The Landy - Winter 2023

This 90 once pounded a beat amid the vineyards of France But it didn’t age like a fine wine.

Over the course of some thirty years, the 200Tdi Defender became home to more and more rust. Until finally, it was fit only for restoration. And next thing you know, it was on its way to a workshop far, far away…

EVERRATI ADVANCED TECHNOLOGIES, which has become known for its high-end electric conversions for classic Land Rovers, has partnered with Hobson Industries to offer whole-life support for the vehicles.

Based in Upper Heyford, Oxfordshire, Everrati has previously created an 88” Series IIA with a 60kWh battery pack and electric drivetrain producing the equivalent of 150bhp and with 220lbf.ft of torque. Hobson, meanwhile, has a presence in making Land Rovers for military applications, but until now they’ve had petrol or diesel engines. So this is a move into the future all round.

Watching what these two companies can do will be a worthwhile exercise for those with suitable funds and a desire to drive a classic Landy with no tailpipe emissions. No tailpipe full stop, indeed. This is one of those subjects we can always be confident about covering in the certain knowledge that it won’t wind anybody up; safe to say it won’t be for many Land Rover fans, at least not yet, but if it’s another way of helping keep vehicles alive who are we to demur?

Down comes another barrier to switching on to an electric Land Rover

Plugsurfing’ sounds like a sly technique for topping up your phone on other peoples’ tabs, or maybe a form of sexual activity that’s apt to make your eyes water. But actually, it’s the name of a Pan-Euro pean charging network giving drivers access to more than 300,000 points in 27 European countries.

What does this have to do with Land Rover? We’re glad you asked. The company has partnered with Plugsurfing to create Land Rover Charging, which allows you to access all these lovely charging points provided by equally lovely people like Osprey and Ionity. Actually the network covers more than 700 providers, so some of them are bound not to be all that lovely, but they sell electricity so they ought to know how to conduct themselves.

How does it work? Owners of qual ifying Land Rovers, new or otherwise,

get the opportunity to sign up to the service. Do so, and you’ll get a wel come pack (there’s always a welcome pack) including a charging key – which you simply tap at any of the network charging points and off you go.

You can also gain access through the Land Rover Charging app (there’s always an app).

Unsurprisingly, this is not a free service. But you do get a choice of three options (there’s always a choice of three options). These are pay as you go, gold and platinum.

The latter two cost £4.26 and

£8.50 a month respectively, but gold brings fixed prices while platinum offers the service at a reduced rate, which is going to be notably lower than if you simply pay as you go.

As various governments’ dreams of an electrified road system continue to fall remarkably short in terms of what their respective private sectors deliver, long journeys are still something of a stress-maker for owners of electric vehicles. And while most have got their heads around the hoops you have to jump through to drive across Britain, going abroad remains a who different level of worry.

By grasping the nettle in this way, Land Rover may well have encouraged a generation of customers to use their EVs for that big journey down to their favoured Alpine ski resort this winter after all. Of course, whether the UK or Europe is going to have enough electricity to power your house by then, let alone charge your vehicle, is another question entirely.

Road, Bretby DE15 0YZ © 2022

Gibson’s Gab

When the right rubber turns out wrong

I WELL REMEMBER MY FIRST WINTER AS A LAND ROVER DRIVER. I was in a Freelander 1 that my parents had bought nearly new and which found its way on to my drive with delectable frequency. It was a lovely vehicle: SE spec with a nice set of mud terrains to deliver some pleasingly hardcore vibes. They even had embossed white letters on the sidewalls, which, along with the music of Garth Brooks, have always been a secret vice of mine.

Perfect, you’d think, for the precise conditions in which I happened to be using it one night before flying to Finland for a ski trip. Because, as I finished work in Wiltshire and headed to Gatwick via Chichester to pick up the missus,

the gloomy sky finally gave up its hold on a significant quantity of snow, dumping it across the south coast with utter disregard for my holiday plans.

‘It’s okay,’ I thought. ‘The Landy’s good for this trip.’ And even as I slithered my way across the single-track roads of the New Forest, I repeated this mantra – expecting that if I said it often enough, the Freelander would start to grip the icy asphalt and convey me safely back home.

But here’s the thing: the trip was characterised by the sort of slithering I’d last experienced in a rear-wheel-drive Volvo 240 that was renowned in our family for its lack of grip. The Volvo 240 my mother drove into the side of our caravan because it slipped while she edged on to our driveway at 3mph.

How could this be? The Freelander 1 has permanent four-wheel drive and plenty of torque to crawl along an icy country lane without spinning wheels. Yet, here I was, worried I would end up in a ditch if my concentration lapsed for even a second. I’d have been better off in my wife’s Fiesta.

Two things: the Fiesta would indeed have been better in many ways, what with its low centre of gravity and low gearing. But, second, the problem with the Freelander wasn’t the car itself, but its gnarly tyres. Those big knobbly chunks of rubber that were so good for gaining traction in the sort of gloopy mud I most enjoy driving through just couldn’t make an impression on the compacted ice and snow I was now encountering. I was skimming along on

tiptoe, feeling like I could lose control at any moment.

