The Landy - May 2020

Page 1

Page 7: In this time of uncertainty, our Editor issues a rallying call for every Landy fan to heed


MAY 2020



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Wild, untamed and sensationally beautiful, this is the perfect place for a road trip aboard a Land Rover. And if driving all the way up there aboard a Defender doesn’t appeal, the solution is at hand. WildTrax offers prepped 90s for hire, allowing you to explore the area from its idyllic base near Loch Ness – aboard a proper Landy!

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Defender 90

Pricing Announced


and Rover has confirmed that the cheapest version of its new Defender 90 will cost £40,290. Order books are now open for the vehicle, following on from the ‘unprecedented demand’ Land Rover says it has experienced in response to the launch of the 110 version late last year. The 90 is initially available with a choice of four engines. Most sales will go to the 2.0-litre SD4 diesel, whether in 200 or 240bhp form; a 300bhp Si4

petrol engine provides an alternative that’s price-matched to the latter, while the 400bhp i6 is reserved for the range-topping X 90 model. Even with the entry-level SD4 200 engine, prices climb to £47,595 for the mid-range SE model. With the SD4 240 and P300 Si4 units, the HSE trim tops the list at £55,475, while the P400 i6 X will set you back a monstrous £75,475. That will only be the beginning for many buyers, too. Land Rover reports

that of the 1.21 million Defenders that have been configured online since sales began, more than half have been specified with one of its four option packs. Perhaps tellingly, the Urban Pack has been the most popular of these. Later this year, the Defender 90 and 110 will also become available in commercial form. Land Rover says prices for these models will start at around £35,000 plus VAT.

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Gibson’s Gab

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Tim Gibson has resolved to drive every vehicle in the current Land Rover line-up this year. But has he peaked too soon? Words: Tim Gibson It seems a long time since my family and I made our News Year’s resolutions, but I was careful to pick one I could actually stick with for 2020. No silly notions of giving up booze, meat or chocolate for me. And even less thought of taking up some ungentlemanly activity like running or – worse still – going to the gym. Nope, I set myself a target that I actually want to achieve: to drive every vehicle in the current Land Rover range before Big Ben rings in 2021. I’ve chosen a good year to do it, because completing my mission will inevitably involve spending some quality time with the new Defender. Not as stupid as I look, am I?

Of course, the success of my endeavour largely depends on the good will of Land Rover’s press office, and the continued existence of editors prepared to commission my work. But allowing for those two variables, I’m quietly confident I’ll make it through with every box ticked. Trouble is, I think I peaked too soon: before 2020 had even begun, to be honest, by driving the new Range Rover Evoque at the tail end of 2019. You may remember me writing about it in this exact publication. It rather upset my applecart, in so far as I’ve never really seen myself as an Evoque sort of a geezer. Yet there I was, quietly sobbing when the man came to pick it up at the end of my test and pleading with him to take my

wife’s Subaru instead. Or my wife, for that matter. Which meant my subsequent test of the new Discovery Sport was always bound to pose a challenge. I’ve always admired the Disco Sport and thought the first iteration was a decent motor. As a former Freelander 2 driver, I didn’t buy into that nonsense about it being an unworthy successor. It was great to drive, practical, handy off-road and had the added bonus of seven seats. What’s not to love? Well, here’s the thing. If your last experience of a brand-new Landy was the Evoque, even the latest Disco Sport inevitably feels like something of a come down. It’s odd, because in many respects the cars are similar: the seats are just as comfy as the

Evoque’s, the switchgear bears a clear family resemblance. Even the steering wheel feels the same (bar the “Discovery” emblem emblazoned in the middle, obvs). So a lot of this is about perception: the Disco feels somehow more utilitarian, more work-ready. It’s certainly a better vehicle for my lifestyle, what with the kids and dog and regular trips to the tip and everything. And yet. I couldn’t help but compare it to the Evoque at every turn. It was

like sitting down to a McDonald’s the day after dining at the Savoy Grill. And while it’s certainly the case that, if I were buying a factory-fresh vehicle tomorrow it would be the Disco Sport I ordered, I just didn’t connect with it in the same way as its smarter, more luxurious little cousin. Which just goes to show. Sometimes what you love isn’t what you need. But I reckon I should probably drive the rest of the range, you know, just to be sure…

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Organisers of the Great British Land Rover Show, due to take place at Newark Showground on Sunday 19 April, have taken the difficult decision to postpone the event, following the Government’s ruling on mass gatherings in light of the Coronavirus pandemic. The show will be postponed for a full calendar year until Sunday 18 April 2021, when we all hope that the current situation will have dissipated and a sense of normality will have returned to daily life. At present, the usual Stoneleigh Park edition of the Great British Land Rover Show, held at the end of each November, remains unaffected by the current situation, although the organisers ask people to check the show’s website for any updates. The address is as follows: We are normally entering the start of the show season, but other events may well follow the same path in the coming weeks as it remains unclear how long restrictions will be in place. The November instalment of the GBLRS is still scheduled to go ahead and tickets are available at half price via the show website. Organisers and exhibitors alike will be aiming to give you the very best show upon its return, and we all feel the disappointment of not having the usual array of Land Rover events on the horizon. Check other websites for other shows usually held over the next few months to see if they are still being held. We all love having a day out in our Land Rovers and enjoying the Green Oval community as one, but at present the main concern is the safety of families and friends. So until normal service resumes, please stay safe out there and abide by the guidance provided.

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Can I have a word...


nly last month was I bigging up the approaching Land Rover show season, unknowingly praising something that has very quickly been quashed because of the events in recent weeks. I speak to you now, not as a fellow Land Rover fan, but as a fellow human being. The current Coronavirus pandemic is like nothing our generation has seen before and daily life has become a surreal reality for many of us adjusting to a new world behind our closed doors. Firstly, make sure that your family and friends are safe. Look out for one another, even if that means picking up nappies for your niece or grandad, or simply making sure relatives have enough of the things everyone should have – and not just a select few who have decided to stockpile at the rest of society’s expense. Be sensible, and only travel out for work or essentials that you and your family need. Remember, one infected person need only take one unnecessary trip and the consequences could be that someone’s frail grandparent or sick sibling is at the end of the domino effect and they might not be strong enough to fight the virus. But crucially, besides staying safe, I want you to promise me something. Promise me that when all of this is over, you will take that trip you’ve been meaning to do in your Landy. Finish that project you’ve been toiling over for the last three years. Life is too short. Go and do what makes you happy. You won’t miss something until you realise it’s gone. So travel more, take time doing what you love and make sure there’s never a Land Rover too far away. Until next time... Mike Trott, Editor michael.trott@

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

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Issue 75: May 2020

Brightest for longest.







