TRED ROCK SLIDERS
The ultimate in styling and side protection.
Cleverly folded triangulated steel eliminates the need for tree bars. Punched and swagged holes add to the appearance and reduces unnecessary weight.
The TRED range provides the perfect combination of strength and clean lines. Also in the TRED range are rear step tow bars and winch bumpers.
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Works commissioning servi e e tended as first Range Rover Sport joins the SV Bespoke club
THE SV BESPOKE COMMISSIONING SERVICE, which allows Land Rover’s wealthiest clients to have their vehicles built to a specification unfettered by the boundaries of cost or taste, has been extended to include the Range Rover port. reviously available only on the Range Rover itself, the service creates one-of-one editions by offering an e tended range of design options. hese include up to gloss, matte and satin paint finishes, interior combination with different main colours and various e uisite design details’ including uni ue wheels, veneers, kick plates and seat embroidery as well as hand-forged two-piece precious metal script badging. If all that isn’t enough, there’s also a match-to-sample paint service for clients who wish to truly e press themselves.’ r just want a car that’s e actly the same colour as their favourite pants. In addition, every Range Rover port ordered Land Rover says crafted’, which may or may not be less pretentious than curated’ but is still apt to make you sneer with espoke gloss paint also gets a new glass-like’ gloss
e terior finish. his is created using and a custom atting and polishing process along with a thicker top-coat lac uer – sounds like they’ve borrowed a techni ue from the world of hot rods there, and those are probably the best presented cars in e istence so that’s no bad thing.
hose colourways for the interior include avy, rogue, imento, cru, Lunar and Raven lue. In at least some cases there, we can’t begin to imagine the colours those names represent, but given the more or less endless range of options for contrast stitching, personalised embroidery and custom veneers, the chances of any two ever looking alike are reassuringly slim.
he first e ample of an espoke Range Rover Sport is called Nocturne. amed after the noise you get when a steering swivel’s on the way out, this is finished in espoke Indigo loss with black mirror caps, a contrast roof and an e posed carbon bonnet. here’s further carbon on the e terior, along with black chrome badging and Thunderball wheels in Champagne old atin.
If you’re looking at the picture and thinking it doesn’t look as tacky as all that makes it sound, and you’ve got the sort of money it takes to go about in the ultimate personalised lu ury performance ,’ the good news is that there’s an espoke lobal ommissioning uite near you. ell, there is if you’re in London, Antwerp, unich, ancouver, eijing, okyo or ubai, but there are five more coming before the end of the year including additional suites for clients in the iddle ast,’ says Land Rover, which sounds uite telling . irtual commissioning is also available, but for this kind of money you want to be fawned over in person.
ince we introduced espoke for Range Rover, we have seen a surge in demand for our personalisation service,’ says Range Rover boss artin Limpert. ur clients are increasingly looking for crafted details and true distinction.
ur ability to offer discerning clients e actly what they are looking for brings a new level of personalisation and unparalleled attention to detail. e go on the journey with them to curate and create their dream vehicles.’
WHEN A GREEN LANE IS CLOSED FOR REPAIR, normally you’d e pect it to be repaired. As opposed to bodged. The local authorities are meant to do it right, after all, and they’re spending public money on maintenance.
ell, increasingly what they actually seem to be spending is money that’s been donated to them for the purpose by green lane users who’ve already paid their tax and ought to be able to e pect something for it, but we live in a world where walkers get multiple helicopter loads of hardcore airlifted to the tops of mountains they’ve destroyed, while drivers get their rights of way closed because a farmer vandalised it. ut anyway.
att right, evon rep at the reen Lane Association, reports that two lanes have come to his attention recently. ne is a right of way that’s had a wall built across it, which sounds like a perfect e ample of the above you don’t even need to touch the surface to vandalise a right of way . he other is a lane in the east of the county that’s previously been repaired by someone who makes up for with optimism what they lack in skill.
we feel that we can take a reasonably educated guess. ither way, the old adage spend it right, spend it once’ comes to mind…
Industry and upply is a motoring heritage themed shop and cafe in orthamptonshire that’s a regular meeting place for the classic and custom crowds. It also welcomed drivers earlier this year when att Roberts and local rep olin illette from the reen Lane Association went along to do a meet-and-greet with rights of way users old and new. pending time e plaining matters like maps, usage, reasonable use of rights of way and so on, the guys demonstrated that LA is about a lot more than just fighting off attacks on the lanes when they happen. elping spread education and a sense of responsible
throughout the hobby is one of the best ways of preventing those attacks from happening in the first place, and events like this are invaluable for all who attend.
e won’t point fingers, because we don’t know who it was that did the work. hough looking at the e tent of the repairs uncovered by the erosion gully you can see stretching out into the distance here,
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IN LAST MONTH’S ISSUE, we brought you news of the freshly introduced efender cta
Range Rover port lack dition.
owered by the familiar bhp twin-turbo , this takes the timeless all-black aesthetic to a new level.’
craftsmanship and sporting finishes that e ude dramatic confidence.’ o it’s black, then. Like the full-fat Range Rover do people still say that , this new version of the port will be available to order towards the end of this year. asically, every e terior detail that can be done in black is done in black, including for the first time the Range Rover roundel and brand badges on the front grille.
urther touches include a black-painted carbon fibre bonnet, black forged alloys, black brake calipers and black uad e hausts. ake that gloss black on all but the first of these.
Inside, lack tread plates light up whenever the doors are opened. Once again, the seats are clad in bony indsor leather, and there’s more gloss black to finish it off around the cabin. You don’t get haptic oor mats this time how will we cope , however the ody and oul eats are present – as is ynamics suspension, which helps keep the vehicle steady as you punch it ever upwards to a uoted top speed of mph.
What would you use for off-roading?
Most of us got into Land Rovers via some sort of off-roading.
It might have been on a farm, or via a mate who did laning, or maybe you saw videos of people e ploring the world – either way, it’s unlikely that what brought you here was the notion of going about day-to-day in a vehicle that was cramped, slow and e pensive.
Yet that’s what most of you reading this now do. here’s nothing like driving a proper efender, and many of those who do so wouldn’t swap it for anything else. ven if they don’t ever actually take it off-road.
