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Land Rover Owner 2015
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NEW PROJECT! CHECKING Td5 FOR COMMON FAULTS
QUESTIONS ANSWERED
We put 90 owner’sclaim to the test.Canyou do it too?
BUILTOR
£575!
BONKERS DISCO 2‘Hummer’ made from two Td5
LAND ROVERSFOR SALE
INSIDE
300
.co
m
SERIES IIIMEETS NINETY
Merc diesel powered one-off
QHow to swap a steering box
QReplace Series leaf springs
QGive your Tdi a quick boost
DRIVE 24 TRACKS & FORDS IN A DAY Leicestershire greenlane
guide – with OS maps
Top kit & prep advice
ADVENTURE
3BUYING GUIDES
110, Freelander 2 & D4
16
W
ORKSHOP
MudSuspension equipmentSteering guards
Performance equipment
Light guards
Service kits
Trim products
Diagnostics
Enhancements
Spare wheel carriers
Towing equipment
Stainless steel exhausts
Wheels
Side steps
d flaps
Braking products
Roof racks Interior protection
Wide anglepropshafts
Dog guards
Note - Sorry but catalogues can only be posted to UK addresses. Catalogue can be viewed online www.britpart.com*Alternatively write to the Marketing Dept, Britpart, The Grove, Craven Arms, Shropshire, SY7 8DA.
Land Rovers
6 World of Land RoversYour pics from around the globe
10 Stateside 110 V8 rebornRe-engineered at a cost of more than £150k!
36 Disco Sport on UK roadsSD4 auto takes our 380-mile Real World Test
40 Defender built for £575!Does this 90 owner’s bold claim stack up?
60 Bonkers Hummer-DiscoAmerican-style pick-up made from two Td5s
66 Merc-engined SIII hybridSeries III meets Ninety via Mercedes taxi
80 Farewell to the FreelanderPart 1: Mike Gould’s tribute to a revolutionary
92 Our Land RoversTales of our 200,000-mile Disco 2, Defender
110, Range Rover L322 and Freelander 2
98 Your Land Rovers127 camper explores Scotland; and a tidy 90
Classics
86 Behind the scenesSeries I side screens made from scratch
112 Series I smash survivorFord V6-powered 86in that refused to die
118 Your ClassicsEx-MoD 109in, 80in truck cab and Series III
123 NEW! Land Rover Years1966 and the 500,001st Land Rover made
124 Backtracks: ‘85 adventureQuitting work to cross the Sahara by Series III
129 Roverphile James Taylor
Special Range Rovers and Swiss tax breaks
Events
21 Defender ChallengeNine 90s tackle the Somerset Stages
206Essex LRC interclub trialThrills and spills of spectacular sludge-fest
211 French X-Trem ChallengeIt’s Gigglepin’s V8 Defender vs La Piscine
214 Events listingsWhere to go, inc. Dunsfold Open Weekend
216 LRO Adventure ClubJoin our experts in off-road adventures
Workshop
136 The Big Project: Disco 2 Checking JP’s new steed for common faults
140 Fit Defender steering boxA leak too far... G4 110 Td5’s steering sorted
144 Rebuilding a seatboxReplacing corroded Series/Defender panels
146 Sort a Series handbrakeGet your Land Rover to stay where you left it
150 Give your Tdi a quick boostFitting a boost pin to improve acceleration
152 Fitting rear leaf springsRestore your Series Land Rover’s ride
154 Ask LRODrying-out a Disco and 15 other tech fixes
Buying
26 Stuff: the latest productsD3 wheel carrier, Defender grille, tent & more
33 Used & abused: kit testedMore stuff reviewed than ever before!
163 Commercial buying guideBest advice for Disco 4, Freelander 2 and 110
172 Price guideValues and specs for 235-plus models
Adventure
50 Leicestershire greenlanesDrive 24 tracks and fords in just one day
76 Get ready for adventureSam Watson’s 12 essential pre-trip tips
News and Comment
16 NewsLand Rover is coming to LRO’s Peterborough
show, and relaunching its classic parts arm
102 You Say: lettersDisco badging & how to remember Defender
104 Man at Large John Pearson
106 The Overlander Sam Watson
108 The Knowledge Peter Galilee
208 Club ZoneLebanon Land Rover owners’ adventure
218 Watty’s World
Handbrake issues? What handbrake...
ContentsLRO June 2015
COVERSTORY
COVERSTORY
COVERSTORY
COVERSTORY
COVERSTORY
COVERSTORY
COVERSTORY
COVERSTORY
MIKE GOODBUNEDITOR
WE THOUGHT WE HADdone well building
a Discovery 2 off-road toy for£2500 a couple of issues back,but Iain Swan’s Defender 90 thatstars on this issue’s cover takesresourcefulness to another level.£575? Unbelievable. Or is it? Turnto p40 to fi nd out...
In a bizarre twist of fate we’vealso got a 110 V8 re-imaginedby a guy from the West Coastof America; while a Yank-styleHummer-alike created from twoDisco 2s hails from the South Coastof England. The imaginativenessalive and well in the Land Roverscene never fails to impress us!
We’re sure these builds will splitopinion, but that’s what the LROteam thrives on. This month we’vemostly been having a heateddebate over the Discovery Sport,having borrowed an SD4 auto for aweek-long test on UK roads. It’s notwon us all over in this offi ce, for allkinds of reasons.More at: LRO.com/DiscoSportUKTest.
Enjoy the issue!
Welcome
COVERSTORY
COVERSTORY
COVERSTORY
4 LRO June 2015
136
60
Our Big Project D2 gets the once-over
A Hummer? In LRO? Not exactly...
June 2015 LRO 5
Q: How would you spend £575 on your Land Rover?
TEAM LRO
MIKE GOODBUN
EDITOR
Boost TDV6 D3’s stopping power with 4.4 V8 brakes.
NEIL WATTERSON
DEPUTY EDITOR
A capstan winch with appropriate rope, please.
MARK SAVILLE
ASSISTANT EDITOR
I’d get the bulkhead on my Series I to sit straight.
THEO FORD-SAGERS
STAFF WRITER
A secondhand overdrive for my Series IIA109-inch.
JOHN PEARSON
EDITOR-IN-CHIEF
£575-worth ofbody repairson my D2, to tidy up dents and scratches.
Get in touch!Email [email protected], post on the forumat LRO.com; Find uson Facebook – ‘LandRover Owner’, or talkto us on Twitter –@LandRoverOwner
40Defender 90
built for £575!
Land Rovers in this issue
Series I ...................................p112, p119
Series IIA ................... p123, p129, p146
Series III ......................p118, p120, p124
Series III Lightweight ...................p152
Ninety/Defender 90...p41, p100, p150
Ninety/Series III hybrid ................. p66
Bowler 90 .........................................p21
One Ten/Defender 110 ..........p10, p50,
p94, p140, p144, p168
127..................................................... p98
Discovery 2 ...........................p92, p136
Discovery/Hummer ....................... p60
Discovery 4 ....................................p163
Discovery Sport .............................. p36
Freelander .......................................p80
Freelander 2 ...................................p163
Range Rover Classic ....................p129
Range Rover L322 ......................... p96
Challenge trucks ........................... p211
Triallers ..........................................p206
SmashingV6 Series I
Leicestershiregreenlaning
112
50
SUBSCRIBEAND SAVE!See p38 for print
& digital offers
Available on a range of
platforms including:
Freelander: the early days 80
6 LRO June 2015
Dean Cooper’s Discovery 1 off-road in Hertforshire
The Cushnie family Disco 3 HSE in snowy Ellmau, Austria
Lee Jury’s Disco 2 gets a tow from dag Sassy in Ogmore, South Wales
World of Land RoversSend us your pics, win Gerber kit!
Roger Clark’s 2012 Defender110 XS exits a rapid stretch ofthe Wilberforce River in theSouthern Alps of New Zealand
‘Looks like quite a brave
water crossing, Roger!
Captured at just the right
moment. Beautiful shot.’
THEO, STAFF WRITER
1st prize WINS A GERBER COMPACT
FIRESTARTER
June 2015 LRO 7
Patrick de Vos heads for theAtlantic in his 2003 G4 Defender110 at Plage Blanche, Morocco
Kevin Grierson’s green 1997 Defender 300Tdi with mates at Glentarkie in Fife
James Gray’s Series III proves it is the ultimate bird magnet
Four-year-old Kenzie helps granddad Keith Newbury and Td5 90, Wiltshire
Dave Bowyer tries out his new tyres on Salisbury Plain in his 2007 Freelander 2
The Milky Way looms over Mike Forster in his Defender 90 in Albania
Pete Davies’ 2007 Defender 110 double-cab on the west coast of Scotland
Skye provides an ominous backdrop to Gareth Leaney’s Defender 90 TDCi
‘Duck! I mean, gulls!’
Striking image. Pictures
like this show the benefit
of a long zoom lens.’
THEO, STAFF WRITER
2nd prize WINS A GERBER ZIP
HEX TOOL
8 LRO June 2015
Raymond Murchison’sTdi 90 beside EileanDonan Castle in theWestern Highlands
World of Land Rovers
Mick Bank’s Td5 Discovery 2 near Kingsnorth power station in Kent
Andy Foster makes progress in his Disco 3 on the Old Coach Road in the Lake District
Mark Smith with his X-Tech Defender 90 in the shadows of Buachaille Etive Mor, near Glen Etive in the Highlands
For a chance to see one of yourown pics in print, send high-res images to [email protected].
Include a brief description ofthe vehicle and where the pic was taken, along with the names of anyone in the photo.
Congratulations to thismonth’s winner Roger Clark who wins a Gerber Compact Firestarter worth £29.99.Second prize of a Gerber Zip Hex Tool worth £12.99 goes to Patrick de Vos.
WIN!Great Gerbergear in everyissue of LRO
For stockists or to buy
online, please see
gerbergear.co.uk or
call 01506 406277
LRO
1st PRIZE
Gerber Pocket ToolWORTH
£19.99
2nd PRIZE
Gerber Zip Hex Tool WORTH £12.99
Who in their right mind would spend £150,000 re-engineering the
Defender? Jérôme André meets Jonathan Ward, the man who did
10 LRO June 2015
MODIFIED DEFENDER 110 V8
PHOTOS: JÉRÔME ANDRÉ
BRITISH ICON
REBORN
June 2015 LRO 11
12 LRO June 2015
MODIFIED DEFENDER 110 V8
os Angeles-based
Icon 4x4 is a
niche automotive
company that
revisits ’50s, ’60s
and ’70s iconic car
designs and endows them with
state-of-the-art 21st century
engineering. In creating Icon’s
Reformers range, designer/
engineer/detail freak Jonathan
Ward cleverly tries to adopt
the mindset of the original
designers all those decades ago
and imagines the vehicles they
would really have liked to create
if they were unconstrained by
such boring details as cost and
mass-production processes. And
the Defender you see here is the
result of that unique process.
All the cars bearing the
Reformers name are one-off
creations, hand-built by a
special team. In most cases, the
vehicle body is removed from
its chassis and 3D-scanned so
that a custom-made chassis
can be manufactured. That
done, Jonathan drops in a
modern powerplant and pristine
bodywork. The equipment list
extends to aircon, powered
everything (seats, windows,
steering, mirrors, the lot), loads
of Dynamat insulation and even
a Wi-Fi hot spot. It’s several light
years away from the original
1993 NAS 110 spec sheet.
For the Defender, Jonathan
decided to keep the original
bulletproof chassis. After being
blasted, it was given a protective
polyurea-coating that also
reduces noise and vibration.
The underside of the body and
the interior floor were given the
same treatment.
The donor 110 had been
around the block a few times,
having seen its fair share of
transcontinental adventures –
hence the full external roll cage
and lots of battle scars. ‘It was
in fair condition considering its
past,’ says Jon, ‘but even before
we started pulling it completely
apart we ordered various new
parts, including a roof. The rest
we custom-built ourselves or in
LUnique details
If they can CNC it, they will! The basic plastic
exterior door handles and mirrors have been
binned in favour of out-of-this-world textured
billet replacements. The new bits cost up to
25 times the price of the original parts, but
they feel superb and look amazing.
‘It’s several light years
away from theoriginal 1993 NAS 110 spec
sheet’
Custom-built US-style
The cool roof rack and side ladder are custom-
made, while the rock sliders, front and rear
bumpers and fuel carriers are also designed
in-house by Icon. Twisted-sourced 18in alloys
shod with American BF Goodrich All-Terrain
tyres are suspended by Bilstein dampers
and high-performance springs.
American muscle
The original 3.9-litre EFi V8 was replaced by
a monstrous 6.2-litre General Motors LS3
engine, which produces a whopping 430bhp
and 424lb ft of torque. It has a stand-alone
ECU and a custom-designed induction airbox
incorporated into the wing, while a 2.5in
mandrel-bent, ceramic-coated Magnaflow
exhaust allows the V8 to roar at will.
‘I built it’DESIGNER: JONATHAN WARD
Icon’s Jonathan Ward knows his way
around traditional 4x4s. The company
began when he started restoring early
Toyota Land Cruisers, Willys CJ-
series Jeeps and ’70s Ford Broncos.
He has only worked on two
Defenders: a 90 and this 110.
‘I always loved the Defender’s
appearance, but was never fond
of their antiquated performance
and quality standards,’ he says.
He’ll only do another one if the
customer is very motivated
as he can’t recoup the cost of
development on future ones:
‘No two are alike and it makes it
impossible to produce the CNC’d
accessories, even in small batches!’
Contact : icon4x4.com.
Neat swing-out jerry can holder is one of many cool features
Vintage Air instruments grace the minimal dashboard
14 LRO June 2015
MODIFIED DEFENDER 110 V8
collaboration with our friends at
Twisted in the UK.’
Its 3.9-litre V8 was long past its
best, so power is provided by the
US alternative to the Land Rover
V8 – a 6.2-litre General Motors
LS3 engine that puts out 430bhp
and 424lb ft of torque – coupled
to a GM Supermatic transmission.
The transfer box is standard
LT230 with upgraded internals,
with modifi ed Land Rover axles
by Twisted, Alcon disc brakes and
pegged ARB locking diff s.
Jonathan has also added a
host of fi ne details, which mainly
consist of CNC’d, media-blasted
and anodised aluminium parts
and trim. They include a unique
grille, headlight housings, side
marker guards, rear-view mirrors,
door handles, windscreen frame
and door hinges. Some are
coated in black, matching the
modifi ed roll cage.
For a well-balanced suspension
system, Jonathan decided not
to try to re-invent the wheel
and collaborated with Charles
Fawcett at Twisted, who supplied
custom Bilstein dampers and
high-performance springs. The
steering system is all Jonathan’s
own work, though – he opted
for a collapsible steering column
mated to a Land Rover steering
box modifi ed to cope with the
uprated fl ow rate generated by
the GM engine. The electrical
harness is built to military-
spec with soldered triple-seal
connectors and crosslink wires.
The performance and
refi nement are astounding. The
torque is almost doubled and
power is more than double the
original’s. The modern, reactive
autobox clicks through gears
faster than any driver could on
the old fi ve-speed manual, while
the fi rm suspension and wide BFG
All-Terrain tyres impress, both on
tarmac and off -road.
You’d expect nothing less than
such a fl awless product if you’d
parted with a quarter of a million
dollars – but you’d also want to
know all that money had been
well spent. After all, this is the
ultimate radically improved
Defender – and it’s lost none of
its old-time charm. LRO
Model: NAS Defender 110 Year: 1993 Engine: GM 6.2-litre LS3 V8 Power: 430bhp at 5700 rpm Torque: 424lb ft at 4600rpm
Transmission: GM Supermatic 4L85E with LT230 1.2:1 transfer box Axles: Land Rover, modified by Twisted, with diff pegging and ARB lockers Wheels: Twisted 18in alloys Tyres: 285/65 R18 BF Goodrich All-Terrains
TECH SPEC
Stainless interior
The bespoke dashboard was fully CAD-
designed. It consists of water-jet-cut,
polyurea-coated stainless steel sheets and
billet end caps, along with aircraft ceramic-
coated ribbed and brushed inserts. And it
features a Gen IV in-dash aircon system with
CNC’d vents. Icon semi-bucket seats and door
cards are wrapped in American Bison hide.
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VISIT OUR NEW WEBSITE TO RECEIVE THE 2015 CATALOGUE FREE OF CHARGE
16 LRO June 2015
News
Factory-supplied classic parts are go!
ight years after it last
tried supplying genuine
parts to classic Land
Rover owners via its
dealer network, Land Rover is
reintroducing a classic parts
business under a newly created
heritage division.
Recognising the pride of
ownership that’s kept Land
Rover going over the past 67
years, Land Rover Heritage
– which joins Jaguar Heritage at
Special Operations – will cater
for models that haven’t been
made over the past decade.
To begin with, body, trim and
servicing parts will mainly be
available for the Range Rover
Classic and P38, as well as the
Discovery 1 and 2, with selected
parts for Series I, II and III.
Land Rover Heritage aims to
re-introduce more part number
over time, manufactured using
original tooling methods. They
will all carry a warranty,
although terms will vary
depending on the part.
Additionally, Land Rover has
confi rmed that it will continue
to supply replacement parts for
Defenders for 15 years after the
model goes out of production.
This means that after 2030,
Defender parts will fall under
the Heritage Parts scheme.
What went beforeThis is all assuming Heritage
Parts lasts longer than its
loss-making predecessor. In
2004, four years before Tata
took over, Land Rover launched
Land Rover Classic Parts. The
logistics side of LRCP was
handled by Unipart’s
Automotive arm in Cowley,
Oxfordshire, but LRCP was
wound-up at the end of 2007,
while the Jaguar equivalent
continued in business.
In LRO’s December 2007 issue
a Land Rover spokesman told
us: ‘There has been a steady
decline in demand to the point
the [Unipart] operation was no
longer viable in its current
form. Further decline is
forecast.’ As we reported in our
January 2008 issue, the parts
reverted to Land Rover’s
standard spares department,
handled by Caterpillar, and the
Classic Parts name was canned.
Some reports suggest only
325 in-demand part numbers
were re-added to the standard
Land Rover parts inventory,
while the rest of the
0,000-strong product line was
pparently destroyed.
Unofficially, sources close to
the operation suggested Land
Rover owners were less willing
to pay a premium for genuine
parts, compared to Jaguar
owners (especially with so
many alternatives on off er from
the likes of Britpart), but the
Range Rover and Disco-centric
product lines can’t have helped.
So, why is Land Rover trying
again? The classic car market
has continued its relentless rise
since 2007, and Range Rover
Classics and Series Land Rovers
are very much part of that
scene. Land Rover wants a slice
of the action.
It also fi ts well alongside JLR’s
heritage programme for Jaguar.
As well as the parts business,
there will be an increased focus
on Land Rover Experience
Heritage Drives at a test facility
in Warwickshire, launching
later this summer.
We welcome Land Rover
Heritage Parts, and wish it well.
Whether enough owners
choose to buy genuine parts
from a Land Rover dealer this
time round, rather than OE-spec
or repro items from a third-
party, and whether LRHP can
supply the parts that owners
want, will surely decide its fate.
New Heritage division to revive parts supply business for older Land Rovers
E
rs
g
y
L
w
10
ap
t
‘It’s great to see Land Rover taking a big
interest in older models again. Its heritage made it what it is today’
MIKE, LRO EDITOR
June 2015 LRO 17
News in brief
Land Rover hits
‘six million’ mark Land Rover recently
unveiled what it called the
six millionth vehicle in its
67-year history, a LWB Range
Rover Vogue SE. But this
figure only applies to vehicles
built in the UK. If you include
CKD vehicles assembled
overseas, the true figure is
much higher; exactly how
much higher, Land Rover is
unable to say!
Approved Usedwarranty upped JLR has upgraded its
used vehicles sales service.
All Approved Used Land
Rovers now come with a
100,000-mile, two-year
warranty, as well as a half
day at a Land Rover
Experience centre.
Evoque-a-like
can’t be stopped Due to weak copyright
protection laws in China,
Landwind can’t be prevented
from building its
controversial Evoque
lookalike, according to a
recent statement from JLR’s
CEO Dr Ralf Speth.
Get LRO on Zinio You can now use Zinio
to download LRO on your
mobile device or home
computer. Single issues
are £4, while a 13-issue
subscription costs £37.98.
Go to LRO.com/zinio.
Summer show On Saturday June 20, parts
specialist Dingocroft will
celebrate its 30th anniversary
with a vehicle display and
autojumble at Downey in
Buckinghamshire. More info
at LRO.com/events.
GET ALL THELATEST NEWSON LRO.COM.com
Almost eight months after its launch, andwith 15,000 examples sold worldwide, LandRover is updating the Discovery Sport andincreasing the options available to UK buyers.
Most importantly, it’s now available with the all-new 2.0 Ingenium diesel engine – in either 148bhp or 177bhp tune, with service intervals increased from 16k to 21k miles. But all will be four-wheel drive, as Land Rover has shelved plans for a two-wheel-drive variant. Land Rover says: ‘Our research suggests that
demand for this more capable derivative willbe greater than for a 2WD derivative.’
The 148bhp variant also sees the five-seater layout offered in the UK, and a £1700reduction in the entry-level SE price to £30,695 as a result. The most frugal model claims 57.7mpg combined and 129g/km CO
2.
A new HSE Black specifi cation is also available, featuring cosmetic upgrades and privacy glass, costing from £41,250.
First deliveries will be made in September.
The introduction of the
Deregulation Act 2015 ends
an almost two-year period of
uncertainty over the future
driveability of greenlanes.
Before achieving the approval
of Parliament, there was a risk
that the anti-4x4 lobby would
manage to hijack the Bill for
its own self-interest and get
amendments banning motor
vehicles from unsurfaced roads
included, spelling the end of
greenlaning in the UK.
But fortunately, thanks
to persistent campaigning
Land Rover has recalled
1173 Defenders built
between October and
December 2014, because
‘the fi xing bolts for the
front and rear hub
assemblies are not to
specifi cation’. This could
result in damage to the
brakes, and in a worst-case
scenario (as admitted in the
recall document) could
result in the hub becoming
detached from the axle –
a potentially life-
threatening situation.
Despite the recall being
offi cially launched on
February 18, 2015 (contrary
to the earlier date
published on the AA
website), it appears that
some aff ected owners
weren’t told until April.
For full details of the
recall, visit LRO.com/
defenderrecalls. If you think
your vehicle may be
aff ected, contact your local
dealership’s service
manager, or call Land
Rover’s customer service
team on 0370 5000 500.
Defenders recalled
Deregulation Act:
greenlanes safe
Act introduced no new restrictions on greenlaning
from organisations such as
the Green Lane Association
(glass-uk.org) and the Trail
Riders’ Fellowship (trf.org.uk),
the Government decided to
put any consideration about
vehicular use of unsealed
roads to one side. As a result,
the Deregulation Act 2015
(which relates to diverse issues
aside from the use of byways)
includes no new restrictions
on the use of greenlanes by
motorised vehicles. The full
Deregulation Act 2015 can be
read at tinyurl.com/dereg2015.
DISCO SPORT GETS INGENIUM ENGINE
Updated Discovery Sports will be delivered from September
News
PICK OF
LRO.COM
e’re thrilled to
reveal that Land
Rover will be
exhibiting at our
Peterborough show on
September 19-20.
Land Rover has chosen our
show to celebrate the life of
the Defender and display its
latest models. It’ll be the only
Land Rover show of the year
attended by the manufacturer.
While exact details of what
Land Rover will be showcasing
are under wraps, you can
OUR WEBSITE
LRO.COM IS THE
PLACE TO BUY &
SELL LAND ROVERS –
PRIVATE ADS ARE FREE!
W
Over 4000 Land Rovers
are for sale on LRO.com.
Which is your favourite?
expect a sensational display of
vehicles of all ages. In addition,
you’ll be able to find out more
about the new Land Rover
Heritage Parts operation, buy
Land Rover-branded goods
from the stand, and hear from
some legendary figures
involved in making Land Rover
the success it is today.
Above all, it’ll mean
thousands of fans will get to
celebrate the Defender era
with the manufacturer itself.
That’s a once-in-a-lifetime
2002 Defender 110
station wagon
£10,500 ovno
Td5 with 117,000 miles. MoT ntil December. Pirelli corpion tyres with good ead. Ad ref: DIY968032
2002 Range Rover P38
£3250 ono
4.6 V8 with 114,000 miles and FSH. Air suspension in working order. Plenty of toys. MoT until October. Ad ref: DIY969474
1992 Dakar buggy
£5800 ono
3.5 V8 off -roader built on a Discovery 1 chassis. MoT until June. Includes bucket seats and CD player.Ad ref: DIY967797
Pulse 130 battlefield
Ambulance £15,750
Direct release from the MoD. 300Tdi engine with heavy-duty chassis and axles. Minor damage. Ad ref: TA968143
.com
MOUNTAIN RESCUE TEAM BOOSTEDAberdeen Mountain Rescue
Team’s fleet of four Defenders
has been updated by the
recent arrival of a brand-
new 110 station wagon. The
team, who featured in the
February 2015 issue of LRO,
collected the vehicle from
Land Rover Aberdeen dealer,
Peter Vardy. ‘It’s equipped
to the same specifications as
the rest of the fleet,’ explains
Alan Rae, the guy responsible
for specifying and sourcing
the team’s vehicles. Unlike
the other fleet vehicles, this
latest machine is Indus Silver,
as dark blue was no longer
available from the factory.
Like many other professionals
who depend on the Land
Rover Defender to get the
job done, Alan is concerned
about what the Defender’s
eventual replacement will
be like (see John Pearson’s
column on page 104). Will
it be as adaptable as the
Defender? One thing’s for sure
– we’re all keen to fi nd out.
opportunity that you won t
want to miss. We can’t wait…
More details about this year’s
show content will be revealed
soon, but for now, please put
the weekend of September
19-20 in your diary and head to
LROShow.com for details on
buying admission tickets,
booking a club stand or
reserving a trade pitch.
Make sure you join us for this
unmissable weekend. It’s going
to be the best Defender party
of the year!
Land Rover signs
up for our show!
18 LRO June 2015
Alan Rae (right) collects the rescue team’s new 110 from Rob Meachan
NDEVON
Devon 4x4 Off-Road T: +44 (0)1769 550900 E: [email protected]
www.Devon4x4.com
The James Baroud range of tents has been developed over a period of twenty years by agroup of very experienced expedition specialists to meet their exacting requirements. Built toISO standards in Europe they are designed to withstand the most extreme conditions makingthem the first choice for experienced travellers.
The hard shell range of tents comes with their patented automatic opening system whichallows the tents to be open within 10 seconds and closed in less than 30 seconds, such is thequality of the James Baroud tents that they are supplied with a 5 year warranty.
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Real service & advice from the Real 4x4 specialists
June 2015 LRO 21
How are you finding your
first Defender Challenge?
‘To be where we are, on our
fi rst event, I’ll take that!’
And what’s been the
biggest challenge?
‘Coming from a circuit racing
background... being told
where to go, when you can’t
see what that looks like!’
DRIVER Q&ABrian Palmer
Defenders kicked upthe dust in Somerset
2015 Defender Challengegets off to a flying start
record nine Bowler
Motorsport-built
Defender 90s lined
up at the Somerset
Stages Rally in Minehead for
the first round of the 2015
Defender Challenge, as 2014
driver’s champion Edd Cobley
set about defending his title.
As if rally-prepared Land
Rovers mixing it with World
Rally Championship refugee
Subarus, Mitsubishis and Fords
isn’t unusual enough, Bowler’s
brace of rally raid support trucks
gave an especially surreal and
spectacular vista at the seafront
service area – right opposite ice
cream parlours, chippies and
amusement arcades.
After 11 challenging stages
through Exmoor National Park,
Edd Cobley starts as he means to go on, winning the first round of the
season. And, he’s getting his own Bowler-prepared Defender 90 soon
News
Afrom the tarmac of Porlock Hill
to the dusty gravel tracks in
woods around Dunster and
Luxborough, all the Defenders
returned to the Minehead finish
in one piece.
With more than two-thirds of
the fi eld returning from 2014,
you’d have expected those guys
to dominate the sharp end. But
championship newcomers
pushed the more experienced
crews hard.
Making his Somerset Stages
debut, Land Rover Experience
East of England instructor and
LRO off -road expert Edd Cobley
posted fastest times on every
stage, co-driven by John Tomley,
but Challenge debutants Gareth
Carruthers/Wallace McKay were
less than a handful of seconds
No special tricks under Edd Cobley’s bonnet
Raw speed and skill led to another dominant win
22 LRO June 2015
News
slower on five stages. The pair’s
hillrally experience (Gareth is
a previous winner of both
Scottish and Northern Ireland
Hillrally championships) clearly
paid dividends.
Northern Ireland Racing’s
David Johnston/Joseph
Monaghan, who won the 2014
Cambrian Rally encounter but
spectacularly rolled their 90 at
the season-closing Borders
Hillrally, were quick too, so even
a relatively slow fourth-fastest
run through the long 8.7-mile
SS6 Croydon stage couldn’t
keep them off the podium.
Series newcomers Brian
Palmer/Calum MacPhail posted
a terrific third-fastest time on
SS6, and ended the event in
fourth, just 28 seconds behind
Johnston/Monaghan. That’s a
brilliant result, especially
bearing in mind Palmer’s
previous motorsport weapon
was a very un-Land Rover-like
Caterham 7 sports car.
Step up to hot seatTeam Harford’s Jonathan
Harford co-drove in 2014,
including for Cobley, but
stepped up to driver duties in
the 2014 championship-
winning 90 in Somerset. Fifth
for him and co-driver John
Boughton was well-deserved.
Uncharacteristically low down
the order in sixth was ex-Camel
Trophy competitor Damien Taft
and his cousin Simon. They
enjoyed two second places and
two thirds in 2014, but also put
their 90 on its side in the last
two rounds of the season.
Damien was raving about the
new steering box in their 90
before the Somerset event got
underway, but just getting to
the finish in one piece was an
important step towards
rebuilding their confidence on
the stages. Their pace will
return, we’re sure of that.
The Defender Challenge’s first
international team, Christian
NEXT ROUND…July 18-19: Round 3 – Walters Hillrally, Swansea
(welshhillrally.com)
A round of the new-for-2015 Hillrally Championship, with more
than a dozen Defender Challenge entrants expected.
Round two, the Welsh Hillrally, took place on May 2-3, while
this issue was being printed. New entrants including dealer
teams from Colliers and Lookers were due to make their debuts.
Find out how they got on at LRO.com.
Land Rover Owner International is proud to be the official
media partner of the 2015 Defender Challenge by Bowler.
Femont and Peter Janssen,
originally from Belgium, would
have pipped the Tafts to sixth
spot, but picked up a one-
minute time penalty for
checking in to a time control
too early. That mistake dropped
them two places.
Edd Cobley is having his own
Defender built to use for the
rest of the season, sponsored
by Sturgess Motor Group of
Leicester. But although the
Somerset result will count
towards his driver’s scores, the
win also gifts team points to
Stephen Richards/Kevin
Handley, who usually drive the
90. It’s going to be a great year!
RESULTSDefender Challenge by Bowler – Round 1
Somerset Stages Rally, Minehead, April 18
1 Edd Cobley/John Tomley, 51min 43sec
2 Gareth Carruthers/Wallace McKay, 53min 25sec
3 David Johnston/Joseph Monaghan, 54min 55sec
4 Brian Palmer/Calum MacPhail, 55min 23sec
5 Jonathan Harford/John Boughton, 56min 41sec
6 Damien Taft/Simon Taft, 57min 40sec
7 Lynfel Owen/David Harlow, 57min 55sec
8 Christian Femont/Peter Janssen, 58min 28sec (1min penalty)
9 Richard Hayward/Matt Lister, 1hr 3min 24sec
Team championship standings
1st, Team Richards; 2nd, Land Rover Media; 3rd, Northern
Ireland Racing; 4th, Team Palmer; 5th, Team Harford; 6th,
Team Taft; 7th, The Defenderists; 8th, Femont ; 9th, Hayward
New entrants Christian Femont and Peter Janssen
Growing field of rally 90s looks mighty impressive
Nelson LaneWarwickCV34 5JB
UK
Tel: +44 (0) 1 926 496 668Browser: www.silverline4x4.com
Contact us: [email protected]
Tel: +44 (0) 1 926 496 668Browser: www.silverline4x4.com
Contact us: [email protected]
Cooper Zeon LTZCooper Zeon LTZ
WWW.TMDTUNING.COMTUNING & UPGRADES FOR DEFENDERS®
PROBABLY THE LARGEST SELECTION OF DEFENDER CUSTOMISATION PARTS IN THE UK.
TMD GENESIS GRILLE & LIGHT SURROUNDS -
MADE FROM BILLET ALUMINIUM £549.00
SUPER PRO BUSH 2002 ON£144.00
FRONT ANTI ROLL BAR £175.00
REAR ANTI ROLL BAR£175.00
90 - 2 INCH LOWERING SPRINGS
£250
110 LOWERING SPRINGS£250.00
KONI SHOCK KIT £350.00
BILSTEIN RIDE CONTROL KIT
£975.00
30mm WHEEL SPACERS £119.00
TAROX 6 POT CALIPERKIT £1695.00
TAROX BRAKE DISCSFROM £219.00
STAINLESS STEEL EXHAUST 2.4 & 2.2 TDCI £395.00
STAINLESS STEEL EXHAUST 110 2.4 & 2.2 £445.00
TMD SPORTS CAT 2.4 TDCI £695.00
MOMO JET£169.00
MOMO MILLENIUM SPORT £179.00
MOMO GT50£199.00
MOMO QUARK£109.00
MOMO NERO£169.00
SLIMLINE BOSS£60.00
All Momo steering wheels now come with a free boss except for 2015 models which are an extra £10
MONDIAL 20" ALLOY DIAMOND
CUT & PIANO BLACK
£320.00
EFEND 198318"
ALLOY £287.50
MONDIAL 20" ALLOY VOLCANIC
BLACK £320.00
MANTA NERO
18" WHEEL £199.00
SAWTOOTH 16" ALLOY
£95.00
18" ALLOY£175.00
BOWLER WHEELS
ΈϱΉ £1500
DRL BUMPER£165.00
SVX STYLE LED REAR LIGHTS£395.00
JW SPEAKER LED HEADLAMPWITH DR £520.83
HEADLIGHT EVO 2 (JW SPEAKER) £437.50
WIPAC LIGHTING SET£150.00
LAZER ST8£308.00
XENON HEADLIGHT KIT £75.00
LAZER RS8 WITH DRL£364.00
LAZER RS4 WITH DRL£225.00
LAZER ST4£190.00
LAZER T2£142.50
LABCRAFT WORKLIGHT£75.00
Visit our Website for further details and more great prices. All prices plus VAT. All parts can be
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26 LRO June 2015
Got a new product?
If you want to showit off to our readers,call Neil Wattersonon 01733 468237 oremail [email protected]
StuffLatest products for your Land Rover
€1240.25 (about £900) From: frontrunneroutfitters.eu,
07955 541897
If you’re heading overland with a
Discovery 3 or D4 you’re likely to be
concerned about getting a puncture –
non-standard tyre sizes are less easy to
come by than factory-fi tted sizes.
Give yourself some extra carrying
capacity with this carrier. It takes about 4½
hours to fi t and bolts to the rear chassis, so
you know it’s going to be robust enough
to survive overlanding trips. It’s made from
mild steel that is electrocoated
then powdercoated to protect it against
the elements, has a gas strut to hold it open
and is hinged for easy access to the rear
door. It’ll take any wheel/tyre combination
suitable for Discovery 3/D4 and will add a
layer of security to the rear – you can’t open
the tailgate with it in place. It will affect
Park Distance Control – so if yours has this,
talk to the manufacturer before fi tting.
Recovery dry bag£30 From: damarwebbingsolutions.com,
01246 269969
This grab bag contains all you need for a bit of impromptu
towing – a six-metre, fi ve-tonne hi-vis tow strap, two tested
shackles and a pair of gloves. The mesh-construction bag
allows the contents to stay ventilated .
Clarion DAB radio£169 From: clarion-shop.co.uk,
01793 859560
You’ll be able to listen to whatever you like with
the Clarion CZ505E head unit. It’s seriously feature-packed: CD player,
USB input for digital connectivity, Bluetooth and aux-input. The radio switches
automatically between FM and DAB to fi nd the best reception, which is a neat
trick. With 4x45w output it’s loud enough for diesel Defenders.
£POA From: chelseatruckcompany.com, 01274 749 999
The second-row door window, alpine
light and gearlever are the only clues
that this sumptuous interior is fitted to
a Defender 110, rather than a supercar.
