The Landy November 2024

THE

NOVEMBER 2024

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All the usual news, products, features and more in this month’s issue of The Landy – the only LR newspaper

• Your Exp e rt s i n 4 x 4 , S U V, a n d Va n Ty re s

• Disc ov e r Ou r E xt e n s i v e Ra n g e o f St e e l & A llo y W h e e l s

• Pro fes si o n a l Fi tt i n g o r Fa s t , Re lia ble D e liv e r y — Yo u Ch o o s e !

• Trust ed b y C u s t o m e r s : Rat e d 4 .8 / 5 o n Tru s t p i lo t

4 X 4 T Y R E S . C O. U K

The Wheel and Tyre Specialists

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ISSUE 132

NOVEMBER 2024

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Everybody has their own idea of the perfect 90.

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Page 14: A truly sensational lifestyle 90 – with a matching overland trailer for the ultimate in flexibility

LANDY

NOVEMBER 2024

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ISSUE 132

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‘YOU JUST PULL OFF THE ROAD AND JUMP IN THE BACK FOR THE NIGHT’

www.thelandy.co.uk

FREE EVERY MONTH FROM YOUR LAND ROVER SPECIALIST

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Everybody has their own idea of the perfect 90.

But there’s nothing else quite like a factory V8.

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The UK’s largest range of Land Rover chassis

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Bespoke Defenders from LR Classic push towards quarter of a million pounds

LAND ROVER’S MISSION TO PUT EVERY INDEPENDENT SPECIALIST BUILDER OUT OF BUSINESS continues apace. Land Rover Classic, the in-house division responsible for turning slightly used Defenders into things for multi-millionaires to put in their collection and never drive, is back with the (take a deep breath) Classic Defender V8 by Works Bespoke.

There have been several other examples of the original-shape Defender being fitted with a huge V8 engine, blinged up with stuff you never knew they needed (or they just didn’t need) and punted back out for absurd six-figure sums. The Works Bespoke programme takes it to a new level,

however: Land Rover describes it as a ‘unique new commissioning service’ which ‘represents the pinnacle of personalisation and restoration offered by Land Rover Classic Works Bespoke.’

So, none of that lowbrow productionline individuality here, then. You can, it continues, ‘specify a fully restored Classic Defender V8 to reflect (your) personality, with an extended choice of materials, interior and exterior colour combinations, finishes, accessories and upgrades.’ And an extended price, too, presumably – this starts at £190,000 plus VAT but that’s only for customers who don’t have a personality and therefore won’t be needing any of the fancy stuff.

Even these tragic souls will still get a Defender with a 5.0-litre V8 engine packed beneath its bonnet. We do wonder how Land Rovers ever managed to survive all those decades without such a thing. It gives you 405bhp and 380lbf.ft, which goes out through an eight-speed ZF automatic transmission; the transfer case behind it is retained, thankfully, so you do still get four-wheel drive.

Next comes a new high in Land Rover’s use of the word ‘curated.’ This was already ridiculous enough when used for things like leather trim options and paint colours, but now it applies to the mechanical parts used to modify these trucks.

Yes, trucks. That’s what they are, little fanboi with a trust fund. Always were, always will be.

Anyway. ‘All Classic Defender V8 by Works Bespoke vehicles benefit from a curated (cue mirth unbounded) selection of high-quality parts.’ These include four-pot Alcon brakes with 335mm front and 300mm rear rotors, revised-rate Eibach coils and anti-roll bars and Bilstein shocks, the latter promising ‘excellent on and off-road comfort and performance’.

Comfort and performance be damned, though. If you’re spending what might as well be a quarter of a

Issue 132: Nov 2024

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Issue 132: Nov 2024

DA5502 Heavy Duty Steering Bars 90/110 £99.00 incl VAT

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million quid on a Defender, all you want is for everyone to know you can afford to do such a thing.

To this end, you can have your Defender on 16” Wolf wheels in black or Limestone. (Or buy a Wolf and save 200 grand. Just saying.) 18” Sawtooth alloys are also available, as are side steps, roof racks, roll cages, ladders, winches and a choice of roof-mounted lighting options (classic-style spotlights or an LED bar). As it is, LED headlamps come as standard.

Further choices include silver or black for the door handles and fixings and standard, Heritage or Adventure grilles. And then of course there’s the paint. This is where you can really go for it: ‘clients can select the colour of their dreams for the timeless bodywork,’ says Land Rover.

Obviously it does help if you dream about the company’s pre-defined Heritage, Contemporary, Premium and SV Metallic palettes, however it’s also possible to choose something completely bespoke by using the match-to-sample service on offer.

As it is, the SV Metallic palette provides ‘the most exclusive colour spectrum ever offered’ including co-

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lours such as Sunset Gold and Sunrise Copper. Heritage options include Balmoral Green and Marine Blue, while Corinthian Bronze and Firenze Red are among the Contemporary offering.

Whatever your choice, Land Rover promises ‘dramatic depth and impeccable hand-finished quality.’

You can also have a body-colour or contrasting roof, which seems kind of obvious if the service is truly bespoke but they say it anyway. Presumably, since a 5.0-litre Defender is basically a bit of a hot rod, you could also borrow from the custom car world and ask for a House of Kolor finish with added metal flake, multiple layers of lacquer, handdrawn graphics and pinstriping.

Similarly, you should be able to ask for an interior clad completely in your choice of leather with hundreds of hand-stitched diamond quilts. Maybe a bespoke dash pod housing clocks from a ’55 Chevy and switches from a Lancaster bomber, too. ‘The interior is recognisably Classic Defender, revitalised and crafted in line with the client’s desired specification,’ after all.

What we know is that the seats are indeed leather trimmed, as are the side trim, doors, roof lining and dashboard.

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Buyers

The leather in question is in one of five monotone or eight duotone colours, and an ‘exceptionally comfortable’ Premium seating option can be specified. £190,000 plus VAT and exceptionally comfortable seats aren’t standard.

You do at least get a gloss black centre console containing Land Rover’s Classic Infotainment System, giving you sat-nav, DAB and Bluetooth via a 3.5” touchscreen. And ‘clients are also able to look beyond this specific set of colours should they wish,’ which is nice to know. In the back, you can order a full Ply Guys camper conversion, or as an alternative to that the Adventure Pack includes a ladder and roof tent.

All this and more is included in the new Classic Defender V8 configurator, which lets you throw options around like confetti as you spec your dream Defender. What it doesn’t do is tell you how much it all costs, at least not without you yielding up all your personal info, so we can’t tell you how much we got to by adding the sort of stuff everyday people fit to everyday Defenders.

What we can tell you is that these Defenders are based on donor vehicles from 2012-2016. So they’re not new cars, which of course is why Land Rover is able to sell them in the first place.

The entry-level price of £190,000 plus VAT gets you a four-seat 90 Station Wagon; a five-seat 110 takes it up to £199,000, while for a seven-seat 110 you’re looking at £204,000. Those independent specialists must be quaking in their boots.

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Issue 132: Nov 2024

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Defender sponsors posh festival in the woods ‘DEFENDER PARTNERS WITH LOST VILLAGE TO CREATE MEMORIES THROUGH ADVENTURE,’ it says here.

Oh cool, we think, maybe they’ve used their connections with the military to do a special event on the Plain that benefits the Families of Imber.

