The guys at Legacy Overland always name the vehicles they rebuild. Sometimes, it’s obvious where they get their ideas. Sometimes, not so much. Project Bedford is a glorious looking Range Rover Classic whose four-door body has been redone with a seventies’ style to it. We’ve no idea why it was called that – but anything to do with bed would have been appropriate, because with what it’s got under its bonnet it’s definitely a sleeper… Full story: Page 16
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Defender Soft-Top returns as latest rich kid’s plaything from Land Rover Classic
‘THE MOST DESIRABLE CLASSIC DEFENDER VARIANT RETURNS,’ announces Land Rover Classic. Oooh, they’re bringing back the 300Tdi! ‘As a bespoke 5.0‑litre V8.’ Oh.
They’re talking about the Defender 90 Soft‑Top, which they’ve brought back as the latest in the line of rebuilt‑ from‑not‑quite‑new 90s and 110s retailing for the sort of money most people would like to be able to spend on a house one day. Built to order, the vehicle ‘pays homage to previous generations of Defender Soft Top, including the sought‑after NAS 90 from the 1990s.’
Its contemporary the 90SV was even more sought‑after in Britain, on account of you could get one, but the NAS 90 was a V8 so we can see where they’re going with this. Though whereas that model only had a 3.9 Rover lump (originally mated to an LT77 box), the newcomer puts its 405bhp and 380lbf.ft to the ground through an 8‑speed auto. We’ve experienced a number of Defenders with high‑powered V8 conversions which were frankly horrible to drive (horrible and completely unlike a Defender, even a fast one). To try and avoid this, Land Rover uses re‑ vised‑rate coil springs, Eibach anti‑roll
bars and Bilstein dampers which ‘have undergone comprehensive testing and development to ensure they meet OEM standards’ and create a suspension set‑up which is ‘specifically tailored to the unique characteristics of the 90 Soft Top and combines traditional Defender capability with superior comfort in all environments.’ Stopping is by four‑pot Alcon brakes whose discs measure 335mm in diameter up front and 300mm at the rear.
Not that people will be buying these for their driving dynamics. It’s all about being seen, and Land Rover is offering 49 different paint finishes to help you do just that. If that’s not enough, there’s the Works Bespoke match‑to‑sample colour service, allowing you to have one in the shade of vermillion you like so much from the Jackson Pollock that’s hanging upside‑down in the guest suite of your Surrey mansion.
Further opportunities to express your impeccable taste to the admiring world come in the choice of grille, door handles and bonnet script, plus a great deal more besides. You can have 16” Wolf steels or 18” Sawtooth alloys, too (or just buy a Wolf, be more cool and save a couple of hundred large, etc),
while on the inside there’s a choice of five monotone and eight duo‑tone leather options with colours such as Caraway, Garnet and Liberty Blue.
The options don’t end there. Actually, the options pretty much just don’t end full stop. Want an on board wine cooler? A custom surfboard rack? A lockable bulkhead to keep your design‑ er drugs away from your harem? Land Rover Classic is adamant that it can ‘create one‑off examples to suit any lifestyle,’ so there you go.
The 90’s top is supported by a spe‑ cially designed frame inspired by the original NAS 90. The canvas hood itself is available in four colours, with Black as standard and Sand, Dark Khaki and Navy on offer for a bit extra. Talking of hoods, people who can actually afford one of these things will pay £195,000 plus VAT (or the local equivalent) assuming they don’t select any options at all. So we’d be surprised if anyone ever takes one home for less than a quarter of a million quid.
‘With the Classic Defender V8 Soft Top, we provide an even greater opportunity to turn Classic Defender V8 dreams into reality,’ says Land Rover Classic boss Dominic Elms. ‘We work with clients to provide a one‑to‑one bespoke service, so they can enjoy their vehicle safe in the knowledge it has been designed and engineered exclusively for them, by the original manufacturer – the people who know it best.’ They certainly know how to profit from it best, that’s for sure.
Based in the heart of the South West, with branch‑ es in Bovey Tracey and Plymouth, Brookwells is your trusted Land Rover specialist, offering top‑quality parts and accessories with the convenience of online orders and in‑store collections
We stock all the best brands, including Terrafirma, Allmakes, Brit‑ part, Exmoor Trim and many others.
Whether you’re working on a Defender, Discovery, Series, Freelander or Range Rover, restoring a classic or upgrading your modern Land Rover, we’ve got you covered.
Our easy‑to‑use webshop lets you search by model, year and engine size, or part number. And if you need extra assistance, our highly knowledgeable sales team is just a call or email away, ready to offer the insights you need to make the best choice.
We’re passionate about all things Land Rover and are always here to support you, no matter where you are in the country.
At Brookwells, we’re not just a parts supplier – we’re passionate Land Rover enthusiasts. We don’t simply sell the components to keep your vehicle run‑ ning smoothly; we use them ourselves, both on and off the road. Our Defender 110 Trayback is a key part of that, as we put it through its paces at trials and punch hunt events. Whether we’re tackling rugged trails or navigating tricky obstacles, we understand the importance of high‑quality parts be‑ cause we rely on them first‑hand. Our team’s deep connection with the Land Rover community means we’re not just knowledgeable; we’re truly invested in making sure your Land Rover performs at its best, no matter the challenge.