Trimmed with tan nappa leather, the
GTB sports seats offer great support
without pushing the seat base too
high, while the quilted leather gives
additional comfort. The whole interior,
including the cubby box, door cards,
dashboard, sun visors, grab handles and
headlining can be trimmed to match,
giving your Defender a thorough
upmarket makeover.
Neil says:They won’t be toeveryone’s taste,but they’re certainlyeye-catching.
£43.50 From: exmoortrim.co.uk,
01984 635060
Featuring the first Land Rover logo, these rubber mats fit
both left- and right-hand-drive 80-inch Series Is – simply
cut out the pre-scored apertures to fi t your vehicle.
Disco 3 spare wheel carrier
GTB sports seats
80-inch floor mats
£658.80 From: tmdtuning.com, 01825 841148
Most Defender grilles are made from plastic – durable enough, but
they can start to look tired after a while. This replacement grille, which
comes with light surrounds, is machined from billet aluminium and
can be had with original finish or black stainless steel mesh, as shown.
The grille is fastened from the back, so fits models with aircon only.
£10.99 From:bookworldws.co.uk,
01299 823330
This 40-page A4-sized book
covers all of the Australian
Perentie Land Rovers – 6x6 as
well as 4x4 – from standard
general service soft tops to
the more exotic special forces’
long-range patrol vehicles.
Specifications are included and
details are highlighted, making
this a good resource as well as a
must-have for model makers.
The soft alloy bodywork of a Defender means
that any brushes with firmer objects ripple the
bodywork easily and cause unsightly scars. The sills
are particularly vulnerable from damage when
off-roading; replacing them with rock sliders has
the double benefit of preventing the sills from
getting damaged as well as helping you get your
Defender across rocks. And they’ll withstand car park
knocks better. These fully welded, easy-to-fit rock
sliders are zinc-coated for longer working life then
black powercoated to give a smart finish. They fit all
Defenders (and Ninety/One Ten) from 1983-on.
Nanuk hard casesFrom £79.99 From:
rocknroad4x4.com, 01772 378120
It’s not just our vehicles that need to survive
the harsh environments we work and play
in; we need to keep our kit safe too. These
waterproof, hard-shell, foam-lined cases
are available in a range of sizes, so can
cosset a wide range of equipment,
including bulky DSLR cameras. They
come in a choice of colours.
Hi-LiftjackcoverFrom £33 From:
arbil.co.uk/4x4
Made from
reinforced canvas
with a heavy-duty
zip, these Hi-Lift
jack bags are
designed to be as
tough as the jacks
themselves.
Two sizes are
available: the
JP350 for 36in
and 48in jacks; and
the JP360 for the
longer 60in version.
With easy-on, easy-
off, design, they’re
simple to use.
Neil says:Tree sliders also give you a degree of side-impact protection.
From: mm-4x4.com,
01905 451506
Tested on a dyno and shown
to give up to a 10bhp increase
in power, this performance
exhaust is handmade in the UK
from high-grade 304 stainless
steel. The three-inch bore
improves turbo spooling time
and the mild silencer helps it
sound good as well as improving
performance. Being stainless, it’ll
continue looking good for years!
Flexible LEDlights£30 From: oztent.co.uk,
01451 821305
Adding extra illumination to your
Land Rover or tent has never
been easier. This flexible LED
light strip can follow any contour,
letting you get light exactly
where you need it. It’s powered
from a battery pack (AA-size), so
you’re not going to be trailing
wires all over the place and the
strip is backed with 3M adhesive
strip, so you can fix it into place
for more permanent installations.
Perentie Land Rovers book
TMD Genesis Defender grille
TDCi stainless
exhaust£549
Defender rock sliders£175 From: britpart.com
June 2015 LRO 27
F E A T U R I N G :
W O R L D E XC LU S I V E D R I V E O F B E N T L E Y ’S 9 1 1 R I VA L
N E W T E C H S E C T I O N : I N N O VAT I O N S C H A N G I N G O U R D R I V I N G W O R L D
A L L - N E W G B U B U Y I N G G U I D E : P I T H Y V E R D I C T S O N E V E R Y C A R
C A R M A G A Z I N E . C O . U K
M AY I S S U E O N S A L E N O W !O R D O W N LO A D T H E A P P F O R I PA D A N D A N D R O I D
R E I N V E N T E D !
June 2015 LRO 29
Stuff
Kiowa tipi tent£799 From: robens.co.uk
Cool camping just got a retro makeover
with the Kiowa. Sleeping up to 10 people
(or six using the optional inner tent), it
uses a breathable polycotton fabric to
maintain comfort inside. Aluminium
poles help cut down on weight, while
large windows make it light and airy
inside. A mesh door keeps insects
away and you can extend your
camping season by using the
optional wood-burning
Volcano stove to warm
the tent on cooler
trips – the Kiowa is
pre-fi tted with
the necessary
fl ue outlet.
Defender seat risers£37 From: 4x4overlander.com, 01422 243 966
Folded from stainless steel which is then powdercoated black for a discreet look,
this seat riser lifts one front seat by 30mm and positions the seat base 50mm back,
so you can slide the seat two inches further back to increase legroom accordingly.
It’s suitable for post-1986 Ninety, One Ten and Defender.
Spare wheellock kit£46.09 From: eBay
This kit is designed to help stop
Boost wheels from being stolen
from post-2007 Defenders, but
may work with other wheels and
earlier models with Discovery-
style wheel carriers. Search ‘Boost
wheel locking kit’ on eBay.
Kahn bumper£1764 From: devon4x4.com, 01769 550900
Giving a slightly more purposeful look to a Defender as
well as incorporating two pairs of lights, this bumper
is very functional. It’s fi tted with fog and driving lights
– though there’s probably no reason why you couldn’t
replace one pair with daytime running lights. It’s made
from mild steel and has a matt black ‘Vortex’ coating.
Suitable for all Defenders, and all Ninety/One Ten
models from 1983.
Tyre repair kit£30.48 From: apbtrading.co.uk,
01299 250174
If you’re heading off to lands far from
convenient tyre fi tters, this repair kit will give
you peace of mind as well as giving you the ability to
keep driving if you pick up a puncture.
Waterproof kit bagFrom £76.38 From: apbtrading.co.uk, 01299 250174
Keeping kit dry and dust-free can be a real struggle on longer trips.
The Amphibious range of waterproof bags is available in 80-, 100- and
120-litre capacities and all have a double foldover sealing system and
fully welded seals. They also have built-in
D-rings for roof-
rack stowage.
Ringextendable
LED lamp£9.99 From:
ringautomotive.co.uk
With up to eight hours of
light from the three AAA
batteries (supplied), this
extendable lamp (part
number RIL80) will find
a home in cubby boxes
as well as workshop tool
chests. There’s a single
high-power LED in the end
and a row of 10 LEDs in
the centre section, which
illuminates automatically
when you extend it. It also
features a magnetic base
for hands-free use.
Neil says:It’s been tested in 100mph-plus winds so will be fi ne for all-year camping.
Stuff
30 LRO June 2015
Diesel Power Plus
£18.99 From dieselpowerplus.
co.uk, 01257 274100
Designed to clean injection
systems as well as providing a
cetane boost, this fuel additive aims
to help your diesel engine run more
efficiently. It’s easy to dispense and
you can add either 60ml per month
for power and economy or 60ml per
fill for performance.
With 435mm-diameter pneumatic tyres, this pit cart
will go where standard tool cabinets fear to tread.
With a steering axle and disc handbrake it’s easy
LED indicatorrepeaters£48 From: 4x4overlander.
com, 01422 243966
At last you can convert your
Defender completely over to
LED lights with these E-marked
repeaters. Available in orange,
clear or smoked, they work with
the existing indicator relay.
Thermarest Slacker HammockFrom £60 From: cascadedesigns.com
Chill out at the campsite with this new range of hammocks. Single and
double versions are available, as is a range of accessories including
a bug cover that clips on to the hammock’s suspension
points to create a bug-tight seal.
Series II seat basecorner protector£3.76 each From: exmoortrim.co.uk,
01984 635060
This original-spec corner cap protects a
seat base trimmed with ‘Elephant Hide’ to
prevent it being bashed and damaged.
15in woodsteering wheel
£273 From: exmoortrim.co.uk,
01984 635060
This new hand-built, wood-rimmed
wheel will give your Land Rover a
real 1960s feel. It’s available with
an aluminium boss for 36-spline,
48-spline or 2015-model-year
steering columns, so it can be fitted
to late-model Series IIAs, Series
IIIs and Defenders as well as those
Range Rovers and Discos not fitted
with airbags.
Etched coasters
£TBA From croytec.co.uk,
01691 791349
Say no to boring coasters! These
Welsh slate coasters are laser-etched
with various Land Rover designs –
take a look at the website for the
range available, or contact Croytec
for a quote for personalised versions.
SIIA 109in model
£4.95 From oxforddiecast.
co.uk, 02380 248850
Finished in the traditional Bronze
Green, this 1⁄76-scale Series IIA
109in soft top carries the factory
registration of YAC 654. Detail
includes silver windscreen surround,
door tops and handles, black wiper
arms, Bronze Green interior, and
black seats and steering wheel.
Neil says:String it between two trees and drift away to your own desert island.
to manoeuvre. The centre section features drawer
units, while the side lockers have adjustable shelves,
enabling you to be creative with your storage.
Neil says:If you have to move your tools around a lot, this could be just the job.
Pit cart£2999.94 From: sealey.co.uk, 01284 757500
[email protected] Tel: +44 (0)1206 868 411 Open Mon - Fri 9-5pmE&OE. LRO 06.15
S u s p e n s i o n - P r o t e c t i o n - R e c o v e r y
extremeBRAKE HOSES
NOW AVAILABLE FORDIS 3!
BESPOKE LENGTHS
MADE TO ORDER.
Our Extreme brake linesare made from top qualstainless steel fittings swadirectly onto a hard drawtensile stainless steel braTeflon hose.
extremeCOMPETITION DAMPERS
200 psi Nitrogen charged. Solid 20mm S45C steelshaft chrome plated for long life with ‘Hallite’ Seal.
Fully serviceable. From 2 ½” to +6”.
extremeCHALLENGE DAMPERS
Solid 20mm S45C steel shaft chrome plated forextra long life with ‘Hallite’ Seal. Standard
mountings easy replacement of existing dampers.
extreme RECOVERYGEAR
SHACKLES: CE Approved. 2 6.5 Tonne. KINETIC ROPES:8m, 12 tonne. STROPS: 2m to 8m. 14 to 21 Tonne.
extremeSUSPENSION KIT
extremeFRONT BUMPER
Comes with a multiholed aluminium trim plate. Two optional swivel recovery eyes.
Powder coated for long life.
The Extreme Suspension Kit is without doubt theultimate bolt on extreme suspension kit available
today. The Extreme Kit has helped it’s drivers pick upthe winners trophies at numerous events in the UKand overseas. Upgrades are available to the kit.
SUSPENSION KIT
90, 110, 130, RRC & Disco 1.30% or 50% uprated. Bushes, brackets & droplinks
available if required. No mods required.
extreme ANTI ROLLBAR KITS
SYNTHETICWINCH ROPE
Synthetic Fibre Replacement Winch Rope weighsonly a fraction of it’s wire rope counterpart and is
even stronger!
3 versions available Extended for use with full size intercoolers, Air Con, and Competition version.
Available for 90/110/130
extreme TUBULAR WINCH BUMPER
Huge electricalsection on website.
AILASCO 3!
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This eliminates that “spongy” feeling often found with rubber hoses under extreme braking conditions just when you need their performance most.
Available for Defender, Discovery 1, 1 AND 3, Range Rover Classic. Made in the UK.
1000’s OF products ON www.extreme4x4.co.uk
YOU’LL HAVE THIS YEAR!
June 2015 LRO 33
Used & AbusedStuff the LRO team have put to the test
efender seat bases are too
short for anyone with long
legs like mine. The
standard base ends halfway
along my thighs and doesn’t
provide adequate support.
Exmoor Trim’s simple but
eff ective idea overcomes that. It’s
an extended base that gives an
extra couple of inches’ support –
and it really works. I’ve tried one
in my 110 for a few months and
it’s one of those improvements I
wish I’d had years ago.
It’s a direct replacement for the
original, so fitting is as simple as
popping out the old one and
slipping the new one into place.
And of course it’s suitable for the
passenger seat as well.
The manufacturer has wisely
kept the raised sides at standard
length because longer ones
would restrict you getting in and
out of the vehicle.
VERDICT: Provides significantly
improved comfort.
USED BY
JOHN PEARSON
EDITOR-IN-CHIEF
TESTED FOR
FOUR MONTHS
Extended Defenderseat base£102
From: exmoortrim.co.uk
’ve fitted these tyres to the
LRO Discovery 1. With a good
all-terrain tread pattern,
they’re the sort you’d buy for
both good on-road performance
and off -road competence.
Under heavy braking it’s
virtually impossible to lock them
up in the dry, even though our
Discovery has uprated discs and
no ABS. They also seemed safe
enough in the snow (although I
didn’t try to fi nd their limits of
grip). In short, I’ve never lost
traction with them on the road.
But where they feel most at
home is on slightly soft or loose
ground. Off -road at the sandy
Yarwell quarry and at stony
Rockingham, I’ve been impressed
by these tyres’ ability to haul
themselves up steep inclines at
slow speed without spinning the
wheels (there’s no traction
control on our Disco), even when
experimenting by deliberately
going too slowly and relying on
torque, rather than momentum,
to complete the climb.
Charging around the MoD
training area at Swynnerton
recently proved that they’ll also
tackle rough conditions at
slightly higher speeds, where
your focus is more on the event
than on what your tyres are
doing. It’s a site where debris –
such as discarded bullet casings
– can cause tyre problems, but
these shrugged them off .
They look smart too and, like
many tyres, you can choose
whether to have the white
lettering showing, or hidden on
the inside sidewall.
VERDICT: Ideal for most
multi-purpose Land Rovers.
Toyo Open Country
A/T 245/70 R16
all-terrain tyresAround £110 each
From: toyo.co.uk
bought this trickle charger to
replace one that had worked
hard for a couple of years
before developing a worrying
internal rattle, probably because I
dropped it once too often on to
my concrete garage fl oor.
This Halfords job can trickle-
feed either 6-volt or 12-volt
batteries – so if I ever get a
motorbike, I’ll be well sorted.
I also like the quick-release plug
and socket on the leads that
connect the charger to the
battery. This enables you to
choose between leads with
crocodile clips or a pair of leads
with ring terminals, allowing for
long-term connection.
I’ve only had this charger for six
months, but Halfords has already
superseded it with a similar, but
diff erent, version. So if you look
online, the model shown will
look diff erent from mine.
VERDICT: Keeps the old battery
on my Series I happy.
Halfords battery
trickle charger£24.99 (approx)
From: halfords.com
USED BY
THEOFORD-SAGERS
STAFF WRITER
TESTED FOR
SEVEN MONTHS
At home on- or off -road
USED BY
MARK SAVILLE
ASSISTANT EDITOR
TESTED FOR
SIX MONTHS
Long base suits John’s long legs
Try not to drop this one, Mark
34 LRO June 2015
ith so many Defenders
being stolen, owners
can’t be too security-
conscious. I’ve got several
anti-theft features on my 90, but
I still get nervous on trips where I
end up parking on the road, so I
fitted a Safe-T-Pedal to provide
extra protection from thieves.
It is quite a beast of a device to
lug around, and a bit fi ddly to fi t
the first couple of times, but once
you’ve developed the knack, it’s
on in 30 seconds – as long as you
haven’t buried it under your
recovery gear.
Specifi c models are available for
each generation of Land Rover,
but I worked out a way of
modifying this Tdi variant with an
angle grinder to make it fi t my
TDCi as well.
VERDICT: A robust security
device that also doubles as a
wheel chock.
he inside of my Freelander
gets really filthy. As well as
housing my dirty off-road/
wet weather clothing, it stores
my equally fi lthy fi shing gear.
A Freelander design fault is that
the hidden tool/cubby area in
the boot is a trap for moisture or
damp, which manifests itself in a
mouldy jack and brace.
For the past seven years I’ve
been protecting the load space
with Britpart’s hard plastic boot
liner, which simply slots into the
boot and, just as importantly, lifts
out for easy cleaning.
After removal, it’s clear it’s
done its job because the area
beneath is in much better nick
than the rest of the vehicle’s
interior, and the tool cubby area
is no longer the mouldy moisture
trap it once was.
VERDICT: Simple and eff ective
solution to a dirty problem area.
Britpart boot liner for
Freelander 1 Td4£60
From: britpart.com
USED BY
TOM CRITCHELL
PHOTOGRAPHER
USED FOR
SEVEN YEARS
Liner solvesdamp issue
USED BY
RUSS BROWN
CLUBS EDITOR
TESTED FOR
TWO YEARS
his fourth incarnation of
Tom Sheppard’s Vehicle-
dependent Expedition
Guide has expanded to include
information applicable to North
America thanks to contributions
from respected overlanding
author Jonathan Hanson.
Any concerns I had that the
book would become too
Americanised proved unfounded
– the information seems to have
been integrated seamlessly, with
the only discernible US content
being vehicle specifi cations.
That’s because overlanding
knowledge is a fairly universal
topic. It doesn’t matter whether
you’re driving a Land Rover,
Toyota or a Jeep, you need to
apply the same principles when
you’re loading them and you
need to carry the same sort of kit.
And it’s in the area of kit that
you notice the most changes
from previous editions. It would
be easy to ignore the latest
technical innovations but each
incarnation of VDEG, as it’s
known, has been researched to
ensure it includes not only the
latest kit, but also up-to-date
advice on the whole aspect of
expedition travel.
Broken down in to sections, this
isn’t a book you’d read from
cover to cover, but you’ll fi nd
yourself jumping between topics
as one topic raises questions
about a subject answered in
another section of the book.
Whether it’s what clothing to
wear, a reminder of how
diff erentials work, what sort of
qualities you should look for in
team members for expedition or
the sort of paperwork required
when shipping your Land Rover
to a far-off country, this book will
give you the answer.
And, although the information
can sometimes be a bit dry – you
want knowledge, not some
fl owery prose – real life, often
funny, stories help reinforce
critical messages and provide a
bit of light relief. With a couple
of pull-out captions on each
page, you’ll soon fi nd yourself
getting drawn to reading the
main text, even if you weren’t
initially going to read that
particular section.
You don’t have to be
embarking on a major cross-
continent expedition to benefi t
from this book. Even if you’re
just into a bit of weekend
greenlaning, you’ll soon start
thinking about the set-up of
your own Land Rover and the
improvements you can make.
VERDICT: An essential read for
anyone heading off into the
wilds with their Land Rover.
Safe-T-Pedal£79.99
From: shirefabrications.com
Secure – unless you
leave the keys in it!
Used & Abused
Vehicle-
dependent
Expedition
Guide
version 4£47
desertwinds.co.uk
USED BY
NEIL WATTERSON
DEPUTY EDITOR
URBANTRUCK. .
The UK’s largest Independant reseller of new bespoke
Land Rover Defenders and enhancement products.
by URBAN AUTOMOTIVE
www.urban-automotive.co.uk Tel: 01908 366788 [email protected]
Models Shown - 90 RS and 90 Ultimate Editions
URBANTRUCK. .
Authorised distributors
for premium brands
call for prices
Real World Test380 miles to get the full lowdown
36 LRO June 2015
‘Trundling off-road, it deals withobstacles calmlyand competently,just like its bigger
brothers’
he Discovery Sport is
aimed at active families
who need their car to act
a bit like a Transformer;
people who might not always travel
seven-up, or get it caked in mud
every day – but like to know that
they could if they wanted to, or if
the need arose.
Land Rover insists that this is
a ‘white-space’ new Discovery
model, not a replacement for the
Freelander 2 – particularly in seven-
seat form – but to us it’s always
seemed like a more expensive F2
with a more upmarket badge.
T
MARK SAVILLE
CURRENT LAND
ROVER 1957 Series I 88inDREAM LAND
ROVER SIIA,109in red andyellow ‘Corgi-style’ chariot-bodied crane
What’s it about?You never really know what a
Land Rover is like until you live
with it, so we use this enjoyable
380-mile route to put the latest
models (and some older ones) to
the test. It also shows us how they
live up to their mpg claims.
By brimming the tank at the
start and fi nish, it’s easy to get
a precise ‘combined mpg’ fi gure
from a blend of motorways, fast
A-roads, country roads, a couple
of long greenlanes and a rush-
hour city crawl. All in one day.
If you want the defi nitive verdict,
you’ve come to the right place.
So this test really matters. Is Land
Rover right? Or are we?
At the very least, I’m hoping to
discover whether the all-new multi-
link rear suspension improves the
handling and ride, compared to the
fi rm-but-fun Range Rover Evoque
(with which it shares its front
suspension), especially on these
bumpy and twisty roads.
First impressions
With the driver’s seat raised, my
view is fi ne, although I’m conscious
of the closeness of the top of the
windscreen. The 2.2-litre SD4
engine feels eager to please but it’s
not overtly sporty in nature.
The bright early morning sun is
dazzling because, even with the
sun visor down, there’s an inch-plus
The Discovery Sport performs well enough off-road
but what’s it like on UK roads? Mark Saville finds out
DISCOVERY SPORT AUTO SD4 HSE
BABY DISCOCrunch time for
June 2015 LRO 37
Engine: 2179cc SD4 turbodiesel Power/torque: 187bhp/310lb ft Transmission: Nine speed auto Speed: 117mph/0 60mph: 8.4sec Width (inc wing mirrors): 2173mm Wheelbase: 2741mm (108in)
Wading depth: 600mm Ramp breakover: 21° Factory combined mpg: 44 LRO RWT mpg: 35.9 Price as tested: £40,815
DISCOVERY SPORT SD4 HSE
The two lanes on the LRO test
route are very gentle, rarely
challenging the vehicles we
drive over them. On a few
occasions, deep snowdrifts have
forced an alternative route.
Today, there are only a couple
of tiny handkerchiefs of the stuff
left behind, on the first lane.
But there are quite a few large
puddles to splash through.
It’s not particularly
muddy, but the
carpet quickly gets plastered as I
hop in and out of the car doing
my David Bailey impression.
The second lane is showing
signs of heavy water run-off.
In a few places, stones have
shifted, creating noticeable and
lengthy ruts.
The Disco Sport’s relatively
modest ground clearance
becomes audible in one or
two places, another sign of the
vehicle’s off-road limitations.
Scraping the underside
gap between the end of the visor
and the A-pillar. The only way to
avoid the glare is to lean back and
hide behind the pillar.
I’m not liking the 235/55 R19
tyres’ fondness for following the
contours in the tarmac and it’s
taking me a while to get used to
the electric power-assisted steering.
Still, with 350 miles ahead of me,
I have plenty of time to do that.
Disco, Evoque estate
or Freelander 3?The internal size and space is a
vast improvement over both the
Freelander 2’s and the Evoque’s
cramped interiors, although it’s
obviously not as capacious as a
D4. And, trundling slowly off-road,
the Disco Sport does give the
impression of controlled progress
that you expect from a Discovery,
dealing with obstacles calmly and
competently, just like its bigger
brothers. But now I’m alone with
it, tackling demanding roads in the
Dales, it feels more like an Evoque
estate to drive. Freelander 3?
What’s the ride like?
My initial reservations about the
tramlining develop into a more
general unhappiness with the ride
quality as the miles add up. It’s not
as comfortable as the Freelander 2
on-road, and can’t match Disco 4’s
smoothness. After driving one off-
road at Eastnor, I hoped that the
well-controlled suspension would
translate into a great on-road ride.
But it hasn’t. Like the Evoque, the
Disco Sport feels fidgety, jiggly and
jolty. Rather than soaking up lumpy
surfaces in true Disco style, the
Sport flinches and bumps along.
On the viciously undulating
road between Kettlewell and
Middleham, it’s a real handful –
even at sensible speeds. The main
problem is its keenness to leap off
the bigger crests. An air-sprung D4
would soak these up and remain fa
more ‘grounded’. I know, because
I’ve driven the same road in one.
What about bends?
The handling impresses as much
as the ride disappoints. By now
I’m used to the steering, and the
side
ar
‘Like the Evoque,the Disco Sport
feels fidgety,jiggly and jolty.It flinches andbumps along’
Our test routeBloody Oaks services, Stamford A1 north Knaresborough Arncliffe
Kettlewell Middleham Bainbridge Stalling Busk (byway) Hubberholme
Cam High Road (byway) Wensleydale Creamery, Hawes Settle Silsden
Bradford M62 east Ferrybridge A1 south Bloody Oaks services, Stamford
Top 10 Real World Test mpg results
Range Rover Evoque 2WD: 41.3
Freelander 2 TD4_e: 36.1
Discovery Sport SD4 HSE 9sp: 35.9
Range Rover Evoque SD4 9sp: 34.6
Freelander 2 Td4 manual: 34.4
Freelander 2 SD4 Metropolis: 32.7
Freelander 2 Commercial: 32.1
SIIA 88in 200Tdi (50mph max): 32
Range Rover Sport TDV6 SE: 30.9
Range Rover Sport Hybrid: 30.6
.com
Do you fancy driving our RWT route?
Download a map from LRO.com/RWT
Disco Sport really begins to shine
as it blasts along the fast sweepers
towards Bainbridge in Wensleydale.
The thought of losing grip is never
remotely entertained.
I’m beginning to understand
why the Disco Sport is the way it is,
but in the pursuit of a sporty ride
and handling, a degree of comfort
has been sacrifi ced. For me, that’s
enough to put me off lusting after
one – especially at this price. LRO
LRO deals
WORLD’S BEST LAND ROVER MAGYOURS FOR UNBEATABLE PRICES...
38 LRO June 2015
5 ISSUES OF LROFOR JUST £5
Subscriptions start with the next available issue. Minimum term is 5 issues. This offer is open until June 9, 2015 and cannot be used in conjunction with anyother off er. Calls from landlines for 01 numbers range from approx 2p to 10p per minute. Call charges from other landline providers or mobile phones mayvary. Lines open 8am-9.30pm GMT (Mon-Fri), 8am-4pm (Sat). Calls may be monitored or recorded for training purposes. * Direct Debit available UK only
or by phone (+44) 01858 438 884 quoting EBAA
Subscribe online greatmagazines.co.uk/LRO
OFFER 1
PrintDirect Debit: 5 issues for £5*
then £28 every six months
Or Credit/debit card UK –
13 issues for £50
Credit/debit card overseas –
13 issues for £66.50
June 2015 LRO 39
SUBSCRIBE TO THE PRINT EDITION, OR
OUR DIGITAL EDITION TO READ LRO ON
YOUR iOS OR ANDROID DEVICESFROM JUST
£1AN ISSUE
OFFER 2
DigitalDirect Debit: 5 issues for £5*
then £18 every six months
Or Credit/debit card UK –
13 issues for £36
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13 issues for £36
OFFER 3
Print &
DigitalDirect Debit: 5 issues for £15*
then £38 every six months
Or Credit/debit card –
13 issues for £55
Credit/debit card overseas –
13 issues for £76.50
MODIFIED DEFENDER 90
Wheels and
tyres £250Mach 5 wheels refurbed; tyres found on eBay
Rock sliders
£60Bought, re-welded and fitted – what a bargain!
Fun factor
£pricelessYou can’t put a price on this sort of off-road fun
40 LRO June 2015
June 2015 LRO 41
Replacement
turbo internals
£165Last-minute buy took nearly 30 per cent of Iain’s budget
All oils
changed, all
filters changedWell, it’s only fair to give the 200Tdi a chance, isn’t it?
Cambelt and
water pump
rebuild kits Iain doesn’t count the hours he spent fitting them
Seals and
gaskets Perished minor items cost only pennies to replace
DEFENDER£575THE
Can you really build a Defender for less than the cost of a
mid-range mountain bike? I did, says Iain SwanWORDS: JERRY THURSTON PHOTOS: LYNDON McNEIL
42 LRO June 2015
MODIFIED DEFENDER 90
Affordable off-roadingOne reason for such a low-budget build was so the 90 could be used without worry of a big financial loss – and we were true to that ideal when we drove it. True Grip in Kent gave us free reign of its Maypole site and we used it to the max. Everyone who came along had a go and the wheels barely stopped turning before the next driver jumped in and took it off to the other side of the site again. We all had a laugh and a great day out – which is what this Defender was built for.
SuspensionThe suspension isn’t trick, butit does the job. You can spenda fortune in this area, butthe secondhand combinationof a Britpart 2in lift kit withcorresponding front radiusarms, plus the chunky tyres,really does the business. Wetried hard to bury the 90 whenwe put it through its paces, butit wasn’t defeated on the day.
Rear deal The funky rear cross-member came as part of a package that included the rock sliders – which was just as well, because the rear end of this Land Rover was about as solid as an old oatmeal biscuit.
Model 1990 Defender 90 Engine 200Tdi Gearbox Standard LT77 gearbox, LT230 transfer box Suspension Britpart 2in lift kit with caster-correction
front arms Brakes Standard, with ex-Porsche extended braided hoses Tyres 265/75 R16
Paint Resprayed in whatever-was-left-on-the-shelf blue Protection Secondhand front bumper with ‘bash plate’
Security Two springadors who can be quite grumpy if woken up
TECH SPEC
BodyworkAs you’d expect with a budget
build, the body is stock. It’s had a paintjob to smarten it up a bit, but we agree with Iain – if it was too smart, he’d probably be less
keen to take it off-road
June 2015 LRO 43
by acquiring the dilapidated spares Defender
that was still sitting under a cover behind
Chris’s workshop?
A deal was struck – in exchange for all Iain’s
graft on the Mini, which included welding in
new floors and sills, a heap of other repairs
plus an engine freshen-up, Chris gave him
the 90, which seemed like a fair deal to both
men. Don’t run away with the idea that the
Defender needed little more than a clean and
an oil change, though. What Iain got was
pretty knackered – but it was a Defender 90,
and that’s what mattered to him.
Horrendous chassisIain did all the work on the project outside of
his regular working hours. He admits he lost
count of the number of hours he spent on
the 90. He rebuilt it outside in the yard, rather
than in a heated, immaculate workshop. As
he says, ‘Even though I have one, there was no
way that this shed was coming into it!’
The chassis was truly awful and had rotted so
badly that one of the damper mountings had
fallen off. Iain spent many hours cutting and
welding to save it. The front of the chassis was
worse – ‘horrendous’, is how Iain puts it – and
he had to re-create pretty much all of it as he
went along.
Everything that’s fitted to Iain’s 90 has
a story behind it. A secondhand Britpart
suspension kit was donated by his friend Rob,
in exchange for help with his Simmbugghini
engine and gearbox rebuild – a happy deal,
mpossible. That’s the natural reaction
when Iain Swan tells you this Defender
cost him a total of just £575. It nearly
wasn’t that much – three days before
out photoshoot the bill stood at just
£410, but unfortunately at that point
the turbo failed and Iain had to source
new internals at short order. He only stumped
up the budget-busting extra £165 to get his
90 running properly for LRO’s visit.
He created his bargain Defender thanks
to bartering – the time-honoured system
in which goods or services are exchanged
for other goods or services, with no money
changing hands. Iain merely exchanged
his skills for the stuff he needed. This was
undoubtedly helped by the fact that he’s in
the motor trade – he runs Swan Motorsport
Developments in Sittingbourne, Kent and
builds racing cars and high-performance
engines for a living.
Iain also had some of the stuff he needed
lying around, thanks to a decade or so of
playing with Land Rovers – which means he’s
got a lot in common with many LRO readers
who can’t resist hoarding parts that just might
turn out to be useful one day. So that’s how
Iain funded this project – and if he can do it,
there are plenty of others out there who can
do it too. Maybe even you…
Iain’s mate Chris found the Defender that
became the basis of this build. Its owner had
abandoned it in his garden after it failed
its MoT test. Chris bought it as spares for a
Iain’s Land Rover credentials are
impeccable. His first job was with V8
specialist Rovercraft, and since being
introduced to the joys of the marque he
has always owned one. Above all, he’s
an aff able and generous bloke. He isn’t
in any of our driving shots because he
insisted on his mates having the driving
fun – which says it all, really.
THE OWNER: IAIN SWAN
HandbrakeLever was modified byAlbert the springador,
who decided teeth markswould make it non-slip
Factory trimInterior is standard – why
spend cash when what Land Rover supplies suits
your needs just fi ne?
Old turbo gauge was fi tted for fun
‘The fuel tank must have been full of
something pretty horrible, because it’s already on its third set of filters’
project he was working on, although as things
turned out it was never used for that purpose
and resumed its slumbers beneath a cover
behind Chris’s workshop.
By coincidence, Iain – who’s a top bloke
when it comes to mechanical and fabrication
work – rents the garage next door. So, some
time later, when Chris bought a Mini that
needed restoration, he recruited Iain to
help him with that project. Inevitably, the
Mini needed more work than they initially
thought and, as the hours racked up, the
friends realised they had reached the point
where they ought to decide how Iain should
be recompensed for the time he’d put in.
Between mates, it seemed inappropriate to
talk about money – far better, perhaps, to
explore a cash-free solution.
Iain had long fancied some off -road Land
Rover action, but was unwilling to expose
his lovely, low-mileage 90 to the rigours of
the pay-and-play sites. What he needed, he
decided, was a designated off -roader. And
what better way to get his hands on one than
MODIFIED DEFENDER 90
damage. The result was a set of great-looking
wheels that cost him only £100 for the five.
The tyres were an eBay buy for £150 for the
lot – they’re Insa Turbo Special Track remoulds,
but are brilliant for off-road use and they seem
to work pretty well on the road too, albeit
noisily thanks to that aggressive tread pattern.
Near-terminal bulkheadIn all, the project took around 12 months of
Iain’s spare time – he lives a few hundred yards
from his works, so he could pop back as often
as he wanted to do a little bit more.
Looking at the finished 90, his brow furrows
as he recalls completing one repair to the
chassis, only for another rusty section to
come to light. Then there was the bulkhead,
which had suffered corrosion verging on
the terminal; Iain had to rebuild it where
44 LRO June 2015
necessary, and although it’s still not perfect, it
proved more than good enough to satisfy the
rigorous attention of the MoT inspector.
As you’d expected with such a low-budget
project, the interior is pretty much as it was
when Iain acquired the 90, although he says
he did half-heartedly clean it to get the worst
of the muck and mould out. There are two
additions in the cab, though, a turbo boost
gauge – origin unknown, that Iain found
at the back of a drawer and fitted for no
reason other than it was a bit of fun – and an
anti-slip handbrake lever courtesy of Albert
the springador (a cross between a springer
and a labrador), who became bored one
day and decided that a non-slip tooth-mark
pattern would complement the rest of the
interior wonderfully.
The exterior blue paintwork is courtesy of
another mate, Jason, whose hot rod engine
needed freshening, so he traded his labour in
exchange for Iain’s, continuing the theme of
the bartered build.
Finally, MoT’d taxed and insured, Iain got his
90 on the road in February. With the notable
exception of that turbo, which packed up
after a few hundred miles, the Land Rover has
proved to be pretty good, although Iain wryly
comments that the fuel tank must have been
full of something pretty horrible, because it’s
already on its third set of filters.
Iain sums up his Defender brilliantly: ‘It’s
certainly not perfect, but a £575 total outlay
means I can justify owning a toy to go off-
roading in. No winch, no snorkel, no lockers,
just some decent tyres and suspension that
works pretty well. No frills – just fun!’
as the 90’s original suspension was, in Iain’s
words, ‘nasty’. The extended front hoses that
complement the lifted suspension came in a
kit intended for a Porsche that he hadn’t got
around to fitting, while the rear set-up was
made up from hoses and fittings that were
kicking about his workshop. The disc-braked
rear axle (minus diff) came from a mate who
handed it over in return for welding done
by Iain on a Series II. And when he helped to
convert a 90 hardtop to a truck cab, the back
door was left as payment.
The posh Mach 5 wheels had been hidden
away in the corner of the workshop awaiting
fitting to something else. Iain had collected
them for an average of just £20 each. Why so
cheap? Because each was damaged in some
way; Iain had bought them one by one, then
painstakingly mended the cracks and other
Under bonnetThe motor is a stock 200Tdi that’s been thoroughly serviced and has had a precautionary cambelt change and its water pump rebuilt. Apart from the broken turbo, it’s proved very reliable
All worthwhileHard work and bartering were the keys to getting
this much off-roading fun for such a modest outlay
LRO
4 WILLOW COURT, BOURTON BUSINESS PARK,BOURTON-ON-THE-WATER, GLOUCESTERSHIRE, GL54 2HQ, UK.
DON’T WASTE IT!PRECIOUSTiM
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OZTEN
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GREENLANING SOUTH LEICS
50 LRO June 2015
June 2015 LRO 51
here’s a corner of England
that’s always a joy to explore,
an area where the lanes are
wide and plentiful, punctuated
with the odd ford. And, though
it’s not far from the junction
of the M1 and M6 motorways, giving drivers
easy access, it feels a whole world away.