In Gear

The very latest gear you need for your Land Rover

Shocking Britpart’s Cellular Dynamic shock absorbers have been around for a while, as have leaf-sprung Land Rovers. Stands to reason that you should be able to get one to fit the other, then, doesn’t it? These shocks have a cellular foam insert instead of the more typical nitrogen gas. This is to stop the oil in the shock from boiling. The foam takes up less room, meaning there’s as much as 50% more capacity for oil. The result is better heat dispersion, which in turn gives the vehicle ‘a very subtle but controlled ride that will not fade no matter how hard you push them.’ Yes, this really is leafers we’re talking about. The latest addition to the range offers a long-travel option for both long and short-wheelbase Series Landies. Yes, there are still some that haven’t been restored into hundred-grand classics, apparent-

ly. The front shocks measure in at 460mm open and 305mm closed, while at the back it’s 580mm/360mm for short-wheelbase vehicles and 570mm/355mm for long ‘uns.

Sounds like something worth investigating, right? Finally, there’s something that’s not a shock. Visit and you’ll find out all you need to know.

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MUD UK has launched its new Td5 Double DIN Console, which replaces the now obsolete factory 2002-2007 Td5 Defender single DIN radio fascia, giving you access to more modern in-car entertainment and features in the process. The double DIN head unit not only allows for a larger and more functional touchscreen, but its design is stronger than the original single DIN unit, yet still uses the factory fittings

so you don’t need to start taking an axe to the dashboard. An injection moulded manufacturing process ensures perfect fitment and this simple to install upgrade comes finished in either Matt Black or Brunel Silver. The former costs £149 plus VAT and the latter £199 plus VAT. To order your double DIN unit, head over to the MUD UK website

Table Trumps If you don’t have the luxury of being able to house a permanent workbench at home, or of always being at home when your vehicle needs maintenance, B-G Racing’s Large Folding Table could be for you. The table has a sturdy six-foot work surface – and when you don’t need it, or are stashing it for travel to wherever you’re going to be taking your truck to play, it folds down into a nice practical compact space.

This table, which includes an optional shelf, has weight-rated levelling feet on the bottom of each leg so you can get it nice and steady even at a rough site. It’s made from high-grade mild steel with a durable silver-grey powder coated finish, and the good news is that its price has just been reduced… to £359.99 including the VAT. Want to know more? Then pay a visit to and you soon will.








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Issue 75: May 2020






Not Going Quietly

Words and Pictures: Mike Trott

When police cars retire from service, not every vehicle will have a queue of people lining up to take them home. But when it’s a Land Rover, you can always count on someone to give a Green Oval a new lease of life

Above: Not many Tdi engines appear in Range Rover Classics, but placing one of the greatest engines Land Rover has made with one of its best cars ever made can only be a good thing, right? Below: How the Classic looked before the rebuild with its high-vis grille (Image: supplied by Peter Clarke)


olice cars come in all shapes and sizes, from the small city runabouts to the big armoured riot machines and everything in between. Some of these cars have an element of coolness to them, while others make you wonder how any criminals are ever caught. There are even places where you can buy ex-police vehicles, with the added incentive that emergency services and military machines alike are usually very well kept and abide by strict maintenance regimes. But while the thought of owning a Vauxhall Insignia or even a Peugeot 308 may make you recoil like when faced with clearing the remnants gathered around a plughole, you should know that occasionally you’ll come across a Land Rover formerly run by the men in blue. Today you’ll see Discoverys being used for motorway patrols or even Discovery Sports being called upon for first responder units, but not so long ago even Range Rover Classics were used to protect and serve.

With virtually nothing a Range Rover can’t do, it’s easy to see why the police would turn to such a versatile vehicle. The one you see before you entered service with the Greater Manchester Police back in 1989, acting as part of the motorway patrol team operating from the Birch Services on the M62. Like many police cars, it covered a lot of miles and its early years were full of hard graft. But unlike most others, this is an ex-police machine you’d actually be happy to own. Recently, the Range Rover was up for sale at Overland & Highway based over in Shropshire. It arrived following a thorough rebuild just a couple of years ago and despite its busy life in the force and the many miles its covered since, this Classic still has a hunger for life. Owner of Overland & Highway, Peter Clarke, says ‘Since being released from the police, it has had two keepers, the first using it as their everyday family vehicle up until being laid up in 2001.’ When it left the factory, this Range Rover was powered by the usual

3.5-litre V8 engine that accompanied pretty much every Range Rover since 1970. However, even in 1995, by then the Range Rover had clocked over 180,000 miles and its owner at the time decided to get a 200Tdi unit professionally fitted, alongside an LT77 five-speed manual transmission. The upshot of 30mpg may not sound great, but it was double what the V8 could achieve! Thankfully, this Classic has had an easier ride over the last couple of decades, despite now showing a total 242,000 miles on the odometer. ‘In early 2018, the previous owner rebuilt the vehicle, bringing it back to show condition,’ says Peter. ‘It received a full structural restoration, with any rot replaced with new panels including sills, inner wings, and rear arches.’ To give you an idea of how meticulous the work was, each repair was subsequently painted in etch primer, then received a coat of black chassis paint before being seam sealed and treated to a final coat of epoxy stone chip on the car’s underpinnings.