Long story short, I made it home in one piece, and we got to Gatwick on main roads with relatively little bother. After hours of flying, we were picked up by a bloke in a Mark 4 Passat in an obscure Lappish airport, who blatted us through the Arctic Circle as if it was the Nürburgring. ‘Snow?’ he laughed as we

recounted our UK weather conditions. ‘What snow?’

All of which is by way of reminding us of a valuable lesson: your vehicle is only as good as its point of contact with the road. And when the weather turns grim, your failsafe muddy friends may just become your worst enemy. Drive to the conditions – and the conditions include yourself.

Cops and rights of way robbers

Not everybody in the Land Rover scene is into green laning. Some even actively oppose it (one of the dealers we’d signed up in advance sent back their bundle of our first ever issue because we had a story about ‘these idiots who ruin the countryside’, which is a bit like train operators refusing to carry all human beings because a drunk smashed one of their windows once), but even stupid people are still people so each to their own.

Having done a lot of laning in my time, and met a lot of other people who do it, I know perfectly well that the 4x4 world has bad elements within it. I’ve seen people do stuff in Land Rovers that would have got them arrested if the old bill had been around.

But that is, very much, the minority. Yet we constantly get talked about as if it’s the norm, and the media in general are culpable for encouraging this.

You expect it of bigots and people with little knowledge, though. But you’d hope for better from the police and local authorities. However I’ve lost count of the number of times I’ve been treated like a criminal for asking to view the list of streets or definitive map.

Interesting to note, then, that the police have become involved in the White Stones saga. This is a celebrated lane in Wales which, some years ago, was vandalised on a giant scale by persons unknown (very well known, actually) who don’t like motor vehicle users. The local authority recently agreed to repair the damage (at the taxpayer’s expense), and the police ‘agreed to assist in attempts to prevent the culprit from repeat offending.’

What?! They have a wanton criminal on their hands and that’s the best they say they’re going to do? Shouldn’t this vandal be paying to repair the damage they did. Rather than ‘assisting in attempts’ to stop them doing it again, why aren’t they banging him up?

If someone did this much damage to a public building, they’d get a stretch. Why doesn’t a public right of way deserve the same protection? Could it be that deep down, the authorities are actually on the criminals’ side?

What Car? reliability survey makes grim

reading for anyone trying to sell

a Discovery 5

Reliability survey.’ You know what that means.

This month, it’s the Discovery 5’s turn to cop a custard pie in the face. Though the first generation Evoque is in the supporting cast, waiting in the wings in a clown suit with the trousers primed to fall down.

The survey in question is by What Car?, a magazine which takes itself pretty seriously when it comes to facts and figures. It looked at vehicles aged up to five years old and one possibly surprising result was that hybrids are a lot more reliable than people tend to assume. Overall, they outperformed the conventional petrol and diesel-engined equivalent, and indeed fully electric vehicles too.

Less surprising, unless you’re one of those people who still bark the words ‘Jap crap’ at everything that hasn’t dripped oil on your own garage floor, is that the most reliable car brands are mainly from the Far East. Toyota, Mitsubishi, Hyundai, Suzuki and Kia are all there. So too is the Romanian-made Dacia, interestingly; remind me whose engineering the company’s vehicles are based on again…?

All very well, but what about Land Rover? Well, you’ll be thrilled to hear that those pesky Jeep owners, with their vulgar off-road thingies that they actually, you know, go off-road in, have got it worse. Because ha ha Uncle Sam, you’re bottom of the pile. Second bot tom? Land Rover. But you’re not going

THE ONGOING BATTLE AGAINST INDUSTRIALSCALE VANDALISM on White Stones is a step closer to being won, after Wrexham Council agreed to remove deliberate obstructions placed on the lane and repair damage done to it during a wildly destructive attempt to prevent 4x4s from using the right of way.

to let that puncture your new-found air of smug superiority, are you?

Oddly, there are no actual Jeeps among the 10 least reliable vehicles in Britain. But the Evoque is among the many SUVs in there (along with the Audi Q5 and Nissan X-Trail, it might surprise you to hear) and the Discovery lords it over, or under, everything else on the market. Hurrah!

Of course, if there was a longevity survey which rated manufacturers and their vehicles according to the service life people were getting out of them, Land Rover would come out as the nation’s happy place. And one man’s unreliability is another man’s weekend hobby. We rather doubt either of those men drive a Discovery 5, though…

For many years, users of this beautiful and wholly sustainable right of way had to be wary of spikes dug into the ground in a bid to destroy vehicles’ tyres – but which could have had far worse consequences for walkers or horse riders. Illegal obstructions started to appear in 2016, then around a year and a half ago the lane was subjected to what can only be described as a rampage – in which massive pits were dug in the surface and filled with branches and rolled-up fencing, boulders were pushed on to the right of way, a stream bed was dug out and a section of bedrock was smashed to exaggerate an already hazardous side-slope into a ravine alongside the track.

