The essential annual for Land Rover owners and enthusiasts
Land Rover
2 019
YEARBOOK £7.99
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12 FUTURE GLORY
the year’s pages of cts for u best prod over dR your Lan
Tatty farm hack restored into a better-than-new 110
Plug-in Range Rover Driving the new P400e
A FINAL FLOURISH
Breathing new life into this ultra-rare 6x6 Stage 1
ON TEST
✔ Enhanced ✔ Restored ✔ Preserved ✔ Modified
One great Land Rover after another inside
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LONG-RANGE CHARITY RUN
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Contents
Features 12 14
60 30
32 34
DEFENDER 90 WORKS V8
Can any Defender possibly be worth £150,000? Here’s where we find out…
PRODUCTS
Whether you’re a restorer, a modder, an off-roader or someone who’s just trying to keep an old Land Rover running from day to day, here are 12 pages featuring some of the best kit on the market
HYBRID RANGEY SPORT
The P400e plug-in hybrid represents a new level of high-tech engineering. Does it make sense in the real world?
RANGE ROVER VELAR
Solihull’s style wagon has won awards for its looks. Is there more to it than that?
THE FORGOTTEN LANDY
The Freelander 2 died out when the Disco Sport was introduced. But there are loads of them still around – and a good one can make a sensational used buy
136 BUYERS GUIDE
If you don’t currently own a Land Rover, this magazine will make you want one. And the good news is that we’ve also got a treasure trove of info to help you scratch that itch without making yourself bleed
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Workshop 106 V8 REBUILD
Following the steps as engine specialist NWS carries out a full strip-down and rebuild on a legendary Land Rover lump
112 RUSKIN RETRIM
The inside story of how an unremarkable 90 TD5 gained a new cabin that was very remarkable indeed
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42
120 REMAKING RARE PARTS
What if you need bits for a classic rebuild that don’t exist any more? You turn to Atkinson Bespoke Engineering, that’s what
Adventures 126 EUROPE THE HARD WAY
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A marathon road trip around Europe aboard a pair of restored leafers: well, how hard could it be?
130 LIGHTWEIGHT OVERLAND Which Land Rover would you choose for African adventures? Probably not an old ex-Army half-tonner…
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Vehicles 4
8
REBORN DEFENDER
No need to shell out on a shiny new truck – just rebuild the tatty one that’s already sitting on your drive
P38 MEETS L322
A Mk2 Range Rover lives again – thanks to the engine from the model that replaced it
36 SUPERB EX FARM HACK
Our cover star is a 110 that spent its life working in European vineyards – before being brought back to better than new
40 AGED 110
A tired old station wagon restored profesionally for a new life on the other side of the Atlantic
42 DROPSIDE DISCOVERY
What if Land Rover never made the truck you really wanted? Simple: just take the closest thing and build it yourself
44 RESTIFIED RANGEY
Twenty-Ten Engineering didn’t just restore this Range Rover Classic – they turned it into something very special indeed
48 FOOTBALLER’S FANCY
Examining the details that turned a Range Rover Sport into the personal ride of one D. Beckham Esq…
52 PRE-PRODUCTION 80
Mike Rivett’s beautifully lived-in Series I is the most wonderful thing you’ll clap eyes on this or any other day
56 SHEER ROVER
The work of an old-school custom house, the Sheer Rover is… well, sheer something
60 SENSATIONAL 6X6
One man’s fond farewell to the Land Rover world – a sublime resto job on an ultra-rare six-wheel drive Stage 1
52
From the team that brings you…
64 THE WILDEST WOLF
The military Wolf is commonly regarded as the perfect Defender. It took many forms: the bristling WMIK is perhaps the most eye-catching of all of them
68 EVERYDAY IIA
Old Landies tend to be seen as a pastime, not a way of life. But here’s proof that you can still drive one everyday and stay sane
70 SIX-POT 90
In Britain, Defenders were overwhelmingly diesel powered. But in South Africa, they were assembled from CKD kits… with smooth six-pot BMW petrol units
74 HI-CAP CAMPER
Every lame SUV in the world pretends to be an adventure wagon. But a rare Series III sounds like a proper passport to the great outdoors
78 FC FIREFIGHTER
Land Rover produced a vehicle for more or less every occasion – even if sometimes, the final build was done elsewhere
82 PRESERVED LIGHTWEIGHT Need something for the dodgy weather? An old air-portable with a second-chance Army chassis ought to do the trick