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Above: Switches on the dash remain, but don’t connect to any lights or sirens at present The work went beyond places you can’t easily see, though, as the exterior was resprayed in the original Chamonix White, paying special attention to the bonnet where the matt black finish was duly preserved, which is a feature specific to Greater Manchester Police vehicles and helps reduce glare into the driver’s eyes. During its time on the force, the front grille wore a high visibility orange colour, but in civvie life it can look a little loud, so the grille was painted black to match the bonnet. Other tell-tale features from its days on the force have remained, such as the switches on the dashboard, although they’re not currently connected to anything. A few shrewd electrical acquisitions and hours spent wiring, though, and you’re looking at a full police spec Range Rover once more. Inside, the Grey Velour trim is reminiscent of the era and has aged well. The Rostyle alloys were shot-blasted and resprayed and best of all the 200Tdi runs like it’s still got decades of life left in it. And that’s probably because it has. Some police vehicles will retire from the force and people may only see it as being fit for the scrap heap. But a Land Rover fan will see the potential in a Green Oval machine and often ensure it can live on for another lifetime. Plus, a police-liveried Range Rover chasing baddies down the M62 at rush hour sounds cool in anyone’s head… Overland & Highway always have fine examples of Land Rovers coming through the doors and you can check out their current stock by visiting the company’s website at Below: Few interiors hark back to different eras like a velour-trimmed set of seats. Luckily, with them being in good condition, they actually look like something you’d be happy to sit on

Issue 75: May 2020



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

Issue 75: May 2020







Clear for Re-entry

Words: Mike Trott Pictures: Arkonik

Arkonik has relaunched back into the UK market, meaning Britons can now order their own special Land Rover from one of the best restorers around. And to demonstrate that the sky really is the limit, we’re taking a closer look at the company’s most advanced build to date…


ver the last few years, if we’ve been doing our job right you’ll have become familiar with the work of Arkonik, with several of their finest rebuilds gracing the pages of this publication. Based in Somerset, this specialist outfit has developed a reputation for high-end rebuilt Land Rovers. But while we’ve all gawped at what the Arkonik team can produce, for the majority of the last decade it’s been the North American market reaping the rewards of their labour.

Taking tired and unloved left-hand drive 90s and 110s from Europe and revitalising them with a new lease of life before shipping them over to the United States or Canada has been the name of the game for Arkonik. And it’s been a very successful one, too. In the last eight years or so, the Somerset firm has exported over 270 Land Rovers across the pond. However, as of late January, Arkonik relaunched back into the UK market and now we’ll see some of their masterpieces remaining right here at home.

Of course, being such a momentous occasion for Arkonik, they couldn’t just send out a press release. No, they decided to mark the milestone with what they do best – an exquisitely rebuilt Land Rover. This couldn’t just be any old rebuild, though. As Andy Hayes, Arkonik’s founder, announced at the vehicle’s unveiling: ‘This vehicle represents our past, our present and our future and the first right-hand drive vehicle we have built in many years, I still keep getting in the wrong side to drive it!

‘The truck is both an accolade and a research device. It has many unique contemporary modifications but is instantly recognisable as an early machine. UJO is our team’s interpretation of a true restomod. For us it is the best of old, the new, and ourselves. ‘UJO’ is a homage to the first Land Rover in the Arkonik story. Back in 2006, Andy bought a 1983 110 with a V8 engine, finished in Stratos Blue. It was the car that planted the Arkonik seed and wore the same suffix as the 21st Century reincarnation you see before you.

To say this reimagining of UJO is impressive would be an understatement. And here’s why. First of all, to keep in line with the original UJO, this 110 has been finished in Stratos Blue – albeit a metallic variant of the colour – and topped with a Cream Pearl roof. The classy painwork isn’t just limited to the body panels, however, as UJO’s chassis has been adorned with a hand-painted full-length mural for a truly unique touch and can be appreciated thanks to the underbody lighting. Top Left: Tarox six-piston grooved and vented brake calipers lie behind 18” EVO Corse DakarZero rims Bottom Left: Arkonik is opening its own Special Vehicle Operations (SVO) branch in Charleston, USA, specialising in meeting the most lavish of customer requirements Centre: 6.2 litres of V8 heaven taken from a Corvette. Yep, UJO has 430 rampaging horses to play with Top Right: Ruskin Design have worked their magic again on this interior with the Burnt Oak leather and tweed combination Bottom Right: Dakota’s digital instrument panel is a top addition

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Issue 75: May 2020


Above: Not many Land Rovers come with a complete mural on their chassis There’s more to marvel at on the outside, too, such as the 18” EVO Corse DakarZero wheels, the decals matching the classic 1980s era and perhaps most notably the side steps – which automatically fold out and retract. Neat. Being a restomod build, this 110 has been upgraded in a number of areas. The Truck-Lite LED headlights are heated, for instance, whilst plastic, such as on the door handles, has been substituted where possible for billet aluminium. The mechanicals, too, have been uprated. In fact, rather extensively. Peer under the bonnet and your jaw will drop as the 6.2-litre Corvette-derived LS3 V8 motor grins back at you. It’ll shout, too, thanks to the Magnaflow stainless steel exhaust positioned at the rear and we can confirm that 430hp really can cause a racket. That all translates to 0-60mph in under six seconds. In a Defender. Rimmer ad LR A5 LANDSCAPE 2019.qxp_Layout 1 17/02/2020 15:54 Page FR2 2 Still, it’s not all go. The six-speed auto brings some serenity and polish to the driving, whilst Tarox six-piston grooved and vented brake calipers have been placed front and rear so things don’t get out of hand. It sits a little lower on Eibach 1” lowered springs and anti-roll bars, with Bilstein gas dampers and Superpro polyurethane bushes completing the suspension set-up. UJO isn’t just a spectacle from the outside, either. Step inside and you’ll be greeted with a special Ruskin Design interior using Burnt Oak Autograin leather and complimenting tweed inserts. The interior is tasteful and classy, too, but perhaps more astounding is the technology that has been woven into the cabin. Apple CarPlay and wireless charging are the sort of options you only get on high-spec new cars, yet alone a Land ORIGINAL, OEM & AFTERMARKET PARTS & ACCESSORIES Rover 110. One of the best features 1948 TO PRESENT DAY has to be the Dakota digital instrument panel, though, which had a driver been Trust us to deliver...Worldwide. Millions of parts in stock. faced with these dials back in 1983 makes you wonder if they’d assume they’d just bought ET’s daily driver. UJO has everything, from a swish dash and interior to a power unit that can bring a smile to the grumpiest person you know. There’s even security Parts service also available for Triumph, MG, Rover, Mini & Jaguar ‘96 on. in the shape of the Defender Defender GPS tracker and a Viper alarm system. UJO can only be considered exemplary and is a reminder to anyone who gazes upon this brilliant Land Rover of the craftsmanship and passion that goes into each Arkonik build. And with that, Triumph House, Sleaford Road, Bracebridge Heath, Lincoln, LN4 2NA. England there’s only really one thing left to say: Telephone: 01522 568000 Fax: 01522 567600 E-mail: welcome back! LINES  OPEN  20/7


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

Issue 75: May 2020





Ahead of the Game

Words and Pictures: Alan Kidd


ast year the Land Rover Discovery turned 30. It marked three decades since the Defender-with-a-different body arrived on the market and instantly became the highest-selling 4x4 Britain had ever seen. But back when the Discovery was a mere twinkle in Land Rover’s eye, a chap up Bolton way was finding his way into what has become a long career in buying and selling the things. Jan Szulec lives on the moors north of the town, and he had just bought a 5 Series BMW when, you guessed it, it snowed.