Lauren Eaton of the Green Lane Association had been working tirelessly on the case for around a year by the time the local authority agreed to a pre-final hearing meeting – after which it accepted its responsibility to remove the obstructions and repair the damage done to the lane.

In addition to this, North Wales Police have ‘agreed to assist in attempts to prevent the culprit from repeat offending.’ Wales is of course home to many of Britain’s best rights of way – but unfortunately also to many of the most entrenched battles that have raged over individual lanes. White Stones has been one of the highest-profile, but with luck these latest developments will bring this particular saga to an end.

‘It’s been a long slog,’ comments Lauren. ‘But it will be worth it to re-open a lane that has been unusable to all but the most adventurous walkers and two-wheeled users for several years.’

LOF CLUTCHES NOW STOCKS a range of rear brake kits for pre-1998 Defender 110s. These are available in both ROADspec and POWERspec form.

Designed for road-going vehicles, LOF’s ROADspec brakes are made to OEM specifications and promise the same quality and tolerances as Land Rover’s own Genuine parts. Featuring OE-quality pads with organic friction material, they come with a fitting kit including all the necessary fasteners, pins and anti-rattle shims.

POWERspec brakes kick things up a notch for use on modified Defenders and those that lead a heavy life. Once again made to OEM spec, they add performance organic/ceramic pads and dimpled and grooved discs with a black phosphate finish for corrosion resistance and removal of debris and heat. The pads are uncoated for minimal bedding in and have chamfered edges to reduce noise.

Light is Adventure OSRAM LEDriving® Working and Driving Lights

The OSRAM range of intense LED lights are built to step up to the challenge when the going gets tough. Leave the tarmac behind and see clearly what lies ahead of you off the beat track. The LEDriving ® range of robust and stylish spotlights, reversing lights and lightbars can improve near- and far-field vision whilst enhancing driving performance, even under the most extreme conditions. Don’t let the darkness spoil your next adventure.

Available from Allmakes 4x4 and Terrafirma dealers worldwide.

WITH CHRISTMAS ON THE HORIZON, Toylander has introduced an all-new model to its range. The elec tric-powered Toylander 90 ‘salutes the classic styling of the 1984 model’ and comes with the correct wheelarches and wing mirrors as well as a tow bar. It’s not plated for 3500kg, however. But Toylander’s replica kids’ 90 does have forward and reverse gears, speed control, a foot brake and handbrake (if you’re familiar with 90s of a certain age, you’ll know this is less than entire ly authentic), lights, a folding wind screen, an opening tailgate, pneumatic tyres and a horn.

Based on a hard-wearing mono coque body which measures approxi mately 1.6m long x 78cm wide x 70cm high, the 90 can seat 2-3 children depending on their size, or one adult (again depending on size, you’d think, and probably weight as well). It has a safe top speed of 5mph and is, says Toylander, ‘the ultimate toy for intrepid little explorers.’

As is usually the case with Toylander, customers are offered the choice between buying a fully built car or, for those wanting to make a project of it, receiving a comprehensive build man ual. The latter contains all the informa tion you’ll need to build a vehicle from scratch, including full cutting details and dimensions for body panels. The company will then be able to sell you all the parts you’ll need to finish the job.

CONVERTING A DEFENDER TO AIR SUSPENSION is something people have done in the past, but it’s still quite a rarity. Thanks to Britpart, though, it might be about to become less so.

That’s because the company’s range now includes full Intelliride Electronically Controlled Air Suspension kits from Airbag Man. Promising comfort on the road and a constant ride height, irrespective of load, these also allow you to raise and lower the vehicle at the push of a button, with three pre-set heights adding ground clear ance beneath the body when you go off-road and allowing easier loading for luggage and passengers alike.

Converting both axles to air ride, the kit has front-to-back and horizon levelling options. As well as offering manual control, its fully automatic operation continuously monitors inputs and responds accordingly to potholes, cross-articulation and extended cornering.

Britpart says the kits include OEM-grade components for reliable performance and high-volume air springs for optimal ride quality. Its main components are heavy-duty rolling sleeve air springs (Dunlop at the front, along with shock relo cation brackets, and Firestone at the back), a 12-volt, 150psi AMK air compressor and lightweight 1-gallon seamless aluminium air tank and a hand-held controller with a 9m lead. The kit, which promises easy installation, also comes with an ECU and valve block, vehicle-specific air supply mounting brackets, rocker switch and height sensors. It uses 6mm high-quality nylon tubing throughout and comes with all the hardware you need, including quick-fit pushto-connect air fittings, easy-on electrical connections and sealed relays and harnesses. You get step-by-step fitting instructions, too, as well as an operator’s manual to make sure you’re getting the best from it once it’s up and running.