Rolling countryside is populated by pretty
villages and signposts advise drivers of ‘gated’
and ‘field’ unsealed roads spurring off the
tarmac network. If you want to indulge in a
bit of nostalgic motoring, this is the place.
Most drivers know that the motorway
network is a reasonably recent invention: the
Preston Bypass, later to become part of the
M6, was the first section to open in 1958.
But the roads and lanes we’re driving today
predate the motorway network by centuries,
even millennia and though the route starts
in the shadow of the London-Leeds M1, we
quickly leave the roar of traffic behind and
find ourselves ensconced in foliage as we
lurch and roll along dusty lanes.
We kick off just south of Leicester on a
network of lanes near Willoughby Waterleys,
the late spring sun is clearing away the
remnants of fog that had been blanketing
the county, causing chaos on the motorways,
but adding a serene calm to the greenlanes.
Tarmac turns to dirt and a lack of recent rain
has allowed the lanes to dry out, making dust
more of an issue than mud.
I’m driving my 1998 300Tdi Defender 110
CSW and though I’m doing this trip solo, save
for photographer Tom, my ‘gater’ for the
day, I’ve loaded the back with recovery gear.
I shouldn’t need it – the ground is that firm –
but I have been caught out before…
TPHOTOS: TOM CRITCHELL
Neil Watterson visits south Leicestershire to seek out some of the
best greenlanes the East Midlands has to offer
GREENLANES YOU CAN
DRIVE – IN ANY LAND ROVER!
O Easy-to-follow routes O Detailed OS
maps and grid refs O Overall
ratings: – taking into
account length, driveability,
scenery, terrain
and local interest
UK ADVENTURE
RED LEICESTER
GREENLANING SOUTH LEICS
52 LRO June 2015
‘There’s a double-compartment gate
for penning animals where the
lane crosses the embankment’
OS Landranger 140LANE 1
Wide, easy-going lanes are a feature of the area
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SCENERY
ENCLOSEDTERRAIN
WELL-USEDFARM TRACKS,POTHOLES INPLACESDRIVEABILITY
NOT WHEN WET
OVERALL
START
Grid ref SP 586923
FINISH
Grid ref SP 575899
2.3 MILES
We reach a junction in the greenlane and turn
right. Then we turn left at another unsealed
junction down another lane. A police poster at
the end of the lane warns drivers to be aware of
others in the area and the repercussions of not
doing so, suggesting people are driving too fast.
That may have been the case on that lane, but
overuse when wet is certainly a problem on lane
2. Ruts have been left and although it’s not a
problem to drive along them, it wouldn’t be easy
to cycle on or ride a horse along – it’s definitely
one to avoid in the wet.
Cold War aircraft museumThe lane ends at Gilmorton, just to the east of
Bruntingthorpe Proving Ground. Built as an RAF
station in 1942, control of the airfield was given
to the USAF Strategic Air Command in 1953,
who extended the runway to two miles long (it
was originally 1.1 miles) to accommodate the
Boeing B-47 Stratojet nuclear bomber. These
days it’s a home to a Cold War aircraft museum
and is used for vehicle testing and driver training.
We drive round the end of the runway,
through Walton and make our way to the A5199
via a dusty unclassified county road past Warren
Farm. We cross the main road and make our way
to Laughton. A fingerpost road sign showing
‘Gated Road Threddingworth 2½’ points
towards our next lane, which runs down the side
of a field and across the valley. The longhorn
cattle seem indifferent to our presence, and sit
relaxing in the morning sun.
We cross the Grand Union Canal and aim
towards lane 5, which takes us to the A4304.
This lane is the Foxton Locks of greenlanes, with
Tom really gaining his ‘gater’ status. There’s
even a double-compartment gate for penning
animals where the lane crosses the embankment
of the disused railway line. Given the difference
in use this lane sees compared with the next,
immediately across the A-road, I assume that
most locals avoid this one.
But it could also be that the next lane also
includes a ford, giving it an added attraction.
The ford is on the River Welland, which also
forms the boundary between Leicestershire and
Northamptonshire. We splash across and turn
through Marston Trussell. The gates outside
the hall were originally made for the house of
Erasmus Norwich at Brampton Ash, but were
moved in the mid-1700s.
We cross the Welland again and return to
Leicestershire and make our way to the real
Foxton Locks – two staircases of five locks
allowing narrowboats to climb or descend
the hill, allowing boats on the Grand Union
Canal to join the section that runs between
Loughborough and Market Harborough. A new
visitor centre has recently been opened, turning
the locks into more of a tourist attraction – and
it’s well worth a visit.
We leave the water and travel back in time
through Gumley, which was first mentioned in
749, when Æthelbald of Mercia held a synod
instigated by St Boniface, the consequences of
which, it is argued, eventually led to serfdom.
King Offa also visited Gumley later that century.
Tom loves being ‘gater’. Honest...
June 2015 LRO 53
But, in terms of history, that’s not as far back
as our trip goes. Just up the road, on Smeeton
Hill, an ancient burial site of the Beaker folk was
discovered in 1975. Beaker folk arrived in the
UK from mainland Europe some 4500 years ago
and are though to have been involved in the
building of Stonehenge.
Back to the present, we drive through
Smeeton Westerby and take the UCR, which
ultimately ends up running parallel to the
Grand Union Canal before we turn towards the
A6, and follow it north-west to pick up lane 8.
Passing through ScotlandA short greenlane just down the road from the
council tip, it obviously suffers from flytipping –
large gates create a two-metre width restriction
when they’re closed, which newer Land Rovers,
Defenders excepted, won’t get through. This
wander expectantly in our direction before
realising we’re not going to feed them.
Back on tarmac a sign on a cattle grid says
‘drive slowly – do not kill the lambs’ and it
does seem that this flock is more car-hardened
than the others on the greenlane, wandering
about on the road, seemingly oblivious to
my Land Rover.
We cross a second cattle grid and join the
B6047 south. The 50mph speed limit has,
presumably, been applied as it’s a favourite
with bikers. Long, sweeping corners make for
a good, albeit speed-limited, drive.
After a couple of miles we rejoin the Roman
Road toward Glooston – it’s a simple farm
track, but is the longest greenlane on the
route. We ford a small stream and stop for a
late lunch at the junction with another lane
near Stonton Wood.
OS Landranger 141LANE 12
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SUR
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SCENERY
ROLLINGTERRAIN
FIRM GRAVELTRACK WITHSMALL FORDAND GOOD VIEWSDRIVEABILITY
ALL YEAR
OVERALL
START
Grid ref SP 717971
FINISH
Grid ref SP 750958
2.2 MILES
short lane passes under the St Pancras/Leicester
railway line before rejoining tarmac.
A bit of road driving sees us join the old Roman
Road just outside Burton Overy. Arrow-straight
on the map, it actually deviates quite a lot under
wheel as it runs down the edge of a field before
becoming enclosed by hedges. A ford gets us
across Burton Brook, which flows past Scotland
(a hamlet half a mile downstream) before
reaching the Grand Union Canal.
We take a quick loop through King’s Norton
and past St John the Baptist, said by some to be
one of the finest parish churches in the whole of
England. It’s certainly an impressive sight and fills
the Defender’s rear-view mirror as we exit the
village along a byway.
A few more miles of tarmac takes us to lane 11,
which runs into the pretty village of Rolleston.
The lane takes us through a field of sheep, who
Now, that is what you call a winch. But no gloves? Tut, tut!
It turned out to be a field-edge lane, notsuitable for driving in the wet, so we join theA47 and loop round and join a lane 15, a UCRtowards Fearn Farm along the spine of a hill.This is a definite dry-ground-only lane. Deepruts left by vehicles driving it when too wet havescarred the ground and, as they’re lower thanthe surrounding grass, they stay wetter longer,so the problem worsens. As the ground is dry Istraddle the ruts with the Defender’s wheels, andget through easily.
Get sett…But vehicles aren’t the only ones to leave theirmark on the ground. Badger setts around thetriangulation point at the top of the hill threaten
The field’s home to another flock of sheepand also a herd of cattle. Hungry after amorning’s laning, we can’t help thinking thatif there were some pigs as well, we could havea mixed grill…After eating (our lunch bought from a deli
in Kibworth Beauchamp, not a locally sourcedanimal), we continue on our way, throughGlooston and on to dry and dusty lane 13towards Hallaton, turning north to Tugby atthe byway.We’re in properly rolling countryside now
– climbing and descending hills like someelongated fairground ride. Next, we take in abyway I’d seen the sign for several times fromthe A47, but never driven.
to undermine the ground. There’s just enoughroom to navigate the 110 between theentrances and, fortunately, there’s enoughsoil left to support the Land Rover. More rutsfollow and we straddle these before gettingon to firmer ground.The only indication that we’ve been there
is the flattened grass, unlike the last driverto drive along the ruts in the wet – the solidimprint of an extreme tyre is his legacy.A couple of tarmac miles sees us through
Hallaton and into Blaston, where anotherdusty UCR takes us south. Medbourne Brookflows along the valley and the lane overlooksthis and the grassy embankment that onceused to play host to branch-line trains.
OS Landranger 141LANE 15
©CR
OWNCO
PYRIGHT20
15ORD
NANCE
SURV
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IA00
1/15
SCENERYGREAT VIEWSTERRAINRUTTED – DEEPIN PLACESDRIVEABILITYNOT WHEN WETOVERALL
STARTGrid ref SP 783996
FINISHGrid ref SP 803983
1.7 MILES
Tom finds himself between a rock and a hard face
54 June 2015
June 2015 LRO 55
‘We arrive at the ford. It’s one that can be very deep
but, with the lack of recent rain, it’s only
up to the hubs’
We drop down to the valley floor and arrive
at the ford. It’s one that can be very deep but,
with the lack of recent rain, it’s only up to the
Defender’s hubs. Local dogs rush to the cooling
water as their owners take them for a walk
along the lane and we wait for them to leave
before driving through. There’s no problem with
traction; and a large hole that used to form part
of the southern ramp has been filled with rubble,
making an easier exit.
With water dripping off the 110 we make our
way to Thorpe Langton and the metalled road
network. It’s been a good day’s laning, made all
the better by the glorious weather. A grand mix
of greenlanes, fords, pretty villages and very little
traffic is a far cry from the din we left at the M1.
It’s like travelling back in time 70 years…
Turning west next to the church in Medbourne
we cross a part-time ford in front of St Giles’
Church. A 13th-century medieval pack horse
bridge crosses Medbourne Brook just upstream
of the road and it carries a plaque giving a
brief history of the village, suggesting there
could have been a ford on the Roman road to
the south of the village – a Roman villa was
unearthed there in 1721.
Feast of primary coloursLane 17, another hedge-lined track, takes us part
of the way back to Hallaton and we stop at the
green in the centre of the village. The strange
conical stone structure is the ‘buttercross’ and is
the focal point of the village on Easter Monday,
when the annual hare pie scramble and bottle-
OS Landranger 141LANE 20
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SCENERY
ROLLINGCOUNTRYSIDETERRAIN
FIRM, WELL-USED FIELD ROAD. FORD AT THE END, WHICH CAN BE DEEPDRIVEABILITY
ALL YEAR
OVERALL
START
Grid ref SP 737947
FINISH
Grid ref SP 741925
1.5 MILES
kicking contest happens. Hare pie is scattered
from the buttercross and then villagers from
Hallaton and Medbourne try to get two out of
the three ‘bottles’ – actually small beer barrels –
over a stream to claim victory for their village. It’s
a game with very few rules, so medical assistance
is always on standby…
We exit the village towards a lane we’ve
already driven partway along, crossing another
part-time ford to get to it. We then retrace our
dust tracks to where we stopped for lunch and
turn south to the last lane of the day.
You’d be hard-pressed to distinguish most of it
from the others by photos, but the bright yellow
of the oilseed field complements the deep blue
sky and red Land Rover perfectly to produce a
feast of primary colours.
During the kickabout, Neil couldn’t believe where his stone football landed
GREENLANING SOUTH LEICS
56 LRO June 2015
CU
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GR
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WHERE THE
TARMAC ENDS...
Spare Wheel Carriers Winch Bumpers Raised Air Intakes
Underbody Protection Expedition Equipment Stowage and Window Guards
JULY 2015 ISSUE ON SALE JUNE 10
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in the shops? Call us!
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60 LRO June 2015
MODIFIED HUMMER-DISCO 2
June 2015 LRO 61
A real HUM-
DINGER!What do you get if you cross a pair of Disco 2s with a Hummer’s grille and a
vivid imagination? You get awesome, that’s what, as Mark Saville reports PHOTOS: TOM CRITCHELL
MODIFIED HUMMER-DISCO 2
’m standing next to the
most striking Discovery I’ve
seen in a long time. This
big, black beastie looks
like an escapee from a
computer war game, ready
for anything that comes its way.
Part Disco 2, part Hummer and
part pick-up, this isn’t the first
unique Land Rover creation that
metal fabricator Dave Harding
has put together.
I’ve experienced Dave’s
creations twice before – and
each time I’ve been blown away
by the skill and passion he has for
transforming Land Rovers. This
122in-wheelbase monster is the
daddy of them all, though.
Where do you start?When I saw Dave’s Disco-cum-
Defender pick-up (LRO, February
2013), his daily drive was a
normal 1998 Td5 Discovery 2 –
this one, in fact. Or rather, the
front and middle sections of it
are from that Disco. ‘I wanted
something useable, big and
bulky; something noticeable.’
Dave knew he wanted a longer
wheelbase, but if he’d simply
stretched the Disco 2 it would
have been far too long and
skinny. It needed to be wider
too. The donor vehicle had an
immaculate body, but the rear of
the chassis was rotten. He found
another Td5 Disco 2 donor with
a good chassis.
‘Rather than stretching the
original chassis, I just spliced
the two together, keeping more
of the second chassis to make
the overall length greater. The
original fuel tank is still in its
original place.’
Body workoutThen, while trawling through
eBay, Dave spotted a genuine
Hummer grille and front panel.
‘I bought it and laid it across
the front. That gave me a good
width for the wheels and the
body. That’s when the Hummer-
style came to life.’
Dave handled all the bodywork
himself; he made every panel.
Starting at the back, he created
the inner loadbed panels,
ensuring it could take a full one-
metre Euro pallet.
Next, he changed the Disco’s
roof, removing the step. ‘I knew it
wouldn’t look right. I cut it back
to the B-pillar and made up a
section with stiff eners to replace
it and re-used the rearmost
section. The rear cab framework
is made from 40mm box-section
for strength, but the crosspieces
are 25mm box-section.
The rear tub outer and cab
panels are made from 1.2mm
Zintex sheet, which has an
I
Not Hummer in here
Dave’s had his Td5 chipped to 175bhp. In
later D2s it’s simply a case of reprogramming
the original chip, but on early D2s such as
this, you have to replace the entire chip. To
save the same bother next time, a later chip
carrier has been fi tted that will allow a simple
download to alter the performance.
Getting a lift
Britpart HD SuperGaz dampers and Terrafi rma
spring turrets give a two-inch lift in addition
to the two-inch body lift. It has standard
trailing arms and bushes at the moment, but
Dave plans either to change the front arms or
fi t castor correction bushes to get the steering
to re-centre itself better.
Any colour you like…NOT REALLY. IT’S STEALTH-BOMBER BLACK OR NOTHING
Dave (above) designed and
fabricated every panel and frame
on this amazing conversion. After
all that hard graft, he naturally
felt like a sit-down in a comfy
chair, which probably explains
why he searched for, and found,
that luxurious full-leather interior
for his amazing creation.
Interior sorted, it was time for
the paint job. The alternatives
were: pay around £2000 to have
it painted professionally, once
Dave had done all the fi lling and
preparation, or paint it himself
for a couple of hundred quid. He
opted for the cheaper option –
and did a cracking job.
He used a Schutz spray gun
and compressor. The Raptor coat
needs mixing before applying;
one-litre pots of liquid need
blending with a special hardener.
You’ve got 20 minutes before it
goes jelly-like and begins curing,
blocking your gun. Dave’s advice
is not to panic or pile on a thick
layer – apply two thinner coats.
‘Stand about 20 inches away
to avoid runs and stripe marks,
although this makes the job
messy. But keep your distance
and use even strokes.’ It’s touch-
dry in an hour, takes 24 hours to
go reasonably hard, and up to
three weeks to harden fully.
Rear access
Dave removed the wheelarch cut-out
section and blended in new panels to give
full-width doors, fi lling in the ‘missing’
sections. This included creating supporting
structures on the inside of the extended
doors. All very neat.
‘Like an escapee from a war game,
this big black beastie is ready for anything that comes its way’
64 LRO June 2015
electroplated corrosion-resistant
surface – that’s re-assuring.
WheelarcheryThe wheelarches needed a lot of
work. ‘I had some 15mm tube and
I rolled the shapes of the arches in
a little hand-roller and then made
frames on the bench to attach the
fi nal panels to. I had to be careful
to match the soft curve on the
edge of the Hummer grille to keep
everything matching.’
The wheelarches are made from
normal 0.8mm-thick mild steel,
with a steel supporting frame
underneath. After that, Dave
made the wings and the panel
that carries the Hummer grille,
and then the headlight boxes that
carry the crystal-clear Defender
headlights. ‘I made the front
bumper up in 4mm plate steel, to
replicate the front of the Hummer,
and bought some standard
fog lights and fi tted those. The
bumper end-caps I made out of
3mm box-section steel.’
American dream…
or nightmare?So far as making the bonnet
is concerned, the answer is
‘nightmare’. Originally, Dave
planned to use the skin from the
Disco 2 bonnet, but it was no
use – it was completely the wrong
shape. ‘I put it on to the body, but
it curved in all the wrong places. I
threw it in the bin.’
Starting from scratch, he made a
steel framework and then created
the bonnet skin by rolling small
sections over bits of tube on his
bench. More dedication and skill.
Dave’s unique Hummer-Disco is
remarkable, both in looks and in
the quality of the build – and all
completed in about 10 months.
Typically, he’s already planning his
next project. Will I be back? If it’s
half as good as this, you bet.
Engine: Td5 with 175bhp Superchip, 75mm core intercooler, silicone pipes, K&N fi lter Transmission: R380 gearbox, Defender Td5 1.411 transfer box
Steering: HD solid steering bar set, Terrafi rma HD steering damper Suspension: Super Gaz +2in, Terrafirma turrets, extended bumpstops, 2in
body lift Tyres and wheels: 315/75 R16 Hankook Dynapro RT03 MT, 8x16 steel modular wheels Winch: Winchmax 13,000lb Exhaust: 3in stainless rear box
TECH SPEC
No half-measures here
Can you tell what it is yet?
I love the look of this impressive vehicle. The
Defender transfer box helps the tweaked Td5 muscle
the big tyres along very effectively. The best bit is
being in control of this vast machine – it’s terrific.
VerdictWHAT'S IT LIKE? MARK SAVILLE
MODIFIED HUMMER-DISCO 2
LRO
4x Shocks
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66 LRO June 2015
MODIFIED MERC-ENGINED HYBRID
BRUSH WITH Theo Ford-Sagers discovers what happens when you wedge a Mercedes
June 2015 LRO 67
six-cylinder diesel lump into a Series III-style hybrid PHOTOS: LAURENS PARSONS
TARDOM
68 LRO June 2015
urability.
Power. Ease of
maintenance.
Efficiency... We
all know what
qualities are
needed from an overlander, but
who says those qualities have to
come from a Land Rover engine?
‘It started as this crazy idea and
then became a reality,’ explains
Marcus le Clair, the owner
behind this wonderfully unique,
Mercedes-engined creation.
He wanted a strong, capable
vehicle to take him overlanding
in Australia and South America,
and he wanted it to look, and
feel, like his ratty old Series III.
‘The engine that kept coming
up in all my research was the
Merc OM606: for reliability,
economy, the ease of finding
parts anywhere in the world, and
for the unbelievable amount of
horsepower you can develop
out of it.’ Tuned versions of
this engine can generate up to
600bhp. ‘I reached out to 10
firms to work on the project, but
they all said I was crazy.’
This is where Wiltshire-based
Lloyd Specialist Developments
(01985 988082) comes in. The
whole team was involved, but
the principal brains behind the
project were Nathan Lloyd and
Steve Cliff . Challenges like this
are their standard fare, having
built a reputation for bonkers
conversion projects and Rover V8
engine management upgrades.
‘Luckily, “no” was not in their
vocabulary,’ says Marcus.
What was involved?The team started with a new
galvanised coil-spring chassis,
and Marcus’s reconditioned
Series bulkhead, and fi tted
running gear that would
withstand the power of the
proposed six-cylinder engine.
Maximum power and torque are
roughly similar to what you’d get
from a tuned TDCi, so modern
Defender parts generally fi t
the bill – but Nathan and Steve
weren’t going to take chances.
Reliability was key. That meant
a four-pin, pegged diff up front
(preventing the crownwheel
from fl exing under load) and
a Salisbury 110 rear axle with
DSeries interior
Custom-made transmission tunnel is the
biggest clue that what lies underneath it
ain’t normal. The Series bulkhead required
only minimal modifi cation to fi t around
the bellhousing. One modern tweak is the
upgraded instruments; the speedo needle
gets its signal from a GPS receiver on the roof!
‘I reached out to 10 companies to
work on the project, but they
all said I was crazy...’
Tri-star performance
Mercedes OM606 3.0-litre straight-six diesel
came out of a 1999 Mercedes E300. Original
fl y-by-wire throttle was replaced with the
mechanical pump from an earlier OM603
variant (recalibrated by DTM Injection
Specialists), the fuel elements were swapped
to restore the original grunt. Lloyd changed
the electronic control for the turbo with a
mechanical actuator from a 200Tdi.
MODIFIED MERC-ENGINED HYBRID
Looks period, goes like stink. Plates just for show
Steve (left) and Nathan are justly proud of their work
So what’s it like to drive?LRO STAFF WRITER: THEO FORD-SAGERS
Taking to the road with this Land Rover
is like nothing else. The view from
the cockpit tricks you into expecting a
Series-style driving experience, but turn
the key and the illusion is shattered. The
six-cylinder bursts noisily into life, filling
the vehicle with a business-like rumble.
Despite having comparable power
to a modern TDCi, peak torque doesn’t
tail off so quickly, so you get maximum
enjoyment by holding the gears for
longer, almost like you’re driving a V8.
The revs build and the pulling power
just keeps coming. By the time the
rev needle climbs above 3000rpm the
engine’s roaring like a mad beast and
chucking out bags of oomph.
Although the interior’s spartan and
brutal diesel noises come from up
front, you’re treated to a modern(ish)
driving experience, with the ride quality,
braking and cornering abilities you’d
expect from a modern Defender 90.
That’s what I call a winning combo!
70 LRO June 2015
MODIFIED MERC-ENGINED HYBRID
disc brakes. In the middle they
chose an MT82 six-speed gearbox
from a TDCi Defender, and LT230
transfer box. To improve engine
reliability, the electronic pump
was replaced with a mechanical
version from an earlier OM603
version. Even the engine’s stop
solenoid is vacuum operated.
The result is a perfectly simple
powertrain that doesn’t need any
wires to run. You can tow-start it
without a battery and it’ll go. And
the best part? It’ll exceed 30mpg.
The trickiest bit was the bell-
housing and fl ywheel adaptors,
computer-aided designed by
Nathan’s brother Daniel, to
use a TDCi clutch and fl ywheel.
‘We didn’t want custom clutch
components. Everything from the
gearbox back had to be standard
Land Rover,’ says Nathan.
Hybrid bodywork Marcus was determined to keep
the Series look, no matter what.
‘Something about the simple
functionality of the SIII made
me fall in love with this model. I
wanted to make it more modern,
but without sacrifi cing the look,’
he says. The Series III steering
wheel for example, is mated to
a Defender steering column. ‘I
had to chop the splined section
off the Series column,’ Nathan
says, ‘drill the solid bar out of the
middle of the Defender column,
put in the splined stub that I’d cut
off the Series column, and then
TIG weld it in.’ On the outside,
Steve bonded Series wheelarches
inside trimmed Defender wings,
and the joins were fi lled over.
The accessories list is minimal,
but three fuel tanks carry enough
diesel for the Aussie outback:
a standard tank at the back, a
Safari-Equip tank inside a rear
wheelarch, and a Ninety tank
under the driver’s seat.
Oz and beyondBy the time you read this, the
Land Rover should be basking in
the antipodean sun. Adventures
await along the east coast, with
Chile and Argentina also on the
agenda. It’s not a conventional
vehicle to take overlanding, but
I would. Wouldn’t you? LRO
Chassis: Galvanised Defender 90 Engine: Mercedes 3.0-litre OM606 straight-six diesel Power & torque: Approx 200bhp, 290lb ft Transmission: MT82 six-speed TDCi Defender gearbox, LT230 transfer box Axles and suspension:
Front axle: four-pin, pegged diff. Rear: Salisbury 110 axle with disc brakes. Uprated rear springs, Pro-Comp dampers Tyres: Insa Turbo Special Track 235/85 R16
TECH SPEC
Tropic-al of the bunch
A tropical roof (for dealing with desert
heat and night-time condensation) sits
on top of a Series III-style station wagon
body, with a rare split tailgate. Beneath the
galvanised Defender chassis crossmember
you can see the guard over the rear fuel
tank, and Salisbury rear diff .
The underbelly
Defender transmission, with modifi cations.
The length of the engine means the gearbox
and transfer box are mounted further back
than standard, requiring a stubby rear prop
(from D&F Propshafts). The front section of
the stainless exhaust was made by Steve.
76 LRO June 2015
EQUIPMENT PREP ADVICE
12 essentials to
GET READY for adventurePlanning a big trip? Follow Sam Watson’s guide to getting your kit into
shape before you go – and avoid any missing essentials out in the field
ummer is looming, and for many
that means prepping and packing
for a big trip. For some Land
Rover owners this is established
practice, but for many it’s a new
and uncharted minefi eld – so
here’s a handy 12-point checklist of things you
need to address before heading off into the wide
blue yonder.
We’re not dealing with vehicle mechanics here
– that subject is covered elsewhere in LRO. We’re
recommending practical travelling and camping
kit, all based on the team’s travelling experience.
These days, anyone planning a vehicle-
dependent expedition is blinded by a blizzard of
adverts for equipment – from 12-volt toastie-
makers to a million diff erent types of stove. Most
of it is stuff you really don’t need, and it’s a fact
that the more complex the system, the more
there is to go wrong and get forgotten about.
Our suggestions should give you many years of
continued use, rather than being dumped at the
back of a cupboard after a single outing.
If you’re a seasoned adventurer, this guide also
gives you helpful hints on how to get (and keep)
your existing kit in serviceable shape. If you keep
it simple, concentrate on the essentials and keep
clutter to a minimum, it will be step one towards
having the freedom to enjoy your trip. And that’s
the main thing, after all!
S
Pitch everything before you
go. Check for rips and mildew,
and make sure the zips and
Velcro aren’t gummed up. Give
your mattresses a good airing
if necessary, and make sure
sleeping bags and mosquito-net
fastenings are functional.
Silicon lubricant for zips
is really good, and graphite
powder lubricant doesn’t attract
clogging dust like oil does.
Nikwax makes a wide range of
re-proofi ng, cleaning and fabric
maintenance products you can
buy in outdoor shops. A tent
repair kit and a sewing kit are
worth packing. Are your tent
pegs okay? A peg extractor is a
fi ne tool. So is a rubber mallet.
02Tents and
awnings
Fettle your fridge
Fridges are incredibly useful,
for obvious reasons. They
need to be stored with a
chock holding the lid slightly
open – fresh air prevents the
growth of stinky bacteria.
Test it before you go. If it
needs cleaning, household
bleach will do the job. When
packing your fridge, stock it
with pre-chilled supplies.
Also, if possible, run
it down to working
temperature on the mains
so you don’t overstrain the
batteries in your Land Rover.
Camping chairs
are essential items. If you
have them already, are they in
good health? Make sure your
packing arrangements are
sorted; ensure equipment is
easily accessed and you won’t
be cursing in the back or on the
roof looking for stuff, or hauling
at obstructive items when tired
and pitching camp after a long
day’s drive. Ratchet straps are
useful, but check they’re not
knotted. Ditto storage boxes,
which should be in good order.
03Check your camping equipment
01
June 2015 LRO 77
Spare tyres
An obvious necessity – but they often slowly
go fl at over time. If they do, you need to know
why. Alloy wheels can slowly corrode and
cause fl ats in healthy tyres (just ask anyone
who knows about the Camel Trophy and the
Discoverys) and tyres stored on bonnets can
suff er from UV damage. Check valves have
valve caps, and make sure you have spares.
Another must-have – but it does have use-by
dates – not just on medications, but also on
hardware. It’s worth keeping a list of expiry
dates on the outside of your medical box.
Check for things that got used on your last trip:
painkillers, antihistamines and stuff for upset
stomachs. Replace anything that needs it.
Padlocks and add-on locks are
useful for security, but can get
clogged and corroded. WD-40 is
very good at unblocking them,
but a squirt of graphite powder
in the mechanism stops clogging
in the first place. High-security
locks (with cylindrical keys) are
excellent bits of kit, although
they can wear out quickly.
Equipment to keep
your stuff secure
Medical kit
07
If you don’t take this, you’ll spend a bomb
feeding yourselves. Or starve. Make sure you
have the right type of fuel for your cooking
apparatus and that jets are unblocked on
meths/gas stoves. Check pots and pans are
clean – especially if it’s all hairy with mould
after you lobbed everything in at the end of
your last trip unwashed. If stored food is past
its use-by date or has got damp, you could be
in for a hungry evening in your fi rst camp.
Kit for cooking
your food05
06
‘It’s a fact that the mor complex the
system, the mo there is to g
wrong’
Water is vital for survival – and your own
water container will give you a degree of
independence. But beware – water tanks
and jerry cans (especially when stored with
their fi ller cap on) can be a haven for harmful
bacteria. Caravan shops stock all sorts of useful
products for cleaning tanks out; most need to
be left in for 24 hours and then rinsed out.
Water storage
devices08
04
78 LRO June 2015
EQUIPMENT PREP ADVICE
STEVE PURVIS
SENIOR GLOBAL EVENT LEADER, LAND ROVEREXPERIENCE
‘I have one
simple piece
of advice for
customers who
are planning
a big trip and
looking at
every gadget for camping (I admit
I have used most of them, and
thrown them away). Pack what you
think you will take round the world,
then go camping to a place you have
never been in the UK. Stay there for
a week, eating, drinking and living
from the back of your vehicle. Then
go home and throw out the stuff you
don’t use – you won’t need it.’
Even if you drive a Tdi
without any, electronics
are still a necessary evil in
today’s world of adventures.
Is your GPS antenna firmly
attached? Does the CB work
and can it be hidden from
eyes of customs officials
abroad who might not like
it? Do any other widgets
need attention – iPads,
iPods, laptops, walkie-
talkies, inverters, solar
panels, snd so on? Do
you have working 12-volt
chargers for everything?
Do your batteries still hold
their charge?
Are your electronics
properly sorted? 11 12The one thing that can
really turn a dream trip
into a nightmare is you!
Your physical fitness and
alertness are vital. So don’t
set out on a long trip when
you’re feeling tired.
If you’re thinking of a
long haul with several days’
multi-hour driving, try to
bank up some sleep before
you go. The consequences
of driving a heavy Land
Rover when tired can be
deadly. A dry run – maybe
on greenlanes – is a good
idea, just to familiarise
yourself with where
everything is. LRO
Get
rested
Maintenance items
A full toolkit is very handy, and ensure you have
enough service parts and spare fl uids for your
trip. In developing countries this means extra
fi lters too. Many ferries get jumpy about vehicles
with fuel or gas canisters on display. Do you need
a fi lter wrench? Can you cope with problems in
the fi eld? Cable ties and gaff er tape are worth
packing, as are jubilee clips of various sizes.
09 Make sure batteries are okay and that you have spares.
Do your lighters work? Are matches okay (and strikers?).
Do you need firelighters or charcoal? Do your 12v sockets
work? Make sure mice and bugs haven’t got into storage
areas, and that mouse poison has been removed.
10Make sure your useful
equipment stays useful
Heritage Classic Car Insurance, part of Norton Insurance is authorised & regulated by the Financial Conduct Authority.
Call Heritage Specialist 4x4 InsuranceSpeak to your personal client manager to get yours today
0121 248 9449www.heritagecarinsurance.co.uk
We give our customers a free
GPS Tracker(RRP £249.99)
WORDS: MIKE GOULD IMAGES: MIKE GOULD, LAND ROVER/
BRITISH MOTOR INDUSTRY HERITAGE TRUST, HONDA UK
‘The idea of a 4x4Rover caused
consternation inLand Rover –
all-wheel drivewas its preserve’
80 LRO June 2015
FREELANDER THE FULL STORY
Farewell to the
The last Freelander rolled off the Halewood production line with scant
ceremony on October 4, 2014 – but with almost a million built, we think
it’s time to pay tribute to this significant model
early a quarter of all Land
Rovers made (not including
the Range Rovers) have been
Freelanders, yet the model
had its roots not with the
Green Oval but with Rover
Cars. It started life as a project known as
Oden, which itself stemmed from a project
called Pathfi nder, conceived as an MPV like
the Renault Scénic but predating it by years.
To extend its appeal, Oden was developed as
both a two-wheel-drive car and a 4x4.
The viability of the Steyr-Puch four-wheel-
drive system was demonstrated in a prototype
based on a Honda Shuttle. The transmission
drove the front wheels directly, with the rear
wheels connected through a viscous coupling.
Off -road testing took place at Eastnor and
Gaydon, alongside vehicles such as the Suzuki
Vitara. The results were encouraging.
However, the concept of Oden as a 4x4
caused consternation at Land Rover, which
saw all-wheel drive as its own preserve. Land
Rover won the struggle to claim the vehicle,
but could not reconcile itself to the concept of
a vehicle wearing the Green Oval but without
the full-blown two-speed transmission
deemed essential for off -road control. In the
face of this opposition – and with Rover Group
owner British Aerospace reluctant to fund
anything – Oden was shelved.
There it would have remained but for
Dick Elsy, head of the Discovery product
development team, who was looking at
potential replacements for the model. None of
the proposals was signifi cantly more effi cient
than the original in terms of fuel consumption
and emissions – factors that were growing in
importance. Casting around for other options,
Elsy recalled Oden and set about reviving it.
New market segmentBy the early 1990s it was becoming clear
that a new market segment of light 4x4s was
opening up, led by the Toyota RAV4, which
was shown in its production form at the 1993
Tokyo Motor Show. Oden, or a version of
it, was then put forward as an incremental
Land Rover model rather than a Discovery
replacement. This idea appealed to Land
Rover management, who were aiming at a
target of building 100,000 vehicles a year
at Solihull. Elsy got Rover Special Projects to
cobble together an open-top concept in the
style of a Suzuki Vitara from one of the Honda
Shuttle four-wheel-drive prototypes and
presented it, adorned with Cyclone decals, to
an enthusiastic Rover Group board.
BMW takeoverWork on the Discovery replacement was put
on hold and Elsy took charge of the new
project, which took a new name, CB40, from
the building in the Triumph plant at Canley
where the team was based.
CB40 was a Land Rover that signalled a
major departure for the marque. There was
no separate chassis, no aluminium and a
front-wheel-drive layout. Many of the CB40
engineering team were fresh from the
cancelled Challenger project, and brought
with them some of its ideas, including using
composite and other high-technology plastic
materials. For the moment lacking a two-
speed transfer box, its adoption was a bold
move for Land Rover.
CB40 was still in its infancy when BAe sold
Rover Group to BMW. Made aware of the
project during the ‘due diligence’ process,
BMW was encouraged by the possibilities it
N
Former Land Rover
Special Vehicle Operations
manager Anne Youngson
was the driving force
behind project Oden and
can rightly be described
as the ‘mother’ of the
Freelander.
ANNE
YOUNGSON:
‘MOTHER OF THE FREELANDER’
June 2015 LRO 81
‘The objectiveof achieving true
Land Rovercapability
was difficultto resolve’
Rover Cars’ Oden project was an MPVoffering two- and four-wheel drive
Intermediate Reduction Drive and infamous viscous coupling
Maestro vans were modifi ed to represent the CB40’s structure
and fi tted with four-wheel drive transmission for testing
Freelander production approached one million and helped to push Land Rover into the automotive big league
Dick Elsy was moved from
the Discovery replacement
programme to direct
the CB40 project, which
became the Freelander.
DICK ELSY
FREELANDER
PROJECT DIRECTOR
FREELANDER THE FULL STORY
82 LRO June 2015
‘Project directorDick Elsy was worried about dropping Land
Rover’s signaturealuminium’
could bring in a burgeoning new sector – a
factor that sharpened its desire to acquire the
British car company.
