The Landy - November 2019

Page 16: We take the JLR Classic Works Tour – and enjoy three blissful hours in Land Rover heaven

LANDY

NOVEMBER 2019

THE

ISSUE 69

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It’s been a long time in the making.

But it’s here at last.

Now we know what the new Defender looks like, what it’s made from and how much it will cost. And if the latter doesn’t put you off, this could be the vehicle to rekindle your love for the modern breed of Land Rovers…

Full story: Page 3

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fter being teased with dummies and prototypes for so long we began thinking that we’d been led on, the new Defender is an actual thing. It’s an actual Land Rover that will actually be made.

Unveiled at the Frankfurt motor show, the so-long-awaited-it’s-become-tedious 90 and 110 are well at the other end of the tech scale from the vehicles that once bore the same names. Terrain Response and automatic transmission are standard on all models, as is air suspension on the 110 and their dashboards will be kitted out with Land Rover’s latest Pivi Pro touchscreen infotainment system.

This system is more intuitive and more user friendly than previous Land Rover setups. It is also more connected (yet another word that feels out of place in a story on a Defender) as it will include 14 different apps that will update automatically over the air.

Cruise control and climate control are standard across the range, as are DAB, nav, smartphone pairing, lane keep assist and a surround-view parking aid. You even get an adjustable steering column.

But it isn’t all tech-centric – structural elements are left bare in the dash and bolts visible on the door cards.

The Defender 110, which is the first model to go on sale, has approach, departure and breakover angles of 28, 40 and 28 degrees respectively with its

suspension set to Off-Road height. Max wading depth is 900mm – supported, naturally, by a Wade setting in the drive mode palette, at least on models with the top Terrain Response 2 programme.

The smallest wheels available on the new Defender are 18” in diameter.

Fitted only to the base model, these are – almost unbelievably – steels. Next up the trim levels, the S model gains 19” alloys; the SE, HSE and X all run on 20-inchers.

But it isn’t all as Chelsea as you may think. The new Defender still has some brawn. Towing capacity of a braked trailer is as high as anything out there at 3.5 tonnes, and the payload of 900kg is only a tenth below the average of the pick-up market. It can even carry up to 300kg on the roof, so it really isn’t mucking about.

You can also get an array of seating options, with the 110 available in five, 5+2 seating or six – with a front jump seat. As you may have seen in pictures, the central jump seat completely obscures the rear-view mirror. But this isn’t

Land Rover of old, so that wasn’t dealt with merely with a shrug. No. When the jump seat is lifted, the mirror becomes a screen, displaying the view from a rear-mounted camera. Clever.

At launch, there’ll be a choice of four engines. If you want diesel, you’re looking at the 2.0 SD4 with 200 and 240bhp outputs, while the petrol options are the 300bhp 2.0 Si4 and 400bhp 3.0 i6.

Yes, a 400bhp Defender that hasn’t been molested nor has deathly driving characteristics. This engine is only available in range-topping X trim – which in turn is the only way of getting Terrain Response 2. It’s also the only model with an electronic active diff, configurable Terrain Response, All-Terrain Progress Control and, on the 90, air suspension.

No surprises, this is the one that’ll cost the most – a shattering £78,800.

That’s for a 110, with orders now open.

At the bottom of the range, the basespec Defender 110 D200 is priced at £45,240. Land Rover says that when the 90 goes on sale, it’ll start at around £40,000, and that there’ll also be a duo of commercial models coming, with pricing for these starting at around five grand less than a basic 90.

Land Rover says the new Defender will be available in 128 markets around the world. Engineering boss Nick Rogers says it’s ‘the most capable Land Rover ever made’ – capable of what, we’re about to find out…

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ne of the more unique shows on the calendar is Defender Jam. Held this year at Kelburn Castle, the event is not a single-model affair as the title may have you believe, as it turns the Scottish estate into a haven for all things Green Oval.

As always, the 2019 event was great fun. The weather was not necessarily the best, with three solid days of rain in the run up to the event. But despite these setbacks, the Scots persevered with their usual grit.

People could explore the castle and stunning grounds, wander around the market with stalls from the likes of Fat Face and G-Case. You could try out the famous Land Rover Experience Terrapod or peruse the latest range from Taggarts Land Rover.

A huge variety of Land Rovers were on display, including the Defender Hearse from One Life Lived It, plus wonderfully lovely pizza from the Mission Impizzable Defender and amazing coffee from Bonnie Mountain’s Defender.

Britpart had a presence up in Scotland, along with Mudstuff, 4x4 Overlander, Gibsons Auto Services, Strathclyde 4x4 Response, Retroworks, 4x4 Hire Scotland, 4x4 Adventures Scotland, Warnock Plant Hire and many more.

There was green laning throughout the day across the 3,500 acres of castle grounds that covered areas visitors are not normally permitted to venture.

In the evening, live music from The Weegie Beats, then DJs on the Compact Disco Defender filled the air.

Large numbers of attendees had travelled notable distances – Wolfgang came from Austria in his 110 motorhome and the Strikkars drove from Holland in their Series III V8 – which required a master cylinder after Preston so they drove without a clutch until they were sorted out by the guys from Gibsons Auto Services!

There was also a charitable raffle over the duration of the event, with Marilyn Anderson winning the Britpart rideon Defender in Gibson’s raffle which raised £1010 for Cancer Research.

Keep your eyes on the Defender Jam website for updates on the 2020 show and here’s to hoping for better weather next year.

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Show Stopper Words: George Dove That time of year is approaching, and once again Stoneleigh Park is braced for the Great British Land Rover Show.

The only indoor season-closer is returning with halls of exhibitors as usual, along with the off-road course, but with brand-new sections dedicated for club stands and one special centrepiece.

Once again in association with, and under the stewardship of the All Wheel Drive Club, GBLRS visitors will be able to make the most of Stoneleigh’s fantastic off-road course. Access to the 2.4-mile route is ticketed and once again, pre-booked tickets offer a saving over those on sale on the day of the show.

The only other outdoor section of the show is the club stands. Well, not anymore. For the first time at the show, club stands will be indoors in a brand new section sponsored by

Paddock Motors. With a limited capacity, the free spaces for clubs requires booking and will be available on a first come basis. Each club that books a stand will have space for two vehicles, four exhibitor passes, a listing on the show’s website and show guide, plus access to a unique web link that allows club members discounted advance tickets for just £5! To book a club stand contact Abi Cooper on 01283 553246.

Also new for 2019 is the Adventure and Outdoor Leisure Zone staged at the very heart of the show. This new area builds on Land Rover’s “Go anywhere” strapline in keeping with the exploratory nature of so many Land Rover owners. Within the new zone visitors will find exhibitors that bring forth a catalogue of everything you could need to turn your Landy into an overland machine with roof tents, camping equipment and accessories, plus professionally led green lane

tours of the UK and overseas adventure tours in the offing, too.

The bulk of the indoor space, however, will be taken up by some of the most reputable and desirable brands in the Land Rover community, covering modifications, spare parts and all the accessories that both you and your Land Rover could ever need.

Once again the show’s headline sponsors BFGoodrich will be exhibiting, as will Terrafirma and Paddock Spares, who too are both show sponsors.

Other brands present include Syncro Gearboxes, Ruskin Design, Hi Pro Performance Tuning, Optimill Race Products and numerous other top specialists. We too at The Landy will also be attending.

Tickets for the show are currently half price if booked in advance – an activity you can carry out at www. greatbritishlrshow.com/tickets. We look forward to seeing you there!

T: 01626 833848 E: info@brookwell.co.uk W: 01626 833848 E: justin@brookwell.co.uk W: www.brookwell.co.uk

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Can I have a word...

I

n many ways, I feel like I’ve already had this conversation with you. I’m talking about the new Defender (again), which has finally – yes, finally – been officially revealed at the Frankfurt Motor Show after what feels like years of teasing camo shots and leaked technical data.

But let’s put all that behind us and bask in the fact that there is now a Defender once again being produced for the world.

First impressions on the looks have been... mixed. Did we really expect any other reception? You have to remember this is a millennial Defender; a Defender for the 21st Century and one that had to be different from the old one for the sake of legislation.

I know some of you will hate it and would rather stick to your old 1996 300Tdi that’s been parked outside your house for the last 20 years. And for that I applaud you. Go ahead, treasure it, rebuild it and get another 20 years from it if needs be. But there’s no reason why you can’t appreciate both.

I do, and after initially being dismissive of the new one, within half an hour I found myself pondering the reality of owning a new breed of Defender.

I’ve even become to like this idea very much. Get one with a few more adventure trinkets attached and in the longer 110 form, and you have a car that will do just about everything, but with a level of luxury and refinement never before found in a Defender.

Land Rover had the impossible task of reimagining an icon for a completely different century. They’ve succeeded in doing so and like it or not, it feels bloody good to have Defenders rolling out onto our roads once more.

Mike Trott, Editor michael.trott@ assignment-media.co.uk

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Gibson’s Gab The one that got away

Tim Gibson remembers passing up the chance to buy a beautiful Heritage Ninety Words: Tim Gibson Apparently, a new Defender was launched earlier this month. Some big fanfare in Frankfurt, with Kenton Cool pretending he was late for a meeting on the other side of a mountain and Julia Bradbury giving it all a distinctly Countryfile vibe.

But it’s too early for me to digest the ramifications of all that. Maybe next month I’ll have something to say about the new vehicle. Once the dust has settled on Kenton’s off-road dash and I’ve spent time dwelling with the design. Never one to rush, me. Don’t really see the point.