Do so and the promised benefits will include adjustable levelling control, stabilised body roll, safer load carrying, reduced tyre wear and improved braking, steering and handling, and the air cushion in the springs also prevents bottoming out. The kit brings the promise of lower maintenance costs, too. You can see the kits in action at www. britpart.com/airbag.

MACHINE MART’S NEW CATALOGUE for the autumn and winter is out now and available to pick up in any of the company’s 65 stores. Within its 484 pages, you’ll find a number of new tools and machines – as well as price cuts on in excess of 300 existing items.

In total, the new catalogue includes more than 6000 items –though if you go to Machine Mart’s website you’ll find another 15,000 on top of that. Including the catalogue itself, ironically

The creature from the black lagoon…

Words: Graham Scott Pics: Legacy Overland

What’s in a name? You’re a company remaking – reimagining – old time classic Land Rovers. You have a Defender 90 in for a major upgrade. As an American company, you’re looking for a name that references the USA as well as the UK. You go for Project Congaree.

That doesn’t mean much to a UK audience, but it’s the name of a national park down in South Carolina. So, great outdoors, national park, USA, boxes ticked. The Urban History Association obviously wasn’t consulted:

‘The history of Columbia, and of South Carolina more generally, would look markedly different if it were not for the existence of the Congaree Swamp, now a National Park. Being a home for Native Americans, a place of mystery for Europeans and a refuge for escaped slaves.’

Yup, that’s the vibe we’re looking for. However, to be fair, the donor vehicle was a bit of swamp monster anyway. Actually, that’s not being fair. We’ve all seen 90s in worse nick than this one. But it was certainly tired. Or, to be precise, it was ‘fatigué’. Or ‘fatiguée’ if you see vehicles as being female. The previous owner was, and there’s no other way to put this, French.

We’re talking thousands of hours for every vehicle.

In this particular case the classic Defender that Legacy sourced was a 1990 200 Tdi – but a hard-top, which may come as a surprise as you look at the finished photos. However, not all of the vehicle was hard, as Monsieur

Rouille had made a permanent home in the metalwork, gorging on the steel like Monsieur Creosote upon a wafer-thin mint.

On the plus side, from the Americans’ point of view, the French drive on the same ridiculous side of the road as themselves, so that made life consider-

ably easier. So, all they had to do was take this tired old 90 apart and rebuild it. To a standard that would have made the original Solihull crew spill their tea and drop their bacon sandwiches, then go on strike because management thought they were going to mop up the mess themselves.

Legacy Overland is based in Connecticut and has a mantra of making vehicles ‘new vintage classic’. That means complete projects, from sourcing the donor vehicle through the entire documented dismantling and rebuilding to a spec and quality that most manufacturers would find alarming.

The Congaree Swamp in South Carolina is known by historians as ‘a place of mystery for Europeans.’ Perfect name to give a restored Defender that spent its working life on a French vineyard, then…

Legacy make much of life in the slow lane, harking back to an analogue past rather than the frenetic digital present. They take their time, thousands of hours of it as we’ve already mentioned, and you get the sense that they do something then stand back and look at it a while, before nodding slowly in satisfaction and possibly readjusting their baseball cap. What’s the hurry?

After all, this old 90 had already been kicking around the planet for more than quarter of a century, so what difference did a bit more time make? They took the vehicle apart, literally, back to component parts. At this point many of us are hoping for a garage fire or an urgent need to go abroad for a while, but the good ol’ boys at Legacy are made of a sterner gauge of steel.

The engine and five-speed gearbox with transfer case were rebuilt and gained some remarkably bright and cheerful blue paint and hoses as well as rediscovering the ability to actually work properly and smoothly. Most of the rest of the mechanicals were rebuilt, replaced or repainted. But of course, however painstaking the rebuild, at this point you’re simply doing a rebuild, albeit slowly and carefully. What owners of a Legacy Land

Rover want is a 20th Century vehicle built for the 21st Century.

That’s where the detailing starts to matter. Every bracket, bolt, fastener, whatever was galvanised. The door hinges are stainless steel. The paint, Pangea green with black highlights, is thick and lustrous. At the front there’s a KBX facelift kit with black mesh, X-mark LED headlights and round LED lamps either side, which are matched by round LED lamps at the rear.

Below those rear lamps is a NASstyle bumper matched by a satin black front bumper with rubber corner caps. Front and rear are joined by black running steps either side for when, according to their photos, a woman wants to drive around in a satin evening gown. She’s obviously never been to Solihull.

Rounding off the outside are some gnarly Cooper Discoverer S/T Maxx tyres on some seriously black alloy Sawtooth 16” rims. Behind them are a pair of disc brakes at the front backed up to a degree by drums on the rear. The tyres are 265/70R16s and ultimately it’s still a standard Tdi 90, so while upgrading to rear discs would be second nature to any off-roader it’s actually not necessary in this case. The spare remains in its original place

on the rear door, and inside there’s a wooden Momo steering wheel attached to those front wheels.