What sets us apart? It’s our unmatched customer service, deep knowledge of Land Rovers and commitment to providing friendly, efficient and competitive service. Whether you need replacement parts, original equipment or genuine Land Rover components, we offer a range of options to suit any budget.
With over 9000 Land Rover and Range Rover parts in stock, ready for immediate dispatch via land, air, or sea, Brookwells is your go‑to source for all your vehicle needs. And our service just keeps getting better! Enjoy FREE UK courier delivery on orders over £75 (excluding VAT), making it even easier to get the parts you need quickly.
Brookwell Supplies has in excess of 30 years’ experience in supplying Land Rover parts to countless thousands of satisfied customers, from individuals to government organisations – meaning we’re the trusted partner for your Land Rover needs.
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Inverted launches electric conversion for Series I, II and III
INVERTED IS ONE OF THE MANY COMPANIES SPECIALISING IN CONVERTING CLASSIC VEHICLES TO RUN ON ELECTRICITY. It already offers a kit for the Range Rover, which has recently also become available to suit the Defender – and on top of that, it has just announced the addition of the Series I, II and III to its portfolio. These use a 62kWh waterproof battery pack and an electric motor which delivers approximately 160bhp and 665lbf.ft directly to the vehicle’s transfer box. This is retained, along with high and low range gearing and four‑wheel drive. There’s a choice of Eco, Traffic and Off‑Road drive modes, offering tailored performance and regenerative braking profiles to suit the prevailing conditions. Other features include electric power steering and servo‑assisted brakes, helping transform the old classics into vehicles whose more refined driving experience doesn’t come at the expense of their original char‑ acter. ‘Inverted Series Land Rovers retain the timeless charm of the originals while being reimagined as fully electric, modernised machines with cutting‑edge engineering,’ the company says. ‘These vehicles are now ideal for everything from countryside adventures and beach trips with the family to emissions‑free city driving.’ They’re practical, too, with both a 6.6kW Type 2 charger and a 60kW CCS rapid charger included as standard. With the latter on the case, charging from 20% to 80% takes approximately 38 minutes. Inverted quotes what it describes as a ‘real‑world range’ of around 120 miles.
‘Series Land Rovers are beautiful, iconic machines,’ says Inverted founder Harry Millington. ‘But let’s face it, not everyone wants to wrestle with a choke on a cold morning or breathe in ex‑ haust fumes that waft through the car. Our electrified versions preserve everything people love about these classics while making them more fun, more reliable, and infinitely more usable.’
More luxurious, too, if you choose from the various additional packages on offer. These include custom interiors and paint colours, electric air conditioning, battery cooling and a host of others. You get a 24‑month electrification warranty and technical support, too, which is twice as long as the one Land Rover Classic gives you on its £195,000 rebuilt Defender 90 Soft‑Top (see page 3).
On that subject, Inverted’s Series Land Rovers start at £125,000 plus VAT. The company will source a vehicle to suit your requirements, then restore it to your specifications while at the same time converting it into an EV – or you can supply your own Landy to use as a donor vehicle, in which case it’s price upon application.
Inverted has also launched an electrification kit for the Defender. Based on its existing Range Rover set-up, this has a heated and cooled 82kWh battery which can be mated to a choice of 300bhp and 450bhp motors. Permanent 4WD is retained, and the vehicle offers rapid charging up to 75kW.
‘An Inverted Range Rover Classic or Defender delivers serious performance with zero tailpipe emissions,’ the company says. Contact them for pricing, and to discuss your build in more detail, at www.inverted-ev.com. Issue 141: July 2025
In praise of driving in the open air
It’s that time of year when motoring enthusiasts up and down the country have been opening up their garages and coaxing their pride and joy back to life. Whether you’re into classics, hot rods, Land Rovers or whatever, spring is the glorious time when you finally get to put down the spanners and pick up the keys.
Of course, Land Rovers are for all year round and there’s literally nothing better to be driving when winter closes in. But even then springtime is when you can slide the windows back or take off the door tops and get the outside in. Naturally, it’s best of all if yours is a soft top. There are many makes of car with fabric hoods, or even sliding tin tops, but nothing can beat the stripped bare feeling of being aboard a Land Rover with everything removed. The canvas, the doors, even the windscreen folded down… you almost never see someone going to quite those extremes, but it’s the closest something with an engine will ever get to the feeling of riding a pushbike.
These days, premium car makers are forever talking about cabin environments that isolate you from the world outside. I get why you’d want that a lot of the time, but there’s nothing like bringing it in.
I gave my kids a lift to school in my Wolf the other day. It was sunny, the sides were rolled up and you know what? A miracle happened. They didn’t bury their faces in their phones. They leaned out the side, waving to drivers coming the other way and saying hello to people on the pavement. People were waving back, and smiling. When we arrived, their classmates flocked round us and other kids passing by were checking out ‘that army truck.’ That night when I picked them up from Scouts, about half a dozen parents gathered round it as if drawn by a magnet, and pretty soon the back was full of kids and my two had turned into celebrities.
I’ve driven plenty of those cars that isolate you from the world outside, and very calm it is too. But the world outside is where you find joy – and the people in it find joy in an old Land Rover, in a way no other soft top can match.