It was well observed that around ten years ago, when efender values were going through the roof, people stopped using them off-road. e even heard from clubs that had taken to laying out trials with a reelander as that’s what people had taken to driving instead. alues have come back down to a more sensible level now, e cept at the top end of the market where uilted leather is still as expensive as ever. As are the skills and e perience of professional restorers and mechanics, of course. ut it remains the case that for someone coming into off-roading, where a efender would once have been their automatic choice they’re now more likely to go somewhere else. hat’s absolutely the case if you’re buying new, of course. he L is a fine vehicle but few people choose one specifically for off-roading. or us mortals, I wonder. he isco and are rare now, and the and are terrifying money pits. A late Range Rover lassic is appealing, if you can find one at sensible money that hasn’t already dissolved. he was a cheap option for a while, but they’re getting pricier again and remain as terrifyingly complicated as ever.
ne thing I am seeing is a move back to using leafers. ot for smash-it-up offroading any more, but on the lanes and even at playdays. hich is very healthy, as far as I’m concerned, because there’s nothing sadder than a pickled classic. he efender probably is still the most common choice – but there’s still plenty of variety out there.
Alan Kidd, Group Editor alan.kidd@assignment-media.co.uk
Price: £1080-£1092 inc VAT Available from: rimmerbros.com
IF YOU WANT TO MAKE A RANGE ROVER CLASSIC STAND OUT FROM THE CROWD, a sure-fire way to do it is to fit a rooklands bodykit. hese are still available today – indeed you can get separate versions for two-door, four-door and long-wheelbase L models from throughout the vehicle’s -year production run.
he kits include a front bumper, a rear apron and a pair of sills, all of them moulded in R . You also get a set of chrome insert strips as well as all the screws, nuts, washers and rivets you’ll need for fitting. h yes, and a full set of instructions, which you’ll also need for fitting. rices at Rimmer ros are the same for two and four-door models and just a tri e more for the L . hough if you were to turn a straight e ample of the latter into a rooklands now they’re into their fourth decade on the planet, the cost would be more than just financial. he same could be said of an early two-door, obviously. till, there are plenty of Range Rovers out there that could wear one of these kits well.
You don’t have to be turning a late two-door shell into a monster truck the way Sean Parker did when he created Orange Crush, but that’s definitely one use for a Brooklands body kit
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obile olar hargers have been specialising in fit-for-purpose portable power banks, jump starters and solar charging solutions for well over a decade now. hether your re uirement is power for occasional short trips, emergency backup or a portable off-grid solution for long-term e pedition travel, the company promises to have the appropriate mi of solar panels and batteries to suit your own personal needs. ased in omerset, the company stocks a wide range of chargers with folding solar panels, which between them create power to store in a power bank. hese are suitable for indefinite off-grid travel – and to prove the fact, their efficiency and capacity has been tested by travellers to e treme environments like the imalayas, ilimanjaro and the Arctic. uying direct has long become the recognised way of not being saddled with knock-offs or third rate lookalikes, and in the case of obile olar hargers it’s more than just a good shopping habit – it’s essential. he company stresses that its products are not available on Ama on or e ay – go to the source and you know what you’re getting.
Its products have some serious accolades to boast of, too. ur verland jump starters are winners of four Auto Express est uy reviews,’ it says, and we were named ortable harging olution of the Year by the Lu ury ravel uide.’
As well as being e cellent, e pedition-proven power banks, these verland jump starters are also powerful enough to fire up anything from a generator or lawnmower engine to a hulking great . -litre diesel. hey are recharged via mains or car inputs or, of course, one of the company’s our solar chargers. verland umpers are available from the . mentioned above. he company also has a range of solar special offers, however, which start at . .
GOOSEFOOT PANELS IS ALREADY VERY WELL KNOWN for the popular reproduction rear wings it manufactures and sells to fit the efender . If your Land Rover is of the older variety, however, the urnley-based company also has a product in its repertoire that’s likely to be of interest.
his is a range of complete reproduction rear body assemblies to suit versions of the eries II and III. ot e actly the sort of thing you buy as an impulse purchase, then – but a potential game-changer if you’re restoring one.
he assembies come with their rear crossmember chassis mounting bolt holes already punched. he e uivalent at the front are not, however, for the simple reason that the position of this crossmember differs slightly between the eries II and III it’s therefore left to individual customers to drill their own holes to suit their vehicle.
he oor is spot welded to the rear crossmember but out of necessity, due to spot welding constraints, is riveted to the wheel bo es and bulkhead,’ e plains oosefoot. All other components are spot welded together as per the originals – Land Rover themselves moved to riveting rather than spot welding the oor in place for the .’ ach of these rear tub units is made up of no less than aluminium components, all of which are spot welded together to make the complete assembly. ach component is made to faithfully reproduce the Land Rover original,’ continues oosefoot. owever we have taken the opportunity to increase the thickness of the oor, rear crossmember, bulkhead and tailgate support pillars compared to the originals – with no visible difference.’ learly, a lot of skilled work goes in to making one of these tubs. o you
needn’t blanch at the price, which is a classic case of spend-it-once, spendit-right. he product is intended for high-end restorations where the cost of all-new compares very favourably to the cost of restoring an old unit due
to the man hours involved,’ e plains oosefoot. And if you’ve ever been the man putting in those hours, you’ll probably be nodding in agreement. ot needing to add A on top should do no harm to your overall mood, either.
Premium bikini hood for Series II/IIA and III
Price: £188-£203
Available from: www.heritage1948.co.uk
Gunmetal option
Heritage has introduced a pair of new additions to its collection of Land Rover steering wheels. alled the unkery usk and ulbone usk, these are based on the company’s eisting designs but add a gunmetal grey finish to provide a classy complement to the vehicle’s interior.
perience the perfect blend of heritage and innovation with the ulbone usk,’ says the company. pgrade your Land Rover efender’s interior with a timeless, functional and stylish gunmetal grey leather steering wheel, crafted to the highest standards.’
he ulbone usk is a premium
-inch hand-stitched leather steering wheel crafted for durability and comfort, with a thick, robust rim to ensure a secure grip whether you’re working it hard off-road or slicking your way around town. It features a black leather rim with precision-stitched black thread, set off against a classic threespoke design with crisp, clean slots. eticulously designed and built with the craftsmanship synonymous with eritage , the ulbone usk wheel adds a timeless touch to your
NOT MUCH LOOKS BETTER than a classic Land Rover, and not much looks better than a Land Rover with a bikini hood. ut them together and you have he ude, a new soft-top from eritage for the and eries II IIA and III.
ade from o oorland canvas, this uses heavy-duty saddlers cotton webbing and real brass buckles, tips and eyeletsthroughout. he company says proudly that it’s designed, developed and hand-made in omerset, and that no e pense has been spared in making it the best on the market.
he ikini hood can be removed and put on in under a minute,’ says eritage . A fuss-free alternative so you can enjoy almost open-top driving while still having the reassurance of ade uate protection from showers and sun.’
adds further class to Heritage 1948’s 15” Culbone steering wheel range
efender’s interior,’ says eritage . inished in our e clusive unmetal rey, every part of this wheel has been carefully selected to elevate your Land Rover’s cabin.’ he wheel has a -hole, mm boss fitment and is constructed from rigid aluminium. n top of all this, the ulbone usk is the first steering wheel you can opt to have engraved with the eritage logo. Adding a mark of authenticity to highlight the uality for which the company is known, this comes at no e tra cost –or if you want something bespoke, it also now offers custom te t engraving. his service includes design consultation and proofing to ensure the wheel meets your vision before the engraving work is done.