All of this is of course jolly fine, but it’s when you sit behind that racy, stylish wheel that it all starts to really come to life, even if under the bonnet there is still just a 200 Tdi. The most obvious difference is the lavish application of tan leather pretty much everywhere, with black chevron inserts. They’re all made for the vehicle but, rest assured, no cows were hurt in the creation of this.

That’s because the interior is full of vegan leather, whatever that is. (Since cows eat grass, doesn’t that make them vegan?) Whatever, there’s a lot of it and the stitching looks top class. It covers pretty much anything that doesn’t moove, including the front bucket seats. They’re Porsche 911 style, with high headrests and substantial side support for when the off-roading gets radical.

Ahead of those seats and ahead of the Momo wheel are Legacy’s own custom-made white dials, adding further to that modern, sporty vibe, while behind them are two foldable benches with lap straps. This is obviously a very different rear to the original, with the

SUPERIOR ROOF TENT

soft-top conversion allowing all that positive sunshine in that the Americans are apparently so full of. For when that doesn’t suit the mood, there’s a powerful air-conditioning unit to keep the swamp outside.

So far so fairly analogue. But of course a modern classic has to also include some of the latest goodies as we hurtle through what is apparently the 21st Century. Our lady in the silk gown may sometimes be lost but, when she is, she doesn’t just dial up Google Maps or whatever. She gets out a proper paper map from the glovebox. Hmm, but it’s dark so what to do? Ah yes, use the map reading light, which is mounted on to a telescopic arm.

Obviously such a light would also help when you drop your bag of Parma Violets on the rubber floor mats or when you want to scare someone by underlighting your face as you overdose on sugar having scooped them back up, and you can’t do that with Google Maps so let’s hear it for analogue.

For maximum effect you’d need a decent soundtrack, perhaps Bach’s Toccata and Fugue, and that requires something that can handle some serious bass for when they really pull out the stops. Legacy have obviously thought of that. There’s an 800-watt subwoofer, enough to make any swamp vibrate enough to scare the alligators. A substantial amplifier adds to the sound for the four big Pioneer speakers, in the front doors and in the rear.

There are plenty of other little touches, like Bluetooth and USB ports, showing the attention to detail and the thought that has gone into this ‘modern classic’. This 90 is a long way from the vehicle that rolled off the production line back in 1990. It’s also a long way from home. Made in England, lived in France and now remade in America for a new life in the New World.

Once upon a time it lived in the Bordeaux area. It would be a fascinating story to hear about its life and its journeys from one side of the Atlantic to the other. Perhaps that’s another one for the Urban History Association.

360° view with maximum privacy

Autohome reinvents the concept of now you see it/now you don’t, with an innovative “black edition” mosquito net, a new hi-tech first for the Airtop 360° range.

Very thick and dark, it also protects against intruding eyes, whilst giving a full view from inside the tent: you can’t see in, but you can see out! Thanks to four additional large windows, providing all-round v is ion.

Thi s i s the resul t o f sixt y years ’ experienc e a s specialists, a succe ss tha t confirm s AUTOHOME as leader in the production of roof tents.

Ava ilable in the UK from 4x4overlander Ltd Te l: +44 1422 243966 e: info@4x4overlander.com

Homeward bound

Five years ago, Robert EriksenMiller paid a visit to Chartwell House, the former ancestral home of Winston Churchill in the village of Chartwell, Kent. Nothing unusual about that; it’s a National Trust property and sees thousands of visitors every year.

Except Rob is a resident of Chartwell. Not Chartwell, Kent, but Chartwell, South Africa, a rural suburb on the northern edge of Johannesburg. And that’s not his only connection to Ye Olde Country. Rob also happens to be a Land Rover specialist… and therefore by definition enthusiast. And as he stood in Churchill’s sitting room, gazing across the Pink Terrace at the soaring views across the Weald of Kent, he mused upon the shared history of these two places with the same name – and resolved that at some point, he would travel across Africa to join the dots. The perfect excuse for a road trip – and of course, it had to be done in a Land Rover!

Fast forward a couple of years and we find Rob and a fellow entrepreneur and Land Rover devotee, Mark McClue, discussed why it is that people take on such challenges. They reflected on stories such as Rob’s ‘Put Foot Rally’ (driving 12,000 kilometres around Southern Africa with his family and friends) and Mark’s first descent of the crocodile infested Kafue River in Zambia more than 20 years ago.

Both were accomplished using Land Rovers. But it’s the choice to take on something like this, when one could just stay at home, that often raises the question… why?

‘Because it’s there’ is a common answer, though perhaps a slightly simplistic one. Both Rob and Mark ventured outside of their comfort zones from an early age, choosing interests, career paths and opportunities on the roads less travelled. Both were

passionate about Land Rovers because of what they have enabled people to see and experience.

And as Rob and Mark chatted, an idea was conceived.

Like all good ideas, it began to grow. It became something more significant, it took a few turns and as time went on, it began to morph into reality. A reality which never lost its core purpose.

That goal was to drive from Chartwell to Chartwell – in a Series Land Rover. And so the c2c22 Land Rover Mission was born.