Alan Kidd, Group Editor alan.kidd@assignment-media.co.uk
Range Rover Electric shows off its skills in extremes of snow and ice as Arctic testing programme pushes its new technology to the limits
Back in our February issue, we brought you the story of how the Range Rover Electric was coping with hot climate testing in the extreme environment of the Dubai Desert. Not only did it have to perform the way a Range Rover should in terms of off road ability – it also had to do so by maintaining the optimum cabin climate even while its motors and batteries were being taxed to the hilt by the power sapping sand and roasting temperatures.
Now we’re at the other end of the scale. If you’ve driven many electric vehicles, you might have noticed how switching on the heater can make your range drop pretty alarmingly (and if you’ve not, you’ll certainly have seen the trumpeting nonsense shouted non stop by hate everythings on social media who’d have you believe that they can barely make it to the end of the road in cold weather).
Swivel eyed ranting is of little help to anyone, but the science does say that when it gets cold, more effort is needed. The consequences are more dramatic in some vehicles than others – and of course the Range Rover very much promises to be one of the ones that can take it all in its stride.
Helping demonstrate this are the re‑ sults from a season spent testing in the extreme winter conditions of northern Europe. Land Rover took the vehicle to Arjeplog, in Swedish Lappland, where many a car has been sent to earn its spurs over the years, to push it to the limit over 45,000 miles on tracks and frozen lakes.
The Range Rover’s off road ability comes in no small part from the use of switchable, twin chamber air suspen‑ sion. This has been tuned specifically for the Range Rover Electric, whose weight distribution is different to that of vehicles with conventional engines.
The vehicle also promises a new lev‑ el of single pedal driving. It’s normal for EVs to have this feature, which cranks up the effect of regenerative braking to the point where it can bring the vehicle to a complete halt. It takes a bit of learning, of course, but once used to it a driver can typically go all day without having to touch the brake pedal at all.
In the Range Rover’s case, this function has been tuned to work with Terrain Response. It will bring the vehicle to a complete stop and engage Hill Hold, enabling the driver to move off again without having touched the
• North Africa
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brakes at any point – and it will do it on extreme terrain, with engineers having used it successfully on 28 degree simple inclines as well as 17 degree hills with a split mu surface (that is, one with significantly varied friction between the left and right wheels). Land Rover promises that the vehicle will be ‘effort‑ less, with a sense of power in reserve’ and that it will ‘retain authentic Range Rover composure in all conditions.’
This part of the vehicle’s devel‑ opment has also seen engineers validating the Range Rover’s new
ThermAssist technology. This is a thermal management system designed to reduce heating energy consumption by up to 40% by recovering heat to warm the propulsion system or cabin in ambient temperatures as low as 10°C.
This in turn helps preserve the vehicle’s charging ability and get as much range as possible out of its 800V, 117kWh battery, while also maintaining a com‑ fortable cabin temperature even when it’s well below freezing outside.
‘In its driving character, the Range Rover should seamlessly combine
capability and refinement,’ commented JLR’s Vehicle Engineering Director Matt Becker. ‘Delivering both in an electric vehicle in a way that doesn’t diminish the vehicle in other areas is incredibly challenging.
‘By increasing its torsional stiffness and improving its responses, we’ve been able to maintain a customary Range Rover driving experience that feels familiar. We have delivered on this promise by marrying all the essential Range Rover elements with new and advanced technologies.’
ENGINES START AT £2000
–
though,
Just in case
the new-fangled breed of Land Rover driver who thinks
‘off-grid’ refers to anywhere that doesn’t have a concierge or at least 900Mb fibre broadband, we’re not talking about glamping pods here. Plugging in is not an option in the proper wilds.
Firing up a solar battery charger, on the other hand, is, thanks to Osram’s new BATTERYcharge SOLAR range. These are fold-out panels which can be used in all conditions, even when it’s wet and overcast.
The ones you’re likely to want are the 100W and 200W options, either of which can be used to charger and maintain 12V leisure batteries. Both come with USB outputs, connecting clamps, five-metre cables and strong aluminium stands; the bigger unit only costs £50 more, which for double the
wattage sounds like over-engineering rather than overkill.
For smaller stuff, the range also includes a 20W option capable of charging phones, tablets and laptops. This too can be used in wet and overcast conditions, and it’s sufficiently compact and lightweight to be carried with you in a rucksack or day bag.
‘Automotive batteries naturally discharge when not in use,’ says Osram’s Terri Clark. ‘Therefore, solar battery maintainers offer an ideal solution for maintaining the vehicle battery when inactive, as well as supplying power for 12V leisure batteries. Our new range of battery maintainers give users confidence and peace of mind that their next adventure will be powered by a quality assured OSRAM product.’ They’re all available now, and all backed by a twoyear warranty.
CB RADIO
Price: £198.50 Available from: www.heritage1948.co.uk
THERE AREN’T MANY PARTS OF AN OLD LAND ROVER THAT AREN’T PRONE TO WEARING OUT. One of them that definitely is, but which is unlikely to be the first thing you think about when the subject comes up, is its seats.
Chances are you’re now picturing a cabin with the classic combination of semi-derelict dash, dog-eaten front seats and ingrained dirt everywhere. But the inward-facing rear benches are in a high-traffic area too – and the traffic in question tends not to be what you’d call gentle. Tools, machines, animals, dead animals, half a ton of pea shingle, half a ton of drunk labourers on the way back from the pub… every cliche under the sun applies, and all of them have the potential to take their toll on your Landy’s rear seats.