Monocoque shellBMW had strong opinions about the design.
If the new model was to be a Land Rover,
it was going to look like one. New Rover
Group boss Wolfgang Reitzle told BMW’s
American designer Chris Bangle to work with
Rover’s Gerry McGovern to re-sculpt CB40.
This resulted in a Discovery-like step in the
roofl ine and barrelled sides that hinted at
the distinctive profi le of the Defender. The
wheelarch apertures were also restyled to
prevent the vehicle looked under-tyred.
They decided early in the programme to
off er both three-door and fi ve-door versions.
As project director Elsy later explained, the
extra tooling and development costs were
minimal compared with the extra customers
it would attract. Built on a common fl oorpan
and shared wheelbase, the three-door had
bigger front doors, with an integrated bar
joining the B-pillars. Glass panels formed the
front roof and it was off ered with either a
hard or a soft rear section.
The body was a monocoque steel shell,
with the bolt-on front wings made of tough
plastic. Elsy later recalled being worried about
dropping Land Rover’s signature aluminium,
but research carried out for the Challenger
suggested that his fears were misplaced.
The suspension was a radical departure for
Land Rover, being independent MacPherson
struts all-round located by lower arms at
the front and a trapezoidal link at the rear.
A front anti-roll bar was also fi tted. Despite
the fears of Land Rover purists, this gave it
supple roadholding with respectable off-road
articulation. Its all-terrain capability was aided
by an unladen weight of about 1.5 tonnes, far
lighter than any other Land Rover at the time.
Choice of engineThere was considerable debate about which
engines to use. Land Rover’s own petrol V8
and Tdi Gemini diesel were unsuitable, so
the choice fell on Rover car engines. The
2.0-litre T-Series was considered for the petrol
derivative, but it was scheduled for run-out
and had a poor reputation in its Discovery
installation, so the 1.8-litre big-bore K-Series
was selected. This had a smaller capacity than
the norm for the sector, but its rated power
output of 120 horsepower was competitive.
The vehicle was also designed around the
2.5-litre KV6 for overseas markets, although
this was very much a ‘job 2’ installation
thanks to the lukewarm reception given to
CB40 by Land Rover of North America, which
considered (correctly as it turned out) that
there was too much competition in the sector
in the US and that it would damage the
company’s premium reputation. Although the
engine bay was designed to accommodate
the KV6, there was no room for the cooling
pack and its later introduction required the
addition of a ‘snout’ to the front end.
Steyr-Puch 4x4 systemWith diesel on the ascendency in Europe, the
choice of a suitable engine was key. The Rover
Cars L-Series diesel, developed in conjunction
with Perkins and being tested in fi ve-cylinder
form as the basis for the Td5, was an excellent
product, especially in the turbocharged and
intercooled installation chosen for CB40. A
power output of 96bhp seemed puny by Land
Rover standards, but it suited the new ‘baby
Land Rover’ well, developing torque of 155lb
ft at only 2000rpm.
In another departure for Land Rover, the
engines were mounted transversely and
coupled to the Rover Cars PG1 gearbox,
derived from a Honda design. Four-wheel
drive was accomplished by the use of
the system devised by Steyr-Puch for the
Honda Shuttle prototypes, but modifi ed
for production. Dubbed the Intermediate
Reduction Drive (IRD), it consisted of a single
case that contained gearing to adjust the
gearbox output ratio, provide a diff erential
and drive for the front axle, plus drive to the
rear axle through a bevel gear.
Placed halfway down the driveline for
the rear axle was a viscous coupling unit
This early three-door clay model shows Land Rover was targeting the sporty, small SUV market
CONCEPTION AND DEVELOPMENT OF LAND ROVER’S RADICALLY DIFFERENT ‘BABY’ 4x4
Conceived in a Rover Cars project known as Pathfinder, the Freelander became reality via developments codenamed Oden, Cyclone and CB40. It was a lengthy gestation, but the result was a radically different vehicle that opened up a massive new market for Land Rover.
The Freelander marked a radical departure for Land Rover with a steelmonocoque body shell, transverse engine, independent suspension and– to the horror of Land Rover traditionalists – no exterior aluminium.
When BMW acquired the Rover Group in 1994 it was keen to make surethat the CB40 embodied Land Rover cues, so the design was modifiedwith more barrelled sides and a sculpted clamshell bonnet.
Rover’s owner, British Aerospace, was unwilling to fund projects dreamt up by its imaginative product planners, and so collaboration became the name of the game. Hyundai was approached to take part in the Oden programme and renderings such as the one above were the result.
June 2015 LRO 83
The three-door with its removable roof panels and choice of soft or
hard backs was designed to appeal to a young, prosperous age group
Land Rover design director Geoff Upex (right), who was fresh from styling the MGF, with CB40 lead designer Gerry McGovern
FREELANDER THE FULL STORY
84 LRO June 2015
that reacted to slip between the two axles
and locked them together. To sharpen the
response, the ratios of the two axles were
slightly different. This led to spectacular
tyre wear on early models, so the ratio was
progressively reduced until the optimum
difference was achieved.
Hill Descent ControlThe objective of achieving true Land Rover
capability was difficult to resolve. A key
project meeting decided a two-speed transfer
box was needed, but that there was no
engineering solution to package it into the
space available. The meeting moved on to
discuss whether anti-lock braking should be
optional or standard.
It was during this that an engineer
suggested that ABS could be re-programmed
to control downhill speed. He was sent away
to see if it could work and the result was
Hill Descent Control (HDC). The solution to
achieving Land Rover cross-country ability
arrived in an instant and HDC went on to win
a Queen’s Award for Technology.
Less advanced was the specification of a
disc/drum braking system that may have
saved money but led to complications with
the development of the ABS system and a
tendency for the nose to plunge during heavy
braking that was never entirely eliminated.
The project was proceeding apace when
project manager Steve Heywood asked Elsy
what the vehicle was going to be called, so
that the panel for the badge could be tooled
up. The favoured name of Highlander was
registered to Volvo, but Freelander occupied
the same space – CB40 now had a name.
Design changes put back the launch of the
Freelander from the March 1997 Geneva show
to Frankfurt in September that same year.
The new Land Rover received an enthusiastic
reception, and the optimistic sales forecast
of 60,000 units was passed in the first full
year of production, as the Freelander became
Europe’s best-selling 4x4. By the end of the
millennium more than 130,000 Freelanders
had been produced, easily surpassing Land
Rover’s once seemingly impossible volume
aspirations. But by now BMW was in danger
of being brought down by the loss-making
Rover Cars. Land Rover was seen as an asset
to provide the cash for a dowry to anyone
willing to take Rover Cars off BMW’s hands.
A deal was struck with Ford, which took up
ownership in July 2000.
Ford’s first priority was development of
a new Discovery, which had been shelved
in favour of a minimal change programme
that resulted in the Discovery 2. However, a
facelifted Freelander would be the first vehicle
launched under Ford ownership...
Next monthThe story continues with the development and
arrival of the Freelander 2. LRO
The five-door was aimed at more mature customers. Both models had plenty of stowage space
The 1.8-litre K-Series petrol engine worked hard in the Freelander and reliability problems were legion
The accessories team worked alongside designers to appeal to the lifestyle of target customers
Finally some curvesworth discussing.
BEHIND THE SCENES SIDE SCREEN MAKER
’m standing in a shed, a proper Land Rover
owner’s shed. It’s a cluttered, interesting
place where proper engineering ‘magic’
takes place. It’s wonderful.
The gentleman thoughtfully drawing
on his pipe as he meticulously aims his
hammer for the next blow in the workshop near
Yeovil in Somerset is Mark Le Lohé, a retired
Westland Helicopters design engineer, and
owner of a 1952 Series I 80in.
He bought the Land Rover in 1976 from his
brother, a civil engineer who was about to go
overseas to work on the trans-Iranian highway.
He paid him just £50 for it.
Mark used the little Land Rover for everything
until about 1987, when it was laid up while he
got on with other non-Land Rover projects.
Twenty-six years later, after thorough
recommissioning – which included major chassis
reconstruction work at the front – the Series I
was once again ready for anything. Well, almost
Mark’s shed is everyLand Rover DIYer’sdream workshop
Mark Saville meets Mark Le Lohé, the man who
makes Series I 80in side screens – from scratch
86 LRO June 2015
Just one of the tools Markhas made. This one forms
the unique wire hinges
Mark’s ’60s-vintage spot-welder. After 10 welds, it needs a rest to cool down
‘I DIDN’T REALISE THAT NOBODY WAS MAKING THEM’
June 2015 LRO 87
anything. Mark and the Series I were involved in
a collision right outside his house.
The beginning of Mark’s side-
screen-making adventure‘I decided that this time I was going to rebuild
my Series I from the ground up,’ explains Mark.
‘The insurance company agreed to give me
enough to pay for a new chassis, but I had to
cover the cost of everything else.’
Mark sent all the galvanised steel cappings to
be re-galvanised. Unfortunately, the company
accidentally damaged one of the side-screen
frames (aka door tops), badly bending one of
the edges. ‘I couldn’t find a secondhand frame
for love nor money,’ says Mark.
Necessity, engineering skill
and an inventive solution The outcome was that he decided to make a
repair section for the damaged frame himself.
After considerable trial and error, Mark worked
out how to recreate a section of frame tube.
After trial-fitting it into the frame, the whole
thing was stripped, TIG-welded and re-
galvanised. The repair is almost invisible.
It was only during his initial search for a
replacement frame that Mark discovered a
potential niche market. ‘I didn’t realise that
nobody was making them. Derek Heynes at
the LRSOC [Land Rover Series One Club] shop,
suggested I should start making them.’
So, just how complicated is it
to make a side screen?Basically, the frame is made up from five
identically profiled tubes. The first stage is to
form sections of channel, and then fold over
the final side to complete the tube. ‘I started
off hand-beating these myself. I made a folding
tool in the back garden.’ The first fold is bent in
the opposite direction to all the others. ‘That’s
what makes them so difficult to make. A plain
rectangular section would have been simple.’
It was taking Mark an hour and 20 minutes to
make one section of tube, and he needed five
for each frame. It wasn’t going to be economical.
A mate of Mark’s runs a sheet metal business,
and he thought he might be able to press-break
three of the bends. ‘That turned out very well,
so I made up a couple of trials to get the size
exactly right.’ That just left the final fold to
complete the tube.
To make this final fold, Mark has made a two-
piece tool that holds the partly formed tube,
into which he places the work piece. Before
getting liberal with a large mallet and a block of
wood, he places a mandrell inside to support the
forming box section as he hammers away.
This fold is finished off with a section of lorry
leaf spring and a small engineers’ hammer
(that’s what he’s doing in the photo above).
It’s ‘simply’ a matter of repeating this process
BEHIND THE SCENES SIDE SCREEN MAKER
88 LRO June 2015
10 times to create enough tubes for a pair of
frames. Then, of course, they need assembling.
A spot of spot-welding,
1960s-style, 10 welds at a timeAfter creating the final bend in the tubes, Mark
spot-welds the two open edges together, using
a 1960s-vintage welder. He spot-welds one end,
checks for any twist in the tube, then does the
other end followed by one in the centre. Then
he does another in between the centre and
both end welds; five in total. After 10 welds, the
machine needs a rest to cool down.
He uses a flat anvil, rather than a pointed
electrode, for the external side of the weld
because it only leaves a very faint witness mark.
The interior electrode is a pointy job.
‘That’s exactly how they would have done it
originally,’ says Mark.
Angles and measurements
are critical to successThe jig Mark uses to position the tubes to make
the frames is, he smiles, a ‘trade secret’. All he’ll
reveal is that it’s double-sided, allowing him to
make perfectly mirrored pairs of frames.
Before welding them all together, they need
trimming to length and mitre-ing. Then he
inserts the special bracket inside the front tube
to prevent it crushing when the wire hinge or
later-style flat plate hinge is fixed in place.
All the vital measurements are meticulously
recorded in detailed notes; imperial fractions,
naturally. ‘I’ve got the mitre angles marked on
the bench, so I set up my carpenters’ adjustable
square and mark the cuts on the tubes,’ says
Mark. When joined together, these mitre angles
create the correct angles for the leading edge
of the frame, and the perfect 90º corners.’ Once
welded together, Mark drills and fits the two big
To make the 3mm Perspex up to the correct
thickness for the channels, they bound the edges
with aluminium.
‘Most of the material production was going
to rebuild Europe. Rover had trouble getting
steel of the gauge it wanted. On my 1952 80in
there are right-hand parts that are of different
gauges to the left-hand parts; in one case, two
thicknesses of steel have been brazed together
to make the right gauge.’
A finished pair will cost around £1300,
including carriage to the UK and mainland
Europe. You could buy a pair of frames and fit
the windows or filler panels yourself for around
£600 but you’ll be a braver man than me! LRO
studs in the bottom tube that secure the frames
to the door bases.
All finished and off to the
galvanisers, but first...Before they can be galvanised they have to
be sandblasted to remove the carbide layer
(discoloured areas) caused by the heat of
TIG-welding. Carbide is very resistant to the
hydrochloric acid etch, which is vital to successful
galvanising. The acid acts as a flux, helping the
galvanising zinc to flow smoothly and evenly
across the surface of the steel. The steel has to
still be damp with the acid as it goes into the
galvanising tank, which is at least 500ºC, the
melting point of zinc.
What do you do to make shiny
galvanising look more suitable
to fit to an old Land Rover?The frames come back from the galvanisers
looking very shiny – too shiny, in fact. One means
of giving them the patina they need is to leave
them outside in the garden. Another way Mark
achieves this is to brush them with vinegar and
wash it off afterwards with bicarbonate of soda.
‘Everything goes out in the garden, rubbed
down with a bit of fine Scotch-Brite and with a
squirt of WD-40 all over. Sometimes, I don’t have
any weathered frames in stock and people have
to have them shiny, which is how they would
have left the factory.’
Can you supply completely
painted and finished side-
screens, ready to fit?The short answer is yes. ‘I buy the Perspex
windows from the LRSOC shop. On the early
ones, up to 1952, the Perspex was 4mm. After
that, it was 3mm because of material rationing.
After inspecting his handiwork, Mark will sandblast the frames ready for acid-etching
Mark makes the cappings and fittings for
80in tailgates, too. ‘It all started when I was
contacted by a Swiss owner who asked me
if I could make them.’ Mark said yes,and has
never stopped producing them. Pictured is a
batch of finished cappings quietly maturing in
Mark’s back garden, ready for dispatch.
Do you make any other parts for 80in Series Is?
CONTACT: Mark Le Lohé
([email protected], 01935 824404)
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92 LRO June 2015
‘The really big billcame in 2012when the ACEpipes started
leaking at 175,000miles. Ouch!’
t was in May 2001 that I
bought my Discovery, an ex-
Land Rover management
vehicle with about 45,000
miles on the clock. I figured
that even though the mileage
was high for the year, Land
Rover would have maintained
it properly since it was new in
December 1999.
Warranty covered the first
three years, but there were no
major problems anyway. With
the warranty expired, I felt free
to begin making modifications,
and have added several over
the years. Rear parking sensors
help to cope with an awkward
angle when reversing out of the
garage. Side steps were needed
so Mrs Taylor could reach our
roof tent to help me open and
close it. An auxiliary battery
powers the fridge when camping
– and the kids’ electronic toys
when not.
From the Land Rover
accessories list came picnic
tables, again very useful for
our two boys. I’ve added an
extended cubby box lid to give
me somewhere to keep and
charge my mobile phone. But
probably the most fun comes
from the combination of a Van
Aaken chip for the Td5 engine
and a Twisted Performance
stainless steel sports exhaust.
Between them, they give me
173bhp on the dynamometer,
with a very satisfying increase
in mid-range acceleration and
some lovely noises under power.
The first real negative came
in 2004, at 90,000 miles, when
oil found its way up the injector
harness – a classic Td5 problem.
The next big issue came at
125,000 miles, when the autobox
started slipping. An Ashcroft
reconditioned item did the trick.
After that came a seized ignition
switch – which happened right
outside the MoT station!
Two ABS sensors have gone
AWOL, and one air spring has
been replaced twice, the second
occasion associated with a failed
HERE TO STAY
hip and asports exhaust give 173bhpand some lovely noises’
James looks back on his Discovery’s first 200,000 miles
HOW FAR? 200,000 miles
HOW THIRSTY? 27mpg
OWNED FOR: 14 years
JOB DONE! Made a pad that
stops the keys rattling
DON’T MENTION… Niggles such
as failure of the driver’s seat
bum-warmer. Brrr!
1999 DISCOVERY 2 Td5
James
Taylor
MR ROVERPHILE
height sensor. The air compressor
failed at 165k miles, but the really
big bill came in 2012 when the
ACE pipes started leaking at 175k
miles – about £1900. Ouch!
So my Discovery has been
getting more expensive to
maintain over the past three or
four years. However, buying a
decent replacement would cost
me at least £5000 a year over
several years. Even if it saved
me £1000 a year in fuel costs, it
would still demand £4000 of my
hard-earned.
So until the Discovery starts
costing that much a year in
maintenance, it’s staying.
Besides, we all love it.
Built to last
I
Our Land RoversDriving, breaking and fixin th fleet
June 2015 LRO 93
LRO’s month
in numbers
ADVISORIES ON MARK’S 1957
SERIES I’s VOLUNTARY MoT
NEW BRAKE PADS FITTED TO
LRO’S DISCOVERY 1
WET ECU AFTER RUSS DIDN’T
TIGHTEN HIS RAD FILLER CAP
INTERNATIONAL AIRPORTS
USED BY SAM THIS MONTH
FEET – ALTITUDE DRIVEN
BY JOSE ON HIS LATEST
PORTUGUESE ADVENTURE
MAN-HOURS SPENT TRYING TO
GET THE BODYWORK ON THEO’S
SIIA 109 TO LINE UP PROPERLY
FRAGMENTS OF NEIL’S REAR
DOOR WINDOW, AFTER HIS 110
ROLLED INTO HIS HOUSE
0
8
1
6
6538
20
3228
Of course, keeping it goingis a big part of the fun!
Picnic tables are Land Rover extras
PROBLEMS? ONLY THESE! 55,000 miles: side rubbing
strip comes adrift
90,000: oil in injector
harness; broken door stay
106,000: broken seat
mechanism bush
115,500: aircon leak
119,000: noisy hub bearing
125,000: slipping autobox
137,500: ignition switch
failure
144,500: ABS sensor,
heater fan and door stay fail
148,000: ABS sensor fails;
leaks in air spring and rad;
worn anti-roll bar bushes
164,500: air spring
compressor fails
175,000: leak in ACE pipes;
air spring (again), height
sensor and intercooler all fail
193,000: worn steering
drag link UJs; fuel gauge
sender fails
Raised cubby box provides cover for mobile phone
’Piggy-back’ chip, from Van Aaken, seen before installation
really enjoyed the Romanian
mountain adventure I did
last year, but it was tough on
my 110’s Warn 9.5Ti winch.
did more winching on that one
trip than in all the seven years
I’ve owned the Land Rover.
I can’t remember when I fitted
the synthetic winch rope, but it’s
certainly been on there a long
time, and it came back from
Romania looking decidedly the
worse for wear. I was impressed
with what it had done; day after
day of winching the heavily laden
110 up some very steep slopes.
We used my pulley block a lot to
ease the load, but there were
times when I wondered how the
rope managed to survive.
So I visited David Bowyer’s
Goodwinch stand at LRO’s show
in Peterborough last September.
David – one of the UK’s top
winching experts – sells
Dyneema 12-strand synthetic
winch ropes made to his own
specification and they have a
reputation for strength and
durability in tough conditions.
He recommended the 11mm by
27.5-metre rope, fitted with a
large yellow safety hook. This
2002 EX-G4 CHALLENGE DEFENDER 110 Td5
Our Land Rovers
n
I
‘The new rope isready for action,although I hope Iwon’t need to useit as much as I did
in Romania’
IUndoing mud-caked securing screw
94 LRO June 2015
John
PearsonEDITOR-IN-CHIEF
‘Give me a winch and I’lltake a mile’
HOW FAR? 108,247 miles
HOW THIRSTY? 25mpg
OWNED FOR: Eight years
JOB DONE! Winch rope fi tted
DON’T MENTION… Cleaning mud
out from behind the winch
New rope toTHE RESCUEJP replaces winch’s tired twine with Dyneema
cost £216 (the yellow hook is an
extra fiver).
I’ve done a lot of work on the
Defender in recent months, so
I’ve only just got around to fitting
the new winch rope. It’s an easy
job; my only concern was
whether the rope-securing screw
would be tricky to undo. The hex
head was filled with crud, so I
cleaned this out before
attempting to undo it. Also, the
winch drum was slightly rusty,
but I cleaned that before
spooling on the new rope.
I put the rope on as neatly as I
could and it does look a treat
now. It’s ready for action on
my next series of adventures –
although I hope that I won’t
need to use it quite as much as
I did in Romania. LRO
Now ready to winch. A vinyl cover will protect it from road muck
Winding new rope on to cleaned drum
96 LRO June 2015
Our Land Rovers
fter a fantastic Green
Oval shopping spree,
I now belong to a
Land Rover-only family.
While I’ve always owned Discos
and Range Rovers, Mme André
has only run small hatchbacks.
But with two small children –
Margot is six months old and
Paul is three – we needed a
bigger vehicle to carry them and
the increasing amount of stuff
that needs to come with them.
My wife didn’t really need to
choose something quite as big a
2012 TDV8 RANGE ROVER L322 AND 2007 TD4 FREELANDER 2
‘Madame Andrédidn’t really need a
Land Rover, butshe loved the
Range Rover Sportwe’d borrowed’
A
Jérôme
AndréEUROPE
EDITOR
‘I really need a Land RoverParking Only sign now’
TDV8 RANGE ROVER L322HOW FAR? 68,650 miles
HOW THIRSTY? 29mpg
JOB DONE! Found and bought it
DON’T MENTION… Anything –
this one’s mint!
Land RoverBONANZAThe Andrés are now a Land Rover-only family
Land Rover, but she loved driving
a 2009 Range Rover Sport we’d
borrowed. Problem was it was
too big for the seriously confined
parking spaces at her office. I
reckoned a Freelander 2 or an
Evoque may be the answer; and
after testing a couple of each
we decided on a well-specced,
pristine 2007 Freelander 2 TD4.
With its big boot (an Evoque
weak point), panoramic roof,
winter pack and full service history,
we’d definitely chosen well.
After a chat with F2 expert
Peter Galilee, I discovered it was
a very early model that had
apparently rolled out of the
factory on the second day of
production – although Peter
suspected it was built before
then, as many early F2s were.
I’ve since learned via Land
Rover France that it was used for
VIP loans when the model was
introduced, then sold by the
Monaco dealer before being
traded in at our local dealership.
Service manager David Sucère
inspected it thoroughly for us,
but said he wouldn’t update
the ECU file because very early
Freelander 2s, with ‘000’ serial
numbers, don’t cope well with
updates. He had one stuck for
weeks after updating, with no
available spare ECU to replace it.
So beware if you own one…
To double my delight, three
weeks later I bought a Range
Rover L322 with the 4.4-litre
TDV8. It’s the sought-after Vogue
version, in Orkney Grey, with Jet
leather and piano black oak trim.
I’ve wanted to own one ever
since driving a few of them in
Portugal on the official press
launch back in 2009. I really
wanted a 2012 model-year
example, with colour-matching
exterior trim and the 2012
MY-only gloss black grille,
headlights and rear lights. The ZF
eight-speed gearbox couldn’t be
smoother and I can’t feel the
ratios changing at all, except
when using the steering column
paddle shifters.
It now sits next to my 2002
ex-G4 Challenge 4.4-litre petrol
V8 Range Rover – so our garage
is a micro L322 museum, with
first year of production and last
year of production models next
to each other. Being an L322 nut,
I couldn’t be happier!
TD4 FREELANDER 2HOW FAR? 80,400 miles
HOW THIRSTY? 35mpg
JOB DONE! Bought this one too
DON’T MENTION... Asking her for
the keys – you won’t get them.
… and for all their paraphernalia as well
F2 has lots of room for kids...
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98 LRO June 2015
Harry’s camper performed well in Scotland
Harry wondered what life would be like on an organised trek – now
he knows, and it looks like he could be hooked on the experience
Your Land RoversSee your vehicle here! Email [email protected]
Rookie trekker gets
1989 LAND ROVER 127 RAPIER CAMPER Td5
Away from it all
ProfileNAME:
Harry Foster
LOCATION:
NE England
FIRST LAND
ROVER:
Six-wheeled Range
Rover camper
DREAM LAND
ROVER:
A more modern
version of this one
OTHER
HOBBIES:
Canoeing, kiting,
biking
fter a long and
fruitful chat with
the folks at 4x4
Treks Galloway
at last year’s
Adventure Overland show in
Stratford-upon-Avon, I decided to
join one of their Scottish treks in
my Land Rover campervan.
We were sure to encounter lots
of lochs and rivers, so I took along
my canoe, but sadly the weather
prevented me from using it.
After fi lling in the vehicle
information sheets, I was given
directions to the fi rst overnight
campsite at Powfoot, in
Queensberry Bay: a 113-mile trip
starting on the Sunday afternoon.
My fi rst thought was the weather,
because this entailed a trip over
Bowes Moor via the A66, which
often means wind, rain and
possibly snow, but it turned out
to be a very enjoyable trip. The
fi rst evening was taken up with
A
June 2015 LRO 99
Harry and fellow trekkies, human and canine, take a quick break
meeting my fellow travellers
to discuss our itinerary. This
included shooting under expert
guidance on a vast estate, visiting
a dairy farm, and getting really
close to a herd of wild deer. I was
so full of excitement about what
was to come that I hardly slept
that night.
We spent the next fi ve nights
in a base camp alongside
picturesque Loch Ken, which
provided creature comforts in
small cabins or yurts with wood-
burning stoves.
The off -roading was a real eye-
opener. Some of the locations
where we stopped were breath-
taking, and the trails ranged from
almost as smooth as tarmac,
to bone-shakingly rough over
disused rail lines in the middle of
nowhere – so our vehicles had to
be in prime condition.
We had to saw up and remove
some trees that were blocking our
‘We shouldhave been able
to see Ireland ona clear day – butthis wasn’t one
of those’
VEHICLE SPEC
‘I’ve owned my 1989 ex-
army 127 Rapier for more than
10 years. I chose it specifically
to carry a 1½-ton self-built
demountable camper body
and I’ve given it a complete
makeover, including a re-spray.
I fitted a new Td5 engine,
tweaked to deliver 170-plus
bhp, and a new R380 box. It
also has a heavy-duty Salisbury
front axle, larger disc brakes
(converted from drums at the
rear). The old V8 wiring and
dash have been upgraded to
Td5 spec. Wheels are TX alloys,
shod with 285/75 R16 all-
terrains. It also has a stainless
exhaust, uprated coils, Koni
Heavy Track Raid dampers and
two 31-gallon fuel tanks.’
way after being brought down
by high winds. It’s amazing what
comes out of the back doors of
4x4s on these occasions: axes,
saws, ropes, strops and, of course,
the hand winch.
This trek would test any hard-
core off -roader’s appetite – and
their endurance. On a couple
of occasions I followed our
guide Mick’s advice and didn’t
attempt certain sections. Instead,
I travelled as a passenger in
another vehicle. Afterwards, I
knew I’d made the right decision
because some of the mud and
cross-axle washouts were mind-
blowing – but isn’t this what
trekking is all about? Despite
not driving these sections, I
was impressed by just what my
3.5-tonne camper can do.
On the west coast of Galloway
and Dumfries we visited an old
lighthouse that’s still working.
From the top we should have
been able to see Ireland on a clear
day – but this wasn’t one of those.
One of the highlights of the trip
was socialising with like-minded
folk. One couple had come
from Luxembourg in their 110.
Another, Peter, was a geologist
who analysed the rocks each
time we stopped, showing what
a mixed bunch of travellers we
were. After six days and 700
miles, we ended our adventure
in a comfy pub – and I certainly
haven’t ruled out repeating this
very enjoyable trek.
Sawing up and removing fallen trees blocking the
route was part of the fun
had never driven a Land Rover,
but after a day’s off-road
tuition driving a Defender 110
with Gilly Poulson from All Terrain
Services Ltd at Greetham Quarry,
I was hooked.
I couldn’t believe the places the
Defender could go, and I knew
there and then that I wanted to
do this again and again – and
the only way was to buy my own
Defender, so that’s what I did.
After a few months searching
I settled on a 1998 Defender 90
300Tdi that had been used by an
old lady and her dog for 13 years.
The engine and running gear
were fine and the interior was
very clean. But the rest needed
a lot of attention, so my first
purchases were a Haynes
workshop manual, some overalls
and a shiny new socket set.
Over the summer months I set
about tidying up the 90 with a
lot of help from Gilly’s husband
I
Paul Jolly
Peterborough Sales Manager
32 Years industry experiLand Rover trained workat both main dealer ancorporate level both in tUK and USA. Avid enthuand Defender owner.
Our Defender Icon, besp kspecialist with over 20 yof industry experience,knowledge and expertise
David Jenden
Peterborough Service Manager
Rustproofing
East Midlands
& East Anglia
"! )$$ !'# !&) !## $(!#% %#!#!&
www.NeneOverland.co.uk
Peterborough
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descriptions and they are all true Land Rover enthusiasts. You can relax, enjoy our free wi-fi and
coffee while we service your Land Rover or take a courtesy car, the choice is yours.
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State of the art indoor Waxoyling facilityCustomer inspection welcome
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We have over 150 vehicles at two sites!
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1998 DEFENDER 90 300Tdi
Costly but so coolA day spent off-road was all that was needed
for Robert Rippon to fall in love with Defenders
ProfileNAME:
Robert Rippon
LOCATION:
Lincolnshire
LAND ROVERS
I’VE OWNED:
Just this one,
and I love it!
DREAM LAND
ROVER:
Bowler 90
HOBBIES:
Greenlaning,
and maintaining
my money pit
Land Rover – not
that it’s a chore!Solid, rugged and here
to stay. And some rocks.
Your Land Rovers
‘It was aneventful trip,
includingfinding a
dead body’
Over 20 years industand customer serviceexperience. Knowledwith tuning upgradeReady to help and ad
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Airport
Reading
Maidenhead
Andrew Arkley
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Mark Meggy
Maidenhead Service Manager
Our Maidenhead Team will be happy to assist you when buying a Land Rover or servicing your existing
pride and joy. Just a short walk from Maidenhead train station if you need to drop-off before work or put
your feet up and relax in our comfortable reception, watch TV and drink our coffee while we get to work.
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Engine Tuning and Remapping
300bhp 3.2 TDci 5 cyl. diesel
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Auto gearbox conversions
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Full suspension systems
$ Routine servicing
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Andrew Poulson (who owns
Spinney Engineering), fountain of
knowledge and Land Rover guru.
Lots of parts were ordered
and replaced – that’s when I
discovered what a money pit
Land Rovers can be. I plan to keep
it for a long while so it was worth
every penny. That’s what I told
the wife, anyway...
Eventually I set off for my first
greenlaning day out. What a
great day we had, travelling along
lanes through Lincoln and the
Vale of Belvoir with Colin Bell of
ukLANDROVERevents. The kids in
the back were loving it, but by the
Up to its guts in mud – theterrain it was made for
end of the day they were fed up
with sliding along the bench seats
and banging their heads on the
window, so a seat upgrade was in
order. I found a conversion kit on
the internet to fit forward-facing
rear seats in the back and with a
lot of effort and a few weekends’
Where Robert loves to be – behind the wheel, wallet not in sight
work I fi tted a set of latest-model-
Defender XS seats, with heating
elements in the front. Great!
Now I was ready for my next
adventure, the Pyrenees. Colin
had a spare place on his annual
Andorra Tour so off I set with my
son Jake, and what a fantastic
trip that was. We drove 900 miles
in two days across France to get
to Andorra. Our base camp was
at Encamp, run by Zavvy and his
family – the accommodation
was excellent and they were very
friendly people.
We then spent fi ve days driving
trails in the most beautiful
mountains imaginable. We only
broke down once when we lost
a Panhard rod bolt, and after a
quick fi x we were back on the
road for a scary drive back to
base. It was an eventful trip,
including fi nding a dead body
(but that’s another story…).
Sadly on the journey home
we broke down again with a
seized wheel bearing and had
to abandon the Land Rover in
southern France and hitch a ride
home with Colin.
The 90 is now home, fully
repaired and looking forward to
the next big adventure. LRO
102 LRO June 2015
How I agree with Guy Burden’s
comments on the worrying
future for Land Rovers as
working vehicles (Letters,
April 2015).
STAR LETTER
Defender: fine
the way it was?
You Say
Land Rover’snot that stupidI have just read Steve Hoare’s
article in the May issue of LRO
about the SAS Pink Panther
found in the US. I really
enjoyed the article, but one
sentence stood out: ‘There’s
also a special hinged box for
spark plugs and tools – but
to open the box lid, the wing
needs to be removed.’
The hasp for the toolbox
is indeed hinged, but the
lid itself slides out. Not even
Land Rover would be stupid
enough to make a toolbox
that you could only access by
removing the wing.
Keep up the good work!
Paul Morrell
I bought the Spring issue of
LRO and was very impressed
with the feature on Andy
Taylor’s ex-military Series III.
I have the same model of
Land Rover myself and had
lost the drive to refurbish it
back to its former MoD glory.
However, seeing the wonders
that Andy has performed
with his Series, I feel newly
invigorated. Thanks!
Tony Edmonds
Great to hear your project
has been given a kick-start,
Tony – that’s what we’re here
for! Make sure you take some
photos of the rebuild and
keep us posted... – Mike
Thanks for the inspiration
Will the next Defender do this? That’s the
question... Readers’ letters, rants & raves
SOMETHING TO SAY?
Tell Editor Mike Goodbun.
Email: [email protected]
Or by post: LRO Readers’
Letters, Media House,
Lynchwood,
Peterborough
PE2 6EA
Since then I have worked as a
vehicle consultant with the UN
and as road safety offi cer for a
large oil company in the Far East.
So, some years ago, I felt
justifi ed in suggesting some
improvements Land Rover could
make to its vehicles. Grateful
response? Not on your life!
Instead I got a rather snotty
reply saying they had sold all the
vehicles they would be making
over the next 12 months so they
thought they were just fi ne the
way they were.
When I fi rst worked in East
Africa, nearly all the safari
vehicles were Land Rover, now
they’re mainly Toyota. Nuff said?
Dave Norris
Win! £200interior kitOur Star Letter winner gets a set of premium car mats and quilted seat covers from leading car accessories company Premier Products, worth more than £200. For further information or to place an order, call 01623 645100 or visit premierproductsltd.co.uk
I’ve covered more than a
million miles, mostly in all-wheel-
drive vehicles, from small 4x4s to
large 8x8s, mostly in developing
countries, and mostly off -road.
I spent three years driving Land
Rovers around Morocco and have
done 13 round trips to Nairobi
from London.
On one trip I drove across fast
European tarmac to Morocco,
crossed the snow-laden Atlas
Mountains, into the sands
of the Sahara, through the
glutinous mud of the Congo,
fi nishing on the pot-holed
tarmac roads of East Africa
8000 miles and 12 weeks later
– diffi cult to fi nd more diverse
driving in such a short time.
June 2015 LRO 103
Twitter @LANDROVEROWNER
Social chat
Let us know what you’re doing in yours!
@baileyyingham Rovers
are some of the best cars
ever built. Do not even
try to argue with me on
this one.
.com
ForumLRO.COM
Got a question, or comment? Jointhe debate on the forum at LRO.com
Neil learnt that if you use
a high-lift jack with its foot
under the crossmember and
to the right of a NATO hitch,
kicking the raise/lower lever
to the down position gets
your steel toecap boot stuck
between jack and hitch...
Facebook /LANDROVEROWNERINTERNATIONAL
What’s going on in LRO’s world…
PAUL MORRISON I learnt
thermals, leathers and
boots aren’t ideal for
fi tting a gearbox on a
101 in blazing sunshine.
JAMES MANNING I learnt
that doing the rocker
gaskets on a P38 isn’t a
10-minute job. Still don’t
think I fi xed the leak.
CLINT MARQUARDT I’ve
learnt that the transfer
box oil fi ller plug on the
Disco 2 was designed
and positioned by Satan.
Behind the badgeIn the Spring issue feature on
seven-seaters, one of your
‘Top Facts’ is that the ‘Series II’
badge wasn’t fi tted to the
Discovery 2 until
the 2002 facelift.
That’s not true.
I had a pre-facelift
one – with the
badge – until trading
it for my present facelift version.
Although my Disco 2 fulfils
the role of our seven-seater, our
other Land Rover is a Defender
110 station wagon that’s in the
process of going from a nine-
seater to a four-seater.