Which is both a strength and a weakness. On the plus side, I tend to act in a considered manner. On the down side, I occasionally miss out on something that haunts me forever.

Like the Heritage Ninety I test-drove in 2012. It was an absolute beauty: a 1998-reg 50th anniversary edition in Bronze Green with a 300Tdi engine.

It had seven beautiful green leather seats that were surprisingly sumptuous, a snorkel and a set of BFG All-Terrains. There was nary a speck on the body panels or chassis, not a dint or scuff.

The vehicle, which had covered 120,000 miles, was on for a shade under £10k, from a reputable local dealer. Not a Land Rover specialist, but one of those garages you often see in the back of beyond where the overall feeling of squalor belies the quality of vehicle on its forecourt. It was on with a six-month warranty, a decent part-exchange offer, and an invitation to test-drive it for as long as I liked.

So I took the car to my brother’s house, seeking his opinion. I drove it on a mix of fast and slow roads, my

smile widening with every mile. After an hour or so, I concluded that there wasn’t a thing wrong with the car and resolved to go back to the garage and do a deal.

But then I pulled onto the forecourt and lost my bottle. Wouldn’t it be expensive to run? And uncomfortable for long journeys? And besides, my wife was expecting a baby, so it wasn’t the right time to invest in a car with side-facing rear seats.

Not a day has passed when I haven’t regretted my decision not to buy that car. The garage owner didn’t

mind: there were already five other people lined up to view the car by the time I left the forecourt. And would you believe it: just last year I saw that very vehicle for sale for £20,000 – a profitable return that would easily have covered the cost of fuelling it for a few years.

Still, you live and learn, right? I won’t make the mistake of being so cautious again. If only Land Rover were to launch a Defender with decent fuel economy, family-friendly seats and a smattering of mod cons, it may just be the ideal vehicle. Oh, hang on…

W W W. T I M F RY L A N D R OV E R S . C O. U K parts@timfrylandrovers.co.uk | service@timfrylandrovers.co.uk | sales@timfrylandrovers.co.uk | salvage@timfrylandrovers.co.uk

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NEXT MONTH

The Modern Way: You might think only old Land Rovers can hack overlanding, but at Ardventures, they’re embracing the changing of the guard PLUS

A Wolf Land Rover is a rare and special thing, and often crowd-pleasing enough as stock. But this one at Overland & Highway is definitely not...

What do you do when you can’t collect the twodoor Range Rovers you want because they cost more than the earth? You move onto the P38 machines and the various special editions built

NEXT MONTH’S LANDY IS PUBLISHED ON 28 OCTOBER You can pick up your copy of our December 2019 issue from newsagents or Britpart dealers – or read it online at www.thelandy.co.uk 01283 553243 • enquiries@assignment-media.co.uk • www.thelandy.co.uk • www.facebook.com/thelandyuk Editor Mike Trott Assistant Editor George Dove Contributors Tim Gibson, Barrie Dunbar Photographers Steve Taylor Group Editor Alan Kidd

Advertising Executive Abigail Cooper Tel: 01283 553246 Advertising Sales Manager Colin Ashworth Tel: 01283 553244 Group Advertising Manager Ian Argent Tel: 01283 553242 Publisher Sarah Kidd Email: sarah.kidd@ assignment-media.co.uk

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Issue 69: Nov 2019

News

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In Gear Words: George Dove

The very latest gear you need for your Land Rover

Key Communication Hold that What would you get if you combined 80 continental channels, European bands, both 12 and 24-volt inputs, a 4-Watt RF output, a seven-colour LCD display, both AM/FM modes, key lock, auto and manual squelch capabilities and loads more features besides?

What you would have there, is the easily mountable, tactile and highly usable Thunderpole T-3000 CB radio. With a speaker on the front, the T-3000 is a unique model that can be used with consummate ease just about anywhere in Europe.

All of its buttons are

backlit, you can switch band at a single press of a button, and it is already fitted with a cigarette lighter plug so you can simply plug it in and go! What more do you want? Exactly. Search for the T-3000 on the Thunderpole website to source yours.

door

Of all of the Land Rover products, the Discovery marque is maybe the most underappreciated models. It’s combination of both the utilitarian and urbane is a wonderful recipe.

But not as utilitarian as a Defender nor as plush as a Range Rover, they can often be overlooked.

However, what this means is that the Discovery is often a bit of a discovery in itself.

Those who have owned one easily become enamoured by them, and usually take good care of them.

On the Disco 2, one of the few flaws was that, especially when parked

somewhere more adventurous than a supermarket car park, the rear door stay is not the best at staying open. But, those clever folk at Devon 4x4 have the solution for this here problem.

Their new Discovery 2 Rear Door Stay retains the original check strap and adds into play an adjustable gas strut. This not only keeps the

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Nobody reading this mag will need reminding that the Land Rover DNA is more than a little bit agricultural.

It’s no surprise, then, that there’s a 110 on the cover of Sealey’s 2019 Agricultural Promotion. With 24 pages and over 300 products, whether you’re a farmer or not, there is sure to be something of interest – even if it’s just the discounts of up to 55%.

Products in the promotion range from welding helmets to sanders, polishers, riveters, and workshop furniture like trolley and workbench accessories.

Pick up a copy from your local Sealey stockist, or head to sealey.co.uk.

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Issue 69: Nov 2019

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Adventure

Summertime Blues

Words: Mike Trott Pictures: Legacy Overland

N

Products

obody really likes the end of summer. The holidays are over, the sun can’t be bothered to stick around as long and even if you thought sending your kids back to school might give you a bit of breathing space, the autumnal influx of school traffic is enough to send you potty.

You can tell yourself that you admire the pretty colours developing on the extremities of that oak tree you walk past in the park, but in reality we all know we’d rather spend our days soaking up some warm rays in a beer garden without being hit on the head by a leaf every ten seconds.

If you can’t tell already, summer is probably my favourite season.

It’s just better. You can go outside without needing to wear 27 layers and

everything looks… brighter, sharper; like the world is glowing on one of its very own good hair days. And what can top a trip to the beach when the sky is blue and the mercury is nestling itself at 22 degrees Celsius?

Well, try this for size. Legacy Overland, based in Greenwich along the Gold Coast of Connecticut, USA, has created a Land Rover with beach life in mind – and this 90 even comes with its very own surfboard.

Robert Madeira is the founder of Legacy Overland and an appreciator of all things analogue and Green Oval. He says, ‘This Land Rover is the perfect vehicle to drive down onto the beach with. It’s a pretty clean classic in terms of its customisation and a little more understated than some of the builds we do.

‘It’s down to the customer as to what they want from their vehicle and in this case the customer wanted to keep the elegance of the Land Rover.’

This 90 is an elegant yet simple vehicle, designed to enjoy those simple pleasures in life. Even so, the rebuild work undertaken at Legacy Overland is nothing of the sort.

For starters, if you’re going to be anywhere near the sea, you want to make sure that saltwater only brings you joy and not sorrow. As a result, this 90 has a galvanised chassis and powder-coated underbody, while inside the vehicle you’ll find rubber floor mats that can take a hosing to rid the cabin of any excess salt and sand.

However, there is luxury to be found under the Safety Devices roll cage and canvas roof. The handcrafted interior

Workshop

Buyers

The Great British summertime is nearly over and the weather may have turned distinctly greyer, but if you look far enough, there are Land Rovers out there in the world built to capture the very spirit of the summer

To advertise in The Landy, call our team on 01283 553244 w w w. t h e l a n d y. c o . u k We’re on Facebook: www.facebook.com/thelandyuk

features tan leatherette throughout, a Sony stereo system with Bluetooth functionality and two under-dash mounted 230W speakers, giving the owner a welcome garnish of modernity in this timeless classic.

And it really is a bit of a classic Land Rover, because this vehicle was originally assembled way back in 1984, meaning it was one of the first 90s and equipped with the evergreen 2.25-litre four-cylinder petrol engine used for decades in Series Land Rovers.

This one has been rebuilt by Legacy Overland, whilst Ashcroft Transmissions has completed an overhaul of the gearboxes. Other mechanical alterations include the 1.5” suspension lift and addition of the Terrafirma steering linkage, which is adjustable to suit driver preference.

Just like the interior, though, this Keswick Green 90 has been given a number of updates. The power steering will be most welcome, with the exterior LEDs and daytime running lights all improving this Land Rover’s usability, without damaging its character.

Throw in the black modular steel wheels and BFGoodrich All-Terrain tyres and this is one Land Rover set to make waves when it rolls down onto the sand and starts to strut along the coast.

It’s yet another captivating build from one of the USA’s top Land Rover restorers and there’s no question its new owner is going to share many happy memories with this 90 along for the ride.

The summer may come and go, but having a Land Rover as good as this in your life is going to make you feel like the sun is always shining.

Below: The rebuild involved lifting the suspension by 1.5” and fitting plenty of new components, including disc brakes

Issue 69: Nov 2019

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Issue 69: Nov 2019

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The Permanence of Class

In sport they say that form is temporary, but class is permanent. If the adage is to be believed, then you’re looking at one of the classiest trialers ever built

Words and Pictures: Mike Trott

M

ost of you reading this paper will have witnessed, participated or been involved with trialling at some point or another. It may not be as prevalent as days gone by, but trialling is one area of motorsport unlike any other.

Car control, judgement and reading the situation ahead – these are all attributes that you need to excel in if you are to succeed in this testing discipline. But just like any other form of motorsport, you can’t turn up to a gunfight with a spatula.

In Formula 1, for instance, there are designers and engineers looking to push, bend and outfox the outer extremities of the technical regulations, all in the name of finding absolute performance and creating the fastest car they can. While trialling doesn’t focus on lap times and lateral G, there is an art to building a successful off-roader.