Hence these 2-Man Galvanised Bench Seats in black vinyl, which are now part of the high-quality, made-in-Britain range offered by Heritage 1948. These have been designed to perfectly replicate the original rear load seating found in Series Land Rovers since their first launch in 1948, and promise a traditional appearance combined with modern durability – not to mention precision manufacture to the highest standards of quality.
The seats are based on a heavy-duty galvanised frame and feature high-density foam padding, giving them improved comfort over the original. This is wrapped in a durable black vinyl which ought to be hard to damage but easy to keep clean.
The seats fit directly into the load area of any Series II or III and any 90 or 110, including pre-Puma Defenders, thus covering the entire range of production from 1958 to the end of the Td5 era. Resting on the wheel box in the traditional way, they mimic the traditional folding operation of the originals, with retaining straps allowing them to be stowed vertically when not in use.
The benches come complete with a full fitting kit promising hassle-free installation. Seat belts aren’t included, however Heritage 1948 can sell you those too.
YOUR SUSPENSION TO
is a very common way of improving the ride quality on a leaf-sprung vehicle without ruining its load-carrying ability. Britpart offers a range of options to cover Land Rover’s Series I, II/IIA and III, including all the various wheelbase and model configurations. Prices quoted by major Britpart stockist Rimmer Bros is £222 per pair for the front axle and £294 for the rear. You’ll find them at rimmerbros.com.
Heritage 1948 are proud to introduce there all new wheel
The Culbone Dusk is our rst wheel to feature our exclusive Gun metal grey body. This premium 15 inch Hand stitched leather steering wheel has been designed for the Land Rover Defender and is crafted for durability and comfort, it’s thick robust rim ensures a secure grip in any driving environment, whether
Heritage 1948 is dedicated to producing a range of outstanding quality canvas Hoods for Series Land Rovers. Unlike some of our competitors, all of our Land Rover hoods are handmade in our Somerset factory from superior quality ‘Moorland’ canvas.
£348.50 (Including Boss Kit)
The Heritage 1948 range of classic Land Rover Hood Sticks parts has been developed to be the most accurate reproductions on the market. Unlike many of our competitors who produce their hoods sticks abroad, all of our hood sticks are manufactured right here in the UK.
Our handmade Hoods are inherently more accurate than machine produced counterparts allowing for an enhanced t and exceptional quality control.
Heritage 1948 has taken great care to ensure all our Land Rover Hoods have an enhanced life span and are all nished with period correct Solid Brass ttings.
your Landys on rugged trails or city streets. Meticulously designed and built with the craftsmanship synonymous with Heritage 1948. The gun metal grey is set o against a classic three-spoke design, enhanced by clean, crisp slots, adding a timeless touch to your Defender’s interior. +44
Shaped by hand operated tooling in the same process the original parts where manufactured, we have selected a high quality steel and low volume galvanising to produce the most accurate period correct Land Rover Hood Stick sets on the market. £565.00
Words: Olly Sack Pictures: Legacy Overland
Shire horsepower
When you think of it, the county town of Bedfordshire sounds like it ought to be a sleepy kind of a place. So Project Bedford, which was the name given to this deceptively standard looking 1984 Range Rover, is actually a pretty apt name for a tidy Classic that turns out to be a remanufactured street sleeper
With some towns and cities, history has left everybody knowing exactly what they’re there for. Wycombe is all about chair making, for example. Burton on Trent is the nation’s brewing capital, Dover is the port for getting to France and Swindon and Crewe flourished on the back of the railways.
But others are not so obvious. Like Bedford. Yes, it’s the county town of Bedfordshire – but what’s it actually for? Aside from getting to the other side of the, er, river Bed, obviously. The answer is lace-making. And wool. And then brewing. Which gave way to engineering. It’s had two castles, both of them long gone
courtesy first of marauding Danes and then of a marauding King Henry III, as well as a Great Fire (the Great Fire of Bedford, it was an actual thing) and an even greater flood. It’s one of those places that seem to have had a go at more or less everything – and put up with more or less anything. Oh yes, and one of the greatest off-road vehicles
of all time that’s not a Land Rover, the Bedford MK/MJ, is named after it. That’s probably quite a contrived way of comparing it to a Range Rover. Or vice versa. But what better name for a vehicle that does whatever you ask and copes quietly with anything you care to throw at it, then makes you want to drive it across Africa?
Bedford is a town of many talents –and, here, a Range Rover of even more talents than normal.
The folks at Legacy Overland always name their projects. This one was called Project Bedford – we don’t know why, though it almost certainly wasn’t anything to do with the number of different industries the town has hosted
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over the years. No need to over-think it, in any case. Mainly, it’s a glorious example of what the company does.
Industrial quirks
Which is what? You could call them restorers, but what they does goes beyond that. The company takes old 4x4s, strips them all the way down and starts again from scratch, adding a combination of modern refinements and individual quirks as it goes. Its vehicles manage to be at once rooted in their past and resplendent in the glories of their new lives; most of all, they’re built to the standards you’d expect of an OEM.
Unusually, Legacy Overland doesn’t limit itself to working on one brand. We’ve featured its Range Rovers in the past, as well as 90s, Land Cruisers and G-Wagens. This variety says it’s not
working to a formula, and that it bases every build on sound engineering rather than just bolting on the same old bits over and over again.