We read on. Oh. Lost Village is a music festival. Actually, looking at the lineup it comes across as a weekend of luxury with some music. ‘We shall meet the most extraordinary people, dance to the most incredible sounds, eat the most exceptional food and share impossible stories with kindred souls,’ says its website, among the pictures of posh looking beautiful people enjoying posh looking food and staying in posh looking glamping pods.

‘You mix the music with the dirt and you get your soul fried,’ said Iggy Pop once. Here, there is no dirt and you get your sole pan-fried.

It’s a match made in heaven, really.

This year’s festival featured a new

stage, and the rest of this paragraph should come with a health warning as it may make you want to stick pins in your eyes. ‘Defender and Lost Village share a passion for creating cherished memories through immersive experiences.

Defender and Lost Village have worked together with this single vision to create The Outpost, a stage for new and established artists and a multi-faceted guest experience. Based in a rugged, isolated part of the wooded site, curated with lighting and architectural installations, The Outpost promises to create a sense of intrepid adventure for the music lovers attending the festival.’

And they said ‘curated’. About this.

We were going to tell you about the fleet of 32 plug-in hybrid Defenders working at the site to help the organisers realise their environmental goals.

But we can’t bear it any more. Just go outside, cuddle your (real) Defender and be thankful that you’re not one of these people.

THIS YEAR’S DEFENDER BURGHLEY HORSE TRIALS marked the 20th anniversary of the event’s partnership with Land Rover. To mark the occasion, the company put on a display of its ‘most prestigious’ vehicles, as well as putting on family activities and hospitality for its clients. Naturally, the Defender Octa was the star of the show, with the Range Rover and Discovery also represented and passenger rides available throughout the event on a purpose-built obstacle course designed to make the Defender look as good as possible. There was a Series I on display, too, highlighting the ‘deep roots and strong provenance that gives Defender its credibility.’ Ooh, that wouldn’t be the sound of someone cocking a manicured snook at the Ineos Grenadier, would it?

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What does £190,000 get you anyway?

Issue 132: Nov 2024

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eople are always complaining about the price of things. Not just at the moment (though my God, they are) but always, especially as we get older. A pound for a Mars bar?! I used to be able to get one for 10p, and it was bigger, etc. Ignoring of course the fact that when Mars bars cost 10p, the average salary was paid in beans.

So maybe £190,000 plus VAT is not so much for a V8 Defender from Classic Works. I mean, the average house price in Britain is almost a hundred grand more than that… .

Obviously, with the tax on top you’re paying £228,000. And that’s just for the basic package in what’s meant to be a bespoke programme allowing people to spec a Defender literally any way they want it. If even one person comes away with an invoice for less than a quarter of a million quid, I’ll be surprised.

Most of the reaction on social media was either of hilarity or sadness. But fair enough, if people are willing to pay this much then who are Land Rover not to keep the customer satisfied?

What sticks in my craw, though, is that this comes in the context of the company saying (some years ago) that it was going to put all the independent specialist builders out of business.

I’ve no idea if they regret that claim.

But it was spectacularly arrogant at the time and the specialist market is as healthy as ever. Maybe not so much for mid-range bling Defenders at present, but if you go to a Land Rover main dealer asking for a personalised newshape one they’re likely to point you at a particular well-known independent.

Not if you ask about spending quarter of a million on a bespoke old-shape Defender rebuild, I suspect. But as we all know, whatever your budget there’s a specialist out there who can help you unleash your individuality on the 90 or 110 of your dreams. And at that sort of money, shopping around could yield you something whose character blows the official version out of the water.

Complaining about the price of things is so last year: if your money is getting you something worth having, it’s like there’s no such thing as expensive any more.

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

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Issue 132: Nov 2024

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New option packs for Range Rover Sport SV LAND ROVER HAS UNVEILED THE RANGE ROVER SPORT SV EDITION TWO. The latest version of the company’s definitive performance SUV, this is a collection of trim packages which ‘takes the sporting attitude, dynamic capability and assertive presence of Range Rover Sport to the next level.’

Powered by a 635bhp, 553lbf. ft version of Land Rover’s 4.4-litre twin-turbo V8 engine, the latest Sport features hydraulically linked 6D Dynamics suspension with pitch and roll control, lightweight 23” carbon fibre wheels and an SV Mode for the most intense possible driving experience. It can hit 60mph in as little as 3.6 seconds but is also laden with luxury features, such as Body and Soul seating with sensory audio technology, which enables occupants to feel music rather than merely hear it. We seem to remember Slade doing a song about that once.

Mainly, though, it looks more moody and menacing than ever. You might buy an SV because you’re a driving god and you can make the most of its ‘near-level stance during extreme acceleration, braking and cornering’, or a refined aesthete who roars with delight at its ‘modern luxury, refinement and reductive design,’ but more likely it’ll be because you want everyone to know you’ve got more money than them and you’ve got the rap star car to prove it.

Sure enough, thee Edition Two has ‘a dramatic performance-honed exterior.’ Not only that, it comes in a choice of four newly announced

themes: Blue Nebula Matte, Ligurian Black Gloss, Marl Grey Gloss and Sunrise Copper Satin.

You might well be thinking that only the most comically up-themself person would say ‘theme’ when what they’re talking about is a colour, but in the very next sentence they’re also described as ‘curations.’ Well, of course they are.

To be fair, there is a bit more to it than just colour. Blue Nebula Matte is combined with matching brake calipers, a painted carbon-fibre bonnet and 23” forged black alloys, while the seats are trimmed in Light Cloud and Ebony Windsor leather.

Marl Grey Gloss, on the other hand, comes with an exposed carbon twill bonnet and 23” Carbon Gloss wheels,

while the calipers are painted Sunrise Copper and the interior is finished in Rosewood and Ebony.

Third up, Sunrise Copper Satin is paired with a painted carbon fibre bonnet and a 23” forged black alloys with red anodised calipers, while the seat leather is in Ebony. Finally, it’s back to the exposed carbon twill bonnet and Carbon Gloss wheels for the Ligurian Black Gloss theme, though here you get Nano Yellow calipers and, rather than leather, a Cinder and Ebony interior in Knit and Ultrafabrics PU. Prices for the SV Edition Two haven’t been divulged, but if you have to ask. More to the point is that the vehicles will become available in the UK next spring.

NEXT MONTH’S ISSUE OF THE LANDY IS PUBLISHED ON 15 OCT You can pick up your copy of our December 2024 issue from selected newsagents and Britpart dealers – or read it online at www.thelandy.co.uk 01283 742969 • enquiries@assignment-media.co.uk • www.thelandy.co.uk • www.facebook.com/thelandyuk Group Editor Alan Kidd Art Editor Sam D’Souza Contributors Dan Fenn, Paul Looe, Tom Alderney, Gary Martin, Gary Noskill, Olly Sack Photographers Steve Taylor, Richard Hair, Harry Hamm, Michelle Thruxton, Vic Peel

Advertising Sales Manager Colin Ashworth Tel: 01283 742969 Publisher Sarah Moss Email: sarah.moss@ assignment-media.co.uk

While every effort is made to ensure that the contents of The Landy are accurate, Assignment Media Ltd accepts no responsibility for errors or omissions nor the consequences of actions made as a result of these When responding to any advert in The Landy, you should make appropriate enquiries before sending money or entering into a contract.