Thirty years ago, one of the most accomplished trialers ever to turn a wheel was declared ready for competition. It now lives with the familiar face of Andy Walker at Alex Engineering, but in order to celebrate its 30th birthday, we’ve taken a trip down memory lane with the man who masterminded the whole thing.

‘Back in 1989, I was already competing in a heavily modified V8-powered Series I 80” for the All Wheel Drive Club Trials Championship and doing quite well,’ recalls Tony Parrott, creator of what followed that Series I. ‘I started

building the new trialer whilst driving the old one and finished it in 1989.

‘It was very different to most vehicles out there, with the chassis and space frame designed and built by me and no Land Rover parts in the platform as such.’

No off-road machine would be complete without some Land Rover pedigree thrown in, though, so some inspiration and components were sourced from the Green Oval. The wheelbase, for example, remained the same as Tony’s Series I – 80 inches – but the vehicle was 4” narrower across the bulkhead.

The engine was a Rover V8 from an SD1, the gearbox from a Series IIA and the axles were units sourced from a Series III. Meanwhile, the suspension consisted of heavily modified Range Rover suspension arms along with power steering adopted from the same vehicle.

Tony elaborates further, ‘The trialer was built from 100mm x 50mm box sections and was completely watertight. It was also designed with tabs welded in place, so that body panels could be easily changed rather than having to risk major surgery.’

Naturally, most inventions are never perfect first time round and Tony’s trialer also encountered the odd teething problem. Besides having a modified Range Rover propshafts and springs made separately, the trialer ended up using the front shocks from a Range Rover on the rear and utilising Range

Rover steering dampers for the shocks on the front.

‘Some more irregular components consisted of the pedal box from a Hillman Imp, a second one of which provided the components for the fiddle brakes, and the steering column was from a Morris Marina,’ smiles Tony.

Perhaps more significantly, however, Tony’s trialer also had twin ARB air lockers. And back in 1989 when Tony first rolled it out of the garage, it was finished in red and black.

So how did the new trialer fare against the Series I? ‘Before it even reached its first trial, I had it on its side,’ laughs Tony. ‘But when it came to competing, it was brilliant right out of the box. A few things needed changing, but it was competitive right from the get-go, and was really very, very good.

‘It was better all-round than the thing I had before – just as competitive, but easier to drive. The power steering and things like that really helped, but it was also much easier to maintain as well.

‘At that time, the AWDC was properly active – we were out twice a month. I don’t think anyone had spent that much money on something like that before.’

Many victories and trophies fell Tony’s way, but in some ways the trialer’s ability to win and the proficiency of Tony’s engineering only became apparent after the trialer moved onto new owners.

Joe Harrison was the next in line and he carried out a few modifications

Above: It might look snug and that would be because it is. When Tony built the trialer, he made the bulkhead 4” narrower than in a regular 80” Series I Below: The ARB air compressors sit ready to activate the lockers

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of his own. Along with installing an EFI engine and Salisbury axle, the vehicle was also given air-assisted suspension, whilst the second seat was added and the panels were painted green.

‘He won countless trophies with it, and numerous AWDC championships,’ shares Tony. ‘No-one has owned it and not done very well.

‘Joe had it for about five years, before I had the opportunity to buy it back – and I did. It was not necessarily to go trialling with it, but I had a few engineering ideas I wanted to try out.’

Tony reverted to the original back axle and removed the air suspension Joe had fitted, then installed Range Rover swivels on the front axle and painted it all white. At the rear, an ARB air locker was brought in to work alongside heavy-duty shafts, while the front used Ashcroft halfshafts with a Quaife LSD. In reality, Tony did very few trials over the forthcoming years, with spare time simply being channelled into other commitments. Which is why in around 2005, Andy Todd became the vehicle’s new owner.

‘He went on to win the All Wheel Drive Championship at least once,’ states Tony. ‘It carried on winning until Andy wasn’t using it as frequently, to the point where it hadn’t turned a wheel in over a year. That’s what encouraged Andy to sell it.’

At that point, Andy Walker purchased the trialer from Andy Todd, bringing us up to around 12 months ago. Tony is a good friend with both of them, even being godfather to Andy

Walker’s daughter who now occasionally competes with the trialer Tony built three decades ago.

‘It’s had four engines over the years, but the body panels are believed to be the originals, bar the bonnet, and all the arms are the same as the day I fitted them,’ smiles Tony. ‘Whilst it may be celebrating its 30th birthday, in Land Rover terms it’s still a bloody teenager,’ chuckles Tony.

Over the years, Tony has kept tabs on his trialer and now at Alex Engineering he runs into his old friend from time to time – along with Andy.

‘It’s been a while since I’ve seen it driven in anger, but when I saw it at Andy’s, it must have been the first time in five or six years,’ says Tony. ‘Emotional might be going a bit far, because I didn’t have it for that long really, but it still makes me smile.

‘After I got rid of it – the first time around – I didn’t need to be vindicated, but the success it had confirmed I’d got the design right. I’ve met some of my very best friends off-roading, it really was the best of times. And that vehicle will continue to run as long as someone is there to use it.

‘It deserves to be driven and needs to be driven.’

Champions come and go, but what separates champions from the all-time greats is the duration in which they remain at their peak. Little did Tony know that thirty years on from finishing his 1989 project, he would be able to look back at his creation and bask in the radiance of one of off-road motorsport’s all-time greatest competitors.

Below: There’s always been a V8 at the helm of this trialer, but it’s changed over time from an SD1 Rover V8 to the 3.9 EFI, and now back to the SD1

Issue 69: Nov 2019

Above Left: While the chassis and space frame are the handiwork of Parrott Industries, there is a few components from the Lode Lane catalogue. The gearbox is from a Series IIA, for instance and the rear axle you see from a Series III. To make the trialer watertight, much of the vehicle was built from 100mm x 50mm box sections, while the rear diff you see houses the ARB air locker Above Right: The original fiddle brakes took inspiration from the pedal box of a Hillman Imp, but have since been replaced with more modern equivalents Right: Further unusual highlights include the use of Range Rover front shocks on the rear and Range Rover steering dampers on the front

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Aladdin’s Cave

Words and Pictures: Mike Trott

Based near Coventry, there lies a very different kind of Jaguar Land Rover development. It withholds some of the two marque’s most iconic machines, as well as providing a home for the renovation projects focused on bringing some of these relics back to their glory days. And you can see all of this for yourself as part of the Classic Works Tour…

T

here are certain buildings in this country and around the world that are capable of dropping your jaw. Some can provoke such a reaction before you’ve even managed to set foot inside, while others bide their time and only mesmerise you once you’ve entered into the heart of the operation.

A few years back, one of the places I visited was New York City. Not only do I thoroughly recommend it – and insist that the USA has more cultural depth than many perceive – but I urge anyone to see the Concrete Jungle with their own eyes and not be impressed.

The Empire State Building is a true feat of design, engineering and sheer manpower. To fathom how they started constructing such a structure just six months after the Wall Street Crash and completed the 102-story leviathan in less than 14 months is a real boggling of the mind.

But as I said earlier, some buildings don’t necessarily need to be entered to showcase their magnificence, while others require a closer inspection.

Jaguar Land Rover has a number of enormous developments scattered around the Midlands. But on the outskirts of Coventry, a quieter and

more relaxed old-school atmosphere is to be enjoyed within the walls of one particular building.

Backing onto Ryton-on-Dunsmore, a few of JLR’s departments can be found huddled together, including their Special Vehicle Operations division.

However, a stone’s throw away you’ll find the residence of Jaguar Land Rover Classic, a hangar brimming with automotive titans and a bonafide paradise for an enthusiast of British motoring.

This is JLR’s hub for all things classic and with 14,000 square feet of space to play with they’ve done a good job of utilising it. Inside this state-of-theart facility, you’ll find 54 workshop bays, filled with legends that have come here to seek some attention, whether it’s just for a service or a complete rebuild

as part of the Reborn programme launched a couple of years ago.

You could even come back with a ‘new’ classic yourself, as Jaguar Land Rover’s Works Legends scheme allows customers to find their ideal vehicle with the experts themselves able to source the best pre-owned classics around.

What’s more, you can step inside and see all this for yourself as part of the JLR Classic Works Tour. Take a first-hand look at some of the most fabulous and historically significant cars to ever be produced by these two British brands, which includes a behind the scenes tour of JLR’s own extensive car collection of some 500 vehicles.

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Reborn Series I Land Rovers rub shoulders with Jaguar XJ220 supercars and the three-hour long tour gives you the opportunity to get up close and personal with these fascinating vehicles, while specialist engineers who know these machines inside and out buzz away, giving them the attention they need and deserve to survive long into the 21st Century.

This is the biggest facility of its kind in the world and as such you’ll be guided around by a dedicated host who will take you through the entire Classic Works, offering an insight into the history of two Great British marques, Jaguar and Land Rover, as well as a

Issue 69: Nov 2019

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glimpse into what the future holds for yesterday’s heroes.

It really is an incredible venue, and being able to see these machines subjected to the highest levels of craftsmanship and care is worth it in itself.

There aren’t many places you can witness such a high density of automotive royalty, but if like me you have petrol running through your veins, few places will captivate you more than Jaguar Land Rover’s Classic Works.

If you are interested in visiting and embarking on the Jaguar Land Rover Classic Works Tour, head over to experience.landrover.com or simply place ‘Classic Works Tour’ into your preferred search engine. Tours cost £49 per adult and £39 per child, with the tour lasting for three hours.