Having said that, Project Bedford does have something we’ve seen on a few of Legacy Overland’s vehicles before. If you know your industrial engines, you’ll know that the diesel sets in the Titanic were made in the town by WH Allen Ltd – which was later taken over by none other than Rolls-Royce. Not that it made the sort of unit you’d put in a car there, given that they were designed to go in oilfired power stations.
So no, it’s not a Roller lump under the Rangey’s bonnet. It’s a 6.2-litre Chevy LS3. Much more American –and, with a six-speed auto box behind it, ideally suited to the vehicle’s velvet glove, iron fist character.
Above, left: There’s nothing much wrong with the original Rover V8 – it’s the engine upon which the Range Rover legend was born, after all. But the more the merrier, especially where horsepower is concerned, and the LS3 Chevy V8 has 420bhp so that’s that taken care of. As you can see, it means the old four-door now identifies as a Corvette and that’s the kind of lifestyle choice we can all understand
Below: Early-style bumpers take the truck’s image back to the 1970s, even though it’s actually an ’84. Legacy Overland are great at details but they believe in bringing their vehicles up to date too, so they stopped short of installing a pre-rusted lower tailgate and broken upper catch
Left Rostyles always look SO right on a first-generation Range Rover, especially when they’ve been refurbished, powder coated and wrapped in a crisp new set of 215/85R16 Firestone Destination X/Ts. Even so, when you see them on a four-door that looks like this there’s definite potential for a double-take
Below: The door handles that launched a thousand parts-bin jokes. When something is this perfect, why would you want to change it?
Period dash includes little hints at the modernity that’s been built in during the restoration. Legacy Overland wouldn’t let a vehicle out of their sight without giving it an air-con system worthy of its status. Similarly, entertainment comes from a high-end Blaupunkt stereo with a sub, amp and multiple speakers in the doors (well, entertainment comes from the engine and music comes from the stereo, but you get what we mean)
Doing its thing via a rebuilt transfer case, the big V8 puts out 420bhp. A little more than the 3.5 Rover unit with which this 1984 four-door started out in life. You’ve got to dream big, though. Look at it, though, and you wouldn’t immediately identify this as a Range Rover that’s been hotted up. There’s clearly been a lot of love shown to it, but even with a custom paint job it still looks far more standard than it actually is. A sleeper and no mistake.
Steelers Wheel
Keeping with the standard-looking theme, the big LS lump turns a set of Rostyle steelies which the Legacy team restored and powder coated to give them a better-than-new shine. The transfer box dishing it out was rebuilt too, and a further nod to originality comes in the shape of an early-style front bumper. There are so many ways of making a Range Rover stand out from a crowd that it turns out the best way to do it is not to use any of them. It’s similarly retrained inside, which isn’t to say a mountain of work didn’t go into making it as good as it now is. The seats and doors have been fully reupholstered in Palomino leather, and below them is a period-correct chocolate brown shag pile carpet set. The dash was fully restored too and the wood trim refinished – a specialist
The typical Range Rover of this vintage will have wood trim that’s faded, tired and dry as a bone. This one still has its original door trims – but they’ve been brought back to their best, and then some
job in itself when you’re talking about actual wood, as opposed to plastic with a picture of some wood stuck to it.
Legacy Overland also designed and made a variety of 3D-printed finishers for use throughout the cabin; these include the bezels for a set of visible speakers, part of a Bluetoothenabled Blaupunkt ICE rig that make a statement all of their own. And an
original-style cubby box was fabricated and installed, complete with a custom installation for power-operated windows whose switches live in 3D-printed housings. ‘For those days when the air conditioning is not needed,’ as they put it.
Another good thing about opening the windows is that you can hear the engine singing out better. Maybe mute
Everywhere there can be
reproduction
the stereo first though, because with a hidden sub and amp boosting its output even an LS3 at full chat might struggle to make its voice heard. The team gave it the full sound deadening works before installing the new interior, too, so you’ll hear the good stuff interrupted only by minimal unwanted noise.
Not that this is a Range Rover that needs to shout about itself. Quite the
opposite, in fact. It’s a four-door that looks more like it dates from the days before such a thing existed – and while it’s clearly a very nice one indeed, it’s only when you get under its skin that you realise just how nice it actually is. ‘Why choose between modern and classic when you can have both?’ asks Legacy Overland – and if this is the answer, it’s a very good question.
leather, there is leather. Well, within reason. Legacy Overland chose Palomino for the seats and doors, not to mention the armrests,
cubby box and so on. Chocolate brown shag carpets provide a perfect complement to the lighter shade of hide
TERRAFIRMA CAMPING EQUIPMENT FOR YOUR
CAMPING EQUIPMENT
Part NumberDescription Details
TF972 Roof Rack 2.2 x 1.0m / Steel Tubular
TF973 Rear Door Access Ladder Discovery 3 / Discovery 4
TF1720 Camping Chair Heavy Duty / With storage bag
TF1721 Marshal Stool Folds flat for storage
TF1211 Water Bottle 660ml / Stainless Steel
TF1212 Travel Mug 600ml / Stainless Steel
TF1213 Water Bottle CarrierInsulated / With Shoulder Strap
TF1730 Fire Pit Stainless Steel
TF1726 Expedition Shovel 1.3m handle
TF795R Dry bag 80 Litre
TF794B Dry bag 10 Litre
TF902 Expedition Storage Box 160 Litre Capacity
Whether you’re embarking on an off-road expedition or packing up the kids for a summer camping trip in your Land Rover, having the right gear makes all the difference.