Figure that one out...
Eddie KnornYou’re right – it was on the
pre-facelift models only, but it
was a late arrival. The original
plan was just to call the vehicle
New Discovery, which was
the name on all the launch
publicity material. They were
photographed without the
badges, because there weren’t
any at that stage. Some of
the pictures were
then digitally
retouched,
and I believe
some were re-shot
with paper badges
in place because no real ones
were available!
The badges weren’t fi tted
on the lines until April 1999
(at serial numbers 209060 and
904377), although it’s quite
possible that some earlier
vehicles had the badges retro-
fi tted by dealers before sale.
The facelift models were never
described in publicity as Series II
types, but rather as 2003 models.
The last ones then became
2004 models. They didn’t carry
Series II badges – James Taylor
DALE WILHELM Neil
should have a camera
crew with him at all
times because I bet that
was funny to watch!
Dipstick’s Dirty Doings BY PETE WILFORD
Although sadly not a licensed
product, and despite being a
toy, I think this is a good model
to remember the Defender by.
As you can see, despite some of
the design cues being altered,
it’s clearly based on a Defender.
I wouldn’t say this is the
defi nitive Defender model, yet
it is a nice montage of all the
best bits that go to make the
Defender what it is – and always
will be. It has all the accessories
you would want and expect,
including a working winch,
opening side compartment with
tools inside, and even detachable
wheels. The green paint and bar-
grip tyres are a nice nod towards
its military history.
Mine has had all the horrible
stickers removed, with two on
one side being replaced with
decals from a free sheet I got in
your magazine.
Somehow the world will never
be the same without it.
Richard HenryThat pretty much sums it up!
Never too old for toys – Mike
HAPPY
MEMORIES
John Pearson edited LRO for more than 10 years before passing on the baton in 2012 to allow more time for travelling
around the world in Land Rovers. John has owned a succession of Defenders, the current one being his ex-G4 Challenge 110.
104 LRO June 2015
John reveals how the Defender’s death exposes
a chink in Land Rover’s shining armour, delivers a
eulogy for maps and takes his Disco to the lanes
OUR MAN AT LARGE
JOHN PEARSON
COMMENT
‘The Defender is being shoved
out to make room for more ‘sexy’
models packed with premiumness’
adventurers want to go into remote areas of
the African bush, or utility workers want to get
to otherwise inaccessible parts of the UK, or
mountain rescue teams need a vehicle to help
save lives, only a Defender will do. Or a Toyota,
which is very sad.
We all know the Defender has reached the
end of the road in terms of emissions, safety,
etc. But a company as capable as Land Rover
could surely have adapted the old stager and
continued its life until the next one comes
along, if the inclination was there. The fact is
that the highly labour-intensive and relatively
low-profi t-margin Defender is being shoved
out to make room for more ‘sexy’ models
packed with premiumness, each one of which
will deliver signifi cantly higher profi ts.
Return of Landy and FenderI’m pleased to hear that author Veronica
Lamond has agreed a licensing deal with Land
Rover that allows her to continue producing
her Land Rover-based children’s books.
Various young Pearsons absolutely love
Veronica’s tales of Landy the Series I and
Fender the Defender as bedtime reading, and
it was such a shame that a copyright dispute
halted them. Fortunately that’s resolved and,
as you’ll have seen from the May issue, there’s
now a new book out, Fender’s Day at the
Harbour, which we’re all looking forward to.
An analogue man at heartI own an expensive Garmin GPS, which
I wouldn’t travel without. But as much
as I’ve tried, I can’t adapt to relying on it
totally. Various colleagues like LRO’s Neil
Watterson and the LROAC’s Vince Cobley
and Charles Morgan plot their way around
the UK and remote parts of the world with
their comprehensive electronic mapping
equipment, but I’m not happy unless I have a
paper map as well as the GPS. The GPS tells me
exactly where I am, but a paper map spread
over my 110’s bonnet gives me a better idea; a
bigger picture of where I’m planning to go.
Greenlaning with the Disco 2I bought my Discovery 2 earlier this year with
the aim of using it as an everyday vehicle and
saving my ex-G4 Challenge Defender 110 for
adventures. I told myself that I wouldn’t be
going off -tarmac with it – but that resolution
went out the window when the opportunity
arose to take various family members
greenlaning in Norfolk. It swallowed up six
of us along with food for a picnic and some
other kit with ease, which isn’t possible with
the 110. I‘ve removed its double rear seat to
accommodate my fridge, so it spends most of
its life as a three-seater.
I followed some of the Thetford Forest
tracks that Neil Watterson included in his UK
adventure in the April issue. We all thoroughly
enjoyed the drive, but it did take a lot more
concentration than if I’d been in my 110.
The D2 is bog standard, with half-worn road
tyres, no diff lock, no winch and no raised air
intake. Most of the tracks were easy to drive,
being sandy and well drained, but there were
occasional wet and slippery bits. These would
have been a breeze in the 110, but in the
D2 I was a lot more cautious and stopped to
check the terrain on occasions, even sending
my daughter-in-law into some puddles in her
wellies to check the depth and mud viscosity.
It coped perfectly well, always fi nding a lot
more grip than I’d anticipated from the road
tyres, but it did put a diff erent perspective on
the drive, making me a lot more careful.
I’d planned to leave it standard, but I think
I’ll invest in all-terrain tyres, ready for the next
time I’m tempted to venture off -tarmac. But
that’s it, no more off -roading kit. Honest...
e have to trust Land
Rover’s management
to make the right
decisions. After all, they
have turned what was
an ailing company into
a multi-billion pound profi t-making shining
star of British industry with full order books.
So I’m assuming they must be fully prepared
to lose sales to other manufacturers during
the gap between the axing of Defender
production at the end of this year and
whenever the next one arrives.
I recently went to an enjoyable open day
for customers of Safari Drive, the UK’s leading
self-drive adventure holiday company. Bosses
Charles and Meregan Norwood have been
renting out their fl eet of fully kitted-out Land
Rovers to adventure tourists in southern Africa
since 1992 and they are true enthusiasts of
the Green Oval. But Charles is a worried man.
I sat down for a chat with him at the open day
and he admits he will have to start swapping
Safari Drive’s Defenders for Toyotas when the
fl eet needs replacing. There is no other model
in the Land Rover line-up that could cope with
the hard life his Defenders endure. He doesn’t
want to shop elsewhere but, if Land Rover can’t
supply the vehicle he needs, he has no choice.
That’s a story that’ll be echoed in markets
around the world where the Defender will no
longer be sold. It may be outdated, but when
LRO
All prices include VATPrices valid until at least 30th June 2015
Sam has been travelling the world by Land Rover since childhood, falling in love with the Sahara 35 years ago. He now lives
mainly in Egypt, allowing him to indulge his passion for desert expeditions in his Defender as often as he likes.
106 LRO June 2015
Africa throws up many challenges for overlanders:
dodgy fuel, unstable borders, poachers... Or you
could try something new. Anybody for China?
THEOVERLANDER
SAM WATSON
COMMENT
‘Rhino poachers are being blamed for the increase in
crime... overlanders are avoidingback roads’
On the subject of issues concerning travellers
through Africa, as of September this year,
right-hand-drive cars will be banned from
Sierra Leone. Opinions are divided as to
whether this will be waived for transit and
tourist vehicles with a carnet de passage (as
is the case in Ghana, Senegal and Nigeria), or
whether the letter of the law, stating that the
‘operation’ of such vehicles on Sierra Leonean
roads is illegal, will be enforced. Certainly the
country’s law seems to be more firmly worded
than those of neighbouring states. Time will
tell – if your route takes you that way, don’t
get caught out. Do your homework.
Kenya is still less easy to travel round than it
was a few years ago. Many authorities have
issued notices warning travellers to consider
extremely carefully their need for any travel to
the areas bordering South Sudan, Ethiopia and
Somalia, the coastal counties of Mombasa,
Kwale, Kilifi and (sadly) Lamu as far inland as
the Garissa district, together with the Eastleigh
district of Nairobi, along the A2 Highway
(Thika Road) and the coastal portion of Tana
River County because of the heightened risk of
terrorism and banditry. See the Foreign Office
travel advice on the web. As you read this I will
be on my way there and will keep you posted.
A final African news snippet – rhino poachers
are being blamed for the increase in crime in
rural areas of North Zululand. Overlanders are
avoiding back roads in the area and taking
sensible precautions.
New venture in ChinaExciting information for overlanders interested
in heading for China – normally, travel
through the country is seen as encumbered
by government escorts and under rigid
guided control. However, a group of overland
motorbikes has recently completed the
first ‘unguided’ traverse of China, perfectly
legally. The secret is a brand-new venture
– China, Tierra de Aventura (‘China, Land
of Adventure’) painstakingly developed by
Spaniard, Ricard Tomas Herrero. Essentially, it’s
a support network of fixers spread across the
country. Riders (and hopefully car travellers
too) are able to travel as they please across
China, passing like a rugby ball from the
support of one part of the network to another.
The venture is so new that at the time of
writing, its website is still in development, but
you can find it on Facebook. It’s not a guided,
‘western-led’ tour, and participants, travelling
alone most of the time, will need their wits
about them, and a substantial amount of cash
to make it happen.
When researching travel routes and
destinations, the web is of course an
excellent resource and websites such as
horizonsunlimited.com and overland.co.za
are deservedly well-known and widely used.
It is well worth also considering the excellent
fitfortravel.scot.nhs.uk, which is a mine of
information – regularly updated, it deals with
matters of health and infectious diseases
around the world for travellers from the UK.
A final thought: I was recently sorting out
Defender insurance for Lebanon, as you do,
and was rather taken by a clause in the small
print: ‘Policy not valid during invasion, war,
hold-ups or hijackings.’ Er, okay then… LRO
ere in Cairo I’ve run into
another outbreak of trouble
caused by contaminated fuel.
It seems worse here than
anywhere else in Africa – and
that’s saying something. I’ve
fitted a drainable water trap and sedimenter
in addition to the standard fuel fi lter, and I’m
about to fit a secondary in-line fi lter.
Also, I now use the Mr Funnel pre-fi lter
when fi lling up away from recognised, trusted
fi lling stations. This excellent bit of kit, which
removes particulates and water at the pump-
to-tank stage, is now available on Amazon for
about £20. It’s worth its weight in gold.
As I hinted at above, contamination is not
uncommon in Africa – I’ve experienced it in
Kenya as well as here in Egypt. And in both
countries it’s not unknown for shady dealers
to dilute their diesel with water to increase
profi ts. Travel prepared.
It’s getting tougherTalking of travel through Egypt, once perhaps
the most favoured entry point into Africa on
a Europe-Cape Town drive, there have been
changes aff ecting overlanders entering Africa
this way. As of May this year the Egyptian
authorities stopped issuing visas at the border,
as they had done for years – and then a month
later changed their mind and reverted to the
old system. But if they changed their minds
once, they can do it again! Do your research
before you set out.
Also, there are now even fewer ferries into
Egypt from the north Mediterranean coast. At
the time of writing there’s just one left – from
Turkey – but the ferry line says it is considering
cancellation of the service due to the expected
lack of passengers resulting from the above
visa announcement being enforced. Hopefully,
the company will now have a rethink.
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25TH
ANNIVERSARY
THE ORIGINAL
Peter Galilee started with a rusty Series IIA, then had two that were even worse. He’s worked on three 80-inchers, and has
owned a Rolls-Royce-powered 81-inch and two 90s. He currently has a 1957 Series I and a pre-production Freelander 2 i6.
COMMENT
108 LRO June 2015
‘One mechanicalmistake that
results in a wreckedcomponent and
those books will startto look cheap’
Range Rover world. The practical and technical
knowledge that users provide for other users
is, sometimes, quite astonishing.
Recently, though, I’ve been wondering if it
isn’t maybe a bit too good. There have been
enquiries for information on straightforward
things that can be looked up in a workshop
manual. What seems to be happening is that
some people are now not bothering with a
manual and going straight to a website for
information. I would suggest that’s not a good
idea. First, most site users have a manual and
they’re likely to get brassed off by questions
from other people who don’t at least start
from the same level playing field – basic
workshop manual information. Second, web
information isn’t always reliable – although
well-meaning people may want to provide
a helpful answer, errors can creep in. Third,
you’re unlikely to get the same depth of
information from a website as you would from
a manual, if you read the thing thoroughly.
It’s not so long since I came across a newish
Series I owner baulking at the cost of buying a
parts catalogue and workshop manual.
‘I can probably find out what I need to
know on the web’, he said. Oh, really? One
mechanical mistake that results in a wrecked
component, one spare-parts order that turns
out to be wrong because he didn’t know the
correct part number, and the price of those
books will look cheap.
Reprints are available. I recently bought
a genuine 1950s manual off eBay for only
£15.45, the only bidder. There aren’t many
rules in Land Rovering but this is one: get Parts Catalogue and Workshop Manual – the proper
official versions. If you don’t, you’ll be sorry.
The tax disc staysI was never convinced that abolishing the MoT
for older vehicles was a sensible policy – seems
to me that it’s a good idea to have a properly
qualified person take a look over your pride
and joy from time to time. That’s why I’m still
getting my Series I MoT’d. And – maybe this is
the luddite tendency in me – I’m not jumping
for joy now the requirement to display a
valid tax disc on a car windscreen has been
abolished, either.
Yes, I realise a police offi cer can check the
tax and insurance status of a car in the blink of
an eye, just from the registration number. In
fact, if I want to know if a vehicle is taxed I can
do it too – just pop along to vehicleenquiry.
service.gov.uk. But, no tax disc? That’s one
more thing the bad guys don’t need to bother
about if they’re running a car without tax:
unless someone has a reason to check up on
that car, it’s assumed to be okay. In the past,
if you parked an untaxed car in a public place,
eventually someone would tip off the cops.
There is one big plus that goes along with
the abolition of tax discs, though – since I’m
not now legally obliged to display one, that
means I can display one if I feel like it. That’s
one piece of inverse logic I do appreciate
– my Series I will soon be sporting a lovely,
period-reproduction tax disc. For some
time I’ve assiduously been taking off newer
components and replacing them with
genuine old bits and pieces. Never thought
I’d see the day when I could put an old tax
disc on, though. LRO
t’s a number that’s been kicked around
or years – 70 per cent, or maybe 75 per
ent, or was it only 65 per cent? Nobody
eems sure, but everyone knows that
ome large number of Land Rovers are,
apparently, still on the road. Where
these statistics come from is unclear, but it
may be true. Of course, we – being proper
dyed-in-the-wool spanner-twirling aficionados
– immediately think of tattered Series IIAs
bravely soldiering on somewhere in Africa. Or
we know (because we’ve seen them with our
own eyes) that very old Ninetys and One Tens
are still working for a living.
That’s just utility models. Throw all the
modern stuff into the equation and what
do we get? I would guess most P38 Range
Rovers are now deceased – one was recently
discovered in a scrapyard, where it had been
sent following MoT failure for a couple of
rusty brake pipes!
There can’t be many Disco 1s left either,
though at one time you could hardly get near
a primary school for the damn things. Early
Freelander 1s as well – if you think about it,
most that you see are late production.
Despite that, there could well be 70 per
cent (or 75 per cent or 65 per cent) of all Land
Rovers still on the road, because Land Rover
production has increased in recent times. All
those Halewood Freelander 2s and Evoques,
on top of Solihull production – overseas
production, too. All of which makes me think:
if that statistic were to be re-evaluated,
maybe there would be even more survivors
this time around?
Knowledge is powerIf you have a Series I you’re probably aware
of the Series One Club’s website, LRSOC.com.
If not, you should be. It’s far and away one
of the best websites in the Land Rover and
THE KNOWLEDPETER GALILEE
There may be 75 per cent of Land Rovers still on the
road… but how many people bother to read a manual?
And is the end of the tax disc really such a good thing?
Unit 2bGarden Vale Business Centre,Greenfi eld Road, Colne, Lancashire. BB8 9PD
For further detailsplease contactus on 01282 860952 or email
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June 2015 CLASSIC LRO 111
p118
p129 p124
Owning, restoring & enjoying Series & Range Rover Classic legends
Classic
112 Restoration
Series I V6 workhorse
rebuilt following a
front-end collision
118 Your Classics
Series III ex-MoD hard
top, 1952 Series I 80in
and a Swiss SIII
123 The Land Rover
Years: 1966
When the 500,001st
Land Rover is built
124 Backtracks
1985 trans-Sahara
expedition in Series IIA
and Series III
129 Roverphile
Cool Swiss Classic
Vogue, and Dutch
Marshall ambulance
DON’T MISS...
86 Behind the
Scenes
80in side-screens
made from scratch
Mountains are cool, especially
once you’ve toiled all the way to
the summit in an open-topped
Land Rover to enjoy the view.
I haven’t driven up any
mountains in my 1957 Series I
since my 2013 trip to Iceland.
However, if all goes to plan,
we’ll be enjoying a Swiss
alpine adventure in a few
months’ time. We’ll be
attending a terrifi c bi-annual
Series-only event organised by
Les Séries en Helvétie (series-
helvetie.ch) to which I was
invited a few years ago. I’m
looking forward to the trip with
trepidation and excitement – the
ideal mix for an adventure.
If you own a Series, Forward
Control or Range Rover Classic,
please email: [email protected].
Mark Saville
Mountains
on the
horizon
CLASSIC PICK OF LRO.COM
1967 Series IIA 109in
£4895 ovno
Described as: ‘Lots of new parts but retains originalpatina. Long MoT and veryauthentic, though with somesensible mods. New canvasincluded, aerial boxes. Original chassis, bulkheadrepaired professionally. New
doors/tops, drives well.’Call seller on: 01254 761488Ad ref: DIY945614
Neill Biggin’s V6 Series I was just how he liked it, until a crash forced him into a rebuild p112
ACCIDENTALREBUILD
RESTORATION
CLASSIC LRO RESTORATION
en an inattentive
torist ran into Neill’s
erable old Series I on
ompletely straight
tion of road, it could
very nearly been
e end of a beautiful
endship. But, after
arly three decades
life together, he
ertainly wasn’t ready
o turn his back on
he battered remains
f his daily drive
and passion.
Within moments of the
crash, he was compiling
a mental list of the parts
he’d need to put the Land
Rover back on the road.
Fortunately, a friend lived
not too far from the scene
of the crash, so he dragged
the stricken vehicle on to
his driveway for the night.
The next day, the little
86in workhorse was back
home in Neill’s garage
awaiting a comprehensive
rebuild and overhaul.
he aftermath – 2014
WOUNDEDLate-night crunch causes
major damage to the front
end of the 86in Series I
June 2015 CLASSIC LRO 113
This gritty, old-school V6-powered
Series I survived 29 years of daily use
before a heavy shunt nearly ended
its career. That was never going to
happen, as Mark Saville explains
eill Biggin’s V6-powered 86in
Series I carries its years with
pride. It doesn’t try to win
admiring looks from the yellow
duster-waving ‘show ‘n’ shine’
brigade. This is a hard-working
little Land Rover that’s been helping Neill earn
his daily crust in Derbyshire for almost three
decades, come rain or shine.
He bought the 1955 model in 1985, four
years before he started work at Cavendish
Motors, an independent Land Rover parts
supplier. If you’ve been reading LRO as long
as some of us, you may remember seeing him
and his splendid Land Rover in the March
1999 issue. But, if you’re a newcomer, here’s
the background to his story.
When he fi rst bought it, the Series I had
already undergone one engine transplant;
Neill ran the Land Rover for two or three
years before he made his own improvements.
Meanwhile, all his Land Rover mates were
fitting V8s in search of more power. ‘I always
thought this conversion was a bit brutal. It
involved chopping the bulkhead, footwells
and floor,’ says Neill. He’d always had a soft
spot for the Ford V6 engine – a neighbour
had a Ford Consul to tow his caravan, and
the young Neill was impressed by how well it
went. ‘My dad just didn’t have cars like that…’
Conversion experienceMany years later, Neill’s childhood fascination
with the Ford V6 bore fruit. ‘I saw the Steve
Parker V6 conversion advert in 1987 and I
thought, “I’ll try that”.’ So he bought a 3.0-litre
V6 salvaged from a burnt-out Reliant Scimitar
GTE. Unfortunately, it soon became clear
‘ The engine was very tired. It was
very much a farmer’s vehicle.
It was horrible to drive’
the original engine had been replaced with
a 2.25-litre petrol unit, which was ‘very tired’.
And there were other issues too.
‘It had diesel springs, 7.50 cross-ply tyres,
and basic, vinyl seats. It was very much a
farmer’s vehicle. It was horrible to drive!
The owner’s dad used it for trialling and for
playing off -road, so he put the diesel springs
on for strength – no need to, but he did.’
RESTOREDV6-powered Series I relishes the
open road, flattening the hills
and straightening the curves
PHOTOS: JOHN COLLEY
‘THE FRONT AXLE WAS BENT,
SMASHED OFF THE SPRING’
114 CLASSIC LRO June 2015
CLASSIC LRO RESTORATION
‘It was a heck of a smash. The
gearbox wasn’t going anywhere. Something had
to give’
the Land Rover and my works van with “Land
Rover parts” written on it, he just smiled and
said, “You’ll soon have this put back together.”
I said, “Defi nitely – I’ve got the bits ready.”
‘Then we got talking about values,’ says Neill.
‘He advised me to be realistic and suggested
a value of around £4500. I thought this was
reasonable, given its condition before the
crash.’ Neill had made a rough list of bits he
thought he’d need, so he was able to give
an approximate price for the parts. So far, so
good. Then the other company’s assessor paid
a visit. Sadly, this bloke clearly didn’t know
what he was looking at. He’d had a look in
Auto Trader and that was it. He wasn’t happy
about the faded, brush-applied paintwork or
the multitude of oil leaks. ‘I tried to explain
that what counts with old Land Rovers is
condition and spec – scruff y paint and scruff y
seats don’t matter. He wouldn’t wear it so
I just had to bite my lip and leave him to it,’
explains Neill, who’s clearly a very patient type.
The other insurance company came up with
a price of £3825 – they were footing the bill,
so that’s what the fi nal settlement was. ‘All
the parts on my estimated list came to about
£3070 but I spent £3900, because I added a
few more parts. This excludes all my labour
and storage. And I haven’t even repainted.’
The rebuildNeill’s garage is the standard, all-garden
domestic variety; just about big enough
to park a small Land Rover in but next to
impossible to work on it as well. Fortunately,
he’s got a nice big shed in his back garden
where he rebuilt the component parts before
reassembling them all into a Land Rover-
shaped vehicle.
Neill fi xed the gearbox for just £69; he had
most of the bits in his shed. The internals
were all fi ne, so he was able to fi t them into
another casing and everything’s okay now. It
was the fi rst job he did. ‘The impact damaged
the input gear, where it had yanked the gear
out of it at 30mph,’ explains Neill. ‘It needed a
new third/fourth synchro, and a replacement
secondhand input shaft.’
The front axle cost £50, again because he
already had so many bits. ‘I swapped the off-
side swivel and pin as a matter of course, just
in case there was a hairline crack I couldn’t
see.’ He saved them a fortune but they’re still
arguing over the last few bits, apparently.
Despite Neill’s abilities, straightening out the
crumpled front end of the chassis was out of
the question. It was scrap. Rather than modify
a new chassis, Neill contacted Richards Chassis
and got the answer he hoped he would: ‘No
problem. Send us the measurements and we’ll
make it how you need it.’
Neill also needed to replace some of the
Steve Parker V6 conversion parts. Although
stocks have mostly run out now, they’re still
that the stylish sports car had been regularly
thrashed in its pre-fi re days – as soon as the
V6 was installed in the Series I, the oil pressure
light began to wink knowingly. Ah well – not
ideal, but Neill put up with it for a few years.
Then, in 1995, while looking around an
army surplus place, he spotted a complete
Ford Transit ambulance V6 engine, all
wrapped up. ‘It had a single-barrel carburettor
and manifold; it was quite cheap so I had
that. I put all my car bits on that, swapped
everything over, and it’s still in.’
Crunch timeAfter about 150,000 miles of trouble-free
motoring, it nearly all came to an end in
February 2014 when a car turned across Neill’s
bow without warning at 30mph. ‘It was a
heck of a smash. The other vehicle struck the
off side front chassis, bending it up, pushing
the engine sideways, which tried to force
the gearbox backwards. But because Series I
gearboxes are mounted securely to the centre
crossmember, it wasn’t going anywhere –
something had to give. In this case, it was
the gearbox casing that let go, cracking the
casting right across the middle.’
The crash happened near where a friend
of Neill’s lived, so he was able to have the
stricken Land Rover dragged to his mate’s
drive for the night. The next day, he whisked
it away and stashed it in his garage to wait for
the insurance assessor to visit.
So what’s it worth?Neill’s insurer sent a proper engineer; an old
chap who knew his stuff . ‘As soon as he saw
TECH SPEC
Vehicle 86in Series I Year 1955 Chassis Richards Chassis Engine 2994cc Ford V6 petrol, carburettor-fed Power 138bhp at 5000rpm
Torque 182lb ft at 3000rpm Wheels Forward Control Tyres 205/80 R16
‘Nothing beats
a Series I’OWNER: NEILL BIGGIN
Neill’s been behind the parts
counter for almost three
decades. What he doesn’t know
about Land Rover spares isn’t
knowledge. There was no way
he was going to let his trusty old
Series I be wiped off the road
by an insurance assessor or the
numpty who ran into him in the
fi rst place. ‘If I had let them scrap
it, what would I have replaced it
with? Nothing beats a well-
sorted Series I,’ says Neill.
June 2015 CLASSIC LRO 115
No option but to replace very bent chassisThe axle was smashed off the front spring by the violence of the impact
The only body panel damaged in the crashOffside wing was beaten back into shape by retired aircraft fitter friend
Rolling chassis almost ready to be re-clothedRebuilding a Land Rover in a domestic garage is always a cosy experience
Original gearbox casing destroyed by impactLuckily, all the innards survived – they were fitted in a ‘new’ casing (top)
3
1
4
2
Crash! Argh!
The only way to travel, rear flap rolled up
I’ve always harboured a quiet admiration for
the V6 Series I conversion, so an opportunity
to get behind the wheel was a real treat.
I agree with Neill – a V8 makes a satisfyingly
dirty sound, but it’s a brutal conversion that
knocks the stuffing out of the original vehicle.
The V6 is a much better fit. Fitting a Girling
Power Stop servo from an MG specialist is
another great idea; it stops more convincingly
than my own 1957 Series I 88in.
Over the years, Neill has upgraded the
transmission by fitting the stronger Series IIA
gearbox and transfer box, a Fairey overdrive,
Series III axles, swivels and halfshafts and
3.54 Range Rover Classic differentials. The
whole combination works extremely well and
actually comes as something of a revelation
to me, given that I’m more used to the fading
power of the humble 2.0-litre when toiling up
even modest hills.
So, yes, it was most definitely worth the
hassle of rebuilding
this Land Rover.
It’s a corker.
Worth the trouble?
116 CLASSIC LRO June 2015
CLASSIC LRO RESTORATION
making stainless steel front exhaust pipes.
‘I got those off him, but I also wanted a
thermostat housing and a nearside exhaust
manifold, which aren’t available – so I had to
have mine repaired.’
Engine and other fixesAfter the crash, Neill did a few jobs on the
engine. Normally, the Ford V6 has a fibre
drive gear on the camshaft, for quietness. In
response to dark mutterings about possible
failure of this part with serious consequences
for the engine, Neill replaced it with a steel
gear. ‘It’s a little noisier, but in a Land Rover it’s
not noticeable. This engine has done about
160,000 miles since I’ve had it and the head
has never been off. All I’ve done is replace all
the core plugs to cure a leak.’
While he had the engine and box separated,
he replaced the worn flywheel gear. He wasn’t
able to find a new loose ring gear, but he
found a flywheel with one on. Unfortunately,
the flywheel was wrong so he had to get the
gear off that one and fit it to his own vehicle.
Neill’s Series I has a Series III steering box and
column, fitted with a roller bearing at the top.
‘These are weak and fail and they’re difficult
to replace,’ he says. ‘I found that the bush
out of a Series III crankshaft flywheel fits over
the column perfectly. I made a brass sleeve
to go in the end of the column outer tube, to
hold the crankshaft bush, then there’s a brass
washer and then a valve spring to hold it all in
place and, finally, a grease nipple in the side of
the sleeve. I’ve no idea where the valve spring
comes from.
‘That’s the thing with these – you’ve got to
be prepared to improvise and make stuff. You
can’t expect to find new parts each time. In my
shed, I’ve got a lathe, a pillar drill, a grinder,
and millions of spanners. I’ve got a bit of a
weakness for spanners, I’m afraid.’
V6 pushes the Series I along nice and briskly
‘Period interior’ is clearly well-loved and lived-in
LRO
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118 CLASSIC LRO June 2015
YOURclassics
CLASSIC LRO YOUR STORIES
hat do you
do with your
old cigarette
money once
you join the
ranks of the smug who have quit?
Well, I decided the best way to
spend mine was rebuilding an old
Land Rover because I had never
had the cash to own one, but had
driven plenty over the years with
work and friends.
So the long search began to find
a project I could play with. A tatty
ex-military Series III FFR came up
that had been sitting in a field
since its demob 17 years before.
It was in a right sorry state but
I bought it as a non-runner (no
keys) for the princely sum of £375,
delivered. The presumption was
that since the chassis was sound
the rest could be replaced or
fixed. When it arrived, I grabbed
some of my burly neighbours and
we forced, pushed and shouted it
up my driveway.
Getting to workI started a blog (nickysmith.me)
alongside the rebuild, so I could
keep track of what I had done,
how much had been spent, and
hopefully help other folk starting
out on a virgin rebuild and maybe
save them some mistakes. This
project cost me blood, chunks of
flesh, sore heads, dusty eyes and
the loss of the use of my right
hand for a week.
W
ProfileNAME:
Nicky Smith
LOCATION:
Nottingham
VEHICLE:
Series III FFR
YEAR: 1983
ENGINE: 2286cc
FIRST LAND
ROVER:
This one
FIRST INTO
LAND ROVERS:
Many years ago
OTHER LAND
ROVERS:
Not yet
OTHER
HOBBIES:
Writing, hiking,
mountain biking
Build a Land RoverBargain-basement Series Land Rovering is still possible
Quit smoking
1983 SERIES III FFR
Scrappy after 17 years of neglect
Action-ready for under two grand
Email your story to
[email protected] – you
may see it featured here
June 2015 CLASSIC LRO 119
Sparse for a FleetStreet ferry
‘This project costme blood, chunks
of flesh, soreheads, dusty eyes
and temporaryuse of my hand’
I’ve recently bought this Series I, to
add to my collection. According to
the faded script on the doors, it was
owned by the Evening Standard newspaper in London and used by the
Mobile Printing Unit.
Information supplied with the vehicle said
it was made in December 1952, confi rmed
by all fi ve wheels having 12/52 date
stamps. It was registered in 1953.
The vehicle is as original as when it was
supplied to the Standard and the overall
condition is excellent. It’s done only 63,000
miles – about 1000 a year, in other words –
and it cruised through its MoT.
The previous owner was 84-year-old
Alexander Grier, who had owned it since
1960. I’d really like to fi nd out more about
this Land Rover and the job it did with the
mobile printing unit. One clue is the rear
power take-off and two electrical outlets;
were these to power a press?
O If you can tell us anything about Richard’s
80in and the unusual job it did, and where
it did it, please contact me: [email protected].
Presses on...with a bit of mystery to its story
Newsworthy 80in
1952 80IN SERIES I
I
Rather than a faithful
restoration to original condition
and specifi cation, my aim was
to create a Land Rover to drive
around in, on- and off -road. And
I wanted to do it as cheaply but as
well as I could, just to show that
this could be done with my very
limited budget. I gave everything
a thorough clean to fi nd out what
was rotten and what wasn’t. I
oiled-up seized parts, and began
scraping away old paint. I also
started my internet search for
cheap used parts.
I sold the military bits I removed
– radio wiring and racks – to
enthusiasts. The cash paid for
bits I needed, such as a back door
and replacement seats. There
was quite a lot I didn’t scrimp
on, such as the brake and fuel
systems overhaul. I bought a
secondhand fuel tank to replace
the original twin military tanks.
It leaked, so I then bit the bullet
Not your typical newspaper van
and bought a brand-new one
instead. Eventually, I installed
a new ignition barrel and tried
to get it started. After a couple
of attempts, it fi red into life; the
engine was in good condition. A
full service, a tweak of its Zenith
carb and it ticked over nicely.
Day of reckoningThe summer weather was on my
side as I primed then painted it
NATO green, fi tted replacement
steel wheels and learned very
quickly about car electrics. After
pottering around one Saturday
morning, I realised it was ready
and booked it in for an MoT the
following week. With more than
a little apprehension, I took it for
its fi rst drive under its own power
in 17 years.
To say the guys who did the
MoT were thorough would be an
understatement. Eventually, with
stony-faced expressions that soon
burst into smiles, they gave me
the Land Rover’s fi rst-ever MoT.
I grinned like a school kid all the
way home and fi nally relaxed,
driving my motor for the fi rst
time properly.
I rebuilt ‘Mator’, my Land Rover,
for an incredible £1708.16. It
just goes to show what you can
fi nd kicking around for the right
money if you strike it lucky!
Looking sharp in new NATO green
A new ignitionbarrel fi red it up
ProfileNAME:
Richard Hess
LOCATION:
Greyton,
South Africa
VEHICLE: 1952
Series I 80in
FIRST LAND
ROVER: 1988 One
Ten V8 hard top
OTHER LAND
ROVERS OWNED:
Series IIA 109in,
Series III 88in,
Defender 90 2.8
6cyl petrol
120 CLASSIC LRO June 2015
CLASSIC LRO YOUR STORIES
YOURclassics
‘The brightorange paint wasquite funny and
my friends alwaysspotted memiles away’
W
97 9in
The original paint: a fi re truck on fi re
Bart’s dad Jan takescare of little details
Royal Blue gives a strong presence
hat makes my
Land Rover
special is that
it used to be a
Swiss fi re truck,
stationed in the village of Raron.
Although rarely used in anger,
it was always well maintained
and was kept indoors – so it has
survived the years in wonderful,
original condition. Another factor
that helped to preserve it is that
they don’t use salt on winter
roads in Switzerland.
It also has some of the original
interior matting and all the
original documentation that
permitted anyone in the fi re crew
to drive the vehicle.
After I’d owned it for a couple of
years, I decided to repaint it. The
unmissably bright, fl uorescent
orange colour was quite funny –
and my friends always spotted me
miles away – but the paint was
starting to crack and fade away.
I’d wanted a Land Rover like this
since I was a kid and watched
the TV show Daktari, where Land
Rovers were all over the place,
but I’d never imagined having a
bright orange one.
So, after much research, and
inspired by the blue used by the
British Coastguard, I decided to
go for the impressive-sounding
British Standard Royal Blue.
My dad Jan has helped me with
many specifi c jobs to prevent
future deterioration, while
always keeping the Land Rover
as original as possible. He used
to work in the R&D centre of
Philips and has the skills – and the
patience! – to deal with all the
small, fi ddly jobs. I’m not a born
car technician, so I’m learning all
the time (sometimes I hate it and
just want to sell the Land Rover)
but it also helped me to discover
more about myself and how I deal
with certain challenges.
So, it’s really a hobby that gives
me something I can put my mind
to, with the aim of keeping it in
good running order, and also
preserving its heritage.
Oh, and I love driving it in the
countryside on sunny days. LRO
ProfileNAME: Bart Prins
(and dad Jan)
VEHICLE: 1973
2.6-litre 6cyl Series
III 109in station
wagon
LOCATION:
Utrecht, The
Netherlands
FIRST LAND
ROVER: You’re
looking at it
OTHER LAND
ROVERS:
Unfortunately
not...
DREAM LAND
ROVER: Defender
110 Td5
OTHER HOBBIES:
Woodworking,
DIY, sports
…and into a cosseted
life of retirement in
The Netherlands
Out of the
Fire...
STEVE PARKERS LTDParts and Mail OrderTel: 01706 854222 (OPT 1)
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Parts & Accessories
June 2015 CLASSIC LRO 123
NOSTALGIA CLASSIC LRO
Other things that happened in 1966…
fter 18 years in production, in April
1966 the 500,001st Land Rover rolled
of the line at Solihull, pausing for a
slightly stilted publicity shot before heading out
the door. It’s an interesting reminder of those
more deferential times that only the ‘suited
and booted’ top brass were invited to pose for
the official photographer. These days, a more
representative crowd of production line workers
would be included.
Occupying the centre seat is Tom Barton, the
senior Land Rover designer so closely involved
with the vehicles right from the very beginning.