‘There was nothing I could do,’ he recalls. ‘I literally couldn’t get home. So my wife said to me, “why don’t you get a Land Rover for the bad weather?” ‘I bought an old Series III and parked it outside our house. A few weeks later, there was a knock on the door: “Is the Land Rover for sale?” I said it wasn’t. “How about this much?” I thought, really? And yes, in that case it was for sale!’ Time went on, and Jan learned two things. One was that he loves owning Land Rovers. The other is that other people love giving him money for them. There’s a nice symmetry to that and

some 35 years later here he is, trading as Yan the Landy Man (Y instead of J, to make it easier for people) – a title that came to him more or less by fate when it turned out that that’s what everyone in the area knew him as. These days, he deals mainly in Defenders, though what prompted us to pay him a visit was this rather unusual Mk1 Discovery that he has since moved onto a new home. This started life as an export model destined for Japan. Bringing Discoverys back from out there has become a recognised thing, thanks to the fact that



Bringing an early Discovery back from Japan makes sense, especially when you could be getting a rust-free vehicle. But to stop the British roads wrecking all that’s good, you want to take some extra precautions…

Below: Not to everyone’s taste, but the XS cabin is at least British

they don’t have road salt to contend with (the Japanese use soy sauce instead…) and therefore the Discos’ undersides don’t look like a colander when they make the return journey to Britain. That’s a good start. To make it better still, this one fell into good hands, too. The chronology is a little unclear, but it appears to have made the big trip back west in 2006, first appearing in DVLA records courtesy of a squeaky clean MOT ticket in September of that year. After that, it did its thing for some years before becoming the property of someone who, Jan believes, earned his living as a motor engineer. And this is where things start getting interesting. Obviously, your average early 300Tdi is going to be crustier than a crab’s undercarriage these days, and motor engineer dude, whoever he was, appears to have known this. Bringing in a Japanese Disco is a prime way of getting a clean one

without corrosion – but start using it in British conditions and all that preservation is quickly undone. Not this one. Because some time in 2014, with the odometer freshly ticked round into six figures, it was given a chassis-up rebuild. And not just any rebuild, either, because the chassis, along with the axle cases and other belts and braces, were galvanised. Of course, it’s the Disco’s body that tends to let go, not its chassis. But this has been treated too, and the result is a degree of solidity you tend to associate with, well, trucks from Japan. Elsewhere, stuff has happened but we don’t really know what. The engine and gearbox were both stripped and rebuilt – and while it’s a bit of a mystery, you can tell this is not a standard Tdi. It’s stronger and more alert – and so is the ZF auto box behind it. Basically, it’s the way they should have been from the

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We’re on Facebook: word go. Whatever matey did to it, he did it well. Inside, the cabin is that of an XS model, you know, the seat trim covered in millions of Land Rover badges. We don’t know what happened to the original, perhaps it was just worn out, but Japanese Discos tended to be trimmed in a tan leather that wouldn’t have appealed to typical British tastes. Not that the XS trim appealed to British tastes. It looks tidy enough in this vehicle, though, despite a few sags in the head lining, and it goes well with the bright white paintwork that’s replaced the original dark blue. Whether the correct alloys for an early XS can be called a nice touch is open to question, because it might just have been luck. Or an unusually complete donor vehicle, who knows? It’s got them, anyway. Though it doesn’t have air-conditioning, despite there being a button for it – which even lights up when you press it. This Disco does look cool, in the way a solid Mk1 Disco can hardly help but be. It’s definitely not going to appeal to any G-WAC fetishists, but Jan describes it as ‘a keeper for sure’ – and as that strong Tdi has only been round the clock just the once, it’s well set to run all the way to the moon and back. It’s not an entirely known quantity, but who knew that when this Landy embarked on the voyage home from Japan, it was one day going to turn into something so unusual? If you’re in the market for a good Land Rover at a sensible price, check out Jan’s website – you’ll find it at

Above and Below: You only need to see some of the non-galvanised parts to see how quickly rust can latch onto parts in British conditions


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Issue 75: May 2020






The Dolly Diaries: Part One In the Beginning

Words: Henry Gibson

15-year-old Henry Gibson has bought himself an elderly 90 to do up in time for his 17th birthday. Here’s the first instalment from our newest (and youngest!) contributor


he glow plug light turns out on a bitterly cold day. A deep breath as I turn the ignition. That moment of trepidation as the engine grunts once, twice and a third time. A feeling of elation as the 300Tdi rumbles into life… This is my life each weekend, as I plead with Dad to take the Landy (Dolly, as I’ve named it) on any journeys. Not because of its practicality, or how cool I think I look in the passenger seat. But because of something a non-Defender owner is unlikely ever to understand. Put simply, I love this car, and want to spend as much time as possible with it. Every time I look out of my window at the dented blue paintwork and contorted bumper, a huge smile breaks out on my face. A smile of pure, unfettered joy. A smile that could only be stopped if something unspeakable happened to my beloved Defender. So, with luck, I’m not going to stop smiling any time soon. My love of Land Rovers started at an early age: Dad had a tired Series III that he used as a weekend plaything. Standing beside him as he worked to keep it running, then taking it for the occasional bounce around the village, sparked an interest that hasn’t waned in 15 years. Dad scrapped the Series when we moved back to Devon. He got two grand for it under the scrappage scheme,

which seemed like an amazing return at the time (not so much now, mind). He’s owned pretty much every Land Rover model since, helping to nurture my passion. And now, aged 15, I have one of my own to play with. Dolly had a place in our hearts from the outset. My godfather’s dad bought her new in 1997 and used her on his farm every day. Dad remembers them buying the Landy and always said he’d like first dibs if they decided to sell. So a couple of months ago and with my bank account a few grand lighter, she took pride of place on our driveway.