The more Rob and Mark researched, the more apparent it because that this

was going to be more than a holiday. More even that an overland expedition linking two places of the same name, too. ‘The history of Chartwell and The c2c Mission joins Continents 2 Continents, Countries 2 Countries and Communities 2 Communities, says Rob, ‘all with a culture that embraces the spirit of adventure.

‘People have always taken calculated risks to address needs and problems, to explore or to advance the boundaries of knowledge to survive. It’s something installed in us at an early age, indeed from our first steps, and something we believe is important to foster within the youth to create future leaders and adventurers.’

Which brings us back to Churchill. By no means was he only adventurer with links to Chartwell, but he was definitely an adventurer and certainly had stories to tell. Being arrested as a war journalist aged 22 in South Africa; escaping from Pretoria Boys’ High; and becoming allies with his former adversary Jan Smuts, who went on to serve as a Field Marshal for the empire, founded the South African Air Force

and advised Churchill to start the RAF. Some impressive examples there of the art of the calculated risk!

So when Rob discovered an abandoned old Series III decaying slowly beneath a tree in the Cradle of Humankind, it was almost like fate.

The project was born – and the Land Rover was given its name: Winston.

As if that wasn’t enough, while the Landy was being restored to its former glory Rob found out that it was no ordinary export model. It had arrived in Africa many years before after being driven there from the UK – and so the challenge become to return it by driving from Chartwell to Chartwell.

The men behind the expedition: Rob Eriksen-Miller (left) and Mark McClue came up with the idea while discussing why people take on such challenges

Working out how to cross about 20,000 kilometres and 20 countries, not to mention the countless challenges

Buyers Adventure Workshop

Words: Paul Looe Pictures: Harry Hamm

For a Land Rover loving adventurer based in Chartwell, South Africa, visiting Winston Churchill’s family home of Chartwell, Kent was only ever going to lead to one thing. And so it was that a convoy of seven classic Landies set off to drive home from Johannesburg to England in what was one of the world’s first major post-covid expeditions

that lay ahead, was the initial topic of conversation among friends who had made it through Covid by fully appreciating the privilege of living with space in Chartwell.

‘We knew we had had it much better than most during that time,’ says Rob.

‘But we still missed the freedom to take part in a Land Rover trophy, drive our favourite vehicles to one of South Africa’s game reserves or cross to a neighbouring country.

‘This is what sparked the commitment to make sure that as soon as we could, c2c had to happen – which in turn is why the c2c22 Land Rover Mission was set in motion.’

And what a mission it became. From Rob’s initial plan to drive a Land Rover home to England sprang a full-on expedition undertaken by no less than seven very different Land Rovers. What’s that we were saying about good ideas starting to grow?

The seven Landies were:

• Winston – a 1985 Series III driven by Rob Eriksen-Miller and son Dylan

• Blue Blick, a 1956 Series I with Rick Currie and Mike Deacon on board

• Behnjane, Steve Dahl’s 1958 Series I co-piloted by ‘the doctor’

• Mark McClue, plus ‘jump seat’ guests, in his 1967 Series IIA Jan Smuts

• Rocinante, Trevor and Helen Stiebel’s Series IIB Forward Control

• Thomas, a 1996 Defender 90 piloted by Mike Eriksen Miller and his daughter

• Betty Boop, a 2000 Defender 110 with Alley Grunewald, aka Pink Defender Girl, and company

A number of the group were travelling to England with a mission of their own. On 6 October, Duke’s Auctioneers of Dorchester was scheduled to hold a sale of Land Rover vehicles, parts and memorabilia at Bovingdon Tank Museum, titled Icons of Motoring – and several of the South African vehicles were entered in it, with the funds raised going towards developing sustainable opportunities for the next generation, focused specifically on food and water management techniques.

‘In the main,’ explains Rob. ‘primary drivers have self-funded their participation in the Mission. Mark and I formed a non-profit to assist with some sponsorship to aid the Mission

and its purpose. Our vision was “to see borders define and unite people, instead of dividing us” and our purpose was “to develop opportunities for the youth within sustainable environments”.

‘The Chartwell 2 Chartwell Land Rover Mission has taken shape using vehicles recognised as an icon of adventure, to restore linkages across the continents for tourism as it reawakens and as a research and trade mission for businesses wanting to understand and build relationships across the largest environment and marketplace on Earth.

‘With Africa and Europe home to over a billion youth under the age of 35, this presents massive needs and at the same time an opportunity; c2cMissions hopes to be a way to address some of these perceptions and provide experiences to participants that can create leaders and managers of the 2030 generation.’

With participants aged between 20 and 78 and vehicles aged between

22 and 66, Chartwell 2 Chartwell truly was an expedition that spanned the generations. It set out to break down some of the barriers erected during the early days of the pandemic, faced unexpected hurdles put in its way by war in Ukraine – and culminated in a number of successful sales which went towards the team’s aim of raising five million rand for the causes Rob and Mark support.