Seated behind the wheel is managing director
William Martin-Hurst, who succeeded in
persuading Buick to sell manufacturing rights
for its V8 engine to Rover. On Tom’s left is Rover
general manager AB Smith.
Fittingly, for such a landmark occasion, the tall
chap with his hands in his pockets (extreme left)
is Peter Wilks, nephew of Spencer and Maurice
Wilks, who between them were responsible for
creating the original Land Rover and bringing it
to market in less than a year.
England win theWorld Cup, beatingGermany 4-2 afterextra time in the fi nal at Wembley. Even folk who don’t follow footie know it’s the only time
England has everwon anything… The very firstepisode of theoriginal series of Star Trek is broadcast. The fi rst SR-71 Blackbird spy plane
goes into service atBeale Air Force Basein California. BBC TV’s The FrostReport has its firstairing. John Cleese,Ronnie Barker andRonnie Corbett gettheir first TV break onthe show. Demonstrationsagainst the war inVietnam take placeacross the US. The infamousMoors murderers,Ian Brady and MyraHindley, are convictedat Chester Assizes.
A
The Land Rover Years
1966England win the World Cup
and Land Rover passes
the half-million mark
The Series IIA Forward Control getswider, stronger axles, a longerwheelbase, new rear springs and a frontanti-roll bar to improve its stability andturning circle. The upgraded design isknown as the Series IIB Forward Control.
Forward Control grows
SIX-CYLINDER POWERIn a bid to counter US-based
criticism of the 2.25-litre engine’s
lacklustre performance, Rover
redevelop the six-cylinder
2.6-litre unit from the Rover 95.
This motor first appears in the
Series IIB Forward Control before
going into ‘regular’ 109-inch
Series vehicles.
NEWSERIES
World Cupvictory sparksnational joy
Assorted suits celebrate the 500,001st Land Rover built
© G
ET
TY
IM
AG
ES
PH
OT
O:
CO
UR
TE
SY
OF
JA
ME
S T
AY
LO
R
1966 saw the launch of the Series IIB Forward Control
CLASSIC LRO ADVENTURE
124 CLASSIC LRO June 2015
BacktracksIn 1985, Land Rover mechanic Simon Saunt quit his
job to join a trans-Sahara expedition by Series III
sRELIVE THE
EARLY DAYS OFOVERLANDING
BY LAND ROVER
If you’d like to see your
own adventures here,
let us know! Email
‘I rang Mike who told me he was leaving next week in his Series III to meet some people in
Marrakech... He set straight on with the paperwork, and I handed in a week’s notice’
Signing up for adventure
In 1985 I was working at a Land Rover
specialist in Burton-upon-Trent. One of
our regular customers had a 109in Series
III station wagon. He ran overland trips with
Professor Mike Jones of Leicester University.
One day, this customer came in and said that
he was booked on a trip travelling across the
Sahara, but he’d had to pull out due to work
commitments. He asked if I was interested in
going and gave me a number to call if I was.
Into Africa
MAD DASH TO MARRAKECH
The SIIA was loaded full of kit and ready to
go. I studied the maps carefully, planning
my route. Paperwork fi nally in hand, I set off
to catch the ferry at Algeciras in southern
Spain. From there, I crossed to Ceuta and got
through customs about 2am. I was very tired
and needed a break,
However, two guys turned up and were
trying to trade me drugs for what I had in
the back of the Land Rover. I didn’t hang
about and pressed on bleary-eyed into the
‘Mike left for Africa in his
SIII, while I waited for my
visa and SIIA paperwork’
I rang Mike who told me he
was leaving the following week
in his SIII to meet some people in
Marrakech, and asked me to go
and see him asap; I went. He set
straight on with the paperwork
and I handed in a week’s notice.
Mike organised a Series IIA
109in and Sankey trailer, which I
would drive as support.
night. I drove for about an hour
and was looking for a place to
pitch my tent when a Mercedes saloon
coming in the other direction blocked the
road and stopped me.
A couple of guys got out and walked over.
One of them knocked on the window and
asked for a light for the joint in his hand and
the other went around the rear of the Land
Rover. I could see smoke coming out of an
open window on the Mercedes so I knew
they didn’t need a light. They tried the doors,
which were locked. I told them I didn’t smoke,
dropped the SIIA into low box and drove off -
road, around the car and down the road.
They chased me for about 40 minutes trying
to get past. Eventually, we came to a small
town with a few people about. I stopped;
and they turned around and drove off. I
never saw them again. After another hour
I stopped and slept none too deeply in the
Land Rover with the doors locked.
Next day I was awoken by voices and
looked up to see a bunch of women looking
in the windows. I said hello and they gave
me a cup of tea. I headed for Marrakech,
passing through Rabat and Casablanca on
the way – all in just four days from Burton.
After a long sleep, we collected our
‘guests’ from the airport. Mike had the
passengers with him, because he was the
natural historian and guide; the expedition’s
doctor Alison Brooks and I were in the Series
IIA support vehicle.
Tremendous mountainscenery as much a part
of Morocco as deserts
‘Africa? It’ll be sweltering, right?’
WO
RD
S A
ND
PH
OT
OS
: S
IMO
N S
AU
NT
June 2015 CLASSIC LRO 125
Atlas mountains
‘We drove into the High
Atlas, to Mount Toubkal,
which we climbed’
CLIMB EVERY MOUNTAIN
Climbing Mount Toubkal took three days
and a lot of eff ort, especially above 10,000ft,
– where, luckily, there was a refuge. It was
very cold and it took an age to boil water
on a camping stove. Making a hot cup of
tea was impossible as once the water finally
boils it’s only about 80ºC. Several sherpas in
the refuge amused themselves with a snake
they’d caught. Once they got bored with it
and let it go we all got some kip.
Next day some of us set off for the summit
while looking for a particular species of
bird that stays above 10,000ft; the name
escapes me. We were within 150 yards of the
summit when a snowstorm struck and we
had to turn back. That doesn’t sound very
far, but at 14,000ft on a severely steep incline
it’s a serious undertaking – especially when
struggling with acclimatising to that kind of
altitude. We stayed at the 10,000ft refuge that
night, before descending the following day.
After that, we drove through the High Atlas
mountains to Fez. I spent a day on my own
in the city where I met a very nice guy who
treated me to a guided tour. I even had time
to fi t in a haircut.
On to Algeria Crossing
the Sahara
WILD GOOSE CHASE
Crossing the Sahara we were
doing about 100 miles a day
and the terrain was constantly
changing. We came across a
petrifi ed forest, seashells, rocks,
plants and wildlife, which Mike
talked eloquently about.
Egyptian vultures were
spectacular and we saw the
odd deathstalker scorpion. One
day, we climbed a large, rocky
outcrop to take in the view. The
rest of the group was dawdling
so I went on ahead and sat at
the top on my own. A blue rock
thrush was hopping about.
When it heard the rest of the
group arriving, it fl ew off .
When I told them, they got
very excited and all shot off after
it – even after many years of
birdwatching, none of them had
ever seen one of these beautiful
birds. They came back about an
hour later, with no sighting.
‘...the terrain
was constantly
changing’
INTO A SEA OF SAND
We then proceeded to Oujda, where we
crossed into Algeria. We stayed for a while
at Sidi Bel Abbes. From there, we went on
to Tiaret where we turned south through
Laghouat and Ghardaia and into the Sahara
proper, heading south between the great
sand seas of the Grand Erg Occidental and the
Grand Erg Oriental. The fi rst three days the
desert was fl at – like being at sea, in fact.
‘The first three days the desert was flat, just like being at sea’
A truck had passed and we were waiting for the
dust to die down
A rare source of water – and Alison takes full advantage
You won’t see this one in the Highway Code
High Atlas mountains are always optimistic
– they’ve got a very positive altitude
Chatting with a local, deep in the Algerian desert
CLASSIC LRO ADVENTURE
126 CLASSIC LRO June 2015
Life on the road
Back to reality
A TASTE FOR MOROCCAN FOOD
We were living mainly on salads and had no way to
keep perishables fresh. So something hot, such as
the biscuits I baked in a DIY oven, was a delight.
In the villages, you could often get a plate of stew
for a few pence, and the best bread I’ve ever tasted.
I don’t know what was in those stews – probably
camel or goat – but it was full of Moroccan flavours.
I still love cumin and turmeric today.
‘I had several offers to go with other expeditions as mechanic’
‘All in, we covered
about 10,000 miles’
THE ROVERS RETURN
We had a break in Marrakech and
spent a whole day in the shop of El
Ruby Siad. All the people we met
throughout the trip were very friendly
and would often go out of their way
to help us.
All in, we covered about 10,000
miles. We got back in December: the
cold was a shock because I’d got used
to the heat. I went to see my old boss
about the chances of getting some
work, and he said: ‘Start Monday.’
Things returned to normal. LRO
Return through the Hoggar mountains
EXTINCT VOLCANOS
From Tamanrasset we went into the Hoggar
Mountains, which is just a fantastic place. Not
as hot as the desert, it’s mainly volcanic rock
with much biodiversity and relict species –
bread and butter to naturalist Professor Mike
Jones, who shared his knowledge with us. We
stayed at a refuge in the mountains to watch
the sunrise, which was truly spectacular.
‘We stayed at a refuge in the mountains to watch the sunrise’
This is as close as we ever liked to get to a camel. It’s the way they look at you…
The Sahara
RED HOT CENTRE
It was very hot – over 40ºC by
day, and cold at night. Most
of the driving is on hard gravel
and rocks over which 30-40
mph seemed to be best, though
I did get stuck a few times in
fesh-fesh. This looks like hard
ground, but is actually more like
very soft mud, or talcum powder:
you shovel it away and it just
runs back. If you’re doing 40mph
when you hit it you may get a
long way into the stuff before
you get stuck. On one occasion,
I spent a whole day getting the
Land Rover out, at which point
we were very low on water.
Another time, a rock holed the
radiator about 400 miles from
anywhere. I removed the rad
and made a copper ‘soldiering
iron’ out of a drift that I had, and
repaired the core. We poured in
all the water we had and then
endured a very dry journey to
the next well.
‘...a rock holed the
radiator, 400 miles
from anywhere’
Over to you!Do you have a story to tell
about a past trip by Series
Land Rover or Range Rover
Classic? Got the photos to
go with it?Send two sample photos
and 100 words to give us a
flavour, to Mark Saville
Spectacular sunrise over the Hoggars
L-R: Prof Mike Jones, El Ruby Siad, Simon Saunt
An Italian motorcyclist mending his eighth puncture that day – acacia thorns are lethal things
We spent about a week at the campsite in
Tamanrasset in Algeria. I was very busy there and
made a tidy sum fi xing Land Rovers, and buying
and selling spares. There was a spares shop in town
that I dealt with – Land Rover spare parts were
almost a currency of their own.
I had several off ers to hook up with other
expeditions as mechanic. I would say a good Land
Rover mechanic could travel round Africa for free.
NK GROUP, Noisekiller (UK) Ltd, Unit 7, Parkside Ind. Est. Edge Lane Street, Royton,Oldham, OL2 6DS t. 0161 652 7080 f. 0161 652 4448
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2015
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Model No. AK303
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Model No GDM92BCOMBO
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Valid 1st May to
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Model No.AK3040
List Price
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Contents: 1, 1.5, 2,
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June 2015 CLASSIC LRO 129
NOSTALGIA CLASSIC LRO
Roverphile WITH JAMES TAYLOR
Think you know everything about the history of Land Rover?
Our guru comes close. Look what he’s found this month....
Aircon and a sunroof – it’s cool either way. Neat security device too
SWISS TAX BRAKES
In the March issue’s Roverphile, I
showed a photo of a Swiss Range
Rover Vogue Plus, a 1990 special
edition, and hoped readers could
tell me more about it.
So, many thanks to Olivier
Aebersold for doing just that. The
‘Plus’ as compared to a standard
Vogue of the time was air-
conditioning and a sunroof; but
to help preserve the distinction
between Vogue and Vogue SE,
the SE’s cruise control wasn’t
available, even as a cost option.
Olivier also tells me that all Swiss
Range Rovers of this period came
with a heated windscreen as
standard – something standard
only on the SE in the UK.
That Swiss
Vogue Plus
The Swiss Army ordered Land
Rovers in the mid-1960s, and
Solihull seized its opportunity
to improve civilian-model
sales on the back of that.
However, its eff orts were
further improved by an
interesting initiative from the
Swiss Army itself.
In those days, Swiss men
had to do compulsory
military service for three
weeks every year. The deal was
that private individuals who
bought a Land Rover could get
a worthwhile discount on the
purchase price, if they bought a
special version with detachable
military equipment and brought
it along for those three weeks
every year for a period of six
years. If Switzerland ever became
involved in a war, man and
machine would be called up.
The special equipment on
one of these Land Rovers might
simply be brackets to carry a
foldaway stretcher. However,
some vehicles had a vacuum
braking system, which was
suitable for hauling heavy
logging trailers in civilian
life and for towing a heavy
fi eld gun. The story goes that
the Swiss obtained special
dispensation from Tom Barton
at Land Rover to tow up to six
tons as long as they did so only
in low range.
Our pictures show an ex-Swiss
Army vehicle owned by Ivan
Plachy: that vast tank in front of
the radiator grille is part of the
vacuum braking system.
When the Queen visited the Berlin Garrison in late 1978, they decided they needed a new review vehicle. Not a problem: the lads of 14 Field Workshop REME grabbed a military Range Rover and turned it into a respectable review vehicle. You can see the back of it here.
But this wasn’t any old military Range Rover (and the military police used several in Berlin). It had belonged to BRIXMIS, the military intelligence unit that roamed through East Germany trying to photograph sensitive military installations. BRIXMIS vehicles led a hard life, often getting chased by the East German military.
56 XB 89 had chassis number 358-13400D and arrived in Berlin in June 1975, passing to BRIXMIS in May 1976. It was fi nally struck off in September 1993. More pictures – of this or any other BRIXMIS Range Rover – would be very welcome.
The Queen’s spy
Tank is part of vacuum braking system…
…as is this gauge
130 CLASSIC LRO June 2015
CLASSIC LRO NOSTALGIA
Finding details about LandRover’s overseas militarycontracts is quite diffi cult. Thecompany remains resolutelyschtum when asked. So I wasmore than a little surprisedto fi nd interesting details ofthe Dutch Series III contract ina British Leyland-era ‘house’magazine called Specialist Car,dated April 1979.
Dutch SIIIs an open secret
THE RAIL TODAMASCUSSyria has been in the
headlines recently for all the
wrong reasons, but here’s a
picture from more peaceful
times. Taken probably in 1978
by Peter Howard, it shows
a Land Rover that operated
on the Hejaz Railway in
Damascus. As far as I can tell,
the base vehicle is a 107in
pick-up. It’s been fi tted with
fl anged railway wheels, side
steps to improve access to
the cab (it’s sitting higher off
the ground than a standard
vehicle), and some sort of
linkage under the front
bumper. The Hejaz railway
was a narrow-gauge system,
with a track gauge of 3ft 511⁄32
in (1050mm).
The back body is not of
factory origin, I’m sure. Land
Rover did supply some tall
hardtops to special order, but
the profi le of the roof was
diff erent. I assume this body
was locally built in Syria, with
that rather interesting fabric
side panel arrangement.
LRO
Back in 1994, BMW set up
Project Heartland to develop a
more ambitious Discovery than
the cautious evolution of the
original being developed as the
Series II model.
Although Heartland bit the
dust in early 1997, a lot of
its thinking was carried into
Discovery 3, as you can see from
this picture of a scale model of
a Marek Reichmann proposal
from 1995.
Early in the project, those
who had a stake in Heartland
gathered for a meeting at a
hotel near Heathrow Airport.
They were all given a Heartland
T-shirt with a map of the USA
overlaid with a bull’s-eye target.
Anyone still have one of these
T-shirts or a photograph of it?
MODERN Roverphile
IF YOU’VE GOT THE T-SHIRT.....
Nuggets from more recent history… Deliveries of the Dutch Series IIIs had just begun at that point, and there were to be 3917 of them in all. The order was valued at about £55m, and the fi nal deliveries were to be made in February 1982. Among them were to be 512 ambulances with the Marshall bodywork favoured by the UK MoD. Here is one of Marshall’s own pictures of one.
CSK in the land of OzI’m still trying to highlight a
limited-edition classic Range
Rover every month, so here’s
the story in brief of the Australian
Range Rover CSK.
In the UK, the CSK was a black
two-door edition of 200 cars,
built in late 1990 to celebrate 20
years of the Range Rover and to
pay homage to Charles Spencer
King, its original designer.
However, the Australians
wanted their own CSK and, as
they weren’t allocated any of the
UK models, they made their own.
Based on the four-door Vogue
SE, these had special coachlines
and CSK decals, although the
CSK lettering wasn’t supposed to
resemble Charles Spencer King’s
signature, as it did on the UK
examples. The best fi gures I’ve
found suggest that there were 35,
and that 33 of them were painted
white. The others may both have
been black; the one I pictured in
Sydney back in 1998 certainly was
[above right].
Does anybody have any more
information about them?
They made their own CSK Down Under
Lettering diff ers from UK version
Got a question?
Ask James...
If you want to know more about
something obscure, or can add
to something you’ve read in
Roverphile, contact James at
via roverphile.co.uk
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HEAVY DUTY &PROFESSIONAL
THE ULTIMATE INTOOL STORAGE!
• Extra heavy gauge doublewall steel construction
1
3
4
MODEL DESCRIPTION DIMSWxDxH(mm) EXC.VAT INC.VAT
CBB206B 6 Dr Chest 710x328x365 £99.98 £119.98CBB209B 9 Dr Chest 710x315x420 £119.98 £143.98CBB210B 10 Dr Chest 710x315x475 £139.98 £167.98 CBB203B 3 Dr step up 710x315x250 £69.98 £83.98CBB215B 5 Dr Cabinet 758x468x815 £199.98 £239.98CBB212B 3 Dr Cabinet 755x470x810 £169.98 £203.98CBB217B 7 Dr Cabinet 758x468x975 £249.98 £299.98CBB213B 3 Dr Cabinet 758x481x975 £199.98 £239.98
12
3
4
5
MAX. WEIGHTLOADING 500KGEVENLY DISTRIBUTED
EXTRA LARGE SIDEHANDLE FOR EASY
MOVEMENTFITS EITHER SIDE
GREAT LOOKING, BIG 5" INDUSTRIAL CHROME SPOKED WHEELS FOR EASY MOVEMENT
EXTRA LARGE DRAWER PULLS
BIG 5"WHEELS
FULL DETAILS - SEE IN-STORE OR
VISIT WEBSITE
BLUE
YELLOW
RUBBER GRIP SIDE HANDLES
EXC.VAT£143.98
INC.VAT
£119.982
EXC.VAT£299.98
INC.VAT
£249.985
EXC.VAT£574.80
INC.VAT
£479.004
EXC.VAT£143.98
INC.VAT
£119.981
4
SAVE10%
WHEN YOU BUY
ANY MIX OF 5
FROM THIS RANGE
SAVE AT LEAST
£17.99 INC.VAT
‡ was £155.98 inc.VAT
‡ was £299.98 inc.VAT
EXC.VAT£239.98
INC.VAT
£199.985
S X PAG OR ORALL SIZES/SPECIFICATIONS ARE APPROXIMATE
INCLUDES SINGLE
LOCKABLE DRAWER
Available in Red or Galvanised Finish
2EXC.VAT
£287.98INC.VAT
PRICE CUT
WAS £299.98 inc.VAT
£239.98
EXC.VAT£179.98
INC.VAT
FROM ONLY£149.98
EXC.VAT£65.99
INC.VAT
FROM ONLY£54.99
EX.VAT£35.98
INC.VAT
FROM£29.98
Minimum call charges from a BT landline are 5p/min to 0844. Calls from mobiles and other networks may vary.For security reasons, calls may be monitored. All prices correct at time of going to press. We reserve the right to change products and prices at any time. All offers subject to availability, E&OE.
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EXETER 16 Trusham Rd. EX2 8QG 01392 256 744GATESHEAD 50 Lobley Hill Rd. NE8 4YJ 0191 493 2520GLASGOW 280 Gt Western Rd. G4 9EJ 0141 332 9231GLOUCESTER 221A Barton St. GL1 4HY 01452 417 948GRIMSBY ELLIS WAY, DN32 9BD 01472 354435HULL 8-10 Holderness Rd. HU9 1EG 01482 223161ILFORD 746-748 Eastern Ave. IG2 7HU 0208 518 4286IPSWICH Unit 1 Ipswich Trade Centre, Commercial Road 01473 221253LEEDS 227-229 Kirkstall Rd. LS4 2AS 0113 231 0400LEICESTER 69 Melton Rd. LE4 6PN 0116 261 0688LINCOLN Unit 5. The Pelham Centre. LN5 8HG 01522 543 036LIVERPOOL 80-88 London Rd. L3 5NF 0151 709 4484LONDON CATFORD 289/291 Southend Lane SE6 3RS 0208 695 5684LONDON 6 Kendal Parade, Edmonton N18 020 8803 0861LONDON 503-507 Lea Bridge Rd. Leyton, E10 020 8558 8284LONDON 100 The Highway, Docklands 020 7488 2129LUTON Unit 1, 326 Dunstable Rd, Luton LU4 8JS 01582 728 063MAIDSTONE 57 Upper Stone St. ME15 6HE 01622 769 572MANCHESTER ALTRINCHAM 71 Manchester Rd. Altrincham 0161 9412 666MANCHESTER OPENSHAW Unit 5, Tower Mill, Ashton Old Rd 0161 223 8376MANCHESTER SALFORD* 209 Bury New Road M8 8DU 0161 241 1851MANSFIELD 169 Chesterfi eld Rd. South 01623 622160
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24V CORDLESSIMPACT WRENCH• Inc. 17, 19, 21 & 23mmchrome vanadium sockets•2x 24v Ni-CdBatteries &1 hour batterycharger
HEAVYDUTY
CIR220
.98EX.VAT
£89.98INC.VAT
£107
CIR220 ONLY
MODELS MAX TORQUE EX.VAT INC.VATCorded CEW1000 450Nm £56.99 £68.39Cordless CIR450 450Nm £119.98 £143.98
GENERATORSHondaenginemodelsavailable
CHECK FRAME
TYPE WHENORDERING
• 24vavailable
LT2000
MODELCAPACITY EX VAT INC VATLT2000 907kg £79.98 £95.98UT3000 1360kg £139.98 £167.98S4000 1814kg £299.98 £359.98
.98EX.VAT
£79.98INC.VAT
£95
FROM ONLY
FG3005
MODEL MAX FLOW MAXLPM HEAD EX VAT INC VAT
PSV1A* 140 5.8m £44.99 £53.99CSV2 236 9m £99.98 £119.98CSV2A* 253 10m £109.98 £131.98HSEC650A*† 290 9.5m £184.99 £221.99
SUBMERSIBLEWATER PUMPS
*A denotes auto float switch† denotes sewage cutter pump
HANDLES SOLIDS UP TO30MM DIAMETER
HOSE ALSOAVAILABLE EX.VAT
£53.99INC.VAT
FROM ONLY£44.99
HSEC650A
• Fast snap connector attachments for quick &easy assembly • Hydraulic pump, ram & hose with various tubes, pieces & connectors• Includes metal case
CS10BRK
* Fast action pump
.98EX.VAT
£79.98INC.VAT
£95
FROM ONLY
BODY REPAIRKITS
MODEL CAPACITY EX.VAT INC. VATCS4BRK 4 tonne £79.98 £95.98CS10BRK 10 tonne £139.98 £167.98CS10SBRK* 10 tonne £149.98 £179.98
QUALITYCASTIRONSTOVES
FLUES, COWLS& ACCESSORIES
AVAILABLE
20 STYLES AVAILABLESEE IN-STORE OR
ONLINE
BARREL
POTBELLY
CTJ3000G
3 TONNEJACKS
SADDLE HEIGHT EXC. INC.MODEL TYPE MIN-MAX mm VAT VATCTJ3000QL Quick Lift 195-520 £44.99 £53.99CTJ3QLG Pro Instant Lift 145-520 £83.99 £100.79CTJ3000G Pro Garage 120-520 £84.99 £101.99
.99EX.VAT
£44.99INC.VAT
£53
FROM ONLY
JACKS ALSO IN STOCK UP TO 5 TONNE
*Stainless Steel#Variable output‡Dual Volt 110/230
TURBO FANGAS HEATERS
LITTLEDEVIL 2
• Low cost heating for the garage, workshopetc. • Propane gas fi red
EX.VAT£83.98
INC.VAT
FROM ONLY£69.98
MODEL HEAT OUTPUT MAX. kW EXC.VAT INC. VAT
Little Devil II 10.3 £69.98 £83.98Little Devil SS II* 10.3 £79.98 £95.98Devil 650 15 £89.98 £107.98Devil 660 SS * 15 £109.98 £131.98Devil 850#‡ 12.4-31 £139.98 £167.98Devil 860 SS *#‡ 31 £149.98 £179.98Devil 1850#‡ 26.9-58 £299.98 £359.98Devil 3000#‡ 35.8-82 £339.98 £407.98Devil 4000# 70-131 £399.98 £479.98Devil 3150#‡ 46-100 £469.98 £563.98
Honda &Diesel enginemodelsavailable
PETROL POWERWASHERS
.98EX.VAT
£179.98INC.VAT
£215
FROM ONLY
PLS190N MAX ENGINE EX INC MODEL PRESSURE HP VAT VATTiger 1700 1595psi 2.6 £179.98 £215.98Tiger 2500 2465psi 4 £249.98 £299.98Tiger 2900 2900psi 6.5 £299.98 £359.98PLS190N 2697psi 6.5 £379.98 £455.98PLS260N 3625psi 13 £569.00 £682.80
INVERTER GENERATORS
IG2200
EXC.VAT£467.98
INC.VAT
£389.98
Produces pure sine wave &stable power, essential for computers & sensitiveequipment Max output: IG1000, 1000w Maxoutput: IG2200, 2200w 4 stroke engine Superquiet running (only 64dBA at 7M 1/4 load) Low oilshut down Ideal for caravanning, & boating etc.
IG1000
EXC.VAT£275.98
INC.VAT
PRICE CUT
WAS £287.98 inc.VAT
£229.98
HEAVY DUTY INSTANT GARAGES/WORKSHOPS
• Ideal for use as a garage/workshop • Extra tough triple layer weatherproof fabric • Heavy duty powder
coated steel tubing• Ratchet tight tensioning
ZIP CLOSE DOOR
LENGTH UP TO 24'
IDEAL ALL-WEATHER PROTECTION
MODEL SIZE (LxWxH) EXC.VAT INC.VATCIG101 x 3 x 2.4M £219.00 £262.80CIG121 3.7 x 2.6M £249.00 £298.80CIG102 x 3 x 2.4M £269.00 £322.80CIG122 3.7 x 2.5M £299.00 £358.80CIG1224 7.3 x 3.7 x 2.5M £379.00 £454.80
NEW
NEW
EXC.VAT£262.80
INC.VAT
FROM ONLY£219.00
10' RANGENARROWER WIDTH
GREAT WHERE SPACE IS TIGHT
NEW
TURBO AIRCOMPRESSORS
• Superb range idealfor DIY, hobby & semi-professional use
*Stationary belt driven
8/250
MODEL MOTOR CFM TANK EX VAT INC VATTiger 8/250 2Hp 7.5 24ltr £79.98 £95.98Tiger 7/250 2Hp 7 24ltr £89.98 £107.98Tiger 11/250 2.5Hp 9.5 24ltr £119.98 £143.98Tiger 8/510 2Hp 7.5 50ltr £129.98 £155.98Tiger 11/510 2.5Hp 9.5 50ltr £149.98 £179.98Tiger 16/510‡ 3Hp 14.5 50ltr £219.98 £263.98Tiger 16/1010‡ 3Hp 14.5 100ltr £269.98 £323.98
HUGE CHOICE OF SPRAY GUNS &
AIRTOOLS
EX.VAT£95.98
INC.VAT
FROM ONLY£79.98
BIG 2HP7.5CFM
• Rugged fanheaters for smallto medium sizedpremises• Tough steel cabinets• Adjustable heat output with thermostat
DEVIL6003
EXC.VAT£45.59
INC.VAT
FROM ONLY£37.99
INDUSTRIAL ELECTRIC FAN HEATERS
HEAT NOW MODEL OUTPUT EXC.VAT INC.VATDevil 6002 0.7-2kW £37.99 £45.59Devil 6003‡ 1.5-3kW £49.98 £59.98Devil 6005 2.5-5kW £74.99 £89.99Devil 6009 4.5-9kW £129.98 £155.98Devil 6015 5-10-15kW £189.98 £227.98
‡ was£71.98inc.VAT
• Folding and fixed frames available• Robust, rugged construction
• Overload safety valve
MODEL DESC. EX VAT INC VATCFC500F 1/2 ton folding £144.99 £173.99CFC100 1 ton folding £149.98 £179.98CFC1000LR 1 ton £189.98 £227.98
long reach
.99EX.VAT
£144.99INC.VAT
£173
FROM ONLYENGINECRANES
Fully tested to proof load
CFC100
HYDRAULIC BOTTLE JACKS
MODEL EX VAT INC VAT2 tonne £7.99 £9.594 tonne £11.99 £14.396 tonne £14.99 £17.99
MODEL EX VAT INC VAT 8 tonne £17.99 £21.59 12 tonne £24.99 £29.99 20 tonne £34.99 £41.99
EX.VAT£
£7.99
9.59INC.VAT
FROM ONLY
ANGLE GRINDERS
MODEL DISC (mm) MOTOR EXC.VATINC.VATCAG800 115 800w £19.98 £23.98CON1050 115 1050w £27.99 £33.59B&D CD115 115 710w £29.98 £35.98
INC. DISC& HANDLE
CAG800EX.VAT
£23.98INC.VAT
FROM ONLY£19.98
DRILL PRESSESTables tilt 0-45°
left & rightDepth gaugeChuck guards
B=Bench mountedF=Floor standing MODEL WATTS/ EXC.VAT INC.VAT
SPEEDSCDP5EB 350/5 £59.98 £71.98CDP101B 245/5 £79.98 £95.98CDP151B 300/5 £106.99 £128.39CDP10B 370/12 £169.98 £203.98CDP301B 510/12 £199.98 £239.98CDP451F 510/16 £239.98 £287.98CDP501F 980/12 £429.00 £514.80
EX.VAT£71.98
INC.VAT
FROM ONLY£59.99
JETSTAR PRESSUREWASHERS
JET8000 & 9000 includehose reel
Detergentapplicator forextra cleaningpower
JET9000
EX.VAT£59.98
INC.VAT
FROM ONLY£49.98
MODEL MOTOR MAX. PRESSURE EXC.VAT INC.VATJS1750 1600w 1522psi £49.98 £59.98JS1900 2000w 1957psi £79.98 £95.98JET8000 2400w 2610psi £134.99 £161.99JET9000 2600w 2900psi £159.98 £191.98
CAR TRANSPORTERLASHING
5000KGCAPACITY
EX.VAT£20.39
INC.VAT
£1699
Top quality chromevanadium steel.
18 Sockets 8-32mmReversible ratchetComfort grip handle
SOCKET SETS
PRO155
LIFETIMEGUARANTEE
EX.VAT£27.59
INC.VAT
ONLY£22.99
1/2" TORQUEWRENCH - CHT141
5" Extension bar 1/2" -3/8" adaptor 28-210 Nm
only £19.98 EX VAT£23.98 INC VAT
HAND TOOLS
HUGE RANGE OF RATCHETS, SPANNERS AND SOCKET SETS
PRO234 62 PIECE 1/2"&1/4" SOCKET & BIT SET
MODEL KVA HP EX VAT INC VATG720 0.7 - £89.98 £107.98G1200‡ 1.1 - £149.98 £179.98FG2500 2.4 6.5 £189.98 £227.98FG3005 2.8 7 £229.98 £275.98FG3050 3 8 £359.00 £430.80FG4050ES 4.5 11 £469.00 £562.80FG5100ES 5.5 13 £539.00 £646.80
‡ was £191.98 inc.VAT
EX.VAT£107.98
INC.VAT
£89.98FROM ONLY
MIG WELDERS
MODEL MIN-MAX AMPS EX VAT INC VATPRO90 24-90 £179.98 £215.98110E 30-100 £214.99 £257.99135TE Turbo 30-130 £239.98 £287.98151TE Turbo 30-150 £269.98 £323.98165TEM Turbo 30-155 £339.00 £406.80175TECM Turbo30-170 £409.00 £490.80205TE Turbo 30-185 £449.98 £539.98
All models include:Gas regulatorEarth clampFace maskWelding torchPro90-151TE
includes CO2gas bottle
135TE
EX.VAT£215.98
INC.VAT
FROM ONLY£179.98
FARM JACKSEXC.VAT£55.19
INC.VAT
£45.99
• Max Load 2000Kg
• Foot operatedhydraulic powered• Adjustable forsprings up to 350mmdia. & 254mm inlength • Yoke travel:340mm
STRUT SPRINGCOMPRESSOR
.98EX.VAT
£99.98INC.VAT
£119SSC1000
AmmeterMulti-positioncharge regulatorOverload protection oncharging cycle
BATTERYCHARGERS/ENGINESTARTERS
MODEL MAX AMPSCHARGE/BOOST EXC.VAT INC.VAT
BC100N 15/100 £47.99 £57.59BC130C 15/120 £61.99 £74.39BC190 38/180 £89.98 £107.98BC210C 15/120 £94.99 £113.99BC410E 35/400 £129.98 £155.98BC520N 50/510 £189.98 £227.98
BC520N
EX.VAT£57.59
INC.VAT
FROM ONLY£47.99
JUMP STARTSIntegral work lightExtra long 1m
leads 910includes aircompressor
Long life battery
MODEL STARTBOOST PEAK AMPS EX VAT INC VAT
900 400A 900A £49.98 £59.98910 400A 900A £59.98 £71.984000 700A 1500A £109.98 £131.9812/24 1000A@12v 2000A@12v £129.98 £155.98
500A@24v 1000A@24v
EX.VAT£59.98
INC.VAT
FROM ONLY£49.98
HEAVY DUTY 17KG
‡ V-twin
EXC.VAT£107.98
INC.VAT
£89.98PRICE CUT
WAS £113.98 inc.VAT
EXC.VAT£250.80
INC.VAT
£209.00
6.9kW
11.8kW
EX.VAT£83.98
INC.VAT
ONLY£69.98
• Ratchet action forquick height adjustment• Sold in pairs
MAX MIN/MODEL TONS HEIGHT EXC.VAT INC.VATCAX-3TBC 3 300-430mm £18.49 £22.19CAX-6TBC 6 400-615mm £29.98 £35.98
EX.VAT£22.19
INC.VAT
FROM ONLY£18.49
3 TON & 6 TON
MODELS
AXLE STANDS
134 LRO June 2015
BePrepared!
Tel: 01905 451506
Bonnet Pod
Lamp Guards
H/D Bumper
Wheel ArchesZU AlloysMud TyresPerformancePolyurethaneSteering GuardT-MAX
Light Bar Kit
Wind Deflectors
Tree Sliders
Safari Snorkel
£78
£187
£226
£300£150£163£148£27.50£118.75£66£499
£282
£25.25
£486
OVERSEAS CALLS: +44 1905 451506MM4x4, Martin Hussingtree, Worcester WR3 8TE
web: www.mm-4x4.com
Family Business est. 1950
Roof Rack
For Land Rover, Range Rover, Discovery & Freelander
RING OR ORDER ONLINE FOR NEXT DAY DELIVERY
All Prices Include VAT
Parts, Accessories & Off Road Equipment
D1,D2,90,110 & RRC
Available in Black
Front ABS Plastic
Also Available for 90 & 110
Satin Black ABS
T-MAX PEW - 9500LBS WINCH 3 Piece Guard Bush Kit Uprated Brake Discs & Pads
Complete with 4 x 55watt
spot lights
Easy fit
Genuine Land Rover Front
set of Lamp Guards
Powder coated finish over
zinc plated for ultimate
protection
Full Kit non ACE
Not inc watts link
Front Drilled Brake Discs
Front EBC Pads
Open and aggressive tread
facilitates optimal traction
and guarantees outstand-
ing
self-cleaning,
38mm offset
1,400kg rating
12kg each
Easy to balance
6 piece wheel arch kit
includes
fittings and
instructions
Powder coated finish over
zinc plated for ultimate
protection
12 Volt Motor
Radio Remote Control
Synthetic Rope
Aluminium Fairlead
Steering guard
5mm steel and shotblast-
ed with a high quality sil-
ver powder finish.