Now I have that strange relationship that anyone who owns an elderly Land Rover will know well. Every time those glow plug lights go out, every time the engine turns over, and every time I hear the distinctive rumble of the Tdi power plant, my smile broadens. It’s an eloquent expression of appreciation for the adventures we’ve already had, and excitement at the ones yet to come. Wish me luck! Follow Dolly’s progress every month, as Henry recounts his tales of refurbishing a 20-year-old 90. Will it be ready for his 17th birthday? Watch this space!

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Issue 75: May 2020







High and Mighty

Words: Mike Trott Pictures: Mike Trott and Lizzie Bates

The Scottish Highlands is, in the eyes of a serial overlander, just a stone’s throw away from home. But the Highlands also happens to be one of the best places on earth for a road trip in a Landy

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Above: The cabins at Ancarraig Lodges sit up in the hills above Loch Ness


t’s often said that some of the best things in life can be found right on your doorstep. Perhaps not your daughter’s new boyfriend. Or that flaming bag of dog defaecation that appeared after you refused those kids some Curly Wurlys last Halloween. No, maybe it’s best to think in a more metaphorical sense. For example, Wales is just a few hours’ drive away for many of those residing in the UK. And when you’re there you can be treated to some stunning vistas, with hills dotted by sheep, woodland sitting beyond open fields and rivers twisting through sleepy valleys. But if Wales can be found on your doorstep, then you should take a look at what lies at the bottom of your drive. The Scottish Highlands are some several hours further away for most, but it is unquestionably worth those extra miles. The Highlands really are next level, both in terms of the magnificence of your surroundings once up there, along with the literal scale of these sky-scraping mountains. Every direction you look in you’ll find a landscape flexing its grandeur that can only have been created by the brute strength of Mother Nature over millions of years. Mountains stand like elders of the realm above dense forests, broken up by vast lochs that stretch far beyond the eye can see and meadows swaying softly across the floors of the valleys. It

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Issue 75: May 2020

We’re on Facebook: is one of the most mesmerising places in the British Isles… no, make that the world. And fortunately, Scotland has the roads to match. Head north for a few hundred miles and you’ll soon arrive at Inverness, the gateway to the Scottish Highlands, where just a few miles from the city centre there is a company that can help you experience the Scottish Highlands to the fullest. Back in 2016, James Munday and Rosanna Moore started something called WildTrax after relocating from South East England having fallen for the Highlands themselves. And it was this love of the Scottish Highlands that the pair just had to spread. ‘We really wanted to share this place with people, as it became obvious we weren’t the only ones who hadn’t truly appreciated the Highlands,’ shares James. ‘We had a Defender 90 sat on the driveway looking pretty, and a heap of guests staying at our lodge park in Drumnadrochit – Ancarraig Lodges – who we felt weren’t necessarily making the most of the Highlands by staying in one place.’ The solution involved some camping kit and a rooftop tent in order to make their XS 90 even more attractive to adventure seekers and WildTrax was duly born. Before long, James and Rose were adding more Land Rovers to the fleet, complete with state-of-the-art equipment, and the result is a thriving business providing one of the best ways possible to explore the Highlands. To see what all the fuss is about, the other half and I decided to spend a few days discovering the Highlands for ourselves. As mentioned, James and Rose also run Ancarraig Lodges, a collection of cosy cabins situated a couple of miles up into the hills above Drumnadrochit,



Above: Stay in a lodge for winter or camp in the roof tent for summer, the choice is yours overlooking the majestic and legendary Loch Ness. Given our mid-winter arrival and camping being less appealing when there’s the prospect of frostbite, we used one of the lodges as a basecamp and commandeered one of the WildTrax Defenders to do our exploring throughout the days. And that was fine by us. The cabins are all tucked away in their own little spots and they come with a log burner that really makes the place feel like a home from home. Each lodge has a fully kitted out kitchen which you can use for preparing your own meals, the only thing you have to do is bring the food you want. Alternatively, you can use mealtimes as another reason to get out and investigate what the Highlands and neighbouring towns have to offer. Inverness is a hive of eateries and if you’re after a personal recommendation, may I suggest The Rendezvous Café, an

establishment themed around vintage cinema that can set you up for a day in the mountains with the Full Scottish Breakfast. And for dinner, try the Thai Dining restaurant – literally the best Thai cuisine I’ve experienced this side of Chiang Rai. Before you head off into the heart of the Highlands, a couple of useful things to consult are the information booklet found in each lodge, but also the route suggestions found within the other booklet located in the cabin of each Defender. The former helps you get familiarised with the local amenities, whilst also offering suggestions for places to visit and where to eat. The latter expands further into some of the road trips you can enjoy, from scenic drives along the choppy lochs, to roads that you will relive years down the line for both their challenges and their rewards. So what makes the Scottish Highlands such a good place for a road trip?

Continued overleaf

Below: Glen Affric is where you can experience Scotland’s Highland nature to the fullest, with walks along rippling rivers and wildlife waiting to be encountered


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Issue 75: May 2020






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‘Breathtaking, unspoilt and rugged landscapes, teaming with wildlife and big skies. We have beaches, mountains, lakes, rivers, moorland, valleys – you name it, we have it,’ smiles Rose. ‘Added to the natural beauty is the rich



history and unique architecture provided by the castles and stone-built bothies scattered amongst the heather.’ There is much to see and very quickly you’ll find your heart being captivated by the region. A top priority for many

visitors is the Isle of Skye. It’s the sort of place where eyes struggle to comprehend the beauty of the landscape draped out in front of them. But as James and Rose tend to encourage, there is a whole lot more besides the Isle of Skye. One of our early ventures took us along the B862 from Inverness, eventually reaching Fort Augustus after journeying the length of Loch Ness. It’s important to remember that in the Highlands, every route is a scenic route – but some are more enchanting than others. Along the B862, you’ll encounter single track roads and tranquil lochs inches from the wheels of your Defender, there will be silence in the air and a sense of pure oxygen when you breathe in the Highland atmosphere. You’re breathing in life. There’s a few attractions to be found en route as well. We stopped at the Falls of Foyer, a 165-foot torrent of tumbling water that flows into Loch Ness and can be viewed from both an upper and lower viewpoint. If you head beyond Fort Augustus, following the A82, passing both Invergarry Castle and the Commando Memorial, you’ll reach Fort William posted at the foot of Ben Nevis which stands menacingly over the town and stretches up beyond the clouds on most days. If you’re not up for the climb, you can always punt for nearby spectacles like Neptune’s Staircase on the Caledonian Canal, just down the road at Banavie. By this point, the Defender has already shown its brilliance. Not only is it the usual practical tool you expect a Land Rover to be, but because the Defender is so old school, you get an