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Straight Talking

Words: Mike Trott Pictures: Land Rover

The next generation of engines from Jaguar Land Rover has arrived, so we’ve sampled the first model to acquire the firm’s new straight-six mild-hybrid powerplant

H

ead in any direction on the UK roads and it won’t be long before you encounter a Range Rover of some description. There’s an obvious reason as to why you see so many around and that’s simply because they’re pretty bloody good.

The Range Rover Sport, for instance, is not only the posturing poster child for the rich and famous, but it’s actually very good at being a Range Rover, too. That means once you settle down into the cabin and head off down the road, you’ll find it’s quiet, comfortable – over all manner of distances and terrain – and one sizeable hunk of an automobile.

You sit perched up with excellent visibility and in terms of being able to eat up miles from the surroundings of a luxurious cockpit, few can match the Sport, or indeed the rest of its Range Rover siblings.

But to stay ahead of the competitors, Land Rover has had to make a few changes. Visually, little has changed since its last update where the Sport received minor exterior tweaks and adopted the Velar’s Touch Pro Duo infotainment system to keep

Above: Of the cosmetic changes the HST has been given, the Alcantara lining the gearstick and steering wheel are welcome touches it appealing for the millennial audience on Instagram.

So, what has changed to make this new model, the Range Rover Sport HST? We can see red brake calipers from the outside and on the inside there’s a flash of Alcantara on the steering wheel as well as the gear lever, while the upholstery is HST-specific, too. But there has to be more, right?

Well, Jaguar Land Rover promised its vehicles would move closer to electrification over the next few years and this is one of the results. The Range Rover Sport HST is the first JLR product to be fitted with the new generation of six-cylinder powertrains, in the form of a 3.0-litre straight-six engine.

Land Rover says that the straight-

six option was preferred over the old V6 format for packaging reasons, allowing colder air to the turbo, but another benefit of in-line engines is that you get a smoother delivery.

That smoothness is also helped by the electrical elements at play.

Essentially, the traditional part of the engine is the straight-six 3.0-litre unit, which is turbocharged just like most modern powertrains. However, this is mated with a 48v electric supercharger to fill voids of torque left by the lag of the turbocharger, while the mild-hybrid system also uses a 48v battery and recycles energy otherwise lost under braking and deceleration.

Combine all of this and the straightsix engine is certainly no slouch, with

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Above: The HST gets the latest Touch Pro Duo infotainment tech a substantial 395bhp propelling the four wheels with considerable gusto.

0-62mph takes just 5.9 seconds and the HST can top 140mph – that’s comfortably sports car territory.

It’s a quiet engine and paired with the ZF 8-speed auto, the duo do give a smooth driving experience with relatively effortless progress, and the power delivery manages to remain respectably linear throughout the rev range.

The straight six also sounds nice (if a little distant), conjuring up memories of old six-cylinder BMWs long before active exhausts made everything into fart boxes. There are limitations, however, as switching from a cruise to a B-road thrash soon reveals.

Push on in the HST and you’ll find the gearbox starts to feel a little lacklustre, unwilling to complete shifts as quickly as you’d like, even in Dynamic and Sport modes, while the engine runs out of huff higher up the rev range, just as you’re awaiting the climax, meaning it just doesn’t deliver the same satisfaction as its lower-rev competence would have you set up for.

So the HST is best left to its own devices and kept as a cruiser. Which is fine, because if you want to thrash something to its limits down a B-road, buy a real sports car – and not a two and a half tonne SUV.

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Covering New Ground

Words and Pictures: Barrie Dunbar

Some destinations have become staple attractions within the brochures of adventure companies.

Which is why operators will trial new and under the radar locations in order to bring more of the world to you and your 4x4. And Active 4x4 Adventures has recently gone on a recce through the depths of France…

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otivated by increasing client requests for shorter overseas tours, I recently spent an enthralling fortnight deep in the south of France, compiling a fabulous new five-day, fully-catered 4x4 adventure tour. Centred around Provence, the tour makes the most of the magnificent Gorge du Verdon and the enticing Lac de Sainte-Croix – two natural wonders of the area.

So for those nature-loving off-road enthusiasts pressed for time, starting in next year’s May half-term (25th – 29th) and July summer holiday (27th – 31st), working parents will be able to treat their families to an exhilarating 4x4 adventure, requiring only a week of absence

from the workplace. For ease, the dates are specifically set to provide a weekend either side of the tour, to get there and back safely in good time.

That said, those with time available after the tour should consider the two outstanding road drives either side of the Gorge du Verdon: the Route des Gorges (D952) on the northern side, with its circuitous Route des Crêtes (D23) and the Route de la Corniche Sublime (D71) on the southern side.

Both provide absolutely breathtaking views of Europe’s limestone “Grand Canyon” from above, each as spectacular as the other. Some sections do feature on the off-road tour, and some will be driven en route to our campsite

and starting point, but they are worth doing in their entirety if possible.

On the north side of the Gorge du Verdon, the Route des Gorges snakes westward from the vibrant town of Castellane, via the aptly named Point Sublime lookout at the entrance to the canyon, through the charming Provencal village of La Palud-sur-Verdon as far as Moustiers-Sainte-Marie, bypassing and overlooking the top end of the turquoise Lac de Sainte-Croix.

The equally impressive Route de la Corniche Sublime on the south side of the gorge can be reached from the Route des Gorges by turning south off the D952 onto the D957, a few kilometres before Moustiers-Sainte-Marie.

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We’re on Facebook: www.facebook.com/thelandyuk Crossing the Pont du Galetas bridge over the Verdon river en route, one turns east onto the D71 at the town of Aiguines (base of the annual Var Verdon Canyon Challenge – a brilliant 60km adventure race). Proceeding eastward along the Route de la Corniche Sublime, you’re rewarded with wonderful lookout points along the way, before passing through the imposing Tunnels du Fayet approaching the Canyon de l’Artuby. The bridge over the Artuby river is the highest in Europe at 182 metres and hosts an adrenaline-inducing bungee jump.

On to the actual five-day off-road tour then, which features plentiful spectacular off-road driving experiences through diverse and varied terrains, the warm and wonderful Mediterranean countryside blanketed with sunflower and lavender fields, together with numerous opportunities for swimming in the rivers and rock pools. This new gem of a tour really holds appeal for young and old alike. It’s all about enjoying the natural environment, with short driving days and ample time spent out of the cars and immersed in the most beautiful region of southern France.

What follows is a brief synopsis of the tour, hurriedly jotted down during the course of my recce trip.

Firstly, we meet at a lovely campsite located in the Gorge du Verdon with its own beach on the river. A veritable paradise, not far from the fascinating town of Castellane a few miles up-river. Setting off on quiet narrow roads, heading up the mountain, we soon reach the start of excellent gravel tracks, leading through fragrant pine forests and offering splendid views of the Provence mountains and valleys.

An outstanding first day culminates with an authentic rural campsite, located on the river Asse, which provides fabulous playing conditions for kids, young and old, and features its own swimming pool, itself something to behold – au naturel and more akin to a lake than a pool.

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Below: It’s no ‘old town road’, but this is just one of the tracks leading through the glorious Provence

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Above Left: No campsite would be complete without the consumption of beautifully barbecued meats Above Right: As usual with Active 4x4 tours, there’s a chance to raise the tempo with some outdoor activities My notes refer to plenty more outstanding gravel tracks, and we start day two on them again. Some through the beautifully scented pine forests, others across more open land with seemingly endless fields of quintessential lavender either side. This too lending a fragrance, quite literally perfuming the air. If you don’t mind a little dust in your car, you would be missing out not to have the windows open.

We pass sprawling commercial fruit growing operations towards the end of the day – who would have thought that Provence is home to some of Europe’s largest apple orchards? Finally, we finish at another lovely rustic campsite with a pool area, also including one rather massive waterslide.

The next morning, we pass through Sisteron, beautifully sited on the bank of the river Durance. Nicknamed the ‘gateway to Provence’ because of its position in a narrow gap between two mountain ridges.

This day sees yet more fabulous driving, including tracking a lengthy river gorge reminiscent of those in the Anti-Atlas mountains of Morocco.

Olives, sunflowers and lavender are prominent throughout, as are beehives.

Their occupants busily producing copious quantities of the delicious, sweet Provencal lavender honey, available at the numerous roadside farm stalls.

Some moderately challenging, steep mountain tracks conclude the day, delivering us to our campsite. This time

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a peaceful wilderness, tucked away in a secluded valley amongst ancient European hardwoods. For those who treasure nature, you won’t find a more desirable campsite than this.

Unsurprisingly, more great off-road driving lies in wait for day four. Up hills and down dales, through the balmy, heat-hazed countryside. My notes mention some slightly challenging stony sections of mountain track, which I seem to remember required low range, but should be manageable for a less heavily laden vehicle in high-range first.

In fact, this tour is 100% suitable for all standard 4x4 vehicles, provided they are not overloaded with unnecessary paraphernalia – weight is a killer.

Moving on! Following a day of blissful exploration, we relax and unwind at another select campsite. Choosing the right sites is paramount, considering how much time is spent at camp.

Our final day of travel takes us through mostly agricultural terrain, generously sprinkled with the ubiquitous lavender and sunflowers. It provides an interesting insight into the agronomy of the region, not least the significant investment in irrigation. The availability of water is visibly not a problem, with the abundance of rivers, lakes, dams and the like, but it is the transportation and distribution of the water, which is so impressive, overcoming the many challenges of the arid conditions.