If you’re buying one of these wheels, eritage also recommends pairing it with its own lite treamline oss. esigned and manufactured in omerset, this compatible with efenders and pre- efenders from to and is the thinnest it has available, with a boss depth of just mm.
ith its ultra-slim design, in eritage ’s own words this boss significantly improves the efender’s driving position when used with our range of steering wheels.’ It’s available in -spline and -spline options and can be added to the cart when configuring your wheel.
Heritage 1948 are proud to introduce there all new wheel
The Culbone Dusk is our rst wheel to feature our exclusive Gun metal grey body. This premium 15 inch Hand stitched leather steering wheel has been designed for the Land Rover Defender and is crafted for durability and comfort, it’s thick robust rim ensures a secure grip in any driving environment, whether
Heritage 1948 is dedicated to producing a range of outstanding quality canvas Hoods for Series Land Rovers. Unlike some of our competitors, all of our Land Rover hoods are handmade in our Somerset factory from superior quality ‘Moorland’ canvas.
£348.50 (Including Boss Kit)
The Heritage 1948 range of classic Land Rover Hood Sticks parts has been developed to be the most accurate reproductions on the market. Unlike many of our competitors who produce their hoods sticks abroad, all of our hood sticks are manufactured right here in the UK.
Our handmade Hoods are inherently more accurate than machine produced counterparts allowing for an enhanced t and exceptional quality control.
Heritage 1948 has taken great care to ensure all our Land Rover Hoods have an enhanced life span and are all nished with period correct Solid Brass ttings.
your Landys on rugged trails or city streets. Meticulously designed and built with the craftsmanship synonymous with Heritage 1948. The gun metal grey is set o against a classic three-spoke design, enhanced by clean, crisp slots, adding a timeless touch to your Defender’s interior. +44
Shaped by hand operated tooling in the same process the original parts where manufactured, we have selected a high quality steel and low volume galvanising to produce the most accurate period correct Land Rover Hood Stick sets on the market. £565.00
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Clean and tidy
Fraser Wenseth set out to build a clean, tidy coil-sprung Land Rover for the road. What he ended
many ways exactly the opposite. And it’s all the better for it
One of the absolute truths of Land Rover projects is that they never end up the way their builders intended. If they end up in any recognisable form at all – as opposed to being given up on in despair – they’re normally far better than they would have been had their proud owners stuck with Plan A.
This is ironic, because few people set out with the intention of creating anything less than the most unstoppable off-road dream machine of all time. And that may well be the reason why so many projects get abandoned. hen you’ve started out with dreams of ultimate all-terrain ability, settling for something that’s merely good, and hopefully doesn’t catch fire too often, can’t help but feel like a bit of an anticlimax.
Those who stick it out, however, normally find that toning down their plans is the key to creating a vehicle that actually works. And the hybrid you’re looking at on these pages is a fine e ample of well, pretty much exactly the opposite. Because when owner Fraser Wenseth started work on it, what he intended to build was a tidy coil-sprung motor for the road.
Not that he was after a show pony. This was a time when that kind of efender didn’t really e ist – and even if it had, Fraser was used to competing at the highest level of the winching game so any Land Rover of his was going to be a proper one.
I was fed up with my eries III not being able to get up the big hills my mates could with their coil-sprung V8 Range Rovers and s,’ he e plains. I couldn’t afford a . o I set about building my own.’
This is one of those matter-of-fact comments you expect to hear from mechanics or garage owners to whom the prospect of building a vehicle from scratch is about as big a deal as going to the toilet. ut in raser’s case things were rather different. eing a manager for esco, I didn’t know anything about
Words and Pictures: Andy Lauchlan
building Land Rovers. o this was a learning curve.’
he first lesson was that when you replace your old 7.50s with a set of Dirt Devils, you can no longer rely on staying healthy by always losing traction before things get interesting. I found myself getting all sorts of places and in all sorts of trouble,’ recalls raser. You can tell it’s been on its roof a couple of times, can’t you ’
The roof in question is that of a truck cab, which is the configuration raser had aimed for from the start. ut that’s about all that remained of his original plans, because those Dirt Devils gave a whole new dimension to the vehicle’s off-road capabilities. And, there and then, a simple hybrid build turned into something way more adventurous.
By now, it was pretty obvious that the vehicle was going to be used for
far more extreme off-road work than had initially been intended. A six-point e ternal roll cage was among raser’s first responses to this realisation, and a Warn 8274-50 mounted on a homemade front bumper came along soon afterwards. Thus armed, he was in a position to start competing in challenge events. But inevitably this was the end of the beginning, not the beginning of the end.
Needless to say, the arrival of challenge work meant it wasn’t long before Fraser was introduced to the joys of the diff and halfshaft (blown). And what better excuse could a man want to tool up with a couple of ARB Air-Lockers isely, these feed out through a set of strengthened 24-spline halfshafts from Ashcroft, which meant appending later A hubs to the hybrid’s a les. hese were donated by
the 1974 Range Rover that laid down its life for the project.
Providing the motive power is a 3.5-litre V8 that was robbed from a Rover i. It breathes in through a Camel Trophy snorkel and out through a custom stainless exhaust from a local specialist. This replaced the old unit, itself cannibalised from a Range Rover EFi system, as Fraser kept knocking it off. hey did a cracking job of bending the tubing to keep it above the chassis line,’ says raser, and it sounds great to boot.’