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Top Right: If there’s one road you want to take, head towards Applecross and take on the Bealach na Bà Above Left: You can travel for miles without seeing another soul – just you, a Defender and a vast expanse of bliss engaging driving experience whatever road you’re travelling down. ‘We’ve always loved Land Rovers,’ explains James, ‘we’ve owned a number personally before now and getting our first years ago was a milestone. Defenders are the ultimate exploration machine due to their ability to go anywhere, and with their cult-like following, they really are the perfect vehicle for the job.’ With no green lanes up in Scotland like you have further south, you might wonder if there’s enough to keep you entertained. But you needn’t worry. ‘Many of the more remote roads can be enough of a challenge to drive on anyway,’ continues James. ‘For example, you could be forgiven for thinking that the road to Plodda Falls in Glen Affric was a forestry track taking you deep into the woodland, but it is in fact a legal road to one of the most beautiful sights in the area. There are plenty of off-road centres up here in Scotland, too, so there is still rough driving to be had if die-hard fans are keen.’ I challenge anyone to not get a little fidgety whilst navigating the Bealach na Bà, though, a mountain pass extending high up into the Applecross Peninsula and on this occasion taking us up into thick cloud with hairpin bends cropping up just 20 metres in front of you. On a clear day, the sights you see from the driver’s seat are just incredible – and even on a drizzly Saturday it still beats most other places in the UK. ‘We always recommend a trip to Applecross,’ says Rose. ‘The Bealach na Bà has the steepest ascent of any

road climb in the UK and is much like an alpine road with plenty of hairpins.’ It’s the scale of things that leaves you in complete awe. The size of the mountains, the distance to the horizon and the sense of just how big planet Earth really is – these adventures really do give you a change of perspective. It’s not all mountains either. Both James and Rose love the Hebrides, especially some of the island beaches. ‘If it weren’t for the nip in the air (and the distinct lack of parasols and sun beds!) you’d think you were in the Caribbean – crystal clear turquoise waters with pure white sands and even starfish. It’s out of this world,’ exclaims James. You need only be in the Highlands for a few minutes and you can feel something telling you you’ll need to return at a later stage. And with WildTrax offering the perfect transport and accommoda-

tion solutions, there’s little need to wait until your next Highland encounter. ‘Scotland is a magical and unique place,’ adds Rose. ‘We have wild lands steeped with ancient history (both made famous by various film and TV series of late). Fantastic travel links make all of this accessible, and visitors will find bustling towns and cities alive with culture, or they can immerse themselves deep into the barren wilderness without seeing a soul for days. Add incredible food, local customs, world renowned traditions (and legends!) and you can’t get much better than an adventure in the Highlands.’ Needless to say, the other half and I wholeheartedly agree. Check out for details on WildTrax adventures and their vehicles for hire, plus info on the cabins at Ancarraig Lodges.


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Issue 75: May 2020


When it rains it pours


t’s been a busy month. We left off heading east along the north of Tanzania to Dar es Salaam. We tucked away the Defender in the basement of a hotel and took a ferry over to Zanzibar for a week on the beach. We are not very apt to beach holidays, so after a day or two of doing nothing, we were itching to get back on the road and continue our adventure. Next up was Malawi, where the rain started. We were now crossing the ITCZ (Inter Tropical Convergence Zone). The ITCZ is where the trade winds of the Northern and Southern Hemispheres converge causing a belt of low pressure that circles the earth near the equator. This area sees some of the biggest thunderstorms in the world and we got to experience them first hand. We spent the week making our way down Lake Malawi. During the days, the weather was nice, with blue sky and very few clouds. But by the time the sun was setting, you could see the






Jannis and Valentina are making a once-in-a-lifetime voyage across Africa, where for most of the time the weather is dry. But, just occasionally, it has been known to rain… hard

Words: Jannis Drew Pictures: Valentina Drew thunderstorms moving in and whilst getting settled in our tents for the night the rain would start and it wouldn’t stop until around 10am. It rained for about 12 hours every day for the whole week, and when I say rain, I mean rain. These heavy rains cause havoc. Drainage isn’t managed well and roads turn into rivers in no time at all. The soil is very sandy so it’s easily washed away, creating huge holes that are then often filled with water. The perfect trap for the unsuspecting 4x4 driver. We then have the problem of water crossings – what were tiny streams are now raging rivers. You can easily get into serious trouble if you don’t do it right, you can wreck your vehicle, your gear and your whole trip in the blink of an eye. We approach all our serious water crossings in the same way. With caution! First off we assess two key factors: how deep is the water and how fast is it flowing. There is no rule of thumb for what is okay and what is not okay. For

us, if the depth is below the top of the bonnet and you can easily hold your foot in the water against the flow, then we start to consider a crossing. A poking stick comes in handy and is a great way to find out what the bed of the river is made up of. Hard is good, soft is not so good. Lastly is to have a look across the river to your exit. When we’re happy the water isn’t too deep, it’s not flowing too fast, the bottom is nice and firm and we have a decent exit point, we take the plunge. Using a low gear, we establish a pace that creates a bow wave in front of us that we maintain and follow all the way to the exit point. Hopefully all goes well and we make it to the other side, but we are always prepared for something to go wrong and if it does, we keep calm and try to take things slowly. A rushed decision could easily put us into a tricky situation, but the key is to properly assess the crossing to begin with and avoid these situations in the first place.

After our wet week in Malawi, we moved west to Zambia. The ground was still saturated and flooded in many areas, but the rains had passed which gave us a bit of a break and a chance to dry everything out. We spent a few days heading down to Livingstone and the Victoria Falls. After all the rain, the Zambezi river was very high and the shear amount of water going over the falls was an absolutely incredible sight. We took the chance to experience the sheer force of the water flowing down the river with a day of white water rafting. It was a fantastic experience and I’m glad to say we survived the strong currents and the occasional crocodile. Back on dry land, we had a very special encounter with one of the world’s most endangered animals. The white rhino. These rhinos are under 24-hour guard to stop them becoming victims of poaching. It’s sad to think future generations may never get to see these wonderful animals if poaching continues.