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by Britpart. Details of your nearest Britpart dealer can be found at www.britpart.com Where a photo credit includes the note CC-BY-2.0 or similar, the image has been used under that Creative Commons licence. Details are available at www.creativecommons.org The Landy is published by Assignment Media Ltd, PO Box 8632, Burton on Trent DE14 9PR © 2024 Assignment Media Ltd

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Issue 132: Nov 2024

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

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£3312 inc VAT www.expedition-equipment.com ‘REMEMBER THAT LONG AFTER THE SWEETNESS OF PRICE IS GONE, QUALITY PREVAILS.’ So says Eezi-Awn, the South African manufacturer of roof tents, awnings, fridge slides and more which last year celebrated its 40th anniversary.

It marked the milestone in style, too – with a new 40th Edition of its Blade hard-shell tent. This gains revised locks and gas struts, making it more functional and aerodynamic than ever, while the upper surface of the shell features Eezi-Awn’s K9 rack system to enable mounting of items like bikes and kayaks – or indeed solar panels to help you keep your leisure battery brimmed.

Further additions include a pair of new shoe bags on either side of the tent, plus a USB port and, at the back, a ladder locking plate. Yet more functionality comes from a pair of 8mm slots in the aluminium extrusion at the bottom of the unit, allowing you to mount more accessories – including Eezi-Awn’s own range of awnings.

‘The intention is not to carry a heavy weight on the tent,’ explains Eezi-Awn, ‘but to be able still to carry the items you would have before the tent was installed on the vehicle.’

Made in Eezi-Awn’s own facility in South Africa, the Blade 40th Edition is true to the company’s ethos of building products to last. It’s available through the official UK Eezi-Awn agent, APB Trading, priced at £3312 including VAT – the company is based near Kidderminster in Worcestershire, and you can find it by dropping in on www.expedition-equipment.com.

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Issue 132: Nov 2024

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the event of air suspension failure,’ says leading stockist Maltings 4x4 Store. And it means you can fit bigger tyres, which was of course what

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IF THE FIRST THING YOU THINK OF WHEN YOU LOOK AT A DISCOVERY 3 is a gang of failed air suspension components sneaking up on you in the night to rob all your money, you’ll know that the aftermarket has long since been offering coil conversions for the vehicle. Terrafirma’s latest airto-coil kit adds something more, however – by lifting the vehicle by 2” at the same time.

The kit includes ‘expedition grade’ heavy-duty damper struts for the front and rear of the vehicle, as well as an air suspension override module and an appropriately high-quality wiring loom.

The latter comes in two forms to suit the Disco 3 from 2005 to 2009 and the Disco 4 from 2010 to 2013. You can also use the kit on the equivalent Range Rover Sport, so long as it’s a model without ACE. ‘The new Terrafirma air to coil conversion kit eliminates the likelihood of expensive air suspension repairs and the potential for becoming stranded in

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Price: £532.47 (90) / £666.43 (110) Available from: maltings4x4store.co.uk, TF0022 / TF0023 HEAVY-DUTY IS GOOD, AND COOL IS GOOD. So when something is cool and heavy-duty, well, that’s really good.

Something like Terrafirma’s Tred rock sliders for the proper-shape Defender, for example. These are available for the 90 and 110 alike.

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Issue 132: Nov 2024

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This restored 90 is the perfect lifestyle Landy – and with its matching expedition and camping trailer, it can walk the overlanding walk with the best of them too

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onventional wisdom has it that when you’re preparing a Land Rover for expedition travel, you should modify it as sparingly as possible. The more standard it is, the less potential for something to go wrong because it’s been taken out of spec.

All the same, there will inevitably be things you have to change. You’ll want a proper set of heavy-duty all-terrain tyres on it for starters. Heavier duty suspension, too, to cope with all the extra weight you’ll be carrying. A reliable means of self-recovery. Consumer electrics you can rely on. A radical new engine. Stuff like that.

Spot the odd one out in that list.

Yet here it is – a Defender 90 built for adventure travel and packing a 4.3-litre Lexus 3UZ. An absolute lion of an engine, this was used in the GS430 and LS430 where it put out a super-smooth 300bhp and 325lbf.ft – though to drive one, you’d think it had plenty more than that.

Just as importantly, all the engines in the UZ series were strong as an ox – and, if you wanted them to be, very very tunable. Four-figure outputs are not unheard of – and the standard Lexus auto behind it was built to be capable of taking very nearly that much too. No wonder it’s popular as a repower option in all manner of motoring scenes.

Sure enough, in the words of Jim, the 90’s owner, ‘the Lexus V8 is a perfect match.’ It was fitted by DT Engine Solutions of Stafford, and he reckons they were a perfect match too. ‘The installation is absolutely first class. The handmade exhausts and air cowlings are a thing of beauty.’

You might reasonably say the same about the vehicle itself – and the bespoke expedition trailer that goes with it. Jim had the Land Rover professionally restored in 2021; it dates from 1990 but he now has himself what is basically a nearly-new Defender with just 6000 miles under its wheels.

What did the professional resto entail? Well, the 90 was rebuilt on a new galvanised chassis, so that’s a pretty good start. The doors were replaced, and all the panels were resprayed in what you’ll immediately recognise as HUE green. It has a proper name but we all know it as HUE green and I mean that most sincerely.

Elsewhere, the Lexus lump was mated to an Ashcroft reconditioned gearbox and transfer box with limited slip diff. The brakes were replaced

Words: Olly Sack

with all-round discs. Obviously that’s just some of the sexy stuff, but the work was all done by Land Rover specialists and in Jim’s words, no expense was spared – he wasn’t about to let them anyone get away with doing the hidden stuff on the cheap, not that he’s the kind of guy to give a major job to the sort of outfit who’d do that in the first place.

Obviously, a change of engine is always going to bring a list of knockon jobs to consider. We’ve already mentioned the air ducts and bespoke exhaust, and of course there’s a load more good stuff besides. The big V8 sits on fabricated mounts and is cooled by a custom radiator with fresh air sucked through it by twin fans. It goes without saying that a whole new wiring loom was going to be necessary if anything was ever going to work, along

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When it’s not in full travel mode, the 90 is a superior lifestyle truck with an interior that’s comfortably poshed up but not over the top. This was achieved largely by coming home from Exmoor Trim laden down with leather seats, steering wheel, dash pod and door pockets, and by installing a custom stereo with four speakers and a sub. The latter is controlled via a dash screen which doubles up as a reversing camera monitor. Exmoor was also responsible for the combination soft-top (below) which can be made fully weatherproof or rigged as a bimini to keep the sun off but let the air in with a remote oil cooler for it to keep working long-time. The discs are aided by a new brake servo and the cabin environment is aided by an uprated heater matrix.

The cabin environment. Let’s talk about that. Jim went to Exmoor Trim and came back with a load of cool stuff; seats, steering wheel, door pockets, dash pod; oh yes, and a combo soft-top allowing him to make it fully weatherproof or, if the sun’s out, see the world from beneath a jaunty bimini roof. He can not only see the world as entertain the world, too, thanks to a bespoke ICE rig with four speakers and a sub; this is operated via a screen which doubles

up as the display for a dash cam and reversing camera.