Initially, the engine ran on carbs, but the rigours of extreme off-road action meant they were constantly falling out of tune. The remedy was a Lucas hotwire system from a 3.9 EFi – which, contrary to what you might expect, was a cinch to install, with only three wires needing to be connected to the home-
made loom. An electronic distributor replaced the ’s temperamental points-type unit at the same time. I reckon this was the single biggest improvement,’ says raser. he motor hasn’t missed a beat since and is probably bhp up on power.’ id someone say power’ hat’ll be the gearbox on the way out, then. When we met Fraser, he told us that the vehicle was on its fourth LT77 in si years, and that’s a whole scrap bin full of trophies there. The transfer box behind it feeds out through long-travel props, allowing the drivetrain to cope with the e ibility of a suspension setup mating long-travel coil springs with +2” Pro-Comp shocks.
Nothing too radical going on there, and Fraser has an interesting point of view on the sort of RTI-busting suspension rigs that were all the rage
A Rover SD1 gave up its life, and its V8 engine, so Fraser could get up the sort of hills that used to defeat his old Series III. All he had really set out to do was build a nice, sensible coil-sprung Land Rover for the road, but as you can see from the inside of the cabin he got waylaid somewhere down the line and ended up with something much nicer and more sensible instead
when he was building his truck. I wouldn’t waste money on the e treme kit. A decent set of tyres and the ARBs will get you most places anyway.’
The relatively simple spring and shock combo he went with, on the other hand, was money well spent’. Fraser initially opted to uprate the truck’s suspension as the old Range Rover kit was beginning to groan under the load of all the extra weight it was being asked to carry, but the additional e ibility the vehicle displays with its new set-up in place would be reason enough for most off-roaders to consider it worth the investment.
Adding to the extra weight is a rearmounted uperwinch usky, chosen specifically because its worm drive means there’s no brake in it to overheat – something that used to be a thorn in the side of challenge competitors
on sections requiring vehicles to be lowered long distances while hanging on their cables.
With the arrival of the second winch, however, Fraser hit another problem. Or rather, an existing problem started to become a whole lot more acute.
The truck-cab format is unquestionably ideal for e treme off-roading, but it’s not exactly favourite when it comes to carrying equipment – and in offroading, as the saying goes, you’re only as good as your gear.
Fraser had already solved some of the stowage problems in the cab by building a cubby bo to fit between the vehicle’s twin obra bucket seats. Trimmed in vinyl, this is slightly bigger than Land Rover’s own – but it still wasn’t enough to address the problem of where stuff was going to go in the back once the winch was in place.
yself and my challenge co-driver John spent a whole day moving the rear around to work out how to make everything accessible for him when we were competing,’ raser recalls. e eventually shoved the spare up on one wheel box, with a big locker on the other side, divided into sections for strops, shackles, chains and so on. A set of wheel chocks are fi ed down to the rear of the fuel cell, then a German army waterproof ammo box is sandwiched between these and the winch. This contains a basic spares and tools pack which I carry everywhere, and which has been used to fi many other vehicles apart from my own. h, and there’s room for a couple of jerry cans down either side well, it is a ’ owever the best accessory of the lot, according to raser, is the fire
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e tinguisher in the cab. You already know there’s a grisly story attached to this. In fact, there are two.
e had an oil fire on a challenge event while suspended by the winch cable on a -degree slope,’ recalls Fraser, who rates this, not unreasonably, as his scariest moment so far’ with the vehicle. And then we had another one recently, after some over-enthusiastic driving at the cottish illrally left me with a punctured oil filter that sprayed all the engine oil over the hot exhaust, with predictable results. It managed to empty the sump in fifteen seconds And I was only there as marshal ’ alking of marshalling, that’s a large part of where Fraser gets his off-road kicks. he motor spends most of its time at club trial events, fun days and doing recovery and marshalling at comps. And for that, 235/85x16 reenway achos are just the job.’
e told us that only doing a few challenge events every year, he couldn’t justify spending big money on hardcore rubber, but he had a set of second-hand ime es on standby for when it was time to go winching with the big boys.
The two sets of tyres point to the two sides of the hybrid’s character – trim, sorted and more than capable of its day job on one hand, and ready to punch above its weight on the other. It’s not one of those ultimate off-road wet dreams so many people set out with the intention of building but then, it was never meant to be. And that’s probably why it’s closer to realising that standard than most starry-eyed projects ever get.
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A 300Tdi Defender 90 gets set for a long life to come as AL Services fits it with a new galvanised frame from Richards Chassis
One of the basic rules of working on Land Rovers is that it’s more fun when you’re not shivering. Even a well equipped professional workshop is a hard thing to keep warm – and if you’re doing it on your driveway, you really are at the mercy of the elements.
So it struck a chord with us when the guys at AL Services, a leading Land Rover specialist in Poole whose name certainly won’t be unfamiliar to regular readers of The Landy, mentioned that their first chassis swap of the year was so much nicer to do in the gentle warmth of spring than the dead cold of winter. The recipient, a 300Tdi Defender 90 Soft-Top, has been in the same hands for many years and its owner has no intention of changing that anytime soon, so a new galvanised unit from Richards Chassis was the same excellent investment it always is.
to come – allowing yourself to relax in the knowledge that you’re not driving a bucket that’s going to break up in an accident. A chassis swap is not a full resto but it certainly is a new baseline for any vehicle.
Another benefit of doing this is that while the vehicle is apart, you can take the chance to renew or refresh it in areas that would normally be a nightmare to get at. It’s rare for a chassis swap to be just a chassis swap: it’s a great chance to do a clutch, new bushes and so on too.
Pictures: AL Services
It’s a cool looking 90 but as we all know, those can hide all manner of horrors down below. In this case, the chassis had seen much better days and, with the vehicle’s long-term owner fully intending to stay that way, the time had come to stop welding and start lifting
where you really don’t want to be doing this job in the depths of winter. With the body off, the chassis is rolled outside for a serious session ith the et ash the hole of the drivetrain and axles is going to be going again, so it wants to be as clean as possible
vein,
the fuel tank to be cleaned, treated and sprayed with stone chip
Worm’s-eye view of the new Richard’s chassis. Plus, if you look arefully a ying banana for s ale
The engine and gearbox are back in place here, along with fuel and brake lines. It would be the falsest of economies not to instal a new clutch kit while they were out
For the uninitiated, upgrading to a galvanised chassis is more than just a way of keeping the MOT man off your back. You’re rebooting your old Landy from a position of total strength that will stay that way for years and decades
old
had definitely
s a massive u grade on the vehi le s
With the body back on, what’s left is final onne tions bleeding u the brakes and so on – then a lengthy test drive to sho u any fi ings that might have moved. There are jobs there which, however keen an amateur you might be, you still need to get checked by a pro before setting out aboard your freshly renewed chariot – but obviously when you re aying an e ert outfit like AL Services to do the job, once the key’s in your hand it’s job done
A good many enthusiasts have rebuilt Defenders on galv chassis with great success. If you’re doing it on your drive, chances are it’ll be a longterm project and you’ll be renewing everything from the paint to the interior in the process. Do it right and this is a great way of getting yourself what is in effect a brand new Defender. For a punter who already has a good truck, albeit just rusted out underneath, a professional rechassis job is the perfect solution – and they’ll be driving away with what might as well be a brand new Defender too.