From an incredible 14 days in Zambia, we crossed into Zimbabwe. This turned out to be an absolute disaster. After a problem with the ATM at the border, we were left with $150 in cash and no other way to withdraw more. With no other option, we spent our $150 on black market fuel, and took the long drive straight to the border of Botswana. I’m glad to say we are having a much better experience in Botswana. We entered close to Francistown, before heading west towards Orapa where the largest diamond producing mine in the world is located. From there we took a little dirt road north and have just spent a night on the Ntwetwe Pan where we managed to get a few incredible shots of the stars. Our plan now is to spend a few days in the Okavango Delta before heading to the central Kalahari and crossing to Namibia. If you want to find out more about our journey, visit our blog at



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Words and Pictures: Mike Trott


ot everyone out there realises the importance of servicing motor vehicles. Indeed, some feel that because servicing isn’t a legal requirement like having a valid MOT, that servicing is just an additional burden that needn’t be of concern to them.

Making sure your Land Rover is properly serviced is imperative for your car’s health. So here’s how to do it on a Range Rover Evoque In reality, it couldn’t be further from the truth. If you want your Land Rover, or whatever car you use, to keep working the way it should and not come to a drastic, terminal halt at the side of the road, then you will do your best to ensure the vehicle meets it regular service intervals.

This month, we’re walking through the more extensive ‘B’ service that applies to the Range Rover Evoque, with the experts at Marrion 4x4 once again showing us the ropes. Evoques, particularly earlier SD4 versions, aren’t too bad to deal with – but remember, all cars need regular TLC.

1. Servicing revolves around lots of checks, starting with the visual inspection of all lights, wipers and controls 2. Generate a list of all you’ve done and note any issues. Here we’re applying lubricant to all moving parts, e.g. hinges



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A business that cares about your Landy and your needs. A company who understands what the Landy is all about.

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3. Tip: carry out work in stages, i.e. on the ground, then up in the air. Here, Ste checks the battery terminals aren’t loose 4. This device, an antifreeze tester, checks the efficiency of the coolant and the strength of its concentration 5. Top up any fluids, such as screenwash. Leave the oil for now as that will be changed with the filter 6. Unscrew the top of the airbox and change the air filter. If it’s a performance filter, wash it and return in place




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We specialise in restoring, rebuilding Land Rover Defenders, galvanized chassis changes, engine upgrade and all types of mechanical & body work. We export Land Rovers worldwide supplying not only refurbished but also used Land Rovers.

7. Now remove the engine cover. There are three bolts – two at the front and one located underneath the air pipe 8. To change the fuel filter, the protective plate needs to removed. Take the plate off the four studs holding it in place 9. Disconnect the four plugs (including the one underneath and use a 6mm allen key to release the fuel filter 10. Install the new filter (remember plug underneath) and use a hand primer to fill the filter and feed lines to the engine



Refurbishment/Restoration Specialist, Land Rover Servicing, MOTs, Mechanical, Diagnostics, SKYTAG Agent, Galvanized Chassis, Body Repair/Paint Shop Works Astwood Bank, Astwood Business Park, Astwood Lane, Redditch. B96 6HH Tel : +44(0)1527 892 377 Mobile : +44(0)7974075932 Email:


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A business that cares about your Landy and your needs. A company who understands what the Landy is all about.

Refurbishment & Restoration|Servicing & MOTs | Mechanical | Diagnostics SKYTAG Agent | Galvanized Chassis | Body Repair | Paint Shop Works


11. The engine bay should be visually inspected, checking belts, pumps, injectors and making sure there’s no leaks 12. Now the car can be lifted slightly. Check tyres for tread and any cuts or bulges, but also for any play in the ball joints 13. This tyre showed signs of cracking with the fine lines starting to come through. This will need replacing 14. Take the wheels off the car and check behind for brake wear on discs and pads etc.





15. While the wheels are off you can also check the CV joints, drop links, springs and other components for any issues 16. Now remove the engine cover underneath the front of the car 17. Inspect the area for any split hoses or leaks at the bottom of the engine compartment 18. The oil filter is next to be replaced. If you’re slow and careful, you can break the vacuum so the oil sinks to the sump



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19. Once the housing has been cleaned and the filter replaced, smear a little clean engine oil around the lip and return 20. To change the oil, place a tray under the sump and release the sump plug with a 21mm spanner 21. While the oil drains, clean the wheel studs with a wire brush and then apply copper grease to the hub edges 22. Fit new tyres if needs be, then lower so they touch the floor but aren’t taking the whole weight. Torque up to 140Nm




23. With the oil finally drained, fit the new sump plug and fill with fresh oil. Usually a smidge over six litres is perfect 24. The final filter to change is the pollen filter. Bit of a pain in the Evoque, located under the dash on the passenger side 25. No dispute here as to which is the old and which is the new... 26. Plug the car into the diagnostics machine to reset systems and clear any faults. Then test drive to check all is well



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A business that cares about your Landy and your needs.



The Landy Buyer

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

Classic Sense


common problem in today’s world is getting more miles per gallon from your car. Years ago, few people cared what was being emitted from the rear of their car, whereas now it’s one of the top priorities to consider when

choosing your new daily runabout, especially with people commuting further than ever before. If you’re a lover of the Range Rover Classic, you might appreciate the car’s aesthetics, but maybe not the fuel bills that come from running a Rover V8.

So, in doing your bit for the planet – and your wallet – why not try one of the later Tdi-powered Classics? The Classic featured on p12 is a case in point – double your mpg figures whilst still having that wonderful Range Rover ride and comfort. Worth a shot?

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

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

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

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

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

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

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

Insure your RR Classic with Adrian Flux from £300

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

* Based on a 1992 200Tdi model, 10,000 miles per annum, 50yo driver, fully comprehensive cover with green lane and offroad use included

£5000-£75000 Gone are the days where you could use a Series I as an actual Land Rover, because with restored and cherished examples now retailing where they’re at, preservation is the aim of the game. The rarer and earlier the vehicle, the higher the price tag gets. But can you really put a price on such an icon?

£2500-£40000 The Series II/IIA carries a wider stance than its predecessor and adds an extra (thin) layer of refinement over the Series I. While the engines have excellent longevity, they need to have been maintained properly. Be thorough in your checks, both under the hood, but also underneath the body.