Shortly after lunch we reach the azure waters of the Lac de Sainte-Croix, where this tour’s adventure activity comes in the form of kayaking (or pedalo) on the lake and up-river into the Gorge du Verdon. This is an experience of unparalleled splendour. To view the canyon from above is awe-inspiring, to experience it from the river below is just phenomenal. It’s the perfect place to end this tour!

To summarise, if you enjoy exploring the beauty of unspoiled nature in your Land Rover, and you want to do more than just drive all day every day, then this varied and packed tour will be perfect for you and your family.

For further information, call Barrie on 07739 530124, or head over to active4x4adventures.com

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Astwood 4x4 Ltd LAND ROVER SPECIALISTS

We are a business that cares about your Landy and about the customers’ needs, a company who understands what the Landy is all about.

We specialise in restoring, rebuilding Land Rover Defenders, galvanized chassis changes, engine upgrade and all types of mechanical & body work.

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f you own or have ever driven a Land Rover Defender, you may have noticed that the clutch is a rather stubborn old beast.

It may suit the brawny nature of a Defender, but it does nothing for your left knee and can be a genuine problem for some owners out there.

Years ago, some owners may have

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Words and Pictures: Mike Trott

If you ever find yourself growing frustrated with a Defender’s clutch, don’t sell the Land Rover, just get a Red Booster servo

had to sell their Defender for the sake of such concerns, but with the invention of the Red Booster servo, you can enjoy a lighter clutch and still keep hold of the keys to your favourite Land Rover.

The instructions below follow the fitment of the Red Booster device to a Puma 90 whilst at Marrion 4x4. Read on for the full details.

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We export Land Rovers worldwide supplying not only refurbished but also used Land Rovers.

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: info@astwood4x4.co.uk www.facebook.com/Astwood4x4 www.twitter.com/Astwood4x4

www.astwood4x4.co.uk

1. Firstly, the new vacuum tank (long black box) needs fitting, so remove the bonnet and take off the wing-top cover 2. The tank will be secured via the two Z-shaped brackets, but place and secure them on the inside of the lip for neatness 3. The next stage of relocating the cooling system header tank only applies to Td5 and TDCi models 4. The tank will move over to the left-hand side of the bay foward of the heater air intake duct. The upturned leg of the provided bracket attaches to the lower bolt of the L-shaped bracket supporting the wing top to the inner wing

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Astwood 4x4 Ltd www.astwood4x4.co.uk

01527 892377 5

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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

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5. Once the bracket is fixed, drill the remaining fixing hole through the plastic inner wing and bolt in position 6. The header tank is now ready for transferring over and can be done so without the need to drain the cooling system. Simply place a brake pipe clamp on the pipe close to the water pump to reduce the fluid loss, before unbolting the tank from its mount and disconnecting the pipework 7. Attach the tank to its new bracket and secure with the stud and nut 8. Now the pipework can be reconnected, starting with the existing pipe which linked the water pump to the bottom of the tank. Pull the pipe from behind the engine and reorientate it on the spigot of the water pump by about 90 degrees 9. The surplus length will mean you can cut the piping down to size, before neatly connecting it to the bottom of the relocated header tank

In the UK

THE NEW SMOOTH LIGHT THE NEW SMOOTH CLUTCH SERVO SYSTEM FOR

REDBOOSTER UK

LIGHT CLUTCH SERVO SYSTEM FOR

For information or a demonstration please contact:

Rod Barry REDBOOSTER in the UK John Barry Ltd 16 Dryden Road, Bilston Glen Industrial Estate, Loanhead, Midlothian, EH20 9LZ Phone: 0131 448 0808, 077655 32347 or evenings 01896 850 619 Email: rod@johnbarry.co.uk For information or a demonstration please contact: Supply only price £375 inc. post to UK mainland Rod Barry REDBOOSTER in the UK John Barry Ltd 16 Dryden Road, Bilston Glen Industrial Estate, Loanhead, Midlothian, EH20 9LZ Phone: 0131 448 0808, 077655 32347 or evenings 01896 850 619 Email: rod@johnbarry.co.uk

For information or a demonstration please contact:

Rod Barry REDBOOSTER in the UK John Barry Ltd 16 Dryden Road, Bilston Glen Industrial Estate, Supply only price £375 inc. post to UK mainland Loanhead, Midlothian, EH20 9LZ Phone: 0131 448 0808, 077655 32347 or evenings 01896 850 619 Email: rod@johnbarry.co.uk

LAND ROVER DEFENDER

LAND ROVER DEFENDER

In the UK

The REDBOOSTER is a vacuum servo, similar to that on the braking system, which reduces clutch effort to an acceptable level, transforming your driving experience.

THE NEW SMOOTH LIGHT CLUTCH SERVO SYSTEM FOR • A heavy clutch becomes a light

clutch No more painful knees LAND ROVER ••Gives you better control DEFENDER TDCiForPuma, All Defender models TD5’s, 200 & 300Tdis

The REDBOOSTER is a vacuum

servo, similarservo, to that on the The REDBOOSTER is a vacuum braking system, which reduces similar to that on the braking system, which clutch effort to an acceptable your driving reduces clutch effort tolevel, antransforming acceptable experience. level, transforming your driving experience.

• A heavy clutch becomes a light clutch

more painful knees • A heavy clutch becomes• aNo light clutch • Gives you better control • No more painful For knees All Defender models • Gives you better TDCi control Puma, TD5’s, 200 & 300Tdis

FOR ALL DEFENDER AND PRE-DEFENDER 90, 110 AND 130 MODELS. FOR SERIES FITMENT PLEASE CALL

£400 TOTAL PRICE DELIVERED £450 FOR LHD MODELS

NEW PRODUCT

Stainless Steel Swivel Seal Retainers for Land Rover Defender, Discovery and Classic Range Rover.

2 Kits Available: Defender 300Tdi Onwards / Range Rover Classic and Discovery 1 or Defender up to & including 200 Tdi / 90 110 up to 1993 Kit comprising of 2 Stainless Steel Retainers bolts and spring washers.

THE ORIGINAL UK SUPPLIER

NO MIDDLE MAN

NEW PRODUCT YEARS OF EXPERIENCE

Stainless Steel Swivel Seal Retainers for Land Rover Defender, Discovery and Classic Range Rover.

2 Kits Available: Defender 300Tdi Onwards / Range Rover Classic and Discovery 1 or Defender up to & including 200 Tdi / 90 110 up to 1993 Kit comprising of 2 Stainless Steel Retainers bolts and spring washers.

FITS ALL DEFENDER MODELS, 90s AND 110s Can fit Series models

SUPPLY ONLY OR SUPPLY AND FIT

£13.50 inc P&P to UK

DEMONSTRATION AVAILABLE TRADE CUSTOMERS WELCOME £13.50 inc P&P to UK

PRICES ARE DELIVERED TO THE UK. WE SUPPLY TO EUROPE, POA DEPENDING ON DELIVERY COST

Improved mechanism for an even smoother operation

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Astwood 4x4 Ltd www.astwood4x4.co.uk

01527 892377 10

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

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BRITISH 4X4 SPECIALISTS Servicing and repairs to Land Rover® Vehicles

Equipped with Land Rover Dealer Software This means we are able to diagnose and repair any Land Rover model up to the present year!

10. Next up, discard the small 8mm pipe leading from the radiator to the top of the tank, but retain the two end clips 11. Install the new tube provided from the rad to the top of the tank and cable tie along the wing for tidiness 12. Drain the hydraulic system through the slave cylinder bleed screw and disconnect the wiring from the pressure switch 13. Loosen the pipe nut holding the clutch hydraulic pipe to the hex-shaped banjo and take off the pedal box cover

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We believe in a one to one service with a considerable saving to your pocket compared to that of a main dealer.

www.a1british4x4.co.uk Tel. 0161 7634300

Unit 4, Fernhill Street, Bury, Lancashire, BL9 5BG Land Rover is a registered trademark of JLR Ltd

14. Remove master cylinder and actuating rod, take the shaped washer and spring clip from rod and apply to the cylinder 15. Now we need to fit the main bracket. Fit directional rod through top of pedal box and align bracket master 16. Tighten main bracket, then push down pedal to return the nut onto the end of the directional rod, but don’t overtighten 17. A clevis pin aligns through the rear, before a split pin can be fitted for security

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Astwood 4x4 Ltd www.astwood4x4.co.uk

01527 892377 18

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

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18. Refit pedal box cover, then locate Red Booster servo onto the main bracket, but do not connect the fork to the crank 19. Remove the double coil spring that sits at the top of the clutch pedal 20. Fit replacement spring. This one was a little loose, so we adjusted the washer round to pull the spring a bit tighter 21. Now we set up the servo. Place clevis pin through the fork connector, making sure it can slide without force

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LAND ROVER trip in France ?

A huge stock over 2 800 m 2 Established 1985

TRUST 22. Remove the pin from the master cylinder and place onto the end of the servo. Adjustment is key 23. The pin on the end of the clutch should extend outwards and move the master cylinder after 3-4cm of pedal movement 24. Fill the master cyl with brake fluid and pump clutch to bleed the system. Then fit the banjo hose and bend the steel clutch pipe onto adapter and tighten onto the base of the pressure switch 25. Connect new piping, start the engine, loosen two nuts on the master cyl to check for movement on pedal one last time

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DELIVERY For France only

www.land-service.com

LAND SERVICE / 2 rue de l’école / 95420 OMERVILLE

(+33) 01.34.67.76.85

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The Landy Buyer

All the information you need – in one place – to buy your perfect Landy Insure your Defender with Adrian Flux from £230

The Sweet Spot

T

he new Defender is finally here. But should you stomach the price tag and buy one?