Words: Olly Sack
Here’s
The
hassis
seen mu h better days The good thing about Richards’ galvanised chassis is that you’re not just replacing like for like it
longevity
All the running gear went back on with a full set of Polybushes. Once again, long life is the watchword
In the same
while the truck was apart its owner took away
protection
LED UPGRADES
www.terrafirma4x4.com
Land Rovers are returning to Stoneleigh this November for a day filled with Land Rovers!
Exhibitors old and new will join us, selling everything from parts & accessories to tyres, clothing and toys Talk to overland adventure specialists about your next trip, discuss modification options with companies with the know-how and other experienced Land Rover owners.
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Steely Resolve
Project Resolute is the latest remanufactured Land Rover from Legacy Overland. The Connecticut 4x4 specialist normally specialises in much older donor vehicles – but then, few things age as fast as a Discovery 2…
We look at vehicles built by Legacy Overland quite frequently in these pages. The Greenwich, Connecticut 4x4 specialist is best known for taking old Range Rovers and pre-Defenders (as well as Mercedes G-Wagens and Toyota Land Cruisers) in various states of old age and remanufacturing them as newly restified fantasy wagons whose breadth and depth of engineering excellence is matched only by the imagination with which they’re specced and finished. It’s a company that makes top-end trucks and has a clientele to match.
So we were taken a little by surprise when they told us about their latest build. Project Resolute is not yet even
a quarter of a century old – something of a spring chicken by the company’s usual standards. However if you know your iscovery s, you’ll know that they were capable of getting into a state where they needed restoring after about five years, let alone .
This 2001 example was, in Legacy verland’s own words, worn but willing – a veteran of daily miles and off-road trails, ready for its second wind.’ hich is precisely what they set out to give it. e stripped it back and started from the bones,’ they continue. iagnosed every creak, drained every bad circuit and chased the ghost of a battery drain. We overhauled the suspension with new shocks and coils, refreshed the
transmission and replaced everything that had aged out – gaskets, pumps, leads, bulbs, seals.’
This sounds a lot like what some specialists know as baselining’ – taking a vehicle back to a position where its age isn’t going to be a constant thorn in the side of whoever drives it. Common faults are addressed and weak points shored up. ut that alone doesn’t make a swan out of an ugly duckling. This, then, is where the team from Legacy Overland swung into action with the skills they’re normally bringing to bear on those G-Wagens and classic ruisers. A full body repaint gave the isco a high-gloss finish worthy of the badge it wears,’ they e plain. he
Words: Gary Martin Pictures: Legacy Overland
Left: It’s not unusual for a Legacy Overland build to pack an LS engine fresh from the crate. This one’s keeping it original, though, which with this being a 2001 model means the 4.0-litre version of Land Rover’s Thor V8. The engine has been given a thorough clean, and a number of bits have been renewed, but it’s still as you were in there
Right: Seeing the might of an ARB winch bumper does seem a little peculiar on a vehicle shod with dinky little 255/65R16s. But it suggests that there’s more to come from the Disco – as does the fact that the bumper was made for a winch but is yet to receive one. It does already support a pair of IPF driving lights, though, as well as a CB aerial
windshield was swapped and sealed. The trim was reset.
It stood straighter, stronger – like it had something to prove again.’
Talking of straight and strong things, it won’t have escaped your notice that the front bumper is not the one Land Rover put on it. It’s an AR unit, no less, and they don’t come much stronger than that, especially when it’s also got a tubular bull bar growing out the top of it.
Tailored
bumper was already home to a pair of I driving lights by this time, though, as well as an aerial for the CB.
It’s still a iscovery – just sharper, tighter and more capable than it’s been in years.’
here’s a winch tray tucked away in there, too. No actual winch on it when Legacy verland’s photos were taken, which seems like an oversight, but we’ll work on the assumption that this is because the new owner was busy mulling over which brand to go for. The
Inside, the seats were reupholstered and the carpets renewed. Seat heater kits were installed for those colder mornings and the sunroof and rear door seals replaced to keep the weather out. The gear shifter boots were renewed and gentle LED lighting installed behind the dash. Every bulb in the vehicle was changed, from the biggest to the smallest.
e gave it a new soul,’ continue the Legacy team. And because modern needs call for modern tools, we 3D printed custom dash bezels, housing a CB radio and digital readouts without disturbing the factory feel.
You could argue that the Discovery 2 never was sharp or tight, though even if it’s not as capable as the iscovery it was still a Land Rover worthy of the name. Now, with the Legacy Overland treatment, it certainly is worthy – and set to remain so well into the future. Will it last as long as those Range Rovers the company specialises in saving? That would be some going, considering the amount of electronics involved. ut it’s been in good hands, this one – whatever the future might hold, it’s ready to face it with the true grit of a true Land Rover. Resolute by name: resolute by nature.
Keeping
a
Legend in trim
Croytec are dedicated to developing products with style and quality
We give form to our components by machining detail into them with chamfered edges and rounded corners, under cuts, engraving and much more. We take time with care and attention to detail to ensure we deliver quality products. Our products have become a feature to many Land Rovers worldwide.
Alongside our aluminium interior and exterior trim range, our Special Order Service offers leather trim which can be designed to your requirements incorporating our colour anodised parts, to give you the ultimate Enhanced by Croytec Defender.
The Landy Buyer
all Land Rovers. Its engineering and design give it real charisma, but parts aren’t readily available. Restoration projects require deep pockets, but see it through and the result will be worth mega bucks.
The Series I, particularly in its 80” guise, is the most sought-after of
for millionaire money, preservation is the aim of the game.
The earlier the vehicle, the more it will be worth. he sky’s the limit – but can you really put a price on such an icon?
Pros: Heritage, charm, a true classic, the original Land Rover Cons: Availability of parts, price tag on early 80s Series I (1948-1958)
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)
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.
£5000-£85,000 The
£2500-£35,000
They still carry the simplicity of earlier Land Rovers, but the Series III remains the most affordable way into owning a leafer.