86 HEAVY-DUTY WINCH 90
If you like winching but own (pah) a little Suzuki, experience will soon draw you towards a hardcore Defender…
92 A FITTING TRIBUTE
The tale of a magnificent Range Rover, told in appreciation of its builder who passed away earlier this year
100 IMPOSSIBLE LAND ROVER When you’re building a hardcore 90 out of bits, and people tell you it’s impossible… well, that’s just a red rag to a bull
01283 553243 michael.trott@assignment-media.co.uk Web: www.thelandy.co.uk Facebook: www.facebook.com/thelandyuk Founding Editor Alan Kidd Editor Mike Trott Assistant Editor George Dove Art Editor Samantha D’Souza Contributors Graham Scott, Paul Looe, Dan Fenn, Trevor Bailey, Kenny Tucker Olly Sack Photographers Matthew Fairbrass, Vic Peel, Steve Taylor, Harry Hamm, Andy Cox, Peter Middleton Group Advertising Manager Ian Argent Tel: 01283 553242 Advertising Manager Colin Ashworth Tel: 01283 553244 Advertising Sales Manager Peter Topley Tel: 01283 553245 Advertising and Exhibition Sales Executive Abigail Cooper Tel: 01283 553246 Advertising Production Sarah Lowe Tel: 01283 553242 Subscriptions Manager Catherine Martin Subscriptions Assistants Emma Emery, Kay Tunnicliffe, Abi Dutton Publisher and Head of Marketing Sarah Lowe Email: sarah.lowe@assignment-media.co.uk To subscribe to The Landy, or renew your subscription, call 01283 553243 Current price for 12 issues: UK £20 The Landy is available from newsagents, priced at £2.50 a copy, and free through selected Britpart dealers Every effort is made to ensure the contents of The Land Rover Yearbook are accurate, however Assignment Media Ltd accepts no responsibility for errors or omissions nor the consequences of actions made as a result of these When responding to any advert in The Land Rover Yearbook, you should make appropriate enquiries before sending money or entering into a contract. The publishers take reasonable steps to ensure advertisers’ probity, but will not be liable for loss or damage incurred as a result of responding to adverts Where a photo credit includes the note ‘CC-BY-2.0’ or similar, the image is made available under that Creative Commons licence: details at www.creativecommons.org The Land Rover Yearbook is published by Assignment Media Ltd, Repton House G11, Bretby Business Park, Ashby Road, Bretby DE15 0YZ
© Assignment Media Ltd, 2018
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ENGINE MAN
Changing your Land Rover’s engine for something else in the Solihull repertoire may not be anything unusual. But here is an enthusiast who has taken Range Rover repower to new heights WORDS: ANDREW HAMILTON PICTURES: MIKE TROTT
M
y history with Range Rovers goes back some way, as is often the case with our breed. It started with a two-door J-reg Classic, and the engine swapping began almost immediately. The two-door was converted to take a Mazda 3.0-litre HA diesel (similar to a Perkins 4.182), and later adapted to swallow a Perkins 4.236 engine – less trouble than the aforementioned, but also less efined After the perkiness followed a second Range Rover, this time a four-door B-reg example modified to use the b illiant di his was vastly better, but the conversion itself wasn’t quite right. A third and fourth Range Rover came along in its wake, both of which were factorybuilt 300Tdis – one manual, the other an auto and the pair of them were generally very good. However, after the manual had done 265,000 miles, and the auto 190,000, you’ll agree it was probably a suitable time to change. We considered the Discovery 2 route, but preferred Range Rovers and so went down the road to a P38, knowing that the engines were not the best, but the rest – and I use the term pretty optimistically – was. I considered the prospect of a V8, which would need to be converted to gas as I was doing a lot of mileage at the time, but investigations suggested that trouble was likely. So I settled on a with engine modifications li ely to ensue as this engine, at least by 2001, was very short on low-end torque. he fi st change to be made was installing a tuning box, which undoubtedly helped, but as expected did not provide the easy performance we were looking for. So more changes were needed, leading to a variable nozzle turbo from a d moto being fitted to the existing engine