So far, none of this screams overlander. And right enough, what we have here is a lifestyle Landy. A superbly built, imaginatively specced and beautifully finished one, but a lifestyle Landy nonetheless. But then you look at what’s behind it – and now what we have is a game-changer.

The trailer was done in 2021, around the same time as the Land Rover that pulls it. It’s underpinned by a Penman military chassis, meaning it starts with damped leaf springs and hydraulic disc brakes as well as having massive strength built in.

On top of this, you might well recognise that the body is based on the tub from a 110. A risky business, this; we’ve all seen those car-towing-itself creations which start out as a good idea and end up looking absurd, but the Defender look survives intact thanks perhaps to the built-in sense of purpose which is further enhanced by all the kit bolted to the outside of the trailer.

This includes a full-length roof rack from Direct 4x4, which can take a tent if required but is equally at home shouldering the weight of all Jim’s expedition supplies and essentials. It’s also home to a 270-degree bat-wing awning, also from Direct 4x4, while on the offside a

Issue 132: Nov 2024

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Issue 132: Nov 2024

fold-out toilet and shower cubicle lines up ahead of a large lockable storage box. You know those squirrelly little efforts Land Rover charges people about a grand for to put on their new Defenders? Those have a picture of this thing on their bedroom wall.

Something else you might notice is that the trailer has a 50mm towball.

We’d like to tell you that Jim spent a few years living in the Outback and developed a taste for road trains, but the truth is a little more lifestyley. ‘It’s so a bike rack can be fitted,’ he explains.

And before you start clucking and tutting about obscuring the rear lights, he also fitted a power socket so he can throw on a light board and keep it as safe and legal as ever.

Going back to our comment about the roof rack being able to house a tent or anything else, that’s all very well but if he’s taken the ‘anything else’ route where’s he going to sleep? The answer is that inside, the trailer is fully lined and insulated – and equipped with a single mattress. It might not be as spacious as a roof tent but it’s still roomier than the sleep pods you get in some of those hotels-from-hell you see on the continent.

Actually, it’s probably roomier than some million-quid London flats. ‘I’m 6’2” and sleep in there comfortably,’ says Jim, and when you look at it from the outside that shows just how well packaged the whole thing is.

What else is in there? What isn’t?

There’s a slide-out kitchen with twin burners and a sink, above a twin gas bottle store hooked up to the stove.

There’s an onboard water tank with a powered pumped external hook-up.

There’s a lithium iron battery pack with a 240-volt mains outlet, integrat-

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With the rear tub from a 110 grafted on to the chassis from a Penman military trailer, the camping rig is made of incredibly solid stuff.

And upon these underpinnings it’s been built to a sensationally high standard, with a full length roof rack and batwing awning from Direct 4x4 as well as a fold-out bathroom tent and huge lockable storage box. Inside, it’s been fully lined and insulated for sleeping – though the roof rack will also take a tent if required. Add in a slide-out kitchen with two gas burners and a sink, a lithium ion battery pack with solar charging and mains outlets, loads of LED lighting and more storage shelves, drawers and lockers than you can count, and you have a setup that’s at home on a provisioned camp site or going off-grid for prolonged periods of time ed charger, inverter and MPPT solar charger – that’s enough juice to run a fridge. There’s a large pull out drawer and shelf, more storage lockers than we care to try and count and loads of LED lights and 12-volt sockets.

‘The camping trailer is incredibly versatile,’ says Jim. ‘At its simplest, you just pull off the road and jump in the back for the night. However, unfurling the side awning creates a footprint over twice its original size.

‘The solar panel and on-board water tank mean I can go off-grid for a long period – but the mains and water hook-

ups mean I can use campsite facilities too.’ Despite being finished at a time when lockdown was still something we feared, rather than something we look back on and go sheesh, did that ever really happen, Jim has taken the vehicle and trailer on an expedition to Corsica and come back convinced of its capabilities for adventures of a decent length.

Of course, even the most professionally fitted 4.3-litre V8 is going to suck down a hefty bit of unleaded when propelling a heavy rig with the aerodynamics of Beachy Head all the way to

the southern end of Europe. But if you see that as being The Point, maybe check that someone hasn’t nicked off with your soul.

The actual point is that this is a lifestyle Land Rover of the very highest order – and, thanks to what it’s got on the back, a Defender that takes the notion of practicality to the next level and beyond. Even in full expedition trim, with the trailer sprayed and finished to perfectly match the 90 itself this is a statement vehicle that kicks dust in the face of all the bolt-on bling you can muster. Two vehicles in one? At least.

Having had all the work done by pros, Jim clearly does have a hefty sum invested in the set-up. How much is for him to know, but when we came across it he had it up for sale at £59,000.

A hefty sum too, of course. Just think, you could almost have a newshape Defender for that. Ask nicely and they might even put one of those squirrelly little boxes on the side, too…

Thanks to Jim for his help in compiling this article. The 90 and trailer are is currently listed for sale in the classified ads on page 28 of this issue.

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Issue 132: Nov 2024

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Eight of the best Some wine-fuelled bidding set Ed Owen on the route to owning an original V8 90. By the time he was finished, it could lay claim to being one of the best of the breed you’ll see anywhere

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couple of years ago, Ed Owen did the unthinkable and went looking at cars on the internet after a couple of glasses of wine. This is well known to be one of the most efficient ways there is of separating yourself from your money, sometimes with catastrophic results, but Ed managed to retain his composure and rather than liberating a ton of money on some awful sports car with no brakes and a sump full of woe, he homed in on a particularly sweet ex-Army 88” softtop Series IIA and Sankey trailer.

This is not the story of that Series IIA. Well, okay, THIS is the story of that Series IIA: ‘While it was lovely, it could barely get out of its own way and wasn’t really much fun on the road.’

Now, this isn’t just a case of someone having a whoops moment. Ed knows what he’s looking at. ‘I’m a pretty solid car nut,’ he says. ‘I’ve owned north of 100 of all shapes and sizes.

On top of the Series IIA, I’ve also had a 2001 P38 and a 2013 2.2 90.’

You don’t have that many motors in your life without knowing to punt them on again if they’re not doing it for you.

So, not being one to sit around moping about these things, Ed thought again.

‘I spotted a V8 90 at Motodrome in Henley. I spoke to Simon, the owner, and a part-ex deal was done. The drive there towing the Sankey trailer was somewhat leisurely…’

So, then, this is the story of the Land Rover Ed bought to replace the Land Rover he bought. First things first, as we mentioned it’s a V8 90 – a proper factory one, and from the days when a V8 was just a more powerful engine option and not an excuse to rinse half a decade’s mortgage payments out of your most starry-eyed punters.

As has been the case for a long time, a pre-Defender 90 or 110 with its original engine is an increasingly rare thing. When it’s a factory V8, it was already something of a classic way back before such a word was ever applied to a Land Rover with coil springs. There are, or were, plenty of V8s going about that started out as four-pots: these are only ever as good as the guy who did the conversion, which leaves a fearsome amount of room for awfulness, and as petrol prices went trough the roof and a growing supply of ex-Disco

Words: Tom Alderney Pictures: Ed Owen Tdi engines came on to the market, most were subsequently converted again from V8 to diesel.