Pros: Most affordable route into Series ownership. Still has the Series pedigree. Parts still widely available Cons: Not yet as desirable as the earlier Series models
Lightweight (1968-1984) £3500-£22,000
These military vehicles can easily be
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
also take you just about anywhere
Early 90s and 110s are starting to be a real collector’s item. ut 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.
out from the crowd. hey’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: A earance isn’t to everyone’s taste. E clusivity over regular models means they command a price premium
on’t be fooled by high prices. Values have dropped in the last two years, and only a real rarity in pristine nick is worth the money that used to be commonplace.
Pros: E cellent arts availability. Easy to or on. Unli ited potential for mods and restos Cons: Puny engines (V8 apart) Not many left in good condition
The LT77 gearbox in the 200 Tdi is more truck-like than the later R , and
for
The good thing about the earlier di is that it’s simpler than the later . hat you gain here you lose in refinement, but this is seen by many experts as the best Defender of them all.
much of that early charm. Prices seem to have peaked now, however they still remain strong for good examples.
A 2.25 petrol 88” would be our pick, as the diesel engines were underpowered and rather noisy.
refinement. hile 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.
Cons: Bulkheads and chassis rot, springs prone to seizing Series II/IIA (1958-1971)
The Series II/IIA has a wider stance than its predecessor and adds an extra (thin) layer of
IIA/IIB FC (1962-1971)
rarity – with all the cachet, pride and immense awkwardness that comes with this status.
y 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
The 127 was
in
on a
the time came for demob. They were ogged 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.
Pros: A sound investment to restore – and enjoy
having heavy-duty ENV axles, but engine-wise they had the familiar 2.25 petrol and diesel lumps. So, don’t e pect performance – but do e pect to be given an interesting’ time in the workshop…
Pros: A Land Rover like no other i that’s hat you ant Cons: Es ecially brutal to drive and to nd arts
£7500-£26,000
Compared to the IIA/IIB FC, the 101 is more fun thanks to its engine. It’s still a military tool, though – some still have fi tures 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 soundtrac . Everybody ho sees one loves it Cons: Monumental running costs. E ensive to buy too
which took 110 chassis and stretched them. It was designed for military and commercial users and came as a high-capacity double-cab. hese days, it’s very rare to find a 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 is more of an enthusiast’s
motor. It’s popular for homebrewed overland conversions,
Forward Control Land Rovers are a cult within a cult. hey’re a real
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 IY fi .
The arrival of the 300 Tdi also brought with it the R380 gearbox. This used to have a terrible reputation for relability, but most have been put right by now and they’ve
£3500-£40,000
become sought after for their light clutch and better shift action.
It was during the Tdi era that Defenders started getting things like alloys, too. You might even find one that’s not been off-road
Pros: Strength and simplicity.
Perha s the de nitive De ender
Cons: Sure to be very different to when it left the factory
TDCi (2007-2016) £6500-£275,000
The last Defenders gained modern
and 2.2 TDCi engines and
smooth six-speed gearboxes, They still had phenomenal off-road ability and were even okay to sit in. Famously, this was the Defender that actually had a dashboard You can find special editions and boutique conversions to TDCi models that cost obscene amounts of money. You will pay a premium for any these late
It’s also a notable classic in its own way, as it heralded the start of the company’s modern era. It has its issues, though. The viscous coupling is expensive to replace and can be upset simply by running mismatched tyres.
The 1.8 petrol used to be notorious for head gasket failures. oday’s replacements are much
are people who do just that, preferring to invest new-car money in a restoration than spending it on a current model.
It’s a smart policy, too. An early two-door can cost mega money, but any Classic will appreciate in value if kept in good condition –and sought-after rarities like the CSK and LSE can be a gold mine.
Defenders, however the era of skyrocketing prices seems to be over and TDCis have dropped further in value than the Td5. So a good 2.2. could now be quite a shrewd investment
Pros: E ciency creature coforts, off-road prowess
Cons: Price, electronics, TDCi engine is unloved
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 rong so e very e ensively
An awful lot of Rangeys have been neglected and/or abused, and you can still buy they cheap. ut if you’ve got the skills, and access to parts, restoring one would be the ultimate hobby that pays.
Pros: Most usable classic Land Rover, V8 power, ride quality
Cons: Rust, availability of parts for early models
Range Rover (2002-12) £2200-£24,000
The Mk3 Range Rover hit new heights of
and was more re-
liable than the . 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…
his isn’t a IY 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 o -road lu ury image, TDV8 powerplants
Cons: ery co le . uge running costs
Defender Td5 (1998-2007) £3000-£35,000
The Td5 engine is arguably Land Rover’s most reliable unit and it’s
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 efenders, 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
(2020-on)
If the subject of the new Defender comes up in enthusiast circles, try
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. his goes for maintenance and, crucially,
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 odi ed Cons: Rear chassis, premium rices onstrous road ta on later vehicles
£45,000-£185,000
making modifications – a market Land Rover wants to take back and have for itself. It won’t hold its value long-term the way an original-shaper does, either. But this is still a superb vehicle.
Pros: Comfort, capability, rugged tness or ur ose
Cons: Not cheap to buy. Lacks the old one’s basic char
Freelander 2 (2006-2015) £2000-£15,500
The fourth-gen Range Rover is a majestic 4x4. All the engines in the
it replaced. It’s a refined and affordable SUV with a strong engine, good equipment and a decent level of practicality.
It’s become one of the most reliable Land Rovers out there, too. But do be aware of the rear diff and Haldex unit for costly outlays.
The 2.2-litre diesel engine is a strong performer, though for a
own, even today. The problem is that they’re very comple and very, very good at going wrong.
Air suspension failure is the norm. Head gaskets can let go. lectronics are laughably aky. And parts can cost the earth – as will the labour bills. Perhaps worst of all, nowadays it’s very hard to find one you can be sure hasn’t
range supply copious amounts of power, and its road manners are absolutely impeccable.
It’s startlingly capable off-road, too, even if getting one muddy would feel like bad form. Most that leave the tarmac probably do so only when their owners are in the mood to blow some grouse out of the sky.
a supreme off-roader as well as 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.
bargain search out one with the unpopular 3.2 petrol unit. Either way, it’s a fine to drive. Prices have fallen since the production ended, too – £15,000 now gets you a late one on tiny miles.