Overall, the auction at Duke’s saw a wide variety of classic and modern Land Rovers find new homes. The accent was firmly on the older stuff, though a number of 90s and 110s went under the hammer too – albeit it with mixed results. A Spectre style 110, for example, remained unsold – whereas

Rocinante, the 300Tdi engined IIB from the expedition, comfortably exceeded its estimate to sell for £15,000.

When people go travelling in their Land Rovers, it’s normal to become so attached that you never want to let them go. So driving all the way from Chartwell, South Africa, to Chartwell, Kent in order to sell the vehicles must at times have felt like a bittersweet experience. With such a strong focus on their charitable aims, however, Rob and Mark were very much men on a mission – and they had exactly the right vehicles to help them complete it.

The team was made up of participants aged between 20 and 78 – and vehicles aged between 22 and 66. Their route took them through Africa in all its various guises (and Europe in all its various guises, for that matter) as they piloted the seven old Land Rovers home to England

The Landy Buyer

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

By the time the Freelander had been on sale for more than a decade and a half, even hardcore Land Rover traditionalists had come to accept that it was alright really. Yes, it had invented whole new ways of going wrong that

Series I (1948-1958)

even the Range Rover and Discovery hadn’t managed, but the first one had character and the second one had class. And even, whisper it, reliability. But then they ripped up the rule book and replaced the Freelander with the Discovery Sport, It didn’t look much like

a Discovery (until three years later when the Discovery 5 came along) but it had seven seats and most of the motoring press seemed to think it was better offroad than any of its rivals.

Mainly, it was a giant step upmarket after the Freelander, with a premium interior to go with its futuristic looks. The range of equipment was almost limitless, and of course so was the price. But you can get one now for not much more than

£5000-£75,000

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

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

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

for millionaire money, preservation is the aim of the game.

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

Pros: Heritage, charm, a true classic, the original Land Rover

Cons: Availability of parts, price tag on early 80s

Series III (1971-1985) £2500-£30,000

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.

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 yetas desirable as the earlier Series models

Lightweight (1968-1984) £3500-£22,000

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.

These military vehicles can easily be distinguished from regular

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

out from the crowd. They’re a rare breed, though – so if you find one, it could be 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

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.

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 availabil ity. Easy to work on. Unlimited potential for mods and restos

Cons: Puny engines (V8 apart) Not many left in good condition

ten grand, if you don’t mind a six-figure mileage. Just be sure it has four-wheel drive if you care that it’s a Land Rover.

Insure an Discovery Sport with Adrian Flux from £275

• Based on an SD4 auto HSE Luxury 4wd from 2015. Valued at £14,000, unlimited mileage. 50 year old driver, fully comp, £300 excess

Series II/IIA (1958-1971) £2500-£40,000

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

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. Some now MOT exempt Cons: Bulkheads and chassis rot, springs prone to seizing

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

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

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

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

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

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

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

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

Defender 200 Tdi (1990-1994) £4000-£35,000

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

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) £4500-£40,000

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

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

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

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

Defender TDCi (2007-2016) £9500-£195,000

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

The last Defenders gained modern 2.4 and 2.2 TDCi engines and

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

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 com forts, off-road prowess

Cons: Price, electronics, TDCi engine is unloved

Defender 130 (1990-2016) £12,500-£30,000

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.

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

Defender

Td5

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.

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

(1998-2007) £6000-£35,000

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

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

Defender (2020-on) £45,000-£110,000

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.

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.

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

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

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

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

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

Range Rover Classic (1970-96) £5000-£265,000

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.

An awful lot of Rangeys have been neglected and/or abused, and you can still buy they cheap. But if you’ve got the skills, and access to parts, restoring one would be the ultimate hobby that pays.

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

Range Rover L322 (2002-12) £2250-£28,000

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

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

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

This isn’t a DIY motor, but it certainly is a Range Rover, with brilliant off-road and towing skills. It relies a lot on electronics, but they work wonders – and the deepdown engineering is very robust.

Pros: Great off-road, luxury, image, TDV8 powerplants

Cons: Very complex. Huge running costs

RR Sport Mk1 (2005-2013) £12,500-£25,000

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.

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

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

Freelander 2 (2006-2015) £2000-£18,500

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

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

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

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

Range Rover L405 (2012-on) £22,000-£180,000

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

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

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

RR Sport Mk2 (2013-on) £22,500-£160,000

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 en gines 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

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.

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

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

Nevertheless, it is economical by Land Rover standards and

Cons: Cramped rear seats, not as practical as a Disco Sport

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

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

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

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 Discovery’s epic off-road ability meant almost all of them were hammered at playdays.

Lower body rust is a big killer, too. So it’s rare to find a good one now,

and 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

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

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

The Freelander 2 was a massive improvement on the model

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

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

Discovery 2 (1998-2004) £1000-£12,000

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.

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

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

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 3/4 (2004-2017) £2450-£34,000

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.