While all this was happening, anyway, original V8s continued to be seen as a cut above. A good number of them were spared the ravages of high miles and harsh off-road use (Ed’s has only done 79,000 in its life), and the market recognised early that they were worth more than the typical rank and file Defender. Crucially, though, they needed not to have been cut about.

The V8 Ed found was pretty original and slightly tired. Its chassis was in top condition, and it had been partially restored. ‘The County had had quite a lot of mechanical work already done,’ says Ed. ’The fuel tank and some other bits.’

It had also had a load of work done to its body; Ed describes the results as ‘great at 10 feet, but closer inspection showed a low quality job in places.’

As well as not being one to mope, he’s not one to miss an opportunity either – which of course this was.

The 90 replaced an ex-Army Series IIA 88” soft-top and Sankey trailer which Ed had bought in an online auction with the assistance of some wine. Turns out he wasn’t wild about driving the old warhorse – it wasn’t the first Land Rover he had owned, but it was the first leafer and not even a late P38 could prepare him for the experience

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North Devon Classic Trimming did a lot of work inside the vehicle.

Some of the rear seat frames needed repairing, which they did before reupholstering the whole lot in chocolate leather. They also did a brand new cubby box to match, the original one having seen much better days, as well as installing heaters in the front seats and renewing the carpets throughout

‘During a very cold winter,’ Ed continues, ‘the 90 developed the pox… that is, micro-blistering, which meant the paint had to have been retaining some moisture in it.

‘I took it to Dean Crook Bodyshop in Tiverton. We agreed that the only right thing to do was start again – so it had a glass-out respray. While they were at it, they caught a couple of tiny bits of rust and put new footwells in.

‘I’m absolutely delighted with their work – it’s easily better than when it came out of the factory.’

Obviously, a respray means curtains for any decals. This wasn’t a problem, though, as the ones it came with weren’t period correct. We’d like to know what was going through the mind of whoever put them there. Anyway, Ed went to Zen Graphics and boom, one proper job coming right up.

Talking of proper jobs, when he first bought the 90 Ed took it to the experts at Devon 4x4 for a full service and general condition check. ‘They duly reported it was in good shape,’ he says, ‘but still found a decent chunk of work to do including the heater box, suspension items and some brake work. I also got them to replace the entire exhaust with a new stainless steel system including headers.’

Over time, he also replaced the front bumper, bonnet and door hinges (using billet items from Exmoor Trim) and front grille. ‘I know the grille isn’t quite period correct!’ he says in his defence…

If a lover of originality is going to moan about anything, though, it’s the wheels. ‘I got Tom at Devon Defenders to slightly widen the factory Rostyle rims and add fresh new rubber,’ says Ed. ‘Dean Crook painted them to match

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the factory Ivory bodywork.’ Those tyres are 265/75R16 BFG All-Terrains, so they’re not drastically wider than the 7.50s that would have been an optional fit when the 90 was new, but if you get your aesthetics from the off-road look (or you just want everything to be as factory as possible) they might have you squirming a little. As you can see in the pictures, though, it’s not the full wide-boy stance you get on Defenders

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Like the seats, the steering wheel was retrimmed in leather to add to the gently classy atmosphere inside the vehicle. It’s structurally very sound indeed, with a rock solid chassis and a bulkhead to match. Probably the only controversial choice Ed made was to have the Rostyle wheels widened to take 265/75R16 BFGs – given the number of 90s going around on this size of tyre these days, it’s not exactly a shocker, but if you’re a proper anorak about it you might think the extra width looks vulgar compared to the 205s and 7.50s that were once a 90’s lot

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that have been done in a certain way, which has got to be a good thing.

Originality fetishists might blanch at the interior, too. More likely they’d be confounded at how good it looks even though it’s not like it was from the factory. Chocolate leather? Never! Oh, actually that’s rather nice…

‘The interior was original but a little tired,’ explains Ed. ‘So I got Steve at North Devon Classic Trimming to reupholster everything as well as repairing some of the frames on the rear seats. While he was at it, he added heating to the front seats and also re-carpeted the front and rear. He retrimmed a new cubby box, too, as the old one was past saving.’

This was all looking very good, so Ed took off the steering wheel and sent it off to Royal Steering wheels to be trimmed in leather with stitching to match the seats. The devil is in the detail… He fitted new door cards as well, and had the original stereo replaced by a proper Bluetooth job which runs Apple CarPlay and Android Auto and is

operated via a touch screen protruding from the dash.

It’s all starting to feel rather civilised now. There are small areas in which the 90 isn’t original, but they really are small – and in all the main respects, it’s an original V8. And a particularly nice one at that. People toss around the phrase ‘no expense spared’ when they’re talking about something they’ve washed and hoovered out, but when Ed tots up his outlay on the Land Rover it’s a good idea to be sitting down.

Here’s a little illustration of how thoroughly he looks after it. ‘A few months ago, it wasn’t running quite as well as I would have liked. So I took it to Exeter Engineering who ultrasonic cleaned, vapour basted and rebuilt the carbs and fitted new plugs and HT leads, as well as adding a modern ‘123’ Bluetooth programmable electronic ignition system.’ Not a lot of change out of two grand there.

As we all know, for many years now there’s been a big-money market in turning Defenders into something

they’re not. The results can impressive, but all too often they’re impressively gaudy and overdone instead. Ed’s 90 is personalised in a few worthwhile details but remains original in the ways that matter – and while he has improved it here and there, mainly it demonstrates that restraint is a fine thing. In other words, knowing what to do to a classic Land Rover is only as important as knowing what not to do.

If you happen to get your hands on a factory V8, it’s unlikely that you’d do it exactly the same way as Ed has done his. But if you can show the same level of good taste and judgement, you’ll be well on the way to building a 90 or 110 that belongs on the same page as this.

‘I’ve really enjoyed the project, he reflects, ‘and I think it’s one of the nicest factory V8 Countys out there.’ Disagree if you dare…

Thanks to Ed Owen for his help in compiling this article. The 90 is currently listed for sale in the classified ads on page 28 of this issue.

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lassic Land Rover values have softened a bit over the last year or so. But buying an early 80 in restored or original factory nick is still something only the rich can do. Every other Series I is a classic, too, save perhaps for those

which have been cut up for off-roading.

And even these are worth decent money if they still have their original identity.

Whereas a couple of years ago you’d see people asking in the high twenties for an everyday Series I, though, now it tends to be in the teens. Certainly, the

Series I (1948-1958)

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

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

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

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

Series III (1971-1985)

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

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

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

Lightweight (1968-1984)

These military vehicles can easily be distinguished from regular

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

Lightweights add an extra dimension to owning a Land Rover.

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

90/110 (1983-1990)

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

also take you just about anywhere in the world.

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

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

sort of old Landy you can actually use is now much closer to the sort of price that doesn’t put you off doing it.

An 80 is always going to command a premium, but the later 86 and 88 tend to be priced more realistically. That’s if you’re talking like-for-like, of course – a really immaculate one is still going to be worth a fortune as a bona fide classic.

Choose carefully, though, and the sort of Series I you can enjoy is in easier

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reach than it has been for a long time. So long as you don’t want a show winner, at long last there are bargains to be had.