Prepare for your next camping adventure with high-quality, purpose-built gear that ensures a smooth and stress-free experience—wherever the road takes you!
Land Rovers are returning to Newark Showground this August for a day filled with Land Rovers!
Exhibitors old and new will join us, selling everything from parts & accessories to tyres, clothing and toys Talk to overland adventure specialists about your next trip, discuss modification options with companies with the know-how and other experienced Land Rover owners.
Issue 141: July 2025
Defender’s Dakar dream team
As progress towards its debut in the 2026 Dakar Rally continues apace, Land Rover releases more details on the Defender D7X-R that will compete in the event – and announces a stellar line-up of drivers to spearhead its three-pronged bid for victory
Question: How do you win the Dakar Rally in two easy steps?
Answer: 1) Get Stéphane Peterhansel to drive for you. 2) Er, that’s it.
It’s not quite that simple, obviously. But experience is everything in the Dakar – and the much-decorated Frenchman is a winner for hire.
During a career stretching back to 1988, Peterhansel has won the Dakar 14 times. He started on two wheels, winning six bike titles for Yamaha in ten attempts before switching to cars – since when he has raced for Nissan, Aixam, Mitsubishi, BMW, Mini, Peugeot and Audi. He scored an exceptional second place overall in 2000 aboard
an Aixam Mega before winning three out of the last five Dakars to be held in Africa during Mitsubishi’s half-decade stranglehold on the event. Since then he’s won three times for Mini and twice for Peugeot, with two other podiums and three fourth places thrown in.
The maestro’s figures have not been so successful in the last few years,
however, with three frustrating events aboard Audi’s revolutionary electric racecar followed by a year off in 2025. But the big news is that Peterhansel will be back for 2026 – and he’ll be returning behind the wheel of a Land Rover Defender.
Peterhansel was unveiled at the conclusion of a testing event in
Morocco at which the first prototype of the Defender D7X-R was put through its paces amid the dunes of the northern Sahara. He’ll be joined in the team by Lithuania’s Rokas Baciuška, who followed podiums in his first three Dakars aboard T4 and T3 class CanAms with an 11th place in the cars category this year aboard a Toyota
Hilux – making him one of the most promising young drivers around.
A third driver will also be recruited further on in the programme’s development (see the end of this article for further news on this). Land Rover will campaign three Defenders at the Dakar, with two of them also entered into the full 2026 FIA World Rally-Raid Championship (W2RC) programme.
The Defender D7X-R is a purpose built competition car, however as a Stock class entry it’s based on the same body architecture, transmission and driveline layout as the production model. It’s powered by the 4.4-litre twin-turbo V8 engine from the Defender Octa, which produces 635bhp and 590lbf.ft in that vehicle.
‘It’s a fantastic feeling to be sharing these first images of the Defender Dakar D7X-R prototype with the
world,’ comments Defender boss Mark Cameron. ‘The team is really starting to take shape as we develop Defender to compete in the Stock category –which means the competition D7X-R will be very closely linked to the production Defender.
‘It’s also a special moment to announce our two drivers for the W2RC in Stéphane and Rokas, each of them bringing something unique to the team and with human endurance being such a vital component of World Rally-Raid success. Competing in the Dakar Rally and W2RC will be the ultimate proving ground for Defender’s capability, durability and performance and it won’t be long until our competition Defender D7X-R will be put through its paces on the world-stage.’
Following on from the test session, Peterhansel commented on his initial
impressions of what will be the eighth make of vehicle he’ll have driven on the Dakar. ‘I am delighted to begin a new chapter with Defender. The World Rally-Raid Championship is the pinnacle of rallying and off-road competition, while Defender is an iconic and capable 4x4, so for me it’s the perfect match. The team is committed to the championship and has a passion to win. I’m looking forward to taking on this new challenge and together I hope we can take Defender to the top step of the podium.
‘Despite competing in many Dakar Rallies before, both on bikes and in cars, I’m looking forward to entering the Stock category – and I’m excited to take it head on with this team. It’s been amazing to get behind the wheel of the Defender D7X-R prototype for the first time in Morocco. While it’s early
days, our testing is moving in a positive direction for our preparation for our Dakar Rally debut in 2026.’
While the Dakar has always had a class structure recognising the differences between the various kinds of vehicle eligible for the cars category, the 2026 running of the W2RC will see
a new set of regulations introduced with the aim of adding significant extra competition to the Stock class. The organisers say this is a response to the increasing popularity of performance 4x4s and SUVs, explaining that the new rules will allow the vehicles to benefit more from the power their
The Defender D7X-R is tasked with taking on the world’s best at the Dakar – and proving that a production class Land Rover can thrive in the most punishing conditions. Dishing out the punishment will be Dakar legend Stephane Peterhansel, a 14-time winner of the event on two wheels and four. He’s supported by two of the hottest young properties in cross-country racing: Lithuania’s Rokas Baciuska finished 11th in the Cars category this year after previously taking two podiums in T3 and T4 Can-Ams, while Californian native Sara Price is Baja 1000, Extreme E and Stadium Super Trucks veteran as well as being one of only three women even to have won stage on the Dakar. This is a team that means business
engines produce. It promises to make the race more of a spectacle than ever, with vehicles that look like familiar school-runners travelling at speeds even some of the top prototypes would struggle to match. The competition may turn out to be ferocious – but Land Rover has laid down the biggest
possible marker by recruiting France’s legendary winner-for-hire.