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his gave a significant im ovement to low-end torque, but I never got it quite right. Possibly with hindsight, further development of this would have given acceptable results – not as good as the Td6, but adequate enough and for significantly less dist ess I’ve mentioned the Td6 and the use of its parts, but what followed was a complete engine swap to said unit. I looked at various options, but the best seemed to be the L322’s Td6 unit. The advantage being that the block, at least externally, is identical to the 2.5 DHSE that was coming out, so physically the conversion would be straightforward. The only mechanical issues were that a fabricated sump was needed to accommodate the P38’s beam axle, and that the choice of torque converter would be limited by the small bell housing. I considered an engine and gearbox swap, but decided that this would be too much trouble. Keeping the existing 4HP22 gearbox meant that things were mechanically simpler, but that subsequent tuning would not be an option. However, I reasoned (correctly) that e fo mance would be sufficient seeing as a is several hundred kilos lighter than an L322! Many hours were spent digging into various torque converters. Part of the problem with diesel P38s is that the torque converter is very ‘slippy’, meaning the stalling speed is at around 3000rpm, apparently in order to get the engine revs up. Unfortunately, I realised this would negate much of the advantage of fitting the d engine he obvious o tion would be to fit a to ue conve te but this would not fit in the bell housing s a solution utomatics modified the existing unit to provide a lower stalling oint hey wa ned me that the modification
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ANAGEMENT
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PRODUCTS
BFGOODRICH LAUNCHES THIRD - GENERATION MUD -TERRAIN AS KM3 COMES TO BRITAIN MUD-TERRAINS COME AND MUD-TERRAINS GO, but for almost four decades BFGoodrich has been the name behind THE Mud-Terrain. And now the company has launched its new Mud-Terrain T/A KM3 – the third-generation version of a tyre which has become a ‘Hoover’ brand in the world of off-roading. With the arrival of the KM3, BFG says it has ‘introduced technologies that further improve climbing, traction and toughness in the mud and ove oc he com any omises a five e cent ove all im ovement in traction on soft ground compared to the old KM2, thanks to ‘mudphobic’ bars on the tyre’s shoulders which aid self-cleaning by ejecting compacted material. They’re aided in this by the tyre’s ‘Terrain-Attack’ tread pattern, whose large blocks are designed to grip on to hard ground, or bite into softer surfaces, whatever the angle of approach. BFG says the tyre’s compound makes it eight percent more effective than the KM2 over rocks, with a ‘Linear Flex Zone’ designed to wrap around hard surfaces when running at low pressures. Performance over muddy and rocky surfaces alike is aided by notches in the ty e s shoulde s which ow down into a action mo idewall cul tu e whose einfo ced st uctu e hel s event damage to the most vulnerable part of the carcase. The sidewalls themselves are now an astonishing 27% tougher than the previous model’s, thanks to BFG’s CoreGard Max technology – as used on its Baja T/A KR3 desert-racing tyres – which helps prevent splitting or puncturing, with increased thickness to protect the ‘critical sidewall failure zone.’ BFGoodrich says the KM3 ‘was designed to conquer the toughest offroad challenges with extreme sidewall protection, pinch shock resistance and chip-and-tear resistance on gravel.’ But just as importantly, it also offers ‘solid street performance and acceptable on-road noise levels for the drives to and from the trail.’ ‘The KM3 tyre is designed for extreme toughness and traction and is essential equipment for serious off-road enthusiasts,’ says BFG general manager Harold Phillips. ‘Whether simply driving for off-road fun, or the extreme capability to access outdoor activities, this tyre was made to take drivers anywhere they want to go.’ The KM3 is currently in the middle of a phased launch which will ultimately see a total of 42 sizes available, 21 of them new, by January 2019. Not all will be available in the UK, however at the time of writing there are ten listed on the company’s UK website. To stay abreast of developments, the website in question is waiting for you at www.bfgoodrich.co.uk.
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PRODUCTS
ENSUITE FACILITIES FOR YOUR 4X4
Thomas Performance is currently offering a variety of wheels and tyre packages including a choice of rim styles wrapped in either BFGoodrich or Maxxis rubber. The array of wheels ranges from sleek five-spoke obs to more aggressive faux-beadlock variants – it’s all there for your perusal at thomasperformance.co.uk.