• Based on a 1956 86” petrol soft-top. No mods. Valued at £30,000, limited to 3000 miles a year. 50 year old driver, fully comp, £100 excess

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

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

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

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

much of that early charm. Prices are on the increase, however, as these vehicles start to come into their own as collector’s items.

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

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

£2500-£30,000 Series IIA/IIB FC (1962-1971) They still carry the simplicity of earlier Land Rovers, but can be obtained for a fraction of the price... for now.

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

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

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

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

Forward-Control models differed from everyday Series IIs by

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

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

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

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

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

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

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

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

£7500-£26,000 the time came for demob. They were flogged off at very low prices and turned into off-road toys – not something you’d do with one today, given the rarity and classic value they’ve taken on.

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

£3500-£35,000 127 (1985-1990) A very early 2.25 petrol 90 is a rare thing, and a beautiful one too. But perhaps try for a 2.5 natasp diesel: they’re robust and as simple as they come.

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

£2500-£45,000

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

by Land Rover standards.

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

£6500-£27,000 took 110 chassis and stretched them. It was designed for military and commercial users and came as a high-capacity double-cab.

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

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

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

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

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

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Defender 200 Tdi (1990-1994) £4000-£38,000 Defender 130 (1990-2016)

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

decades if it’s looked after. Find one that’s had all its oil changes (a tall order) and it’ll go round (and round) the clock.

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

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

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

Defender 300 Tdi (1994-1998)

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

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

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

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

Defender TDCi (2007-2016)

The last Defenders gained modern 2.4 and 2.2 TDCi engines and

smooth six-speed gearboxes, They still had phenomenal off-road ability and were even okay to sit in. Famously, this was the Defender that actually had a dashboard Many people dislike the TDCi, especially the earlier 2.4, but they still change hands for huge money – especially when the likes of Kahn or Twisted have been

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

£12,500-£35,000

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

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

£4500-£43,000 Defender Td5 (1998-2007) become sought after for their light clutch and better shift action.

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

Pros: Strength and simplicity.

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

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

involed. You will always pay a premium for a Puma, and a Tdi or Td5 may turn out to be a better purchase. Even then, though, look after it and you may well never see depreciation.

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

£55,000-£165,000

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

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

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

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

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

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

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

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

£5000-£40,000

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

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

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

£8500-£195,000 Defender (2020-on)

As a result, you’ll find many more original(ish) 130s than 127s.

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

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

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Freelander (1997-2006)

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

£400-£5500 Freelander 2 (2006-2015)

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

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

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

Today’s replacements are much

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

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

The Freelander 2 was a massive improvement on the model

£2000-£17,500

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

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

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

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

Range Rover Classic (1970-96) £4000-£275,000 Range Rover (1994-2002)

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

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

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

Range Rover (2002-12)

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

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

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

This isn’t a DIY motor, but it certainly is a Range Rover, with brilliant off-road and towing skills.

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

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

The current Range Rover is a majestic 4x4. All the engines in the

£1000-£28,000

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

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

Electronics are laughably flaky.

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

£2200-£27,000 Range Rover (2012-22)

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

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

Range Rover (2022-on)

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

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

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

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

Prices have fallen since the production ended, too – £10,000 now gets you one worth having.

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

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

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

£20,000-£150,000

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

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

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

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

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

£99,000-£220,000 Range Rover Sport (2005-2013) £2500-£20,000

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

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

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

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

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

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

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

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

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

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

Expect horrific running costs

Range Rover Sport (2013-22) £19,500-£140,000 Range Rover Sport (2022-on) £80,500-£145,000

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

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

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

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

The only stumbling block with such a fine motor is going to be how to pay for it. Depreciation has started to bring down the purchase price – though you’ll never run one on a shoestring.

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

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

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

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

return for NASA-level emissions.

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

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

Range Rover Evoque (2011-19) £7500-£41,000 Range Rover Evoque (2019-on) £31,000-£60,500

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

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

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

Nevertheless, it is economical

by Land Rover standards and

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

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

Most Range Rovers all look the same at the front now, but the new

Evoque has adopted a similiar back end to the larger Velar. It’s not just the exterior that mimics the looks of the larger vehicle, however, as the Evoque has gained the latest Touch Pro Duo tech and a hike in quality.

The main highlight of the new Evoque is the fact the majority of the range is made up of mild

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

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

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Range Rover Velar (2017-on) £27,500-£75,000 Discovery (1989-1998)

The Velar a competent cruiser and has received numerous accolades

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

The interior is Land Rover’s most advanced cabin to date, with

Discovery 2 (1998-2004)

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

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

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

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

Discovery 4 (2009-2017)

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

is basically an evolution of the 3.

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

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

Discovery Sport (2015-19)

The Discovery Sport packs seven seats into a Freelander-sized

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

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

other models expected to follow the Velar in due course.

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

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

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

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

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

£1000-£11,000 Discovery 3 (2004-2009) models had air-suspension, with all the horrors that brings.

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

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

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

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

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

Air suspension and electronic

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

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

£12,500-£33,000 might shudder at the price if you’re buying new, though – but on the used market, there are some tidy looking deals to be had, even on high-spec examples.

Pros: More practical than an Evoque, and less vulgar. Seven seats. Capable enough off-road Cons: Back seats only for small mammals. Price of top models

The Discovery 5 is a versatility monster. As an all-rounder, at

launch it was the most capable Land Rover on sale – the new Defender will be going some to wrest that crown from it.

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

Discovery Sport (2019-on)

The second-generation Disco Sport came along only four years

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

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

£800-£18,000 and when you do they tend to be priced with a lot of optimism.

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

£1850-£16,000 handbrakes are big sources of woe, cam belts are a body-off job to change and rust is becoming more of an issue. Get a good one, though, and it’s all the car you’ll ever need.

Pros: Good at everything. Lots of accessories available now Cons: As fragile as you expect, and then some

£24,500-£95,000 convincing – as is an interior that might make you wonder why you’d bother paying more for a Range Rover. Just be careful not to go wild with the options and end up paying more for a Discovery…

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

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

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

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

News

Issue 132: Nov 2024

Products

Series II 88” (1959). 19,000 miles.

Galv chassis and bulkhead. 200 Tdi (pro fitted). Recon box, new clutch, Roamerdive. Diesel heater, swingaway wheel carrier, Heystee PAS kit (not fitted). £13,000. Wednesbury. 07722 525120 09/24/007

101 GS (1976). 3.9 EFi. 12v, RHD. Fairey overdrive. Very solid chassis. LPG. Working heater, rear seats, recent exhaust. NATO Hooks. Stainless tank. Many new parts. £17,000. Sheffield. 07718 286323 10/24/005

Defender 90 300 Tdi (1985). Galv chassis, full air suspension (7-8” lift), Saley hydro winch with PTO pump, double beadlocks, 35” TSL tyres, cage, ARBs, X-Brake, X-Lights, tank guard. £9000. Newton Abbot.

07971 178683 11/24/011

Defender 110 Tithonus FFR (1987). 77,000 miles. 2.5 n/a. Solid chassis and bulkhead. Full Wolf cage, rubber matting. New HD rims.

Winch, spots, NATO hitch and towball. MOT May. £8750. Accrington.