Pros: Reliability re ne ent 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 till, 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: Lu ury rice a Land Rover that doesn’t rust Cons: Electrics. Be very a raid
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 lu ury engines vast all-round capability
Cons: Price
You’re looking at a car which many people associate with rich chavs and criminals,
luxury
The Freelander 1 is a cheap gateway into Land Rover ownership.
The Freelander 2 was a massive improvement on the model
The original Rangey is a classic you can use everyday – and there
Range Rover Sport (2013-22)
The second-generation Range Rover Sport is 400kg lighter than
the original, meaning it’s almost economical to run. It feels really nimble and agile on the road, too, and it comes with a range of engines giving it a brisk turn of pace.
ome won’t like the amboyant posture, while others will love it. ither way, inside the cabin it’s very nearly as luxurious as the full-house Range Rover.
£13,500-£65,000
If you can afford the SVR model, you’ve got a super- with rap star image. In every case, though, running costs will be vast. Parts don’t get any cheaper because you bought it second-hand…
Pros: Per or ance re ne ent handling, glorious interior
Cons: Marmite image. Pricey to buy and run
Range Rover Sport (2022-on)
Hilariously, this is what counts as the affordable way in to owning a
new Range Rover. The Sport is less about being chauffeur driven and more about lording it over other aspirational school runners, but once again it’ll be lovely to drive.
Like the full fat Range Rover (a phrase which has never felt more appropriate), the Sport is available with an old-school V8 engine that gives you racecar performance in
£80,500-£145,000
return for NASA-level emissions. Most UK customers with opt for an altogether healthier plug-in hybrid, but they’ll still get a vehicle that’s brutally fast a well as being able to do the normal Range Rover stuff.
Pros: S ooth re ned co y and game for a laugh, too Cons: Still hasn’t uite shed its proceeds-of-crime image
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.
hen the vo ue was launched, it signalled LR’s intent on hitting
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
Range Rover Velar (2017-on)
because of its particularly handsome e terior. 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.
he interior was Land Rover’s most advanced cabin yet when
because there are so many out there, used prices are tempting. here’s a onvertible model, too, as well as three and five-door tin-tops. e say stick to the latter, and be sure to get one with .
Cons: Cramped rear seats, not as practical as a Disco Sport Range
Pros: Econo y handling iconic concept-car image
£22,500-£85,000
it came out. It was very much designed to be a trend setter.
But is there a whiff of style over substance ell, it’s a very good . ut you don’t half pay a premium for those suave looks...
Pros: Stylish design, chic cabin, e cellent tech eatures
Cons: Feels like an indulgence, especially at such a high price
Discovery 2 (1998-2004) £1000-£10,000
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. hereas the isco was prone to body rust, the is fine here. Instead, its chassis rots like a carrot, especially towards the back end. Also at the back, seven-seat
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
Discovery
The Disco 3 is an astonishing allround vehicle.
There are some tidy deals to be had on late high-spec examples now – though if you do a search for Ingenium reliability’,
a more practical proposition than the closely related Evoque, and you won’t need to live with the fear of Posh Spice jokes.
Evoque has adopted a similiar back end to the larger elar. 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
with the same 100” wheelbase and a slick body containing a spacious, e ible cabin. It was well e uipped and refined, and it came with the wonderful Tdi engine. ver time, the isco’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,
hybrids, available with diesel and petrol engines combining to an electric motor. Only the base D150 vo ue 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
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. E ic o -road ability
Cons: The body rusts li e it’s been doused in sea water
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 at rear load area.
But it was also astonishingly complex, and these days it has a reputation as a money pit.
Air suspension and electronic
the engines in the range are
and e ible, and its chassis is remarkably supple for such a big vehicle. here’s no end of electronics working away in the background, but the effect is very convincing indeed.
handbrakes are big sources of woe, cam belts are a body-off job to change and rust is becoming more of an issue. Get a good one, though, and it’s all the car you’ll ever need.
Pros: Good at everything. Lots of accessories available now
Cons: The hrase ‘ oney it’ crops up time after time
ne in five isco sales go to the commercial model, which is available as a high-spec luxury tax buster. But every model is a supremely able, e ible all-rounder for work and play.
Pros: Immense blend of class, comfort and practicality
back, as a company car. Quality has taken a step up from
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 a few year
Most Range Rovers all look the same at the front now, but the new
The Velar a competent cruiser and has received numerous accolades
The original Discovery was based on the Range Rover of the time,
The Disco 2 is powered by the Td5 engine, one of Land Rover’s most
It’s good on the road
Series II 88” 2.25 petrol (1959). 30,500 miles. Chassis-up rebuild in 2024 (axles, swivels, engine, boxes, suspension, carb etc). Chassis and loom original. Heritage cert included. MOT Apr. £13,000. Hereford. 07974 249285 09/25/006
Defender 110 XS (2012). 107,000 miles. Expedition ready. Pop-top, awning, twin tanks, 200Ah leisure batteries, 120W solar, fridge, diesel heater, shower. EGR/DPF delete, spares. £38,000. Manchester. 07740 475959 10/25/002
Defender 110 2.4 (2007). 96,000 miles. Luxury Overlander. Badlands tent, awning, fridge, storage boxes, hob, sink, rear step. Sawtooths. Retrimmed seats and oor mats Serviced regularly £35,000. Swindon 07532 326987 10/25/007
Series
07733 797975 09/25/007
Landrover 110 Defender 110 Tdi (1996). 131,000 miles. MT tyres, reversing camera, battery isolator. Recent service, cambelt and head gasket. Mechanically excellent. Drives perfect. MOT July. £8295. Clacton. 07540 998205 10/25/006