£2500-£30000 more durable five-bearing crank rather than the three-bearing setup. The transmission also received syncromesh on all forward gears to make it easier to live with. They still carry the simplicity of earlier Land Rovers, but can be obtained for a fraction of the price... for now.

£3500-£22000 ership, with military history and touches often machine-gunning the vehicle. It means you get a Land Rover that could have a few more stories to tell – and you have something that stands out from the crowd. They’re a rare breed, so if you find one, it could be worth keeping hold of.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

£11000-£25000 If you’re going to go the whole hog then why not buy a 101 Forward Control. You’ll have a V8 engine harping away underneath you (literally) and people are likely to clear out of your way when they see you coming in their mirrors. Surely that’s reason enough to buy one?

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

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

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

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

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


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

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

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

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

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


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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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


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

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

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


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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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Issue 75: May 2020

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Steering Wheel Restoration

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South East Eng Cont.

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Issue 75: May 2020







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

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

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

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

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

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

Series III 88” (1972) New MOT. 2.25-litre petrol. Excellent condition for the year. Seven seats, new seating. Equipped with overdrive. £9995. Bristol. 07890 948758

Series II/IIA

Series III

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

Series III 88” Hard Top (1981). 16,000 miles. One owner. Diesel. All new wheel cylinders. Barn find. £6550 no VAT. South West. 07966 130180 02/20

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

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

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

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

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

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

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


Tel: 07842 818294


Hot Picks

Defender 90 300Tdi (1995). MOT Nov ‘20. Galv chassis, snorkel, four fold-up rear seats. Five spare 265/75/16 wheels, tyres. £8000 ono. Wolverhampton, West Mids. 07483 867749 05/20

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Issue 75: May 2020

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

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

Defender 90 200Tdi (1993). 148,000 miles. MOT June ‘20. Recent new items: gearbox, transfer box, clutch, steering box, timing belt, swivel joint. £6000. East Somerset. 01749 841131 04/20

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

Defender 90 Puma XS Low mileage Matching reg plate £8.5k of extras £42000 including plate South Bucks 07730 036910 04/20

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

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

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

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

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

Land Rover Defender 110 Utility TDCi (2010). Ex-electricity board. Front winch, roof rack, side lockers. Fully serviced. £8150 no VAT. South West. 07966 130180 02/20

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

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

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


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

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


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

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


RR L322 Autobiography 4.4 V8 (2003). 146,000 miles. 11 months’ MOT. PSH. Auto. Spectral Blue, one of five from factory in 2003. £3500 ono. Oldham, Greater Manchester. 07970 673738 05/20

Range Rover



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Servicing, Repairs, Diagnostics, Programming, Genuine & Non Genuine Parts Supplied Unit 6 Westmead, Hedingham Road, Gosfield, Nr Halstead, Essex CO9 1UP 01787 469553

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Issue 75: May 2020

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Off-Road Playdays Protrax

Burnham Off-Roaders Tring, Hertfordshire

Slindon Safari

T-3000 New Rugged Front Speaker CB Radio

Tixover, Northamptonshire Slindon,West Sussex

3 May Devils Pit Barton-le-Clay, Bedfordshire

Muddy Bottom

Minstead, Hampshire

Burnham Off-Roaders Tring, Hertfordshire

Explore Off Road Silverdale, Stoke-on-Trent


Muddy Bottom

Mouldsworth, Cheshire

Minstead, Hampshire

Muddy Bottom Minstead, Hampshire

Mud Monsters East Grinstead,West Sussex

Parkwood 4x4

26 April

Burnham Off-Roaders Tring, Hertfordshire

Cowm Leisure Whitworth, Lancashire

Essex, Rochford and District 4x4 Club

Aldermaston, Berkshire


Essex, Rochford and District 4x4 Club Rayleigh, Essex

Frickley 4x4 Frickley, South Yorkshire

Frickley 4x4 Frickley, South Yorkshire


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

10 May

Rayleigh, Essex

Frickley 4x4 Frickley, South Yorkshire

Mouldsworth, Cheshire



Mouldsworth, Cheshire

Tixover, Northamptonshire

Slindon Safari

Slindon Safari

Slindon,West Sussex

Slindon,West Sussex

Thames Valley 4x4 Harbour Hill, Berkshire

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

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

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

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

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

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


19 April

4x4 Without a Club

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4-5 April

17-19 April

Protrax Wiltshire

Off Road Adventure Travel Wales

Onelife Adventure Coast to Coast

1-3 May

Protrax Wales

18 April

Trails and Tracks North Wales

Trails and Tracks Cumbria, Eden and Yorks Dales

UK Landrover Events Yorkshire Dales

2-3 May

7-8 April

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4x4 Adventure Tours North Wales

12 April

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UK Landrover Events Peak District

22-23 April

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4x4 Adventure Tours Norfolk and Thetford Forest

UK Landrover Events North York Moors

25 April

14 April

Trails and Tracks North York Moors

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25-26 April

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17 April

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9-10 May

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Atlas Overland Wessex UK Landrover Events Wiltshire

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9 May

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Carry that extra load with ease DA3072

These roof racks are manufactured from aluminium with a smart black powder coated finish. Fully welded, they are extremely strong, versatile and easy to use. The floor plank profiles are orientated longitudinally which results in a reduction in wind noise. There are nut channels on all the extrusions to allow for easy fitment of 3rd party accessories. DA3072 Defender 90 3 feet per side Weight - 32kg Dimensions - 2,050mm long x 1,500mm wide Vehicle gutter to top of rack - 265mm DA3070 Defender 110 4 feet per side Weight - 38kg Dimensions - 2,750mm long x 1,500mm wide Vehicle gutter to top of rack - 265mm





DA3269 Defender 110 Double cab pickup Defender 130 Double cab pickup 3 feet per side Weight - 27kg Dimensions - 1,600mm long x 1,500m wide Vehicle gutter to top of rack - 265mm DA6529 Discovery 1 & 2 Low profile 3 feet per side Weight - 26kg Dimensions - 2,050mm long x 1,500mm wide Vehicle gutter to top of rack - 265mm Note - Will only fit vehicles without factory fitted roof rails. DA6537 Discovery 3 & Discovery 4 4 feet per side Weight - 23kg Dimensions - 2,300mm long x 1,260mm wide Roof to top of rack - 120mm Note - May need roof rail kit (CAB500120PVJ or CAP500090) to be fitted to vehicle prior to roof rack installation.

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