07740 857189 11/24/002

Defender 90 (1986). Rebuilt on galv chassis. 300 Tdi, epoxied bulkhead, all-round new discs, rebushed, Exmoor hood, Wolf wheels, BFGs, PAS, retrimmed seats and dash. £17,000. Helston.

07863 353224 11/24/006

Defender 90 Td5 (2005) 36,000 miles. Owned approx 8 years but never used on or off-road. Just had a major service, all fluid changes, wheel bearing regreased. Long MOT. £16,500. Winchester. 07717 793877 11/24/001

Defender 90 County (1996).

30,700 miles. Time-warp. Lightly restored. Chassis in near-new condition, excellent doors, bulkhead, floors etc. Lanoguarded. Immaculate paint. £21,995. Lichfield.

07792 604141 11/24/003

90 V8 CSW (1987). 79,000 miles.

Immaculate genuine factory V8.

Recent glass-out respray. New footwells. Carbs, brakes and heater overhauled, leather interior, many new parts. £34,990. Tiverton.

01884 68579 11/24/012

Defender 90 TD5 (2000). 131,727 miles. Exmoor seats and cubby, Alpine speakers, Panasonic sub, Terrafirma shocks, exhaust, RTC steering damper. Regularly serviced.

MOT Feb. £12,000. Manningtree.

07971 594581 11/24/008

Defender 90 Tdi (1997). 150,000 miles. New galv chassis, rad, swivel housings, side steps, discs and pads. Solid bulkhead. Electric leather seats, LEDs, stainless exhaust. MOT June. £10,950. Selkirk.

07789 551149 11/24/004

Defender 90 and custom matching camping trailer (1990). Fully restored. Galv chassis, 4.3 Lexus V8, Ashcroft box, LSD, respray, Exmoor hood. Trailer on Penman chassis.

No expense spared. £59,000. Corsham. 07718 536118 09/24/009

Defender 110 2.4 TDCi camper (2007). 124,500 miles. HD susp.

LEDs, Grabbers, 13,500lb winch.

Double-height pop-top, fridgefreezer, hob, 60-litre water tank, split-charge. £34,995. Billericay.

07715 591541 09/24/001

Defender 110 Td5 PU (2003).

102,000 miles. Sound chassis and body, looks and drives A1. LED lights, custom rear canopy. Will come with fresh MOT plus original wheels and tyres. £10,995. Sheerness. 07432 134772 11/24/009

Defender 90 Td5 Pickup (2005).

67,000 miles. Recent brakes, hubs, bushes, drag link ball joint, prop UJ, brake servo, bump stops. Very tidy interior. Ivor Williams canopy. MOT July. £18,600. Stansted. 07905 225696 09/24/008

Defender 90 X-Tech LE (2012).

99,985 miles. Winch, snorkel, side steps, tube bumper, NAS step, Lazer spots, Momo wheel. New clutch, carpets, master and slave cylinders.

FSH. MOT Feb. £24,500. Ipswich.

07877 126832 09/24/011

Defender 110 200 Tdi (1993).

195,000 miles. Off-grid camper.

Large roof tent, bed in vehicle, diesel heater, fridge, gas hob, LED bar, snorkel, lift. Many new parts.

MOT May. £11,995. Braintree.

07751 316516 10/24/004

Defender 110 Td5 (2001).

148,000 miles. Former AA vehicle, used for promo work when new.

New oil cooler. In storage since 2015, needs recommissioning.

Long MOT. £10,999. West Bronwich. 07714 743666 09/24/005

Defender 110 2.4 TDCi camper (2011). 175,000 miles. Dormobile roof, Speedwing awning, ARB compressor, 125-litre fuel capacity.

Engine rebuilt and mapped. Emu shocks. £21,999. Marldon, Devon.

07522 552611 09/24/002

Defender 90 Adventure (2015).

Only 1582 miles. One previous owner. Stored in an air bubble special garage (available if required).

Perfect condition. Full LR history.

MOT Dec. £65,995. Inverness.

07795 614645 09/24/010

Defender 90 HT (2009). 28,000 miles. Soundproofed, 12v leisure adapter, extra passenger seat.

Momo wheel. New Cooper Discoverer ATs on Sawtooths. Recently Waxoyled. FSH. £25,950. Solihull.

07976 440110 09/24/003

Range Rover (1971). Suffix A. Chassis stripped, media blasted, repaired to a high standard. New bushes, diff seals, callipers, discs and pads, springs and Koni shocks.

Refurbed swivels. £13,750. Benfleet. 07774 121717 11/24/010

Range Rover Suffix A 2-door (1973). Runs, drives, steers, stops, all gears plus low range work. Good chassis, some body corrosion in usual places. Heritage cert. £12,750. Benfleet. 07774 121717 10/24/006

Range Rover 4.0 SE (2000).

52,986 miles. Obviously cherished.

Refurbed alloys, new tyres. New Dunlop air springs, headlining, exhaust, brakes etc. Bluetooth, Carplay. MOT Apr. £6750. Coalville.

07377 086489 10/24/002

Discovery 2 TD5 (1999). Diff-lock.

Mapped. +4” springs, Insas, dislocation cones, steel bumpers and rock sliders, Rhino winch, snorkel, HD seat covers, no ACE or air suspension. MOT Oct. £3000. Scunthorpe.

07871 350608 11/24/007

Discovery V8 auto (1997). Only 27,000 miles. LPG, tow bar, rear step, Kenlowe fan, engine heater.

Waxoyled from nearly new. Kept in heated garage for 24 years. Recent full service. £12,999. Southam.

07709 616299 09/24/004

Whitbread Challenge Buggy.

200Tdi, R380, ARBs, KAM diffs, Ashcroft shafts, 37” Boggers. 3 winches inc front Warn 8274 with Bowmotor 2, +5” shocks, rear X-Springs. £6999. Chesterfield.

07973 333261 10/24/003

Defender spare wheel cover. Part number STC7665 AA. Unused, as new condition. £100 ono, plus postage. Bideford. 07486 601077 10/24/001

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02/04/2023 14:37

HERITAGE

CELEBRATING THE FIR ST HALF CENTURY OF THE GREAT BRITISH 4X 4

HERITAGE

LAND ROVER

CHARLIE’S TALE

MISSIONARY POSITION

SERIES IIA THAT CARRIED THE VATICAN’S WORD TO THE FAR EAST

HOW THIS SERIES II’S RE ST FORGED A LIFELONG FR ORATION IENDSHIP IN THE FACE OF TRAGEDY

HERITAGE LAND ROVER magazine is produced by Land Rover experts and enthusiasts and covers the era of the Series I, II and III as well as the original Range Rover, and more modern classics such as the early Discovery and Defender. Published 4 times a year, Heritage Land Rover is a high-quality magazine combining great writing with beautiful photography, making it a publication you’ll want to keep hold of and treasure.

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CLASSIC OR MODERN?

107 STATION WAGON BECOMES A WORKHORSE FOR TODAY

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EARLY RANGE ROVERS ON THE DAKAR CLASSIC

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31

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

Issue 132: Nov 2024

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STOCKIST DIRECTORY

Steering Wheel Restoration

South East England

Steering Wheel Restoration

Steering Wheel Restoration 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 Unit 95, The standard.

Oaks, wood & plastic.

Steering wheel restoration, vintage to

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

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

LRS Engineering Loony about Landys!