STOP PRESS: As we were going to print on the issue of The Landy, Land Rover announced that the third driver in its Dakar team would be Sara Price. A 32 year old native of South California, she’s perhaps best known for the hattrick of stage victories she achieved for Can-Am in the 2025 Dakar. This makes her one of only three woman in the event’s history to have won a stage, an honour she shares with fellow SSV driver Cristina Guttierez and 2001 champion Jutta
Kleinschmidt – who remains the only woman to have won the even overall.
Price has raced in Stadium Super Truck, Extreme E and Trophy Truck disciplines. In the latter, she has taken podium places in the Laughlin Desert Classic and Baja 1000, where in 2019 she became the first IronWoman after
solo driving the entire event, as well as becoming that year’s TT champion.
‘Defender is an iconic vehicle with extreme capabilities, as well as a brand fuelled by purpose,’ said Price. ‘To drive for this British adventure brand at such a huge moment in its history is an amazing accomplishment for me.’
Keeping a Legend in trim
Croytec are dedicated to developing products with style and quality
We give form to our components by machining detail into them with chamfered edges and rounded corners, under cuts, engraving and much more. We take time with care and attention to detail to ensure we deliver quality products. Our products have become a feature to many Land Rovers worldwide.
Alongside our aluminium interior and exterior trim range, our Special Order Service offers leather trim which can be designed to your requirements incorporating our colour anodised parts, to give you the ultimate Enhanced by Croytec Defender.
The Landy Buyer
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.
The Series I, particularly in its 80” guise, is the most sought-after of
Gone are the days where you could use a Series I as an actual Land Rover. Because with restored examples changing hands
£5000-£85,000
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 Series I (1948-1958)
Cons: Not yet as desirable as the earlier Series models Series III (1971-1985)
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.
£2500-£35,000
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
Lightweight (1968-1984) £3500-£22,000
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
Early
These
Rovers
coilsprung suspension, new engines and a world-beating level of rugged off-road capability.
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
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
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.
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.
refinement, but this is seen by many experts as the best Defender of them all.
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
Cons: Bulkheads and chassis rot, springs prone to seizing Series
The Series II/IIA has a wider stance than its predecessor and adds an extra (thin) layer of
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.
Pros: A sound investment to restore – and enjoy
Pros: A Land Rover like no other, if that’s what you want Cons: Especially brutal to drive, and to find parts Series IIA/IIB FC (1962-1971) £2500-£15,000
Forward-Control models differed from everyday Series IIs by
Only ever
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.
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…
£7500-£26,000
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 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
The 127
work truck tend to go for a later 130, so the 127 is more of an enthusiast’s
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
The Series III wasn’t too dissimilar to the Series IIA in mechanical
Forward Control Land Rovers are a cult within a cult. They’re a real
The Tdi engine, which arrived with the Defender name, can
was built on a special production line in Solihull which
Defender 300 Tdi (1994-1998)
The 300 Tdi engine is very different to the 200 unit it replaced, though
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
£3500-£40,000
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
TDCi (2007-2016) £6500-£275,000
The last Defenders gained modern 2.4 and 2.2 TDCi engines and
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
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.
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.
still be a DIY machine. Parts are in plentiful supply, as is specialist knowledge – and it’s one of the best Land Rovers ever.
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
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
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
Range Rover (2002-12) £2200-£24,000
The Mk3 Range Rover hit new
of luxury and was more reliable 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…
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
The Td5 engine is arguably Land Rover’s most reliable unit and it’s
Despite having more electronics than the Tdi, a Td5 Defender can
(2020-on)
If the subject of the new Defender comes up in enthusiast circles, try
The fourth-gen Range Rover is a majestic 4x4. All the engines in the
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
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
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.
a supreme off-roader as well as
Pros: Off-road capability, power, overall reliability. Very well suited to being modified
Cons: Rear chassis, premium prices, monstrous road tax on later vehicles Defender Td5 (1998-2007) £3000-£35,000
£45,000-£185,000
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
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
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
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.
The Freelander 1 is a cheap gateway into Land Rover ownership.
The Freelander 2 was a massive improvement on the model
The original Rangey is a classic you can use everyday – and there
A Mk2 Rangey in good working order is still a sensational car to
Range Rover Sport (2013-22)
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.
£13,500-£65,000
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…
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
£80,500-£145,000
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
When the Evoque was launched, it signalled JLR’s intent on hitting
and
Evoque (2011-19) £4500-£31,000
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 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.
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.
Cons: Cramped rear seats, not as practical as a Disco Sport Range
Pros: Economy, handling, iconic concept-car image
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
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
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 Range Rover Velar (2017-on) £22,500-£85,000
The interior was Land Rover’s most advanced cabin yet when
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
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.
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
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.
There are some tidy deals to be had on late high-spec examples now – though if you do a
The Disco 3 is an astonishing allround vehicle.