Die-hard enthusiasts will belittle Land Rover’s reincarnation, however, no-one can deny the fact the new Defender will be extremely capable off-

road and also give owners 21st Century creature comforts.

Nevertheless, if you’re looking for the sweet spot between off-road prowess and automotive comfort, why not look at the Td5 Defender?

Not only does it have the old school

unbeatable off-road capabilities, but the Td5 is not as technical as the later Puma engines and inside you can at least get things like air conditioning.

If you don’t fancy paying over £40k on a new one, this could be the ideal middleground between new and old.

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

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 2001 Td5 110 CSW covering 10,000 miles per annum, 45-year-old driver, with green lane, off-road cover, agreed value and £150 excess

£7000-£75000 Gone are the days where you could use a Series I as an actual Land Rover, because with restored and cherished examples now retailing where they’re at, preservation is the aim of the game.

The rarer and earlier the vehicle, the higher the price tag gets. But can you really put a price on such an icon?

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

£3000-£25000 more durable five-bearing crank rather than the three-bearing setup.

The transmission also received syncromesh on all forward gears to make it easier to live with.

They still carry the simplicity of earlier Land Rovers, but can be obtained for a fraction of the price... for now.

£3500-£18000 ership, with military history and touches often machine-gunning the vehicle.

It means you get a Land Rover that could have a few more stories to tell – and you have something that stands out from the crowd.

They’re a rare breed, so if you find one, it could be worth keeping hold of.

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

Pros: Heritage, charm, a true classic, the original Land Rover Cons: Availability of parts, price tag on early 80”s Versions: 88”, 109”. 2.25 4cyl petrol (‘58-’71), 2.0 4cyl diesel (‘58-’61), 2.25 4cyl diesel (‘61-’71), 2.6 6cyl petrol (‘67-’71 (109” only).

Pros: As a resto it’s a sound investment, some examples now MOT exempt, more desireable than SIII Cons: Bulkheads can rot with ease, check suspension leaves for seizing

Versions: 88”, 109”. 2.25 4cyl petrol, 2.25 4cyl diesel. 2.6 6cyl petrol produced until 1980. Stage One V8 used detuned version of the 3.5 V8 (‘79-‘85).

Pros: Most affordable way into Series ownership, still has the Series pedigree, parts still widely available Cons: Not as desireable as earlier Series models Versions: 88”. IIA (‘68-’72), III (‘72-’84).

2.25 4cyl petrol engine.

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

To advertise in The Landy, call our team on 01283 553244

Forward Controls (1962-1978) Only serious enthusiasts need continue reading here. Ownership of any Forward Control is not for the faint-hearted and it takes real commitment to stick with one.

These leviathans are expensive to run and trying to get hold of some of the parts can be, quite frankly, a bit

of a nightmare! Clubs can help here, though, as is often the case with any Land Rover.

These vehicles offer substantial payloads if that’s the sort of thing you’re after, but will also tick the boxes for huge, unnecessary and hilariously addictive fun.

Ninety/One Ten (1983-1990) The icon of the 4x4 world. This is Land Rover at its best: a no nonsense workhorse that can also take you just about anywhere in the world.

Early examples of the Ninety and One Ten are worth keeping hold of, providing they’re in good condition, because they’re starting to be a real

collector’s item. However, you’ll likely be searching far and wide for that pristine example.

This was the birth of the Defender, despite not being christened officially until 1990, and as such these Land Rovers had coil-sprung suspension, new engines – although they were

Defender Tdi (1990-1998) In 1990, the Defender name emerged and for the first time it meant that no longer was a Defender being powered by a feeble hamster in a wheel.

If you’re after a 200 Defender, though, you might get a 200 unit but check whether it’s a Defender engine.

Replacing blown units with a Disco

200Tdi is popular, so check the arrangement of the turbo and manifold to see which one you’ve got.

After the 200 followed the 300Tdi, a revised version with a little more refinement, but just the same durability.

Properly maintained, they can last for decades. Look around for one with

Defender Td5 (1998-2007) Following on from the Tdi era, Land Rover issued the Defender with its Td5 engine from 1998 to 2007.

The engine is arguably Land Rover’s most reliable unit and it’s a strong performer out of the box, although it does lend itself to being tuned – just make sure that any mods have been done

properly before you take the plunge and purchase.

Remaps, EGR valve deletes and uprated intercoolers are a few examples of what many have been subject to. Lots of power doesn’t always mean happy faces.

The rear of the chassis has frequent-

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

Sadly, these engines denoted the Defender’s swansong, the twilight of its

days. They were fitted with six-speed gearboxes, still had phenomenal off-road capability and even made the Defender a nice place to be. But they were still very much Defenders.

The era of blinging also began and you can find special editions out there for obscene money. If you like paying

Freelander 1 (1997-2006) We haven’t always held the Freelander 1 in the highest regard here at The Landy, but as market prices constantly change, so too can our opinion on certain vehicles.

With examples attainable from as little as £500, the Freelander 1 represents a cheap gateway into Landy ownership.

There are a few issues to be aware of, though, such as the viscous coupling, which is expensive to replace and can be upset by simply having mismatched tyres on your axles.

The 1.8 petrol used to be notorious for head gasket failures, but today’s replacements are much more robust.

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

£5000-£13000 still terribly underwhelming – and offroad capability that has still yet to be matched today.

A very early 2.25 petrol 90 is a rare thing, and a beautiful one too. But perhaps try for a 2.5 NA version with low miles and good history. They’re robust and as simple as they come.

£4000-£22000 full service history and you could find yourself a keeper.

Some Tdi Defenders have received galvanised chassis and even bulkheads, and these are the type of Defender you should be after.

If you can find one, you’ll have a workhorse set for life.

£6000-£30000 ly been called into question, so protect the rear crossmember if it’s in good shape, or else face the consequences.

With minimal electrics, the Td5 Defender is still a DIY machine and you’ll be working on one of Land Rover’s most notable masterpieces. Bar the Tdi, the Td5 is up there with the best.

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

£400-£5000 The V6 is thirsty and the 2.0Di is gutless, so opt for a TD4 – but check the condition of the injectors first.

Buy a Freelander 1 and you even get a Landy that’s decent off-road and doesn’t carry the usual trait of rusting after five minutes. It just might not have the credibility of other Green Ovals...

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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

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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

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.

33

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

34

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...

£700-£10000 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 69: Nov 2019

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STOCKIST DIRECTORY

Steering Wheel Restoration

South East England

North East England

West Midlands

35

South West England

Steering Wheel Restoration

John Richards Surplus

Steering Wheel Restoration

The Smithy, Wood Lane, Hinstock, Shropshire, TF9 2TA

modernManston cars, tractors, lorries, buses, Business celluloid, bakelite, S W heel tel: +44 844962 boats. Bluemels, Steering teering W(0)1843 heel R Restoration estoration Park, wood Ramsgate, & plastic.

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Steering wheel restoration, vintage to modern cars, tractors, lorries, buses, boats. Bluemels, celluloid, bakelite, wood & plastic.

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tel: +44 (0)1843 844962 Phone: 01992 445634 / 01992 445630 steeringwheelrestoration.co.uk E-mail: ajd@ajdoffroad.co.uk Land Rover I, II, III restored to standard. restored to concourse concourse standard.

Steering wheel restoration, vintage to Steering wheel restoration, vintage to modern cars, tractors, lorries, buses, modern cars, tractors, lorries, buses, boats.

Bluemels, celluloid, bakelite, boats. Bluemels, celluloid, bakelite, wood & plastic. wood & plastic.

RoverRoad, I, II, Hoddesdon, III Unit N5, R.D. Land Park, Essex Hertfordshire, EN11 0FB

www.ajdoffroad.co.uk

Yorkshire

MPB 4x4

Independent Land Rover Specialists Parts, Repairs, Service, MOT and Breakers Unit 2, Holme Mills, Holme Mill Lane, Keighley, West Yorkshire, BD22 6BN www.mpb4x4.co.uk mpb4x4@gmail.com • 01535 661203

tel: tel: +44 +44 (0)1843 (0)1843 844962 844962

Unit 24 Boothtown Mill Mill Lane Halifax HX3 6QL

steeringwheelrestoration.co.uk steeringwheelrestoration.co.uk

Specialist Land Rover and 4x4 Stockists Parts and accessories for a range of models, from Series II to Range Rover Sport Free Standard Shipping on UK Mainland Webshop Orders* Visit www.psautoparts-store.co.uk Call 01622 891777 * Minimum order £10

5 Wheeler Street, Headcorn, Kent, TN27 9SH

Alex Engineering

Independent specialists catering for all models of Land Rover Betlow Farm, Station Road, Long Marston, HP23 4QZ www.alexengineering.co.uk alex.eng@btconnect.com • 01296 668848

www.island-4x4.co.uk Online Land Rover Part Specialists Offering Worldwide Mail Order

* Free Mainland UK Delivery Over £50 * * Delivery France, Germany and Belgium £10 unlimited weight and parcels *

sales@island-4x4.co.uk

LRS Engineering Loony about Landys!