265/75 R16 General Grabber
M/T
Discovery 2 / Range Rover P38
- 8 x 16 - Gloss Black
Discovery 2 ABS Wheel
Arch Set
H/D Rock and Tree Sliders
Pair
Protect your engine from
dust and water
encountered in off road
driving
Safari Snorkel - Raised Air
Intake TD5 & V8
Reduce buffering and wind
noise when
driving with the window
open. No drilling required
Front & Rear 4 Piece Kit
4 & 6 Mount Available
Powder coated finish over
zinc plated for ultimate
protection
With removable
sunroof bars. Easy fit.
Defender Expedition Roof Rack
Callers welcome to our store!
Each
SetEach Each Pair
Front
Each
£114
Light Bar:
4x Mount Bar & 4x watt
Spot Lights
4x Mount Bar & 4x watt
Spot Lights
Set
£57Discs
Pads
bookings until
24th October
35%off
35% offfor Land Rover owners!Rallies & groups welcome.
FREE daytime and evening entertainment
FREE super swimming pools
FREE cool kids clubs
DISCOUNTS at local attractions
GREAT choice of pitch types and touring facilities
88% of customers would book another break
25 fantastic UK HolidayParks by the coast
BOOK ONLINE AT WWW.PARK-RESORTS.COM/LROWNER15
OR CALL US ON 0843 561 1419
Facilities vary by Park. Calls charged at 5p a minute from a landline, mobile charges may vary.Offer not applicable to Cayton Bay or Fallbarrow. Offer not available during School Holidays and Bank Holidays.
June 2015 LRO 135
WORKSHOPThe best Land Rover technical know-how in the business
The LRO Workshop section is sponsored by Britpart, the leading independent wholesaler of parts and
accessories for the entire Land Rover marque – a one-stop shop for everything from O-ring oil seals through
to engine and exhaust systems and much more in between.
Britpart is approved by Lloyd’s Register Quality Assurance to BS EN ISO 9001:2008 and now all Britpart’s
products are covered by an industry-leading 24-month guarantee.
Where relevant, we’ve rated the difficulty level
of workshop jobs from one spanner (beginner)
to five spanners (expert), to give you an idea of
what you’re letting yourself in for!
STAY SAFEWhen working on your Land Rover, you should always…
Wear boots with reinforced toecaps
Use disposable or mechanic’s gloves
Wear safety specs to guard against stray
sparks and harmful liquids
Wear clean overalls. They don’t just smell better –
oily ones are bad for your skin and catch fi re more easily
136 Discovery 2
health check John’s new steed gets a
thorough check over
140 Fit a Defender
Steering box Banish steering leaks
with this guide
144 Repair seat box Give your Defender seat
box a new lease of life
146 Sort your Series
handbrake Fettle your transmission
brake. Full stop!
150 Fit a Tdi boost pin Get better performance
from your Tdi, easily
152 Fit rear springs Restore your Series
Land Rover’s ride
154 Ask LRO 16 questions answered
VEHICLES IN THIS ISSUE’S WORKSHOP
Series I p157
Series IIA p146, p155
Series III p158
Lightweight p152
Defender 90 p150
Defender 110 p140, p144
Discovery 1 p154, p156, p158
Discovery 2 p136, p154, p155,
p156, p158
Discovery 3 p156
Discovery 4 p156
Range Rover Classic p158
Range Rover P38 p155
Range Rover L322 p155
HOW HARD?
140
140
144
PAGES23
Britpart, The Grove, Craven Arms,Shropshire SY7 8DA, England
The Expert Steve Grant
Steve is Britpart’s chief technician. He owns a purposeful Defender 110 double-
cab and Series IIA Lightweight. Steve is also spannerman on the MSA British Cross
Country Championship Land Rover campaigned by Britpart MD Paul Myers.
Tools and kit used
Spanners and sockets, workshop lift (or jack andaxle stands), screwdrivers
Safety advice
Use axle stands when jacking up, and wear eye protection when poking around underneath.
Igave my new-to-me Disco 2 a checkover
before buying, paying special attention
to potentially expensive-to-fix parts and
the chassis, which can rot anywhere along
its length, especially in the centre and rear
of the rear axle. This revealed everything
was working reasonably well and that the
chassis is fairly sound – never guaranteed,
even at its relatively young 13 years. Chris
Parkinson of Before ‘n’ After Rustproofing
tells me that D2s can develop terminal rot
at around 12 years, and even as low as
eight in areas with heavy winter salt use.
Then, as soon as possible after buying the
vehicle, I took it along to Britpart’s chief
technician Steve Grant, where he put it on
his workshop ramp. Steve knows all of the
likely problem areas, so I spent time with
him giving it a thorough healthcheck.
This showed up items that need urgent
fixing, like a bad oil leak from the rocker
cover and one from the transfer box, worn
brake pads and missing rear bump stops.
We also discovered the top radiator hose
Underside checks are much easier
with a proper lift
was worn almost right through where it
has been rubbing on an aircon pipe, so that
needed replacing there and then.
It’s a Td5 automatic, which I bought for
its ease of driving in traffic. Autos can be
expensive to fix or replace if something
does go seriously wrong. Fortunately,
this one had its gearbox replaced about
five years ago and seems to be working
reasonably well. On my next visit Steve will
be changing the auto transmission filter
and using one of the automatic flush-and-
fill machines (which Britpart sells) to refi ll it
with lovely, fresh fluid.
HOW MUCH? Top hose, £26.78;plastic pipe, £31.96
HOW LONG?Full healthcheck and replace top hose, three hours
HOW HARD?
John’s Discovery gets a thorough examination
D2 healthcheck
PH
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The masterplan
Editor-in-chief John Pearson bought this 2002
Discovery 2 Td5 (pre-facelift) as an everyday
vehicle, freeing up his ex-G4 Challenge Defender
for use solely on adventures. The Disco came with
a service history and a wad of dealer invoices
detailing repairs carried out over the years. It’s
basically sound, yet inevitably there are jobs that
need doing. In this fi rst instalment, Britpart’s
Steve Grant gives it a comprehensive going-over,
looking for existing or potential faults.
What’s next?
Fixing oil leaks, brake overhaul, auto transmission
fl ush and refi ll, fi t new bump stops.
THE BIG
Part 1
PROJECT
DISCOVERY 2
ROLLING REFURB
Rolling project
June 2015 LRO 137
General checkover
1Steve starts by taking a thorough look around theengine compartment. Are there are any obvious
engine oil, coolant or other fluid leaks that need fixing?Are there any signs of obvious damage or faultycomponents? Steve’s workshop light is handy for this.
Check the battery
3The Discovery’s battery lives in a compartment under a plastic cover. It’s a bit mucky under
here but the terminals are fairly free from corrosion and the battery is functioning well, with good starting performance – so we’ll leave well alone for now.
How’s the brake fluid?
2Next, Steve checks the brake master cylinder. The fluid looks clean, but when was it last changed?
Brake fluid is hygroscopic, meaning it absorbs moisture from the atmosphere, which is not good. Best advice is to change it if you don’t know when it was last done.
Off with the plastic covers
4Removing the plastic covers from the top of theengine and the radiator reveals that there’s a leak
from the back of the rocker cover. But the good news isthat the fuel pressure regulator at the back of the headis in sound condition – leaks here are quite common.
Injector wiring harness
7Another common Td5 engine bugbear is oilgetting into the fuel injector wiring harness,
eventually affecting performance. We disconnect theplug at the front of the engine to check for signs of oil.But, as you can see, it’s bone dry – which is good to see.
Checking the cooling system
5With the plastic cover off we can now give theradiator core a visual check for any signs of
leaking. We’re also checking the intercooler for anysigns of swelling around the top fins, a known D2 fault,and for any signs of play in the cooling fan bearings.
Slurp out some engine oil
6The engine oil level is slightly too high on the dipstick. It could have been over-filled, but Td5
engines can suffer from diesel in the sump through a cracked cylinder head or leaking injector seals, so Steve sucks out some oil. I’ll be monitoring the level.
Have a look at the hoses
9All of the radiator and heater hoses need a thorough check for any signs of damage or
perishing. This top hose had worn through by rubbing on a pipe from the aircon, so it needed replacing – see photos 22 to 27 for the full step-by-step sequence.
Brittle plastic pipe
8There are various plastic pipes used on the D2, which invariably get very brittle with age. This
one, which goes from the coolant header tank to the EGR (exhaust gas recirculation) system cooler, broke while we were checking it and had to be replaced.
Britpart, The Grove, Craven Arms,Shropshire SY7 8DA, England
How to
Are the brakes okay?
10Steve has an initial look through the wheelspokes to see what condition the brake pads and
discs are in. There’s no need to remove the wheel forfurther checking because some of the pads are gettingthin and the rear discs are in fairly poor condition.
Any transmission faults?
12Steve works his way along the propshafts, looking for any play in the universal joints. He has a good
look around the automatic gearbox and transfer box for leaks and discovers there is a leak from the latter. He also visually checks the chassis and front suspension.
Further checks for oil leaks
11Once underneath Steve continues his search for engine leaks. Oil running down the rear of the
engine confi rms the rocker cover leak. He then moves onto the front diff , looking for leaks, checks the front propshaft joints for play and looks over the steering.
What’s the Watt’s linkage like?
13Actually, not very good. The bushes in the barthat prevents the rear axle from moving laterally
aren’t very healthy and need replacing. Steve thenworks his way around the rest of the suspension bushesboth visually and testing with his lever – all are okay.
How’s the chassis?
16One important check before buying a Disco 2 isthe chassis. Rearwards of the rear axle is
notoriously prone to rust, but all of it can corrode badly.Britpart does sell replacement chassis sections, but it’sbest to buy one with a solid chassis and rustproof it.
Height sensor rubbers
17These rubbers on the Discovery’s rear suspensionheight sensors need replacing. The rear air
suspension is height-adjustable, and can be raised foroff -roading and lowered for hitching trailers. The frontsuspension is controlled by conventional coil springs.
Bumpstops?Whatbumpstops?
14The rear axle bump stops won’t have been doingmuch stopping of bumps. As you can see from the
photo above, the rubbers have come away completelyfrom their metal backing plates and need replacing.This is quite a common fault, according to Steve.
Suspension airbags
15The D2 sits on an even keel after being parked overnight, which is a good indication that the rear
suspension airbags are okay, although I could check further with soapy water. That spare electrical socket is for a water-in-fuel sensor fi tted for some markets.
Wheels, tyres and steering
18Steve raises the Land Rover with the wheels free then inspects the condition of each wheel and
tyre in turn. He also grasps the front wheels at the side as shown here and attempts to move in and out, checking for play in the steering.
June 2015 LRO 139
Any bearing play?
19Steve grasps the front wheels at top and bottom,then attempts to move them in and out. Any free
movement here will indicate play in the wheel bearingsor suspension ball joints. If there is movement, lookingunderneath will reveal which of them has the problem.
New wheel nuts needed
21One of the problems often encountered on Land Rovers with alloy wheels is the outer casings on
wheel nuts becoming corroded inside and swelling up. This makes it difficult, if not impossible, to get a 27mm socket on. The only cure is to fit a new set of nuts.
And at the rears
20Steve then rotates the front and rear wheels to make sure they move freely, the brakes aren’t
sticking and there are no unwanted noises or rumbles. He also grasps top and bottom to see if he can detect any free movement, indicating unwanted bearing play.
Remove lower panel
22I mentioned earlier that the top hose had wornthrough where it had been rubbing on one of the
aircon pipes. This could have burst at any time and hadto be replaced. First, this lower panel needs to come offto gain access to the cooling system drain plug.
Bleeding the system
25This convenient bleed screw is fitted in the tophose to allow air to escape from the system
when you refill it. Be aware, though, that you’ll need tobe patient – it’s a slow process filling up the system andthen running the engine to expel all of the air.
Checking for leaks
26We used the Britpart workshop’s radiatorpressure tester to pressurise the cooling system
to test for leaks. It held its pressure, which was exactlywhat we wanted to see! This device is also useful fortesting for potential cylinder head gasket leaks.
Drain the coolant
23Here’s the drain plug; make sure you’ve got areceptacle that will hold all of the coolant. It
makes sense to refill with fresh coolant/anti-freezeunless you know it was changed recently. Dispose ofold stuff at a recycling centre – not down the drain.
Off with the hose
24Steve had to remove the cooling fan to get at some of the hose clips. He checked fan belt
condition while doing this. There was some corrosion on some of the joints, which he cleaned with a fine emery cloth before fitting a new hose – with new clips.
Preventive measure
27The new top hose we fitted is further away from the air-conditioning pipe, so it shouldn’t wear.
But to make absolutely certain, Steve cut a piece of the old hose and wrapped it around the new one as a protector, securing it with two cable ties. LRO
Britpart, The Grove, Craven Arms,Shropshire SY7 8DA, England
HOWMUCH? Exchangesteering box, £269 Steering arm,£21.99 Viscous fancoupling wrench,£105.00 Viscous fancoupling holdingtool, £65.00 Power steeringfluid, £17.76
HOW LONG?Four hours
HOW HARD?
Not all leaks are ignorable. John Pearson sorts his 110’s steering
Replace a steering box
The Expert Steve Grant
Steve is Britpart’s chief technician. He owns a purposeful Defender 110 double-
cab and Series IIA Lightweight. Steve is also spannerman on the MSA British Cross
Country Championship Land Rover campaigned by Britpart MD Paul Myers.
Tools and kit used
Spanners and socket set (up to 33mm), pliers, side cutters, viscous fan coupling wrench and holding tool (see How Much, below), ball-joint separating tool, screwdrivers, grease, chisel, home-made steering-wheel removing tool (see pic 26).
Safety advice
Use axle stands when jacking up the vehicle, remember eye and hand protection when cutting and angle grinding. Items like the steering box and steering guard are heavy, so take care when lifting them or, better still, get some help.
There’s been a slight leak from my
110’s steering box for a while, which
I’ve been meaning to rectify but not
quite getting around to. Then my local MoT
station gave me a pass certifi cate, but the
leaky box was listed as an advisory.
It had to be fi xed. I considered replacing
the seals, but most experts reckon this is a
short-term fi x and they’ll leak after a while,
so you’ll end up replacing the box anyway.
Steve Grant did the job with my 110
up on Britpart’s vehicle lift, but the work
can be done with a vehicle jacked up and
supported on tall axle stands.
My old steering box had a groove all
around the splined shaft, where it fi ts into
the steering column. This allows it to be
fi tted in any position to achieve a straight-
ahead steering wheel and you’ll be able
to get the securing cotter pin into place.
Unfortunately, the replacement only has a
fl at on it, so the cotter will only go in one
place, and chances are it won’t be with the
wheel straight ahead. So the wheel will
have to come off to be straightened.
Steve warns that it’s possible to run the
power steering pump dry when restarting
the engine after topping up. His technique
to avoid this is to have an assistant topping
up while the engine is started, then
immediately stopped. He does this several
times until the level stops going down,
after which he bleeds the system through
the screw on top of the box. He then turns
the steering lock-to-lock, bleeds it again
and fi nally tops up the reservoir.
Muddy Defender gets a clean new steering box
How to
Editor-in-chief John has
upgraded his 110 with a
Hannibal roof rack, roof tent,
Spyder awning and various
accessories. The Td5 engine
had a health check and tune.
A Front Runner Gullwing
locker was installed and a Red
Booster clutch servo fitted.
THE G4 PLAN
PH
OT
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RIT
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June 2011 LRO 141
Remove the viscous fan
1Fitting the steering box is a straightforward job,but you do need to remove various items to get to
it. The fan has to come off, and this job is made a loteasier if you have a holding tool and spanner for thesecuring nut. These are sold through Britpart dealers.
Lift the guard out
3When you’ve finally got all of the steering guard securing bolts out, it can be lifted away. It’s a
weighty piece of equipment, so take care when doing this – especially if you’ve got the vehicle up on axle stands and you’re lying underneath on your back.
Now undo the steering guard
2The steering guard also has to come off. It’s held by three securing bolts each side; some of which
came out fairly easily, and some of which most certainly didn’t. Steve ended up cutting one off with a power hacksaw (use a pad saw if you don’t have one of these).
Pull off plastic splash guard
4Then you’ve got a wrestling match with thisplastic splash guard. One of the securing bolts is
corroded in, too, so Steve has to liberate it with hisangle grinder. Although my 110 is protected byrustproofing, various components have corroded.
Detach the steering column
7Removing the plastic engine cover will providebetter access to the steering box. Next job is to
undo the two bolts through the universal joint ready fordisconnecting the column. A chisel eased in will help itslide along splines. Douse with penetrating oil first.
Separate drop-arm ball joint
5Disconnect the right-hand end of the steeringdamper. Then remove split-pin from drop-arm ball
joint securing nut with side cutters and undo the nut.Steve separates the ball joint taper by whacking thistool with a hammer. Note where oil has leaked down.
Remove Panhard rod
6The Panhard rod, which prevents the front axle from moving laterally, can be removed complete
with its bracket. The securing bolts were also very tight on my 110, so it’s a good idea to give them a good dousing with penetrating oil and use a long socket bar.
Suck out the old fluid
9You can allow the power steering fluid to drain from the reservoir and the rest of the system, but
inevitably it’ll be messy. Steve’s alternative is to suck the fluid out with this pressurised system. Make sure you dispose of the fluid at your local recycling centre.
Undo the pipes
8You’ve got two pipes to disconnect from the steering box – the high pressure one from the box
and the return to the reservoir. This is the return one, which is undone with a 16mm spanner – and you need a short one to get it in there. This one was very tight.
Britpart, The Grove, Craven Arms,Shropshire SY7 8DA, England
Bring on the bendy screwdriver
10You’ll need to undo the other end of the pipefrom the box, where it’s attached to the reservoir.
This will allow you to unscrew the pipe from the box.Access to the securing hose clip is a bit tricky and lifewill be a lot easier if you have a fl exible screwdriver.
Knock back the lock tabs
12The four steering box securing bolts all have lock tabs holding them (well, you wouldn’t want
something as important as the steering box to work loose in use, would you?). Tap each lock tab back with a hammer and chisel and you’re ready to undo the bolts.
Undo the high-pressure pipe
11The fi nal job before undoing the steering box securing bolts is to undo the high-pressure supply
pipe from the power steering pump. You’ll need an open-ended 14mm spanner for this. Sealing the end of the pipe will prevent any muck or debris getting in.
Undo securing bolts
13You’ll need a 19mm socket and long ratchet likethis or a sturdy knuckle bar to undo the four
steering box securing bolts, because they will inevitablybe very tight. Steve gave them a pre-dousing withpenetrating oil to make life easier when undoing.
New steering box ready to go
16Here’s the new box and arm ready to be fitted.Plastic plugs are used over exposed parts and in
various orifices; leave in place while fitting to preventdamage and avoid muck getting in. Note bleed screwjust visible on the far left, which you’ll be using later.
One, two, three... heave!
17Having got your breath back after removing theold steering box, it’s now time to do some more
weightlifting to get the new one into place. As withremoval, it’s a sensible idea to get a helper to take theweight of the box while you refi t the four securing bolts.
Out with the box
14Take care when removing the fi nal bolt from thesteering box, because it’s a weighty lump that will
drop down and crush your fi ngers (or worse) whenreleased. A sensible plan is to get a helper to supportthe box while you remove the bolts, or vice versa.
Mud, crud and oil
15And here’s the reason for my MoT advisory – oil had leaked past the seal. The problem is that it’s
under attack from mud and grit, which eventually works its way inside past the seal, causing wear. The more it leaks, the more crud gets inside, worsening the leak.
Locking the lock tabs
18You will, of course, have previously cleaned the shanks and threads of the securing bolts, then
smeared them with grease. Steve did this with all bolts that are being refi tted to make life easier for future work. Bend the locktabs with a pair of grips, as shown.
How to
June 2015 LRO 143
Refit the pipes
19With the new steering box securely in place, youcan now remove the plastic blanking plugs and
refit the two power-steering fluid pipes. Once you’vegot the low-pressure pipe fitted, put the other end onto the fluid reservoir outlet and retighten the hose clip.
Put the Panhard rod back on
21The Panhard rod, which we removed complete with linkage, can now go back on. But we’re only
putting the securing bolts in loosely at the moment, because the steering guard bolts also go through the linkage. They’ll be tightened once that’s been fitted.
Tighten the drop-arm nut
20It’s obviously important to make sure the drop arm is really tight on the steering box shaft.
(125-132lb ft, 33mm socket). Once you’ve got it as tight as possible, bend one side of the tab washer against a nut flat and the other down against side of drop arm.
Fit steering damper/ball joint
22The steering damper and ball joint need fittingbefore the steering guard goes back on, or you
won’t be able to get at them. The joint has a castellatednut, secured by a split pin. Remember to use a newsplit pin and splay the ends so it can’t come out.
Straighten the steering wheel
25It may be fairly easy to get the steering wheelpointing straight ahead. The cover pops off to
reveal the single securing bolt. Once this is removed, itmay be possible to thump it up from underneath withthe heels of your hands... or then again, it may not.
DIY steering wheel puller
26My wheel wouldn’t budge. So Steve made thisDIY puller from a length of scrap metal. He drilled
three holes as shown and welded a nut under thecentral one. So the two outer bolts screw into the wheeland the central one presses on the column. Simple.
Get the steering guard back on
23The steering guard was a struggle to get off andit wouldn’t go back on again without putting up
a fight. It prompted a few curses from the normallymild-mannered Steve. Next he tightened the Panhardlinkage bolts before finally doing up the guard bolts.
Refit the steering column
24With the old box, the steering column could be fitted in any position, but the new one only has
a flat where the lower bolt fits, so we couldn’t get the steering wheel straight. Keep the road wheels straight ahead when connecting the steering column to the box.
Top up and bleed steering fluid
27It’s important not to run the power steering pump dry, so Steve uses the procedure outlined
on page 140: topping up, then starting and stopping the engine until the reservoir stays full. Then he bleeds air from the box, using the screw on top of it. LRO
Britpart, The Grove, Craven Arms,Shropshire SY7 8DA, England
Fraser Barsby fixes a common problem that also afflicts Series II/IIIs
Fit replacement panels
to a Defender seatbox
The Expert Fraser Barsby
Rugged Guide 4x4 boss Fraser’s stock in trade is improving old Defenders, so he
spends a lot of time rectifying faults, like this common seatbox issue. Not only does
he tinker with Land Rovers, he’s also travelled extensively in them.
How to
HOWMUCH? Seatbox end014-001 O/S or 013-0001 N/S, £22.20each (yrm-metal-solutions.co.uk)
HOW LONG?Around two hourseach side
HOW HARD?
Tools used
Comprehensive metric spanner and socket set Drill with a 5mm and 4.9mm bits Scraper tool Nylon hammer Metal hammer Hand rivet tool
You’ll need
4.8mm rivets M6 x 30mm bolts M6 washers M6 nylock nuts
The bottom edge of a Defender’s
seatbox is very close to the bottom
of the door, which doesn’t do a
great job of keeping mud and moisture
out of the cabin. If you’ve got carpet
fitted, a layer of damp fibre lying over the
thin aluminium may have already started
the galvanic corrosion on its process of
destruction. Check under your carpet now!
Never fear, a nice shiny replacement panel
is readily available and pretty easy to fi t.
The guys at YRM Metal Solutions make
well thought out repair sections for
Defenders, and at just £22.20 you haven’t
really got an excuse for not fitting one
(or probably two). The same problem can
affect Series II, IIA and III seatboxes, and
these panels are also suitable for them.
To slow down future problems, put some
thick tape, or even a sealant, between the
panels when you fi t the new parts. Galvanic
corrosion occurs between dissimilar metals,
Fraser uses invisible safety glasses when working on vehicles
so if you can keep them apart you will
reduce the likelihood of it reoccurring.
Don’t fret too much if your seatbox has
suff ered, it’s an easy repair and you can get
this job done in an afternoon.
June 2015 LRO 145
Remove seat
1Unfasten the four retaining bolts securing theseat – the nuts should be captive – and remove.
Remove any carpet or matting and the seatbox lid.Unbolt the three bolts on the lower edge, the two at therear and seatbelt anchorage, if fitted (Series models).
Drill out top
3The seatbox is assembled using spot welds, and you must drill them all out in order to remove the
end panel. Seeing them can be difficult, because they’re hand-made and therefore not precisely in line. Look for a small recessed circle then drill out with a 5mm bit.
Prise open seatbox
2Tap a flat firm tool, such as a paint scraper, under the vertical lip running along the front corner of
the seatbox. Gently prise it open – not flat, but enough to allow the section to be removed after all the spot welds have been drilled out.
Drill-out side rivets
4The rivets running along the lower edge of thepanel are easier to see. Again, drill them out with
a 5mm bit (they may be corroded and crumble). Makesure you drill all the way through, so you can fit a newrivet in order to secure the new panel.
Offer up new pa
7Offer the new panel into place, feeding the topedge under the top panel first. Gently tap the
panel into place until the bolt holes line up at thebottom edge. Drop M6 bolts into place on the rearlower edge to keep things in place.
Chisel-off welds
5Drill-out the spot welds on the front corner edge,running along the piece prised open in Step 2. A
5mm bit won’t completely remove them, so use ascraper tool and a nylon hammer to chisel away theremaining weld for all the spots you’ve drilled out.
Pull-off end panel
6Pull-out the lower edge of the end panel, then wriggle the rest of it free. If the panel doesn’t
come free easily, check whether you’ve removed all the spot welds – it’s all too easy to miss some. Clean the metal ready to install the new panel.
Tighten fixing bolts
9Tighten the three fixing bolts along the bottom edge and the two fixing bolts on the back edge.
Tap down the vertical edge, that you prised open in Step 2, over the new panel. Use a metal hammer, working along the edge progressively. Done!
Rivet panel in pla
8The front outer edge of the new panel should sit about 2mm out from flush. Use the 5mm holes
where the spot welds used to be as pilot holes for fitting pop rivets. Drill into the new panel with a 4.9mm bit and secure it in place with 4.8mm rivets. LRO
Britpart, The Grove, Craven Arms,Shropshire SY7 8DA, England
Neil Watterson shows how to get your Land Rover to stay where you left it
Sort a Series handbrake
The Enthusiast Neil Watterson
Neil has been maintaining Series Land Rovers since buying his first in 1988, a 1969
88in Series IIA registered two days before he was born. He doesn’t have access to
full workshop facilities, so fully embraces the ‘make do and mend’ philosophy!
How to
HOW MUCH? Handbrake shoes (STC3821G), £15 Oil seal (FRC1780G), £2 Oil catcher gasket (561856), 32p Felt washer (622042), 25p Split pins (for linkage and output fl ange), 50p Propshaft nuts and bolts, £2
HOW LONG?Two hours
HOW HARD?
Tools used
BSF/metric/imperial spanners and sockets
Needle-nose and water-pump pliers Drift
Torque wrench Grease gun Hammer
The transmission brake on Series Land
Rovers – a design carried forward
through to the Defender – is a
sensible design for an off -roader. It’s out of
the way of mud, so it should continue to
work even if you use the vehicle hard.
But while the design protects it from
external harm, it has a major fl aw: if the
transfer box output shaft oil seal fails, the
brake shoes become coated with gear oil,
reducing effi ciency. Oil dripping down
the back of the handbrake drum signals a
problem. There’s a drain hole in the speedo
housing, and if the oil level is too high (a
symptom of a leaking overdrive, perhaps),
it will only get worse.
Fortunately, replacing the seal and shoes
isn’t an expensive job, even using genuine/
OE parts, so giving your handbrake a
makeover won’t cost a fortune. And it
doesn’t take too long, either. Even just
adjusting it will make it work better.
It can be done without lifting the Land
Rover (though the amount of working
space is limited if your Land Rover is on
6.00x16 tyres) and requires only basic tools.
Neil‘s tame pet stone supervises all his work
That said, many of the fi xings are BSF,
certainly on a Series IIA, but you can get by
with metric/imperial tools in most cases.
June 2015 LRO 147
Back off the adjuster
1Chock the wheels to prevent the vehicle fromrolling. Go underneath and wind out the square
brake shoe adjuster on the left side of the transmission.Be sure to wind it out fully, in case the drum is scored– there’s a distinct click every quarter-turn.
Undo output flange nut
3The output flange is secured with a castellated nut, with a split-pin preventing it from moving.
This split-pin is often missing, allowing the nut to come loose and making the speedo needle flap around. Remove the split-pin, nut and any washers.
Remove rear propshaft
2A propshaft tool makes life easier, otherwise undo the lower two nuts and bolts (on the diff)
and nuts on the transfer box output flange before lifting one rear wheel. Rotate the propshaft and drop the wheel back down.
Take off drum
4Drain the oil from the transfer box and be readyto catch any drips from the drum when you
remove it. You don’t have to split the drum from theoutput flange at this point – you can remove them asone unit and split them later for cleaning.
Remove oily brake shoes
7Although there was still plenty of wear left on thebrake shoes and they could have been cleaned, I
chose to discard them – they had been fitted incorrectlyin the first place. Use water-pump pliers to ease theshoes from the adjuster/expander and release springs.
Release brake backplate
5The backplate is (or at least should be) fixed tothe speedo housing with four bolts. The gearbox
may also have an oil catcher and gasket (some earliermodels don’t have this). Remove the nuts and oilcatcher; more oil will leak out at this point.
Disconnect linkage
6Disconnect the linkage before removing the backplate. I couldn’t get to the pins in situ, so I
had to remove the lower pivot (I have a later Series IIA part) from the chassis, then remove the split-pin and disconnect the link.
Lift off speedo housing
9If one of the newer all-rubber seals is fitted, you may be able to hook out the seal without
removing the speedo housing. If it has a metal one, you have to remove it. Disconnect the speedo cable, undo the six securing nuts and withdraw the housing.
Clean components
8I decided to give the components a thorough clean, so I dismantled the backplate fully. Be
careful you don’t lose the plungers from the expander or the adjuster units (early adjusters have handed plungers), and degrease thoroughly.
Britpart, The Grove, Craven Arms,Shropshire SY7 8DA, England.
Knock in new seal
10Clean the speedo housing thoroughly and knockout the old oil seal with a drift. Clean any dirt
from the seal channel and knock the new seal intoplace, driving it fully home. This can be tricky – using abearing drift makes keeping it square easier.
Clean transfer box
12Clean the area around the speedo housing (ideally, you should clean the whole transfer box).
Also degrease the shims and remove any dirt stuck to them. You can replace them in any order. They go on dry, so there’s no need for gaskets or sealant.
Rebuild backplate
11Grease the expander and adjuster plungers, refi t them to their respective units, then refi t them to
the backplate. Fit new shoes – the friction material needs to be closest to the expander (right) on the bottom and to the adjuster on the top.
Refit speedo housing
13Carefully slide the speedo housing on to theoutput shaft. The workshop manual advises
attaching the speedo cable after fi tting the housing, butif an overdrive is fi tted it’s far easier to connect thecable fi rst, then bolt the housing into place.
Connect linkage
16Loosen the nuts on the handbrake linkage aboveand below the handbrake lever – this will give
you full movement. Connect the linkage. You can pullthe return spring on to the eyelet on the linkage fromabove, using water-pump pliers to grip it.
Return back plate
14Wind the backplate studs into the speedometerhousing and lift the backplate into place. Fit the
new oil catcher gasket and oil catcher (if originally onyour gearbox), and tighten the securing nuts – notorque fi gure is specifi ed, so just make them tight!
Fit drive flange and drum
15Put a smear of gear oil on the oil seal, then place the felt seal (622042) on the output shaft. Slide
the output fl ange on to the shaft. Check the adjuster is fully unwound, then fi t the drum. Fit the washers and tighten the castellated nut to 85lb ft. Fit the split pin.
Grease and fit propshaft
18 Grease the propshaft using the three grease nipples. Refi t it with the sliding joint towards the
gearbox. Fit the new nuts and bolts, torquing them to 38lb ft. Refi ll the transfer box with EP90 (or your favourite blend) and test the handbrake. LRO
Adjust brakes
17Wind in the adjuster until it locks the brakes, then unwind it two clicks. Wind the top nut on the
handbrake linkage to just above the handbrake lever and the lower nut to just below it. There should be two clicks of free movement on the lever in the ‘off ’ position.
How to
June 2015 LRO 149
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NEW 300 Tdi Cylinder HeadComplete with valves and springs assembled
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Be Prepared!...Tel: 01905 451506
Roof Rack
Tree Sliders
+2 Arches
Panhard RodDiff GuardSpringsTurretsRear ArmsShocksRock Sliders
Superwinch
H/D Bumper
Radius Arms
Steering Guard
£150
£396
£90
£270£118£50£79£134£260£54£174
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OVERSEAS CALLS: +44 1905 451506MM4x4, Martin Hussingtree, Worcester WR3 8TE
web: www.mm-4x4.comShop Hours: Monday to Friday 8.30 - 5.30 Sat: 8:30 - 3:00
Family Business est. 1950
Bonnet Pod
For Land Rover, Range Rover, Discovery & Freelander
RING OR ORDER ONLINE FOR NEXT DAY DELIVERY
All Prices Include VAT
Parts, Accessories & Off Road Equipment
D1,D2,90,110 & RRC
Available in Black or Grey
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Terrafirma +5 front & rear
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panhard rod
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radius arms
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heavy 5mm plate steel
gold zinc plated
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plating
Available in black or grey
Protrac H/D Tubular
winch bumper with A bar
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Each PairPair Pair PairPair
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Britpart, The Grove, Craven Arms,Shropshire SY7 8DA, England
DIY turbo adjustments will improve acceleration, explains Neil Watterson
Boost Tdi’s performance
The Expert Stuart Armson
Stuart runs Armson Automotive Engineering (armsonae.co.uk, 0116 319 3251) and is
known for his tuned petrol engines (see LRO, Jan 2015). Land Rover factory-trained,
he served as an apprentice with a main dealer before starting his own company.
How to
HOW MUCH? Boost pin, £56 (timbertrail4x4.com, 01752 898820)
HOW LONG?20 minutes
HOW HARD?
Tools required
10mm ring and open-ended spanner Cleaning fluid and rags for removing dirt fromaround the housing Screwdriver/Allen/Torx bitsfor removing the LDA cover
Modern Land Rovers are easy to
tune. Plug them into a computer,
adjust some settings, and away you
go. But older engines, such as the Tdi units
fitted to 1990s Defenders and Discos, need
mechanical changes.
Both 200Tdi and 300Tdi use Bosch VE LDA
injection pumps, and the simplest route to
better performance is to adjust the fuelling
when the turbo is boosting. With a diesel,
the more fuel you put in, the faster the
engine will spin (more fuel = bigger bang).
This will improve acceleration and give
extra fuelling when the turbo is spinning,
but won’t affect fuelling in normal driving.
LDA is an abbreviation of the German
ladedruckabhängiger Vollastanschlag,
which translates as ‘air-pressure dependent,
full load position’. It means the amount of
fuel can be adjusted by air pressure, and
this is regulated by the boost pin.
The standard pin (pictured)
has a profile machined into
it all the way round, but the
profile changes round the pin
so it can be rotated to change
the amount of boost. The
replacement pin has a single,
more aggressive profile
machined on to it, so it can
only be fitted in one position.
As the turbo boost pressure
increases, the pin is pushed
down, opening the pump and
letting in more fuel.
LDA BOOST PIN
The pin has a profi le machined on to it,
which increases the volume of fuel entering
the injection pump depending on its
position, and this is altered by the amount
of air pressure pushing down on the
diaphragm attached to the top of the pin.
The pressure has to overcome resistance
from a spring fi tted under the diaphragm.
The factory-fi tted pin is machined to
an elliptical shape, so you can turn it to
increase or reduce the amount of fuel
delivered at any point.
The downside is that you may get it
wrong, which will give an inappropriate
amount of boost. The T&S Engineering
Boost Pin (timbertrail4x4.com, 01752
898820) gets round this by having just one
profi le – slightly more aggressive than the
standard pin – making it easy to fi t.
It will most benefi t pumps that haven’t
already been tweaked and will give a
quicker-revving engine.
June 2015 LRO 151
Remove cover
2The cover could be retained by any sort of screw– Pozidriv, flat-head, Allen or Torx. It may seem
obvious, but make sure you use the right bit – havingseen some butchered screws, it seems not everyonedoes! You may need an impact driver to loosen them.
Release turbo pipe
1Clean the area around the top of the injection pump – you don’t want dirt falling inside it, or
wear will rapidly increase. Undo the banjo attaching the turbo pipe to the back of the cover and remove it. There should be two copper washers with it.
Lift out pin
3Run your finger all the way around the edge of the diaphragm to release it. Remove the pin by
gently lifting the diaphragm. Don’t try to force it – you may end up tearing it. If the pin still refuses to release easily, try turning it through 180º.
Change pin
5Make a note of the original position of the pinrelative to the punched dots on the top and
bottom plates. Hold the pin with a 10mm spanner andundo the top nut. Insert the new pin and reassemblewith the profiled edge lined up with the dot.
