vehicles still had to make do with the 2.25-litre petrol engine carried over from the Series III. It was about as ideal and well-suited to the vehicle as I am to being Prime Minister. Fortunately, the new range of Landies only had to wait until the mid 1980s for the 2.5-litre naturally-aspirated engines to appear, although neither the 2.5 NA petrol or diesel have gone down in the history books as masterpieces. This pre-production 110 still has a 2.25 petrol motor, but it is not the original one that was first installed by Land Rover. Having been given permission to leave the engineering fleet back in November 1983, this beige 110 moved
Issue 35: Jan 2017
27
LAND ROVER trip in France ?
A huge stock over 2 800 m 2 Established 1985
TRUST Above: Like waiting for a microwave to ping, this 110 had to wait patiently for a new variety of engine. This is just an old 2.25 petrol unit. Pah! It’s like the Chicken & Mushroom of Pot Noodles! onto pastures new, but its engine was retained by Land Rover along with many of its particulars, such as the gearbox, propshafts, wheels, doors, exhaust and radiator. According to the Dunsfold Collection, with whom this vehicle resides, a scrap dealer mistakenly sold the chassis and the body of this early 110 when they were supposed to be whisked off to the great scrap heap in the sky. Following a break of 25 years, whereby the 110’s remains had been kept in dry storage under lock and key with a Land Rover specialist, Dunsfold took ownership of this important artefact at the end of 2005. Rather than spending their Christmas holidays eating mince pies and getting lairy on the mulled wine, the team got to work and carried out a full rebuild. While you can see the restoration was successful, and they managed to keep many of the Land Rover’s original details, The Collection is still looking for its original engine, which went by the numbering of 24FRF17. If any of you reading this happen to know the whereabouts of this particular engine, I’m sure I can think of a party who would be keen to take it off your hands. This pre-pro 110 bears the chassis number F19. A fighter jet it is not, though, especially in terms of its technology. What wizardry it does call upon is the amazing coil spring. The Range
Below: You can tell this is a pre-production model – nice Range Rover steering wheel...
Rover was the Green Oval’s only other recognised model in the 1980s and it utilised those more modern coils for its suspension. But for the Series’ successor to ditch leaf springs and move to coils that was quite a leap. Of course, today all Land Rovers have fully independent suspension and many of the models call upon air to achieve those sumptuous ride dynamics we’ve come to associate with Land Rovers of the 21st Century. But in 1983, the coil spring setup provided that improvement in ride quality, while the 110 and 90 also ended up adopting the Range Rover’s permanent four-wheel drive system too. In our sandy-shaded steed we have here, though, it adopted more from the Range Rover than anticipated. Let’s just say the steering wheel doesn’t bear the 110 name. This pre-production Land Rover is now one of only five remaining survivors that initially wore the new wave of Land Rover updates. They were all made by hand. The inner wings and wheelarch eyebrows were shaped by the limbs of men, not robots. This model also has the export-spec side windows, although many other body specifications were tested during those early months. Inside you can see the ‘fresher’ interior with the five-speed manual gearbox and cabin closer to that of the Defender than the Series III. No heater in this example, though. What makes me like this car so much, however, is that it defines a pre-production vehicle. It’s still a little rough around the edges, and if you go over it with a detailed eye – past that milky tea shell – you can see why it isn’t the polished article. But rather than be jealous of all those 110s that followed, it stands proud and wears its inaccuracies with pride. Just like any old Land Rover should do. Thanks to the Dunsfold Collection for the availability of the vehicle. If you would like to view the entirety of the collection, or donate to the charity, visit www.dunsfoldcollection.co.uk
DELIVERY For France only
www.land-service.com
LAND SERVICE / 2 rue de l’école / 95420 OMERVILLE
(+33) 01.34.67.76.85
Above: The hard-top design, Series doors and galvanised cappings are not the stuff of Defender production – but those seats gave way to much better ones, too Below: The 110 wasn’t the first Landy with a flat front panel – this prototype borrowed the design from the Stage 1 V8, strictly speaking a version of the Series III