Unit 6 Westmead Ind Est, Hedingham Road, Gosfield, Halstead, Essex, CO9 1UP

www.lrsengineering.co.uk 01787 469553

info@johnrichardssurplus.co.uk • 01952 550391

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

E: citygbcov@yahoo.co.uk E: citygbcov@yahoo.co.uk E: citygbcov@yahoo.co.uk

AJD Off-Road

01422 322300 | 07872 611541 SERVICE - PARTS - REPAIRS

Clutchfix Special Offer - ONLY £695.00 supplied & fitted OFFER ENDS 30TH JUNE (T&Cs apply)

adamsonautomotive.co.uk

E: citygbcov@yahoo.co.uk

www.johnrichardssurplus.co.uk

steeringwheelrestoration.co.uk tel: +44 www.steeringwheelrestoration.com Kent CT12844962 5FD (0)1843

steeringwheelrestoration.co.uk

E: citygbcov@yahoo.co.uk

Land Rover Parts, Ex-Military and General Surplus

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

Steering wheel restoration, vintage to modern cars, tractors, lorries, buses, boats. Bluemels, celluloid, bakelite, Land Rover I, II, III restored to concourse standard.

Unit 95, The Oaks, wood & plastic.

Steering wheel restoration, vintage to

E: citygbcov@yahoo.co.uk Specialist in Land Rover gearboxes and transfer boxes, rebuilds and overhauls Established since 1994 reconditioning Land Rover transmissions

E: citygbcov@yahoo.co.uk

T: 07973 751123

Specialist in Land Rover Gearboxes and Transfer Boxes rebuilds and overhauls, based in Coventry Established since 1994 reconditioning Land Rover transmissions Stock items available with next day delivery across the UK Prices start from £250 Trade enquires welcome

Marrion 4x4

Thecitygbcov@yahoo.co.uk Independent Land Rover Specialist

Unit 3, Reaymer Close, Leamore, Walsall, WS2 7QZ www.marrion4x4.co.uk thomas@marrion4x4.co.uk • 07825 433314

Bugle Industrial Estate, Rosevear Rd, Bugle, St. Austell, PL26 8PJ 01726 851958

North West England

West England

SALES & REPAIRS IN ALL VEHICLES & 4x4s Wenlock Motors offer a wide range of services including vehicle repairs and servicing, air conditioning repair and re-gas, clutch replacements, diagnostic work, power steering issues and much more...

Smithfield Works, Bridge Road, Much Wenlock, TF13 6BB wenlockmotors@btconnect.com • 01952 727214

APB Trading

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

01782 834322

Engine Building & Restoration | Classic,Vintage,Veteran & Competition | Fully Equipped Automotive Machine Shop | Re-bores, Cylinder Liners & Honing | Crankshaft Grinding & Chroming | Metal Stitching & Casting Repair | White Metal Bearings | Line-Boring Blocks & Heads | Re-facing Blocks & Heads | Cylinder Head Re-manufacture | Valves, Seats & Guides Replacement | Unleaded Fuel | Conversions | Flywheel & Disc Lightening & Grinding | Porting & Polishing | Balancing Rotating | Assemblies | Carburettor Restoration | Casting Aluminium & Iron Components Automobiles, Motorcycles, Boats, Trains & Planes

Independent Land Rover Specialists Parts, Accessories and Off-Road Equipment

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3-4 Dudley Port, Tipton, West Midlands, DY4 7SA blackcountry4x4.co.uk sales@blackcountry4x4.co.uk • 0121 679 9369

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

Unit 1, Tixall Heath Farm, Brancote, Stafford ST18 0XX 01785 243175 | www.ashley4x4.com

Wales Cast Iron Quality & Service

West Winner, Eversley Centre, Eversley, Hants, RG27 0LY info@safari-engineering.co.uk www.safari-engineering.co.uk Tel. 0118 9732732

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Independent Land Rover & Range Rover Specialists • Service • Parts • Used Land Rovers • Bespoke Rebuilds

Black Country 4x4

Independent Land Rover Specialist

Foundry 4x4 Ltd

Land Rover Specialists: Sales, Repairs & Servicing

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MM 4x4

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info@foundry4x4.co.uk • 01495 725544

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

www.ca4x4.co.uk

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

Worldwide LR

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

www.worldwidelr.co.uk enquiries@worldwidelr.co.uk • 01704 567114

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

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www.a1british4x4.co.uk enquiries@a1british4x4.co.uk • 0161 763 4300

36

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

News

Issue 69: Nov 2019

Products

Vehicles

Adventure

Workshop

Buyers

USED LAND ROVERS FOR SALE Series I

2 & 4 Door Classic Range Rovers, all parts, body shells and doors.

Located in the Midlands, 5 minutes from junction 15 on the M6 Tel: 07842 818294

Series I 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” Hard Top (1970).

49,504 miles. 2.25 petrol. Externally restored by Stuart Brown.

Fairey Overdrive. Interior and engine retains patina. Part service history. £12300. Royston, Cambs. 07341 335502 02/19

Series III 109” Hardtop (1975).

Tax and MOT exempt. 2.25 diesel. Overdrive, free-wheeling hubs. Good runner. Chassis very good. Possible P/X for SWB Landy. £5500. Blackpool, Lancs.

07846 395256 10/19

Series III 88” (1973).

4.6 V8 Auto Complete chassis refurb £5800 Godalming, Surrey 07791 468944 06/19

Series III LWT GS 12V (1982).

51,000 miles. Petrol. Recent major service and new MOT. Nato Green. 7 seats. New canvas, vent panel, fuel tanks, door tops etc. £7500. Norfolk. 07501 466060 07/19

Series I 80” (1953). Three owners. 2.0 petrol. Seized engine. Aluminium bulkhead.

Good chassis but needs welding.

New rear x-member, fuel tank. £7250. Alfreton, Derbyshire.

07761 242509 07/19

Series II 88” Truck Cab (1959).

2.25 petrol. Tax, MOT exempt.

Stripped back, rebuilt a few years ago. Full respray. Bulkhead repaired, galvanised. Wheels blasted, coated. £11995. Ascot, Berks. 07850 285460 12/18

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. £7000. Deting, Kent.

07594 566344 09/19

Series III Isle of Scilly Fire Tender with Godiva pump.

Fully restored, FWH, Fairey Overdrive, MOT till August ‘19.

Featured in The Landy. Offers over £16000. Cornwall. 07759 973098 03/19

Series III LWT FFR 24v (1985).

15,100 miles. MOT Oct ‘19. Orig cond. Registered ‘93, barn stored from ‘97 to today. Overhauled, inc. slave and master cyls. VGC. £9950. St. Leonards, East Sussex. 07427 533512 01/19

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 IIA 88” 2.5 Tdi (1969).

69,000 miles. MOT Aug ‘17. Tax exempt. Recent improvements: reconditioned engine, clutch, new starter motor, springs.

Overdrive. £5900. Northampton. 07711 381216 03/17

Series III 88” 2.5 NA (1982).

Ex-military engine, rebuilt by MOD in 2000s. Lots of history, high-range 4WD won’t engage.

Good chassis, bulkhead. Oil leak. £3850. Bedford. 07858 899658 08/19

Series III LWT (1974). 3,900 miles. MOT’d, tax exempt. 2.25 petrol. Professional SU conversion. Roll cage and new canvas.

Perfect runner. Records show with 225 Sqn Royal Engineers. £12000. 01920 464540 11/19

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

Series IIA 2.25 Petrol (1967).

11 months’ MOT. Reconditioned engine, drives excellently and the condition throughout and underneath is just like new. £14750. Bristol. 07890 948758 10/19

Series III 88” 200Tdi (1973).

96,130 miles. Tax, MOT exempt.

Rebuilt 12 years ago, new outriggers, rear x-member, RR diffs, 24-spline axles. £8250 (inc. trailer, £7750 just LR). B’burn, Lancs. 07917 469215 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 III Lightweight (1975).

Rover 3.5 V8 on SU carbs. Galv chassis, bulkhead. Rebuild completed 12 months ago with parabolics, rebuilt axles. £10000. Norwich, Norfolk.

07876 491208 10/19

Defender 90 300Tdi (1997).

92,000 miles. SORN. Re-upholstered seats, night heater, spare bearings, prop and rock guards.

New tyres, snorkel and spare bonnet. £12500 ono. Berks.

07747 474748 10/19

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

07801 550277 08/19

Series III 88” Hard Top (1979). 76,000 miles. Original bodywork, solid vehicle. New seats, exhaust, rad and door tops. Some history. £7750.

Buckfastleigh, Devon. 07899 911855 (please text) 10/19

Series III 88” Petrol (1980).

Rebuilt. Refurbished original components. Parabolics. Chassis, bulkhead rebuilt to original specification. MOT May ‘20. £12000 ono. Mid Essex. 07484 622135 08/19

Series III LWT (1983). Full MOT. Extensively rebuilt. Exceptional condition. New chassis, springs, brakes, tyres, recon gearbox, unleaded conversion, resprayed. £17995 ovno. Northampton.

07966 134526 07/19

Land Rover 90 (1989). MOT Dec ‘19. Discovery 300Tdi engine, galv chassis. Good solid floor, soundproofed, carpeted.

Lifted, snorkel. Never used off-road. £6750 ovno. Hull, East Yorks. 07394 075355 09/19

Series II/IIA

TEL: 0797 439 8201 EMAIL: hillnditch4x4@gmail.com

VISIT www.hillnditch4x4.com for OPEN DATES. NO booking required!

Series III

Lightweight

90

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Issue 69: Nov 2019

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Range Rover

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 Td5 County (2003). 204,000 miles. Full MOT. FSH. Solid truck, some marks. Recent work: new fuel pump, exhaust, clutch, flywheel. £9900. Hailsham, East Sussex.

07921 577925 01/19

LR 110 (1983). Rare, early 110.

New galvanised chassis and bulkhead, 200Tdi, reconditioned ‘box. Rebuilt and resprayed in 2016. Featured in The Landy.