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,
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
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 Discovery (1989-1998) £800-£15,000
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
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
Most Range Rovers all look the same at the front now, but the new
The Velar a competent cruiser
has received numerous accolades
The original Discovery was based on the Range Rover of the time,
The Disco 2 is powered by the Td5 engine, one of Land Rover’s
It’s
Disco Sport came along only four years
Series III Lightweight FFR (1971). 89,600 miles. 2.5 diesel. Overdrive, FWH, spare fuel can. New hood, water pump, 3-point seat belts. Immobiliser. Clansman whips. £13,000. Middleton, Leics. 07748 362892 06/25/001
Defender 90 (1985). Galv chassis, bulkhead, inner arches, shock towers. Refurbed Disco 200Tdi, dislocation cones. Huge list of new parts. MOT exempt, tax too next year. £14,000. Blackburn. 07544 426104 07/25/002
Defender 110 CSW (1993). 74,000 miles. 200Tdi. One-family vehicle. Always waxed, always fully maintained. Salvaged in 2015 with full respray plus SD rack and alloys. MOT Feb. £14,999. Bordon. 07789 760071 06/25/005
Series I 80” (1953). Correct 2.0 engine, gearbox and axles, first class chassis and bulkhead, great bodywork. Amazing patina, wonderful to drive. Restored in 90s and in 2015. £21,500. Macclesfield. 07843 281455 06/25/012
Defender 110 300Tdi SW (1999). 131,000 miles. Ex-RAF. Solid original chassis and bulkhead, original engine and box. XS alloys, winch, snorkel +2” suspension, tent, diesel heater. £14,999. Dalton-in-Furness. 07841 668629 06/25/013
Series II 88” SW (1959). 2.5 diesel, Series III box professionally installed. Recent £10k recommission. Chassis professionally repaired, new brakes and electrics. New tyres, fresh repaint. £27,500. Bedworth. 07423 380179 06/25/008
Defender 110 Utility CSW (1994). 147,555 miles. Extensive rebuild. Excellent chassis and bulkhead. Superwinch, 2” lift, HD rock sliders, snorkel, rack, awning. Full interior retrim. 35” BFGs. £30,000. Torquay. 07799 453416 06/25/011
Defender 110 (1987). Est 116,000 miles. Imported from Singapore and restored in 2018. Excellent bodywork and paint. 4C engine, Bluetooth stereo, Marshall speaker. £16,000. Bristol. 07799 338898 06/25/006
764712 05/25/008
Discovery Commercial 3.0 SDV6 auto (2012). 146,000 miles. 2-seater. Leather, climate, heated seats, parking sensors, DAB, Bluetooth. Towbar fitted. Loire Blue. MOT Jan 26. £6500. Rochdale. 07989 012119 05/25/009
Manufactured from high-quality, hard-wearing and corrosion resistant materials to counteract any unforeseen obstacles your Land Rover may encounter whilst off-roading. All fixings are supplied and the guards fit into the vehicle’s pre-existing holes. Each guard has holes at the front to allow for water drainage and also to help with ventilation for the cooling system.
DA5507 Defender - 1985 -2006 & 2007 onwards
Main plate - 8mm thick; brackets - 8mm thick
DA5507LHD Defender - 1985 -2006 & 2007 onwards
Main plate - 8mm thick; brackets - 8mm thick
VPLEP0436LR New Defender 90 & 110
Robust, 5mm anodised aluminium. Protects lower bumper area and radiator when driving off-road. The undershield is also reinforced by the mounting assembly which enhances the protection. Allows easy access to the recovery loop which facilitates recovery of the vehicle if grounded.
Main plate - 5mm thick; brackets - 5mm thick. Note - For use with Discovery 2 winch bumper DA5645
&
&
An essential purchase for any off road use as they prevent damage to the underside of the engine and the intercooler at the front of the vehicle. Manufactured from 8mm 5083 aluminium with a smart silver or black finish and supplied completely machined and drilled ready to bolt directly to the 4 pre-drilled holes in the chassis with supplied galvanised fixings. The guard requires no additional drilling just unscrewing and unclipping of the plastic OEM parts. Fitting should take 5 minutes.
DA7530 Discovery 3 Silver finish
DA7530B Discovery 3 Black
Sump Plate DA7536
Discovery 3
DA7535 Discovery 4 Silver finish
This sump plate protects the underside of the engine and allows the car to slide over objects, forward and backwards due to the rear lip. With a natural finish the plate is made from 6mm 5083 grade aluminium and has been water jet cut to a precise finish. Plate bolts directly into existing holes and bulkheads already in the chassis, using the standard Land Rover fixings.
Transmission Guards DA5625 Defender - Td5
Reduce damage to your Defender 90. Made from galvanised steel, this transmission guard protects your 90’s gear box and cross members from snagging and reduces damage to your vehicle. Bolts on and is easy to fit and importantly it is also easy to remove when your vehicle needs servicing. Note - Only fits with centre exhaust removed and pipe fitted.
DA7532 Discovery 3
This transmission plate protects the underside of the transmission and allows the car to slide over objects. With a natural finish the plate is made from 6mm 5083 grade aluminium and water jet cut to a precise finish. Plate bolts directly into existing holes and bulkheads already in the chassis, using the standard Land Rover fixings and two additional fixings.
Note - Can only be fitted when sump plate (DA7536) is also fitted.
Fuel Tank Guards
Protect your Defender’s fuel tank. Manufactured from 6mm aluminium.