AJD Off-Road

North East England

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

www.lrsengineering.co.uk 01787 469553

South West England

steeringwheelrestoration.co.uk

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

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

North West England

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

2013 AWDC Comp Safari Champions using Fox Shock Absorbers

Wales

A1 British 4x4 Specialists

Foundry 4x4 Ltd

Independent Servicing and Performance Specialists for Land Rover Vehicles.

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

tel: +44 (0)1843 844962/ 01992 445630 Phone: 01992 445634 steeringwheelrestoration.co.uk E-mail: ajd@ajdoffroad.co.uk Unit N5, R.D. Land Park, Essex Road, Hertfordshire, EN11 0FB Rover I, II, Hoddesdon, III

Land Rover I, II, standard.

III restored to 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. plastic. wood

www.ajdoffroad.co.uk

Cast Iron Quality & Service The Old Bakery, Rear of Vale Terrace, Tredegar, Gwent, NP22 4HT

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

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

www.foundry4x4.co.uk

info@foundry4x4.co.uk • 01495 725544

steeringwheelrestoration.co.uk steeringwheelrestoration.co.uk

West England Freelander Specialist Independent Land Rover Specialist

07809 575421 sue@freelanderspecialist.com info@wenlockmotors.uk • 01952 727214

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

Gumtree 4x4 “Independent Specialists in Land Rover, Range Rover, Discovery and Freelander.”

Unit C17, Ditchling Common, West Sussex, BN6 8SG

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EXT N E H GET T

APB Trading

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

01299 250174 • www.apbtrading.co.uk

West Midlands

John Richards Surplus Land Rover Parts, Ex-Military and General Surplus The Smithy, Wood Lane, Hinstock, Shropshire, TF9 2TA info@johnrichardssurplus.co.uk • 01952 550391

HIGH STREET, DOWNLEY HIGH WYCOMBE HP13 5XJ FULL RANGE OF GENUINE, ALLMAKES, BRITPART AND BEARMACH PARTS, ACCESSORIES, UPGRADES, TOOLS AND MANUALS AVAILABLE

01494 448367 | DINGOCROFT.CO.UK

Yorkshire

MPB 4x4

Independent Land Rover Specialists Parts, Repairs, Service, MOT and Breakers

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S S I M R E NEV ISSUE AN

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Unit 2, Holme Mills, Holme Mill Lane, Keighley, West Yorkshire, BD22 6BN www.mpb4x4.co.uk mpb4x4@gmail.com • 01535 661203 Landy_Subs_FP_Feb23.indd 1

02/04/2023 14:37

Underside Protection DA5507

DA5508

DA7530

DA7535

DA7536 / DA7532

DA5625

VPLEP0436LR

Great Protection from Hidden Dangers!

An essential purchase for any off road use as they prevent damage to the underside of the engine and the intercooler at the front of the vehicle.

Manufactured from 8mm 5083 aluminium with a smart silver or black finish and supplied completely machined and drilled ready to bolt directly to the 4 pre-drilled holes in the chassis with supplied galvanised fixings. The guard requires no additional drilling just unscrewing and unclipping of the plastic OEM parts. Fitting should take 5 minutes.

DA7530 Discovery 3 Silver finish DA7535 Discovery 4 Silver finish DA7530B Discovery 3 Black finish DA7535B Discovery 4 Black finish Sump Plate DA7536 Discovery 3 This sump plate protects the underside of the engine and allows the car to slide over objects, forward and backwards due to the rear lip. With a natural finish the plate is made from 6mm 5083 grade aluminium and has been water jet cut to a precise finish. Plate bolts directly into existing holes and bulkheads already in the chassis, using the standard Land Rover fixings.

Transmission Guards DA5625 Defender - Td5 Reduce damage to your Defender 90. Made from galvanised steel, this transmission guard protects your 90’s gear box and cross members from snagging and reduces damage to your vehicle. Bolts on and is easy to fit and importantly it is also easy to remove when your vehicle needs servicing. Note - Only fits with centre exhaust removed and pipe fitted.

DA7532 Discovery 3 This transmission plate protects the underside of the transmission and allows the car to slide over objects. With a natural finish the plate is made from 6mm 5083 grade aluminium and water jet cut to a precise finish. Plate bolts directly into existing holes and bulkheads already in the chassis, using the standard Land Rover fixings and two additional fixings.

Note - Can only be fitted when sump plate (DA7536) is also fitted.

Fuel Tank Guards Protect your Defender’s fuel tank. Manufactured from 6mm aluminium.

DA6538 Defender 90 - Td5 & 2007 onwards DA6539 Defender 110 - Td5 & 2007 onwards

DA5507LHD

DA2249

Sump Guards Manufactured from high-quality, hard-wearing and corrosion resistant materials to counteract any unforeseen obstacles your Land Rover may encounter whilst off-roading. All fixings are supplied and the guards fit into the vehicle’s pre-existing holes. Each guard has holes at the front to allow for water drainage and also to help with ventilation for the cooling system.

DA5507 Defender - 1985 -2006 & 2007 onwards Aluminium RHD Main plate - 8mm thick; brackets - 8mm thick DA5507LHD Defender - 1985 -2006 & 2007 onwards Aluminium LHD Main plate - 8mm thick; brackets - 8mm thick VPLEP0436LR New Defender 90 & 110 Aluminium Robust, 5mm anodised aluminium. Protects lower bumper area and radiator when driving off-road. The undershield is also reinforced by the mounting assembly which enhances the protection. Allows easy access to the recovery loop which facilitates recovery of the vehicle if grounded.

DA5507KIT Spare fitting kit for DA5507 & DA5507LHD. Nuts, bolts & washers.

DA5508 Discovery 1/Range Rover Classic Aluminium RHD & LHD Main plate - 8mm thick; brackets - 8mm thick DA2249 Discovery 2 Powered coated steel RHD & LHD Main plate - 5mm thick; brackets - 5mm thick. Note - For use with Discovery 2 winch bumper DA5645

DA7530B

DA6538

DA6539

SHOP WITH CONFIDENCE:

Benefit from our expert advice and exceptional customer service. Enjoy free delivery on all orders over £250 Get your wheels fitted at one of our nationwide partner garages (optional, if applicable).

+

+

Classic Tubeless Steel Black

Insa Turbo Risko MT (Remould)

Available in: 16” Fitments: Land Rover

+

5 Spoke Imitation Beadlock Steel

Comforser CF3000 MT

Modular Steel Wheel

Available in: 235/85R16

Available in: 16”

Available in: 315/75R16

Available in: 18”

Available in: 275/65R18

Mud Terrain 120/116N

Fitments: Land Rover

Mud Terrain 127/124Q

Fitments: Land Rover

Rugged Terrain 119/116Q

t: 0178 965 3551

Falken Wildpeak R/T 01

4 X 4 T Y R E S . C O. U K

The Wheel

s t s i l a i c e p S e r y T d an

E L E VAT E YO U R L A N D R O V E R ’ S PERFORMANCE AND STYLE

Pre m i u m a l l o y o r s t e e l w h e e l s b u i l t t o h a n d l e t h e t o u g h e s t a d v e n t u re s o n m a r ke t - l e a d i n g t y re s m a n u f a c t u re d to conquer the most challenging terrains.