New butt ribs. £11000. Cornwall. 07759 973098 03/19

Range Rover P38 4.6 V8 Vogue (2000). 97,990 miles. Eight months’ MOT. Automatic. Full service history. Dark metallic.

Green/beige leather interior. £3500. Bristol. 07890 948758 11/19

RR Classic LSE (1993). 141,000 miles. MOT April ‘20. LPG. Electric seats, sunroof, air-con.

Great example, hardly any rust.

Pleasure to drive. £9000. St Albans, Hertfordshire. 07784 179974 06/19

Defender 90 300Tdi (1996).

113,000 miles. MOT May ‘19.

LEDs, snorkel, solid, original engine and chassis. £££s spent.

Six seats, new wheels and BFGs. £10500. Hemel Hempstead, Herts. 07766 869321 04/19

Defender 90 Td5 (2003).

158,550 miles. MOT Sept ‘19.

Great condition. Underside, bulkhead, engine all sound. Just serviced. New tyres. Cat C repair in July ‘17. £7950 ono. Ayr, Scotland. 07905 354702 01/19

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

Range Rover Classic 3.9 V8 Soft Dash (1995). 105,000 miles. MOT April ‘20. Jap import, Brooklands kit, special order paint, retrimmed. £21000.

Chislehurst, Kent. 07730 405708 10/19

RR L322 Vogue 3.0 TD6 (2005). 110,000 miles. MOT June ‘19. Runs, drives well, smooth auto. Sandstone interior.

Heated seats, climate, sat-nav. £5500. Chipping Norton, Oxon.

07887 848428 01/19

LR 90 300Tdi Off-Roader (1989). 88,228 miles. MOT Dec ‘19. Roll cage, winch bumper, winch, Special Tracks, sliders, Pro Comp susp, solid chassis, bulkhead. Offers welcome. Lichfield, Staffs. 07751 438536 04/19

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

Discovery 1 300Tdi (1998).

152,200 miles. MOT March ‘20.

New tyres, no rot, never left the tarmac. Head gasket and head skimmed and serviced. Few owners, no smokers. A/C. £2850.

01920 464540 11/19

RR Sport 2.7 TDV6 HSE (2005).

96,000 miles. MOT Dec ‘19.

Auto. Cream leather interior in fabulous condition. Cruise and climate control, heated seats. £5750. Shipley, West Yorks.

07593 639721 10/19

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 XS SW (2009). 74,800 miles. MOT Oct ‘19. Excellent condition. Service history, last serviced at LR specialist in Oct ‘18. Three prev owners. £19495. Nr Watford, Herts. 07770 231261 03/19

Defender 110 Td5 Special Vehicle (2000). Full MOT. VGC. New g’box, clutch, turbo, brakes, fuel pump. Genuine parts.

Secure back (ex-BT). Chassis, bulkhead very good. £8000.

07912 645867 06/19

Discovery 2 Td5 (1999).

153,000 miles. MOT Mar ‘20 – no advs. Welded, Waxoyled.

Terrafirma shocks. EGR delete, new pads, drop links, map sensor. £1500. Buxton, Derbyshire.

07968 654061 08/19

RR P38 4.6 V8 Autobiography (2001). 106,000 miles. MOT March ‘20. Partial history. Rolling resto with front axle and engine rebuilt. New batt, tyres, exhaust, g’box oil seal. £3950. Tadley, Hants. 01189 814021 10/19

Freelander 1 TD4 Spares or Repair (2001). 135,000 miles.

Front diff failure. New starter motor, battery, brakes. FSH from 2007. Excellent condition. £650.

Sutton Coldfield, Birmingham.

07711 771961 11/19

Defender 90 Rebuilt 200Tdi (1994). Taken all apart and put back together again. Engine, gearbox rebuilt, you name it, I’ve done. Please ring for full details. £9995 ono. Tewkesbury, Worcs.

07815 460939 02/19

Defender 110 200Tdi (1992).

181,000 miles. Full MOT. 18-month renovation. R380 gearbox, stumpy bell housing, Wolf wheels. Loads of new parts. £7995. Kent. 07999 806630

Discovery 2 Td5 (2001).

205,000 miles. MOT Dec ‘19.

Manual. New batt, good Grabber ATs. Two keys. Lots of paperwork.

Some filler on front bumper. £1500. Shrivenham, Oxon.

07879 618866 04/19

RR Classic 3.9 EFI V8 (1992).

168,000 miles. MOT Nov ‘19.

Electric leather seats (working).

New tailgate, two batts, sunroof needs seal replacement. New tyres. £3999 ono. Manchster.

07765 665992 10/19

Freelander 1 TD4 Spares or Repair (2002). 137,134 miles. No MOT. Service history and loads of parts. Prop still in place. Noisy engine. Needs new headlining. £500. Kidwelly, South Wales.

07790 087571 07/19

110

05/19

Discovery

37

Freelander

SERVICING, REPAIRS, MODIFICATIONS S PARTS & ACCESSORIES ES ES ROAD & OFFROAD D

Miscellaneous

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

Defender 90 300Tdi (1997).

Fully restored to an excellent standard, galvanised chassis and full respray. Loads of new parts, practically a new truck. Thousands spent. £16500. Exeter, Devon. 07969 602684 09/19

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. £7000 ono. Gainsborough, Lincs. 07557 770392 10/18

Discovery 1 Early 200Tdi (1989). Recent boot floor, cambelt, water pump. Rolling resto. Rare three-door. Original radio, service and owner’s book.

Heritage cert. £2500. Birmingham. 07694 450448 12/18

RR Classic Breaking (1990).

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

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

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

Registered To Land Rover Online Service System

QUADZILLA UTV & ATV Dealers

C B

News

Issue 69: Nov 2019

R A D I O Call us NOW 01604 402403

38

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

ENCE NO LIC ED R REQUI

Off-Road Playdays

Frickley 4x4

Kirton Off Road Centre Kirton Lindsey, North Lincs

Frickley, South Yorkshire

Protrax Tixover, Northamptonshire

Kirton Off Road Centre Kirton Lindsey, North Lincs

29 September

Slindon Safari

Protrax

Slindon,West Sussex

Tixover, Northamptonshire

20 October

Slindon Safari

Explore Off Road Silverdale, Stoke-on-Trent

3 November

Cowm Leisure Whitworth, Lancashire

Devil’s Pit Barton-le-Clay, Bedfordshire

Frickley 4x4 Frickley, South Yorkshire

Minstead, Hampshire

£59.99

T-3000 New Rugged Front Speaker CB Radio

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

13 October 4x4 Without a Club Harbour Hill,West Berkshire

Devil’s Pit SHELT HILL FARM, SHELT HILL, WOODBOROUGH, NOTTS NG14 6DG Telephone: 07973 139 483 Telephone/Fax Home: 0115 965 2204

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

Barton-le-Clay, Bedfordshire

Essex, Rochford and District 4x4 Club

Slindon,West Sussex

Hilll N Ditch Mouldsworth, Cheshire

Parkwood 4x4

Muddy Bottom

Muddy Bottom

Minstead, Hampshire

Minstead, Hampshire

Mud Monsters

Picadilly Wood Bolney,West Sussex

East Grinstead,West Sussex

Thames Valley 4x4 Broxhead, Hampshire

26 October Burnham Off-Roaders Tring, Hertfordshire Kirton Off Road Centre Kirton Lindsey, North Lincs

27 October

Tong, Bradford

10 November 4x4 Without a Club Harbour Hill,West Berkshire

Essex, Rochford and District 4x4 Club Rayleigh, Essex

Frickley 4x4 Frickley, South Yorkshire

Protrax

Burnham Off-Roaders

Tixover, Northamptonshire

Tring, Hertfordshire

Slindon Safari

Cowm Leisure Whitworth, Lancashire

Slindon,West Sussex

Devil’s Pit Barton-le-Clay, Bedfordshire

Discovery 300TDI 3 door 95H 125K miles.

2 owners. New sills.

Long MOT. £1600.

Rayleigh, Essex

28-29 September

12-13 October

20 October

Defender 110 TDI 91J 200TDI only 63,000 miles.

Good order. £4995.

Protrax Wiltshire

Onelife Adventure Lake District

UK Landrover Events Peak District

5-6 October

13 October

26 October

4x4 Adventure Tours Welsh Marches

UK Landrover Events Eden District

Tracks and Trails Night Drive (venue TBC)

Protrax Wiltshire

18 October

31 October

Tracks and Trails Yorkshire Moors and Dales

UK Landrover Events North York Moors

UK Landrover Events North York Moors (night drive)

7-11 October

19-20 October

2-3 November

Ardent Off Road Coast to Coast

Ardventures Yorkshire Wolds and Moors

Ardventures Lake District

Ardventures Coast to Coast

Protrax Wales

Protrax Wiltshire

12 October

Tracks and Trails Northumberland

Tracks and Trails Yorkshire Dales

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

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

Buyers

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

Frickley, South Yorkshire

Muddy Bottom

CB Radios

Workshop

Frickley 4x4

6 October

From

Adventure

28 September

Kirton Off Road Centre Kirton Lindsey, North Lincs

www.THUNDERPOLE.co.uk

Vehicles

Calendar

Hilll N Ditch Mouldsworth, Cheshire

For the complete range of ALL CB Radios & Accessories visit

Products

Green Lane Convoy Events

UK Landrover Events Lake District

ALL SEASONS. ALL CONDITIONS. ALL TERRAINS.

“The Terratoura has been benchmarked against some class leading tyres to give us that all-terrain capability to make sure across all surfaces; the snow, the sand, the rock,

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For further information or to find your local retailer, please visit

www.davanti-tyres.co.uk/dealers

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