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

The Discovery 5 is a versatility monster. As an all-rounder, at launch it was the most capable Land Rover on sale.

All the engines in the range are refined and flexible, and its chassis is remarkably supple. There’s no end of electronics working

away in the background, but the effect is very convincing – as is an interior that’s very well into luxury car territory.

Pros: Immense blend of comfort and practicality

Cons: Feels more like a softroader than a proper Discovery

The second-generation Discovery Sport arrived only four years after the first. That’s because once again, it’s related to the Evoque, which was launched several years earlier and was therefore ready for a full new model in 2019.

The Disco Sport is a premium medium-sized SUV. It’s available with seven seats and, by the standards of the competition, models with four-wheel drive offer 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 early last year, as a company car. Quality has taken a step up from the first model, with far better chassis dynamics and overall refinement. There’s a range of

The Disco 4 was basically the same vehicle evolved; in the used market, it all comes down to your budget. The problem will always

be maintenance costs – infamously, the timing belt is a body-off job, and rust is becoming more and more of an issue with these vehicles, too.

Pros: All-round ability, stunning practicality, luxury and kit on high-speccers

Cons: Cam belts, handbrakes air suspension… the list goes on

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.

Pros: Seven-seat practicality. Capable enough off-road Cons: Back seats only for small mammals. Price of top models

Discovery Sport (2019-on) £21,000-£52,000 INSURANCE FOR THE INDIVIDUAL Authorised & regulated by the Financial Conduct Authority Call 0800 587 5480 or visit adrianflux.co.uk

excellent drivetrains on offer, and the interior is a quantum leap ahead from the old model – it now feels fit to be called a Discovery, whereas the previous version was more of a Freelander. The Sport has grown into a convincing pre-

mium vehicle, and the range offers enough choices to suit anybody with the means to buy one.

LR

Eezion Transporter (1971).

Series I 86” (1954). Correct 2.0 engine. Very original condition. Brought back from Australia in 2015. Rewired, new tank, brakes overhauled, new canvas and hood sticks. £24,950. Knutsford. 07429 600332 12/22/003

Defender 110 Tdi CSW (1996). 197,000 miles. Galv chassis, good TD5 bulkhead. Rebuilt gearbox, new brakes, LEDs, uprated inter cooler, Bownchurch roof rack. CD stereo. MOT June. £12,990. Keigh ley. 07708 218905 12/22/002

bar, Kenwood stereo, pan windows, Puma dash, leather seats. Front-facing rear seats. Cat N prior to rebuild. £13,500. Sand bach. 07746 725352 11/22/006

RRL660

Utility inspection light that has Chip On Board (COB) LED technology that emits up to 180 lumens. With a swivel hook and magnet, the RRL660 is perfect for hands-free use. Anti-slip grip and ABS material with rubber paint finish make it durable and ideal for use in a demanding workshop environment. Batteries included.

3W COB Flat Inspection Light

180 lumens

Anti slip grip and ABS material with rubber paint finish Magnet and 360° rotating hook for hands free working www.ringautomotive.com

Look after a Land Rover, and it will last forever. This longevity, which is almost unique in the car industry, means a vast number of classic Land Rovers are still on the road today – and not just as classics, but as historical vehicles still working for their living to this day.

Land Rover: The Great British Classic celebrates this magnificent heritage by focusing on the best of Land Rover from its early days. A high-quality publication from the makers of 4x4 magazine and The Landy newspaper, it covers a broad spectrum of historical vehicles: not just Series I, II and III Land Rovers from the postwar years, but also the first generations of Range Rovers, Discoverys and Freelanders, as well as the 90s and 110s that were later to become the legendary Defender.

Covering the vehicles’ history, spotlighting case studies of restored and otherwise much-loved examples and searching out stories of adventure behind the wheel,

Land Rover: The Great British Classicc is a publication for everyone who admires Land Rovers from the early days.

Steering Wheel Restoration

Steering

Elevate Your Ride

Why Intelliride ECAS?

This front and rear axle full air suspension kit incorporates on-board air control which is a fully automatic Electronically Controlled Air Suspension (ECAS) System. When fitted, the system provides comfort while maintaining a programmed ride height irrespective of the load. Multiple vehicle heights are available at the push of a button.

The on-board system has automatic load levelling at each height which continuously monitors inputs and component performance as a means of increasing safety and durability. The on-board system recognises and responds accordingly to potholes, cross-articulation and extended turns. This intelligence prevents unnecessary activity and air consumption, it even recognises unachievable heights, assisting in the prevention of possible damage above or below the vehicle.

Front Dunlop air springs - heavy-duty rolling sleeve air springs includes shock relocation brackets

AMK air compressor - 12 volt. Max 150 psi working pressure, high quality German built compressor

Gallon seamless aluminium air tank - SAE J10 APPROVED, lightweight & no corrosion. Max. working pressure 200psi. Pressure tested to 1,000psi. 3 x ¼” NPT ports (including drain port). Multi-position low profile bracket set

Hand held controller - 9m lead