Defender 90 200 Tdi ExtendedCab (1987). 103,000 miles. New chassis, discs, +3” lift 2-3 years ago. 33s. Rewired, bulkhead done, new PAS pump, heater, doors, exhaust. Long MOT. £11,750. Bury St Edmunds. 07900 991637 08/25/005
Series III 109 HT (1982). 62,000 miles 00Tdi professionally fitted Solid chassis, starts and runs well, mechanically strong, age-related patina. Period-correct features throughout. Immobiliser. £8200. Norfolk. 07869 446444 09/25/002
Defender 90 (1987). 200Tdi, 5sp, PAS. Galv chassis, Disco engine and axles. Modern bulkhead. Stainless seat box, LED lights, new interior trim. SVX wheels, NAS step, new tank. MOT Oct £15,500. Worcester. 07711 591000 10/25/001
126,000 miles. New rear cross-member. Recent Lanoguard. Cat 1 alarm, Bluetooth stereo. Towbar and electrics. Sweet engine. Everything works. £18,500. Consett. 07940 546027 08/25/006
Series IIA 88” ST (1965). 2.25 petrol. Full resto some years ago. Recent body and paint. Army engine. Rocky Mountain springs. FHW, overdrive. Solid, runs well, all works. Many new parts. £10,450. Stone. 07984 167822 08/25/004
Defender 90 2.4 Pick-Up (2009). 60,000 miles. Clean, sound, original. Webasto heater, LEDs, snorkel, winch, SVX grille, Ifor Williams canopy. Faultless, stunning. MOT Sept. £19,995. Brampton, Cumbria. 07778 775623 10/25/003
Defender 90 200 Tdi (1983). 96,239 miles. Galv chassis, proper 11l engine. Leather rear seats, roof rack with light, Safari canopy x 2, HD steering and diff guards, LED headlights. £9850. Blackburn. 07735 580243 09/25/004
Green
Holidays in Mid Wales
Series IIA 109” (1969). 2.6 6-cyl petrol. Recent nut-and-bolt resto costing £7000. New brakes, electrics, hood and sticks, exhaust, tyres. Mechanically superb, excellent inside and out. £12,500. Oundle. 07583 457511 08/25/007
Defender 110 TD5 SW (2003). 126,000 miles. Ex military from LR Special Vehicles. Exceptional chassis, solid bulkhead. Clean interior. Strong and quiet through the gears. FSH. £14,995. Leeds. 07716 521811 10/25/009
Defender 110 TD5 HT (2004). 240k miles (80k engine.) Snorkel, stainless straight pipe, steering guard, towbar, winch. Recent servo, master cylinder, water pump, hoses. MOT Oct. £7499. Rainford. 07379 388706 09/25/005
Range Rover 4.6 (1999). 161,200 miles. New engine massively overhauled, air susp rebuilt with new Dunlop springs, polybushed, ball joints, ABS, steering, tyres, HVAC all done. £3995. Fordingbridge. 07896 353641 09/25/001
Range Rover 4.0 HSE (2001). 140,000 miles. Solid chassis, god body and aint. New roof lining, battery, heated screen, brakes and BECS recon. Converted to coil springs. MOT July. £1850. Carlisle. 07743 521352 08/25/003
Discovery 2 Td5 Landmark (2004). 130,000 miles. Lift kit, snorkel, Instas, Ram bars, light bar. Roof lining done. All welding done since last
Series III 109” (1975). New galv chassis, Rocky Mountain parabolics. New doors and tops, seats, 6-cylinder bulkhead, bikini hood and full sticks. Body fully restored. Easy project to finish £6500. Cwmbran. 07833 767408 08/25/008
Series I (1957). 94,000 miles. 2.0 petrol, starts, runs and ticks over nicely. Only ever had 2 owners. Garaged since 2003, always treated well. Comes with doors and roof bits. £12,500. Henfield, Sussex. 07825 325015 08/25/009
Series II 109 (1960). 3.0-litre Mazda / Perkins diesel. Camper conversion with standing room. Comes with spare engine, Salisbury axle and more. One owner since 1970. £10,000. Milnthorpe. 01539 562444 08/25/007
Defender Carpet Kits
Once installed, these easy to fit, hard wearing carpet kits will transform your Defender’s interior. The black 5mm woven pile carpet is manufactured with a hardback which ensures it holds its shape for years to come. All holes are pre-cut for a precision fit. No glue is required and with only strips of doublesided tape (supplied where applicable), fitment is quick and easy with no mess. The carpet also has the added advantage of improving soundproofing within the cabin. When applicable, floor mats have a reinforced edged for a smart, hard wearing finish.
DA4910 Front Carpet Kit - Black
DA4910GREY Front Carpet Kit - Grey NEW
Defender - up to & including 200Tdi. Right hand drive - LT77 gearbox - Excludes V8.
Includes - Bulkhead panel, gear box tunnel, floor mats, under dashboard panels, kick plate panels & seat box panels.
DA4911 Front Carpet Kit - Black
DA4911GREY Front Carpet Kit - Grey NEW
Defender - 300Tdi / Td5 | Right hand drive.
R380 gearbox - Excludes V8 & only suitable for vehicles with 260mm wide cubby box lid under driver’s seat. Includes - Bulkhead panel, gear box tunnel, floor mats, under dashboard panels, kick plate panels & seat box panels.
DA4912 Front Carpet Kit - Black
Defender - Puma 2.4 | Right hand drive.
Includes - Bulkhead panel, gear box tunnel, floor mats, under dashboard panels, kick plate panels & seat box panels.
DA4921 Front Carpet Kit - Black
Defender - Puma 2.2 | Right hand drive.
Includes - Bulkhead panel, gear box tunnel, floor mats, under dashboard panels, kick plate panels & seat box panels.
DA4916 2nd Row Carpet Kit - Black
Defender 110 - Commercial not Station Wagon. For vehicles with cut-away arches & door retainers. Includes - Floor carpet & forwardfacing rear pieces.
DA4920 2nd Row Carpet Kit - Black
Defender 110 - Station Wagon - 2007 - 2016. For vehicles without mat retainers. IncludesFloor carpet & forward-facing rear pieces.
DA4922 NEW 2nd Row Carpet Kit - Black Defender 110 - Station Wagon - 300Tdi / Td5. For vehicles without mat retainers. IncludesFloor carpet & forward-facing rear pieces.
DA4913 Rear Carpet Kit - Black Defender 90 - without rear seats. For vehicles with square arches. IncludesWheel arches, floor & filler cap cover.
DA4914 Rear Carpet Kit - Black Defender 90 - Station Wagon - with inwardfacing seats. For vehicles with square arches Includes - Wheel arches & floor.
DA4915 Rear Carpet Kit - Black Defender 90 - Station Wagon - with forwardfacing seats. For vehicles with cut-away arches Includes - Wheel arches & floor.
DA4917 Rear Carpet Kit - Black Defender 110 - without rear seats. For vehicles with cut-away arches. Includes - Wheel arches & floor.
DA4918 Rear Carpet Kit - Black Defender 110 - 10-Seat Station Wagon - with inward-facing seats. For vehicles with square arches. Includes - Wheel arches & floor.
DA4919 Rear Carpet Kit - Black Defender 110 - Station Wagon - with forwardfacing seats. For vehicles with cut-away arches Includes - Wheel arches & floor.
www.britpart.com/fitting
Watch how easy the kit is to fit...
Holes are pre-cut for a precision fit
DA4911
DA4911
DA4913
DA4916
DA4917