SMALL BUT POWERFUL MULTI - PURPOSE LIGHT FROM NIGHTSEARCHER YOUR PARENTS have probably told you at some point in your life that the best things come in small packages. But there was literally nothing that was better in small packages. Presents – nope. Fast food no oney definitely not ven now, years later, small packages still tend to be like big packages only not as good. But there is one exception to the rule. The new StarBuddy work light from NightSearcher is small. But it’s mighty. Powered by a trio of AAA batteries, the multi-functional light has you unde bonnet illumination needs sorted. Its adjustable stand is magnetic (sneer at people with Land Rovers, everybody else) and has an inbuilt hook (sneer back at everybody else, people with Land Rovers), enabling widespread versatility. ith a oodlight that can chuc out 180 lumens, an inspection light offe ing lumens and ashing ed emergency numbers, this little star really is your buddy in any situation.
It can run for over three hours full-tilt in each setting, with the blinkers on tap for up to double that. To be further dazzled, visit nightsearher.co.uk.
THE RING RAC660 tyre pump will help you keep on top of your x ’s tyre health. Powered by a in-car socket or via the mains, it has a back-lit screen on which you simply set the desired pressure and wait for it to in ate. It also features an LED light, so it can be used day or night. The full specification is up for your perusal at ringautomotive.com.
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WHEN YOU GO ON EXPEDITION, you’ve still got to go, on expedition. Hence the uic n uite f om uic itch which is ‘the ultimate solution for overland vehicles, camper vans and caravans that do not already come with an en-suite toilet or outside shower facility.’ Brought to the UK by Tuff-Trek, the uic n uite eally is uic too – the company says it can be ready in less than ten seconds, which could be very useful if you’re travelling in the land of Montezuma’s Revenge (or just aren’t much cop at cooking over a ba becue ven if a shovel is you friend, what you have here could still be ‘a convenient and private cubicle for showering or getting changed at the beach!’ You could see it making life a lot less fraught for families, too. he uic n uite is available with a choice of covers – either an aluminium box or canvas bag. Prices are likely to hover around the
£400 mark, with the ally box likely to cost about 10% more than the canvas o tion o find out mo e ay a visit to tuff-trek.com. lso new from Tuff-Trek is the ridge-Drop- lide. This fixes to the top of a drawer unit to let the fridge slide out towards the back door, before safely dropping down to a lower height to allow you to see inside and get easy access to the contents. It’s available in three sizes to suit most commercially available expedition fridges; prices are £630 for the mall -litre unit, for the edium -litre and for the Large -litre. gain, tuff-trek.com is the place to go.
POWERFLEX HAS ADDED a variety of new fitments to its range of Universal Exhaust Mounts. These include model number EXH019, which covers the Land Rover Defender from -on, Discovery and 2, Range Rover Classic and Range Rover P38. ade from polyurethane, these mounts are about stiffer than the rubber equivalent, providing better height and movement control and resisting deterioration with age. Power ex says they won’t perish or break with the weight of the system they’re carrying, either – and to back this up, they come with a lifetime warranty. The Land Rover mounts cost £10 each including T. To find out more, go to www. power ex.co.uk.
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Alternati ve
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Defender Think Defender: think diesel. Or at least, that’s normal. But it is possible to be a true petrol head, e en wh e ho d n the ke s to o hu ’s finest WORDS AND PICTURES: MIKE TROTT
D
is for Defender – but ‘D’ is also for diesel. Coincidence? I doubt it. You see, when you try to imagine a scenario involving the Lode Lane legend, the soundtrack playing in the background is almost certain to be that of an oil-burner Diesel and Defender are an item, whether you like it or not. Just as in the same way you need to accept that Mila Kunis is already married. Just because the pretty girl talks nicely to you in the Jim Beam advert – honest, mate, you just need to leave it.
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Anyway, Defenders and diesel – that’s it, end of story. Or is it? Well, some of you looking exasperated with my claim will be yelling furiously (tone it down a little, you’re scaring Fido), and shouting: ‘What about the NAS 90?’ Gold star for you, because yes, there is a V8 Defender that was sold across the pond. But did you hear about the South African Defender, the one with the 2.8-litre BMW petrol engine? It’s okay if you haven’t; there is no shame in this, and you certainly don’t need to be lying there crying on that shrink’s couch.
There is a reason why you may not have encountered, leat alone heard of, this version of Land Rover – and that goes for anywhere, not ust on a fi st hand basis o sta te s a bit of history is needed. Back in the late Nineties, Land Rover was ruled by the German might of BMW. And to appease the southern African market a BMW petrol engine was installed within the Defender. So, from 1996 until the year 2000, Solihull sent CKD kits over to the Rosslyn plant near Pretoria and South Africa assembled a Defender labelled the 2.8i.
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