Check diaphragm
4You usually know if the diaphragm is perforated,because the engine won’t accelerate as quickly as
it should. But a quick check will warn you if it’s on its way out and likely to fail. Look all around it for any deterioration or cracking in the rubber.
Beware cog wheel
6The cog wheel beneath the diaphragm alters the height of the return spring. If you wind it down,
you’ll need less boost pressure to push the diaphragm down (so fuelling will increase). Only adjust if you get too much black smoke, but note the original position.
Replace pin
7Replace the pin and spring, and the washer ifyou’re using it (see step 8), and fit it with the
punched dot facing the front of the engine. Replace thecover, fit its retaining screws, then reconnect the turbopipe with the washer on each side of the banjo.
Replace washer (if necessary)
8The plastic washer is actually a limit stop for thediaphragm and the new boost pin can be used
without it to optimise boost fuelling. If there is toomuch black smoke or emissions are too high, replacethe washer, which limits the fuelling at full boost.
Check emissions
9Obviously, the engine needs to pass the MoT emissions check, and with the new boost pin
fitted ours did. The emissions with the boost pin fitted were higher than those on the standard pin, as you’d expect, but still within MoT requirements. LRO
Britpart, The Grove, Craven Arms,Shropshire SY7 8DA, England
The old springs
1When the leaves start to spread on your old leaf springs you know that their days are numbered.
These ones suff ered from years of neglect – although the Land Rover was stored in a garage, it was left loaded full of gear, so the springs sagged over time.
Stubborn bolts
5When the rear bolts came out clean of coppergrease I knew I’d have problems and, sure
enough, the front bolt was rusted into the sleeve in thebush. The only solution is to cut the bolt to release thespring. Use a saw, or if you’re careful, a grinder.
Replace the damper bushes
9You should check the damper condition. Undo the bolt securing the damper to the chassis and
remove the split pin on the spring plate. Compress and extend it to check – it should off er consistent resistance to movement; if there’s no resistance it needs replacing.
Neil Watterson on how to improve ride comfort
Fit rear springs
The Enthusiast Neil Watterson
Neil became endowed with the power of Land Rover maintenance after eating a
glowing chunk of cheese he found behind the fridge of a house he once rented. He
has harnessed these powers to help keep Land Rovers on the road for over 25 years.
How to
HOW MUCH? Rear springs (dependent on model), £200 U-bolts, £15 Spring bolts, nuts and shackles, £25 Damper bushes and split pins, £4
HOW LONG?Three hours
HOW HARD?
Tools required
Jack (bottle or trolley) Water pump pliers
Axle stands Socket set including 18, 19, 21
and 22mm sockets and ratchet Torque wrench
Leaf springs are great when they’re
working properly, but when they’re
tired, or broken, they give a terrible
ride. It’s not tricky to replace them, but you
do need to have some fairly hefty kit.
It’s one of the few jobs you need to
do with both wheels on the axle off the
ground and the vehicle’s chassis supported
on axle stands. It needs to be secured
slightly higher than it normally sits, so
check your axle stands are tall enough
before you start.
Whether you’re replacing your springs
with standard multi-leaf versions or
parabolics, the procedure is the same.
The only real diff erence between short-
wheelbase and long-wheelbase vehicles is
the position of the lower damper mounts
(they bolt to a bracket on the axle on LWB
models). Inevitably one or more of the
nuts or bolts will be seized, so have a set of
replacements including shackles ready.
When everything is fi tted, lower the
wheels to the ground and rock the Land
Rover to settle it. It should sit level. To
extend eye bush life, the workshop manual
advises putting a chain over the chassis and
compressing the spring before tightening
the spring bolts. Lightweights should have
127mm between axle and chassis, SWB
142-146mm and LWB 158-162mm.
Neil springs into action whenever
he has a poor ride
June 2015 LRO 153
Undo the axle U-bolts
3Lift the Land Rover up and support the chassis onaxle stands (you need extra-tall ones). Put a jack
under the axle, remove the road wheels and lower theaxle down. Undo the U-bolts securing the springs to theaxle and swing the spring plate out of the way.
Oil/grease the springs
2There are two schools when it comes to greasing or oiling springs. Some say do, as it allows the
leaves to slide over each other easier, giving a better ride; others say don’t as the oil attracts dirt. I subscribe to the first group, so I paint them with old engine oil.
Undo the spring/shackle bolts
4The shackles are threaded, so you have to undo the nuts first before attempting to remove the
bolts. A powered impact wrench makes the job a lot easier as they’re invariably rusty. Support the axle on a jack and remove the bolts from the bushes.
Attach the rear bolts
7Swing the spring up between the shackle boltsand slide the pre-copper greased bolt into place.
Don’t tighten the bolts yet and attach the nuts loosely.Only once the Land Rover is settled, with weight on thewheels, should the bolts be tightened fully.
Fit the new spring
6Series springs are handed, so check and double-check that the spring is the correct one for
the side. Smother the unthreaded shank of the eye bolt with copper grease and fit the front first. The bolt should just push through. Run the nut on loosely.
Attach the axle
8Put the spring plate under the spring and drop the U-bolts over the axle and into the holes. The
peg on the spring (inset) must go through the brake pipe plate and locate in the axle. Loosen the U-bolts on the opposite spring to make it easier to locate the axle.
Refit the dampers
10Replace the damper bushes if there is any wear – otherwise ride and handling will be
compromised. Use a new split pin in the lower mount. Squeezing the bush with water pump pliers allows you to knock the split pin in with a soft faced mallet.
Tighten up and fit check straps
11Lower the Land Rover onto its wheels. Check it sits level and tighten the U-bolt nuts to 58lb ft
and the spring bolts/nuts to 70lb ft (see main text). Fit new axle check straps to restrict spring movement – they go under the axle and behind the brake pipe plate.
Wrap it up
12Not everyone will want to do this, but wrapping your springs in Denso tape will keep the crud out
from between the leaves and keep any lubricant in. Wrap it loosely otherwise you’ll affect the leaves’ movement, making the spring feel stiffer than it is. LRO
Britpart, The Grove, Craven Arms,Shropshire SY7 8DA, England.
Ask LRO
Any Land Rover, any question – if you have a tech problem just ask LRO!
Your queries answered
ANDREWVARRALLSuspension/Discovery specialist
STEVEJONES
Electrical specialist
JULIAN GILLING
DAVIDLONG
Range Rover Classicand P38 specialist
Newer and current-model specialist
PETER GALILEESeries I technical expert/historian
DAVESMITH
Engine trouble-shooting guru
CHRIS BISHOPRange Rover Classicspecialist
HARRY HOLTOMTyre and wheel specialist
Whatever is baffl ing you – and
whichever model of Land
Rover you have – our trusted
team of technical experts are
here to help.
Email your query to LRO.
workshop@bauermedia.
co.uk – please include your
postal address and as much
detail as you can, including a
photograph of the problem
area if possible.
You can write to Land
Rover Owner, Media House,
Lynchwood, Peterborough
PE2 6EA or get in touch via
Facebook and Twitter.
Sorry, but we can’t answer
your queries over the phone.
GOT A PROBLEM?
My 1995 Discovery
300Tdi ran fine when
I bought it a year ago,
but it’s been laid up at my
dad’s while the boot fl oor is
replaced. Since that time, the
right-hand indicator comes
on constantly (not on
intermittent) when the
ignition is turned on, and it
has developed a starting
problem which has been
getting worse. It would turn
over once, followed by a
series of clicks. We tried
fi tting a new battery, but it
still wouldn’t run.
Now, a few weeks later,
I’m getting nothing at all
apart from a relay that clicks
once when the ignition is
turned on and the hazards
flash for about 20 seconds. I
cleaned all earths and power
connections, but still nothing.
James Curtis, Aberdeenshire
Best to tackle one
problem which, once
put right, will often cure
the others. You have all the
symptoms of a discharged
battery, bad connection or
faulty starter solenoid.
First, charge the battery for
at least 24 hours. Check that
its voltage is 12.5v or you’re
wasting your time continuing.
Then check all the earths, straps
and battery terminals. Then try
again. If you still get the click,
and the voltage at the starter
terminal to earth when it clicks
is 12v, then replace the starter
solenoid. If you have, say, 5v
at the starter and 12v at the
battery, you still have a bad
connection. When you have the
battery fully charged, I think the
fl ashing indicators will go away.
Steve Jones
Use a voltmeter to check electrical connections
The windscreen wipers on my 2002
Discovery 2, which has 165,000 miles
on the clock, are noisy. It’s not the
blades that are the problem – they’re in
perfectly good condition – but the spindles
clonk and rattle each time the wiper changes
direction, so it sounds to me as if something
mechanical is wearing out. Which component
is likely to be failing, and how easy would this
be to fi x myself?
Brenda Williams, Great Yarmouth, Norfolk
This will be wear in the main linkage. Part
number DKD100620 is a full motor and
linkage assembly; I’d recommend changing
the whole thing because the motor will have a
fair amount of wear with the age and mileage of
the car. Price is around £125. It’s not diffi cult to
change – allow an hour if you’ve never done it
before. Just remove the wiper arms and plastic
trim panel below the windscreen; you’ll see the
linkage retaining bolts and the wiring connector.
Steve Jones
DISCOVERY 300Tdi
Hello? Think you’ve got a bad connection...
DISCOVERY 2
How can I silence my rattly wipers?
June 2015 LRO 155
I have a Range Rover
P38 (a 2000 4.6 HSE
EFi auto with LPG)
that won’t come out of what
seems to be low range. I’ve
swapped the high/low
motor and transmission ECU,
but that didn’t work. When I
get to 50mph the car revs at
5000rpm. I’m going to take
off the gearbox oil cooler to
see if that is blocked.
Sean Kerr, Poole, Dorset
When you attempt to
change from low to
high, does the
message system indicate that
it is happening – several beeps
and the gear selector lights
flashing while the motor tries
to engage and change ratio?
Does it give a message ‘select
neutral’ as this is happening?
Have you tried to manually
change between low and
high-range with the motor
removed? That should
discount any physical problem
in the transfer box itself;
simply rotate the spindle the
motor usually sits on to ensure
it all moves. Likewise, have you
tried selecting high-range with
the motor not in the box, so
that you can see it operating;
this will narrow the fault down
to electrics or mechanical, and
possibly save you removing a
good transfer box.
If you can manually change
ratio turning the spindle, and
the motor changes rotation
etc while out of the transfer
box, I’d suspect the motor isn’t
seating on the spindle.
If turning the spindle doesn’t
change the ratio, the problem
is in the transfer box and the
cheapest fix may be from a
breaker’s. If the motor doesn’t
react when operated off the
spindle, it’s electrical: fuses,
poor connections or the ECU/
motor you swapped are faulty.
Julian Gilling
My 2003 4.4-litre V8
Range Rover L322 has
suffered terminal front
diff failure – most likely not for
the first time. It has 94k on the
clock and purrs nicely, but it’s not
much use if it doesn’t move!
I know the propshaft was
replaced in 2008 under the recall
scheme, as it has been registered
on the Land Rover service history.
The problems of the 2002-2005
model years have been well
documented, but my question is:
have there been any good
aftermarket solutions to the
front diff and propshaft
problems, as an alternative to
buying an off-the-shelf Land
Rover replacement part that’ll
most likely last only another
30,000-40,000 miles?
That’s even if I’m able to get
a replacement front diff! Land
Rover says they are VOR
(variation order request), with no
date of delivery. There are a few
on eBay but I’d rather not buy
something with no history.
George McFarland,
Ballymena, Co Antrim
I have no direct experience
of aftermarket
replacements, but believe
that Britpart (email: sales@britpart.
com) and possibly Atlantic British,
in America (roverparts.com) both
offer alternatives.
David LongI have a 1970 Series IIA Land Rover 2.25 petrol station
wagon. I’ve read that very late SIIAs have a four-
speed all-synchro box. I’m restoring it, so can’t drive it
to find out. Can you tell me if my gearbox is a four-synchro
box? The gearbox number is 254xxxx8F and the Land Rover
was first registered on November 6, 1970.
David Morrison, Hollym, East Yorkshire
The suffix-F gearbox didn’t have synchromesh on all four
gears, so unless it has been rebuilt with the later internals
at some point in its life, you’ll need to double de-clutch to
get into first or second without crunching the gears.
Andrew Varrall
SERIES IIA
Have I got an all-synchro box?
The carpets in my 1999 Discovery 2 are wet for a couple of
inches in from the driver’s-side doors – both front and back
– which soaks through the carpets when the weather stays
wet. The front door seal looks good, although the back door seal
looks a bit tired. I had the sunroof drain checked in August and was
told it was draining okay. The carpets are dry behind the pedals. Any
ideas? The previous owners had the underside treated against rust,
so I don’t want it rotting from the inside out.
Dave Bardwell, Littlehampton, West Sussex
There are various places the water could be getting in. You really
need to strip some trim off the car, then have a helper spray the car
with a hosepipe while you stay in the car and look for where the
water is coming in. Drop the headlining on the front right corner and
remove the trims from around the two suspect doors. A windscreen leak is
possible – but unlikely as the pedal area is dry. My guess is it’s the seal
between the sunroof and the roof itself, which you can rectify by removing
the sunroof assembly, cleaning the old seal off, then using a silicone gasket
in its place. If the door seals are leaking it’s a simple case of replacing them.
Andrew Varrall
SIIA gearbox needs double de-clutching
Hosepipe will reveal leaks
RANGE ROVER P38
I can’t get out of low range
DISCOVERY 2
Help dry out my damp Discovery
RANGE ROVER L322
Looking for a different diff solution
Britpart, The Grove, Craven Arms,Shropshire SY7 8DA, England.
Ask LRO
I have a 2007 2.7 Discovery 3 SE with 65k
on the clock. For the past 12 months or
so, there’s been a niggling rubbing noise
coming from the nearside. It is really noticeable
from about 10-45mph. I thought it was a wheel
bearing, so both front bearings were changed
using Land Rover offi cial parts. At the same time
the brake discs and pads were changed and the
rear bearings were checked – all was okay – but
all to no avail. My local non-franchised Land
Rover garage cannot come up with an answer.
It is more noticeable when under power.
I have checked all underneath to see if I can
locate the source of the noise, but can’t fi nd it.
The vehicle is running on Cooper Zeon XST M&S
255/60 R18 tyres.
Roger Greatrex, Knightley, Staff ordshire
This is a particularly difficult problem to
diagnose without seeing the vehicle,
although there are a few common issues
worthy of checking:
I would pay particular attention to the brake disc
shields (backing plates), because a slight bend (or
corrosion) on one of these can lead to them coming
into contact with the disc when driving.
Also check the heatshield near the propshaft, in
case that’s catching on the propshaft under load.
The centre bearing on the propshaft itself can also
start to collapse and cause noises.
Finally, check that the brake-pad retaining clips
(which should normally be replaced during the
course of changing the pads) aren’t coming into
contact with the brake disc.
David Long
I wonder if you could
help me out. I have just
replaced the injector
harness on my Discovery 2
Td5 auto. The car was parked
up for several weeks waiting
to be worked on, which
resulted in a fl at battery. I
have charged the battery and
refi tted it. Since reconnecting
the battery, the car alarm
keeps going off . Any ideas on
how to reset the alarm?
Paul Richards,
West Kirby, Merseyside
It’s not quite clear from
your question if the
alarm goes off as soon as
you connect the battery or
when you enter the vehicle. If
you didn’t charge the battery
for 24 hours using a reasonable
charger, you may not have
charged it fully. Check with a
voltmeter – it should be over
12.5v if serviceable.
The normal procedure to reset
the alarm is to open the driver’s
door with the key and then
enter the EKA code (Emergency
Access Code). This may be in the
handbook (if you still have one)
or it can be obtained from the
dealer if you take your logbook.
Steve Jones
What rubs what on a Discovery 3?
DISCOVERY 2 Td5
My problem’s
quite alarming
DISCOVERY 3
What’s causing the rubbing noise on my Disco?
DISCOVERY 4
A good all-round tyre
DISCOVERY 1
Leaning to the leftMy 2012 Discovery 4 has Goodyear
Wrangler M&S 255/55 R19 tyres
which, I believe, were factory-fitted.
They are very quiet on road and I rarely test
them off -road. However, this may change
and I could need some tyres that are more
of a compromise for some limited off -road
use. This may take the form of stony tracks
and towing a trailer into fi elds or rough,
unsurfaced areas. Would Cooper Zeon LTZ
or General Grabber AT be suitable or would
I be disappointed at the subsequent
change in on-road manners?
John Tandy, Sheffield
Anything other than road-bias tyres
could lead to a change in road
manners, which depends to a certain
extent on how the vehicle is driven on-road.
Both makes off er good off -road traction and
dependable on-road performance. Once you
get used to the on-road/off -road performance
differences, you will be more than happy with
either of these makes. Personally, I don’t think
you will notice that much difference with
them on-road, whichever one you choose.
Harry Holtom
I am looking for a left-hand-
drive Discovery to take to
Belize. Is it possible to convert
a right-hand-drive Discovery 1 to
LHD? I can fi nd most parts on eBay
except the dashboard.
Charles Williams, London
It is certainly possible – in fact,
it’s a reasonably simple job,
albeit quite time-consuming.
The main parts required are: dashboard,
main wiring harness, right-hand swivel
bearing housing, clutch pipes,
headlamps, wiper mechanism, Panhard
rod bracket, steering box and power-
steering pipes. There are other small
items, but this list covers the main ones.
Try some of our advertisers or look at
some of the European eBay sites to see
if anyone has a dashboard.
Andrew Varrall
General Grabber AT: a good compromise
June 2015 LRO 157
I have a 1952 80-inch
with a hard top. The
door tops have strips of
canvas at the back of them.
These canvas strips overlap the
front edge of the hard top and
stick out sideways. I would like
this to be more like on 86/88in
Series Is, where the back edge
of the door top closes neatly
against the front of the hard
top. If I take off the canvas
strip, there’s a big gap. Did
Rover supply anything to fit
here? Or if not, what do other
people do?
K Rawton, Leicester
The canvas strip is
internally stiffened with
sheet aluminium – it was
originally designed to lie tight
against a canvas hood. It wasn’t
designed to fit against a hard
top, which didn’t exist at that
time. The hard top was an export
option from early 1950, available
in Britain from April 1953. With a
hard top fitted, the canvas strips
lie against the vertical leading
edge of the hard top and are
forced outwards slightly. Visually,
that’s horrible, but, as you say, if
the canvas strip is removed,
there’s a gap between rear edge
of the door top and the vertical
leading edge of the hard top.
When the hard top was
introduced, Rover didn’t provide
anything to improve matters. So
if you want to do away with the
canvas strip, you’re making the
vehicle ‘less original’ (but less
ugly). It isn’t possible to make
an 80-inch look exactly like an
86/88-inch – the positioning
of the panels relative to one
another is different.
On an 86/88, the side of the
vehicle is continued visually ‘flat’
from the door top through to
the hard top side (except for
cappings). On an 80-inch the
door top is stepped inward,
so the back edge of the door
top doesn’t line up to the hard
top; the door top is slightly ‘in’,
relative to the hard top side.
The look of the thing is different
too: an 86/88 has a galvanised
strip capping over the vertical
leading edge to the hard top,
whereas the 80-inch has no
galvanised strip.
Your optionsYou could remove the canvas
strip and replace it with a
rectangular piece of sheet metal
– this would need a step in it, to
accommodate the fact that the
door top is ‘in’ relative to the hard
top side. A neater option, I think,
and one I have seen on several
vehicles, is to remove the canvas
strip (fill the rivet holes with pop
rivets) and make a wooden filler
piece to go between the door
top and the hard top. This could
be rectangular in cross-section,
though if it’s rebated there’s
better clearance through the
door aperture. Use oak, teak or
some weather-resistant wood.
This filler piece can simply bolt up
to the return edge of the hard-
top side. When painted, it should
blend in to the vehicle quite well.
To do the job nicely, you’d fold
something similar out of sheet
steel, extending at the back outer
edge to lie against and fix to the
hard top side – though folding
the metal would need a narrow
folder. Galvanised, that really
would look as if made by the old
Rover Co. The door top’s back
edge close point can be draught-
proofed with draught-excluder
strip. The gap at the top of the
door should be taken care of by
rubber seals that are part of the
hard top or truck cab assembly.
Thanks to Emrys Kirby, whose
80-inch seen in the photograph
below left was modified this way
when doing duty with Derbyshire
Fire Service. Peter Galillee
I am restoring a left-hand-drive 1956 Series I. I have an Automec
brake pipe kit, but it doesn’t include the line from the fluid reservoir
to the master cylinder. All the other lines are 3⁄16in, but the male
connector on the fluid reservoir is quite big.
A Achim, Austria
I checked with Tony Arnold at LR Fasteners (landrover-parts.
net, 01204 302589). This pipe should be 3⁄16in, and 7⁄16in male/
female UNF nuts should be used. If your master cylinder is one
that accepts a bigger-diameter pipe, it’s the wrong unit. Perhaps a
previous owner took one from a scrapped Series I.
Early Series Is had a bigger-diameter pipe to the master cylinder –
these master cylinders are not supposed to be interchangeable with
the type you should have, but they can be made to fit. Peter Galillee
Timber filler can be used to replace canvas strip
Canvas strip: for hoods only
SERIES I
What’s the official (brake) line?
SERIES I
Canvassing for a neat solution to my door strip dilemma
Brake line from reservoir to master cylinder on ’56 Series I
should be 3⁄16in diameter
Britpart, The Grove, Craven Arms,Shropshire SY7 8DA, England.
Ask LRO
LRO
PICK UP MORE TECH
ADVICE ONLINEMasses of technical advice is also available
from our web forum users. If your Land Rover
has a problem, chances are that someone
else has been there too: just click ‘Forum’ on
the LRO.com home page, then scroll down to
‘Land Rover Q&A’. You can post your questions
on our Facebook and Twitter pages too. Please
include as much detail as you can.
Because this advice isn’t from our experts we
can’t guarantee its
accuracy. If in doubt,
ask LRO! .COM
I’m looking to convert my Disco 2
V8 to LPG, and I intended using a
toroidal tank in place of one of the
rearmost seven seats. But, having looked
into it, there appears to be confl icting
information on whether I can do this.
Some sources say that the tank must be
centrally mounted and having it mounted
on the left or right side is not legal. On
the other hand, some say yes it’s okay,
which will then make it expensive if I have
to remove the standard tank and fi t a
smaller petrol tank and an LPG tank – and
presumably the chassis-mounted tanks
I’ve had on Discovery 1s are not available
for Discovery 2s, as I can’t fi nd any on
the net. Mine is an ES model with air
suspension and ACE.
Stephen Haywood, Par, Cornwall
My personal view with regard to
siting an extra tank is that, in order to
maintain vehicle balance, any new
tank that is fi tted to a vehicle should be
centrally mounted.
There is an inherent danger of adversely
aff ecting the vehicle’s handling and stability
– and therefore, of course, compromising its
safety – by having a certain amount of weight
on one particular side, which is not exactly
counter-balanced.
David Long
Which anti-freeze would I use in my 300Tdi Discovery 1, and
which brand would you recommend?
Peter Petrakiev, Sofia, Bulgaria
The 300Tdi was designed to run with ethylene glycol anti-freeze,
which is the G11 rating. It is strongly recommended that you do NOT
use the OAT (Organic Acid Technology) long-life anti-freeze, which is
the G12 rating. It will eventually start eating at the coolant gaskets. The
G12++ is meant to be compatible with either of the other two, but I have
never used anything apart from the original-spec stuff , as this is what it was
built to use. I don’t have any particular recommendation for brand, as long
as it’s from a reputable manufacturer.
Andrew Varrall
Use G11 anti-freeze in 300Tdi engines
Stage 1: chassis numberis a bit of a mystery
About two years
ago, I bought a
Series III Stage 1. It
has taken a while, but I
have just started to restore
the old girl. Having
stripped the Series back
to the chassis, I started
searching for a chassis
number. The only thing on
the right-hand front spring
hanger is the letters ILM.
There is nothing on the
VIN plate, only the vehicle
number SALLBCA1AF…
Hope you can help me.
David Ingram, Bombala,
New South Wales, Australia
Your VIN number
should be 17 digits
– you have a ‘V’
missing. It should read:
SALLBCAV1AF. This
translates to 109 V8 truck
(not station wagon),
right-hand-drive CKD
(Complete Knock Down, ie
exported as a kit of parts).
Maybe the chassis was made
in Australia, although I’d
have expected it to have the
number stamped on it.
Another possibility is it has
had a replacement chassis or
front section, maybe carried
out a long time ago; after all,
it is 30-odd years old.
Dave Smith
RANGE ROVER CLASSIC
Return the sender
while moves into the red zone. Any ideas?
Reg Pattinson, Swanley, Kent
The gauge should read cold when
you fi rst start up, not normal, so it’s
virtually certain you have the wrong
sender unit. These are matched to the gauge
on the vehicle so the right one is essential.
Steve Jones
DISCOVERY 2
What’s okay for LPG?
SERIES III
Help my hunt for a lost chassis number
The temperature gauge on my
1994 V8 Range Rover Classic LSE
showed the engine was running
too cold, but the thermostat is okay. I’ve
fi tted a new temperature sender and it
reads normal to start with, but after a
DISCOVERY 1
Which coolant is cool for a 300Tdi?
June 2015 LRO 159
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June 2015 LRO 161
162 LRO June 2015
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LAND ROVER DEFENDER 110 SOFT TOP RHD,fitted with 2.5 NA diesel engine, 5 speed LT77gearbox, Hi/Low transfer box, centre diff lock, etc,Year from 1985 onwards, mileage from 80,000km.
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QUANTITY 1
June 2015 LRO 163
Work or play, there’s a Land Rover for the job. Here are three models that
can manage both in equal measure
THE RIGHT VAN
FREELANDER 2 DEFENDER 110
TURN TO PAGE 166 TURN TO PAGE 168
TURNTO PAGE 164
Buying
The Discovery 4 set a new benchmarkfor the refinement of a commercial LandRover. They’ve been popular ever sinceintroduction in 2009 for their blend ofcar-like comfort and practical vanattributes. A nine-month waiting list for abrand-new model has made the usedmarket even more buoyant than before.
The Freelander 2 Commercial followed on from thewell-liked Freelander 1 variant but demand wasn’tstrong and production lasted for a year. If you don’tneed the load area and towing capacity of the Disco 3Commercial it’s worth a look.
With its no-nonsense design and three-person cab, the Defender 110 hard top has both good load and towing capacity and much better security than a pick-up. This makes it the vehicle of choice for many farmers, utility companies and construction workers.
Vans don’t get much more luxurious than this factory-spec Discovery 4
It only had a short build cycle but that didn’t stop it winning fans
One of the most popular vehicles for carrying any cargo to anywhere
£20,000-£42,295
£7500-£15,000 £1600-£25,010
WORDS: PETER SKILTON
DISCOVERY 4
COMMERCIAL
‘At first glance,you wouldn’t know
the Commercialwas in fact a van.It’s just as plush
as the car version’
Buying
and Rover cannot build
Discovery Commercials
quick enough.
Demand is high and
walk into a dealer today to order a
new one and you’ll be faced with
a waiting list nine months long. It’s
not surprising that so many people
are after this model in particular.
The XS-spec off ers superb comfort
and options you won’t fi nd on
any other van. Of course there is a
premium to pay for such a luxurious
commercial vehicle – about £42,000
brand-new – but for businesses
wanting to give off a good
impression while fully loaded and
eating up the miles, it’s unbeatable.
Of course, the biggest benefi t for
a business user is that the Discovery
Commercial is registered as an N1
Land Rover doesn’t make it easy
to fi t rear seats and it’s best done
by an expert. One-way bolts are
fi tted in the seatbelt mounts,
meaning they will go in, but aren’t
so easy to remove.
The electric windows in the rear
will also need reconnecting. This is
more simple but will require you to
order two new window motors.
Light Commercial Vehicle, enabling
VAT-registered companies to
reclaim the VAT. However, owners
will still have to pay around £600
per year in commercial vehicle tax.
At first glance, you wouldn’t even
know that the Commercial was
in fact a van. The darkened door
and rear windows could easily
be mistaken for heavy tints. The
interior fi nish hasn’t been toned
down either and it’s just as plush as
the car version of similar spec.
One popular modifi cation to the
Commercial is the fi tment of rear
seats. It’s a grey area, but as long
as the seats can be considered as
temporary, you’ll be tax-compliant.
Fitting the original seats from a
car version will change how the
taxman views the vehicle.
The earliest Discovery 4
Commercials were fitted with the
2.7-litre TDV6 engine and six-speed
automatic transmission.
From 2010 the 3.0-litre TDV6 was
fitted, while the most recent models
use the 3.0-litre SDV6 engine
with 255bhp, the same as the
car version, with the eight-speed
automatic ZF transmission. This
makes it the best bet for towing.
Identifying the transmissions is
easy – the eight-speed uses a
rotary dial rather than a lever.
The Discovery 4 van makes the
ideal Land Rover if you don’t need
to carry passengers – with a vast
load area and very little rear trim
you get a rugged load carrier that’s
every bit as comfortable to drive as
the people-carrying version.
WHAT TO
CHECK
Colour codingHaving body-coloured doorhandles and wheel arches is anoptional extra.
EnginesEarly models were fitted with the2.7-litre and 3.0-litre TDV6; nowthe 3.0-litre SDV6 is used.
Wheel bearingsFront wheel bearings can become noisy when they are worn indicating failure.
BodyworkWorking for a living can take its toll on the bodywork so check for any panel damage.
L
2009-2015 Discovery 4: £20,000-£42,295
June 2015 LRO 165
‘The Disco 4 replaced a
Defender 110 Utility and a
Jaguar XF. It is great, feels
planted on the road and is
quick enough. I still have
the Defender, though. ’
VITAL STATS
Engines: 2.7 TDV6, 2.7 SDV6, 3.0 SDV6 Length:
4.84m Width: 2.19m Height: 1.84m Weight: 2.5tonnes Wading depth: 700mm Towing: 3500kg
All the toysExcellent sound system and other electrical trinkets mean there’s plenty to keep you busy in jams.
SeatsPlush leather chairs are a world away from the unforgiving torture devices in vans of old.
I DRIVE ONE:
ASHLEY KIMBLE
For sale on LRO.com
Top factIn 2014 Land Rover
dropped the ‘4’ from
the Disco’s moniker,
referring to it simply
as the Discovery.
FAQs
2009 D4 C, £21,950 2010 D4 C,£26,000 2013 D4 C, £49,012.80 This one has just 66,000 miles on
the clock. The high spec includes leather seats, satnav and the on-board television option from Land Rover. All this, in a van.
If you’re planning on heading off -road, this would be perfect for the job. It’s been fi tted with some underbody protection, a raised air-intake and a winch.
Only the best examples are sold on the forecourt of Land Rover dealers, suggesting this sub-10,000-mile car is in good condition. It has the balance of its three-year warranty too.
Can I reactivate the rear windows so that
my dogs can get some air?
The window motor and wiring is all in place.
What Land Rover does is remove the motor’s
control board and fi ll the gap with silicone. To
reactivate the windows, buy a new motor for
each door (around £90 each). You won’t need to
replace the whole motor. Remove the silicone and
insert the missing part from the new motor. Plug
in the wiring cable tied further down the door.
Is there a way of fitting rear seats?
To retain the vehicle’s commercial classification
they have to be of a certain kind. Various
aftermarket seats can be bought, with most
providers able to match the trim of your
Discovery. What makes these seats different is
that they fold up against the front seats and
don’t inhibit the vehicle’s load capacity.
Steering guard£358.80 From: devon4x4.com
Commercial Land Rovers are generally subjected to more
challenging conditions than their passenger-carrying
counterparts so it’s worth spending a bit of money on
protection. One of the most vulnerable areas is the steering
but this guard also protects the front bumper and sump.
Rear windowsCovered rear windows
won’t open despite the switch still being fi tted.
THEBEST
STUFF TO ADD
166 LRO June 2015
‘The Freelanderoffered all the
benefits of a smallvan in a relativelycompact, car-like
package’
Buying
f you’re after a commercial
Land Rover that is also one
of Land Rover’s rarest factory
vehicles, look no further. Land
Rover’s press release prior to the
2008 Commercial Vehicle Show
stated that the Freelander 2 had
been developed as a result of high
customer demand, no doubt mostly
from existing Freelander 1 owners.
This didn’t last, though, and the
production run barely lasted a year.
One thing that didn’t go in
the Freelander’s favour was the
introduction of the Discovery 3
Commercial. Land Rover was now
off ering a vehicle considered by
buyers to be more premium, in
the guise of a van. It had a better
towing capacity, larger load area
and a more powerful engine.
sibling, which was much more
basic. The 2.2-litre TD4 is the
only engine available, through a
fi ve-speed auto transmission or
six-speed manual. The engine is
ideal for long motorway treks and
punchy enough on back roads. Fuel
economy into the mid-30s can be
achieved if driven sensibly. With
almost all of the vehicles put to
What the Freelander 2 offered,
however, was all the benefits of a
small van in a relatively compact,
car-like package. Business users
could reclaim the VAT and run the
vehicle as a company vehicle, while
the neighbours gossiped about the
new car next door.
Prices of the Freelander 2
Commercial started at £20,775
when new and low-mileage models
aren’t far from that price now, so
strong are the residuals. You can
expect to part with around £15,000
for a model in good condition.
The XS-spec is the most desirable
and boasts Terrain Response,
17-inch alloys, powerfold mirrors,
a full-size spare wheel, front park
distance control, leather trim and
climate control over its S-spec
work, mileages are likely to be high,
but that’s not a problem.
When factory production ended a
void was left, which was soon filled
by firms offering conversions, such
as Nene Overland. If done before
first registration the vehicle could
still be classed as a commercial.
These vehicles can also turn up in
the classifi eds. It’s worth checking
the log book of any potential buys,
just to make sure it’s registered
correctly. Some are converted later
in their lives, meaning they’re not
true commercials.
Freelander 2 production has
ended so new commercial
conversions aren’t an option, but
Paul Jolly, sales manager at Nene
Overland, is fi nding that its Evoque
conversion is a popular alternative.
WHATTO
CHECK
TransmissionThe Freelander 2 Commercial was off ered with a fi ve-speed auto or six-speed manual.
I
2008-2009 F2 Commercial: £7.5k-£15k
Load capacityManual vehicles can carry 735kgof cargo, 10kg more than theautomatic models.
Cargo spaceThe Freelander 2 offers 1670 litresof load space, with access through two side doors.
Spare wheelXS models get a full-size spare wheel while the S models get just a space saver.
June 2015 LRO 167
‘They weren’t very
popular and we rarely
have originals to sell.
Conversions were possible,
but many people opted for
Disco Commercials instead.’
VITAL STATS
Engine: 2.2 TD4 diesel Length: 4.5mWidth: 2.18m Height: 1.77m Weight: 1.77 tonnes
Wading depth: 500mm Towing limit: 2000kg
Terrain ResponseTwo models available: S and XS. Only the XS had Terrain Response.
InteriorOpulent trim is more refi ned than most vans but will still be subjected to the same treatment.
I SELL THEM:
PAUL JOLLY
For sale on LRO.com
Top fact 2005 Freelander 1Commercial, £3994
So, what about a Freelander 1 commercial?There are plenty more Freelander 1 Commercials about than their
younger sibling. Based on the 3-door model, the commercial has blank sidepanels, rather than windows and has a robust, chunky interior. They werethe darling of farriers for a while, with good load capacity and the abilityto safely get them to places normal vans would struggle. And you can dropthe rear window to carry longer items without needing a roof rack.
A Freelander 1 Commercial may fitthe bill. This late model has done lessthan 90,000 miles and has just hadits timing belt replaced. It also hassix months’ warranty and 12 months’MoT for peace of mind.
2007 Freelander 2,£5995
Genuine Commercials are hard tofind on the used market. This carwould be easy to convert. It’s highmileage, but cheap, so you won’tworry about making it earn its living.
The F2 Commercial
was first shown at
the Commercial
Vehicle Show at the
NEC in April 2008.
FAQsI’m after a Freelander 2 Commercial for my
business. Can I still buy one?
The Freelander 2 ceased production in 2014.
You could have a Freelander 2 converted, but
this won’t have the same classification for tax
purposes, although you will be able to reclaim
the VAT on the conversion. Another alternative
is an Evoque Commercial. Nene Overland
(neneoverland.co.uk) can offer a brand-new
Evoque converted to commercial spec. Because
it is converted before being registered it will be
classed as a commercial vehicle by the tax man.
I have a Freelander 2 that I’d like to convert
into a Commercial myself. Can I do this?
Physically converting a Freelander 2 is possible.
Just remove the rear seats and install a flat load
bed, bulkhead and window covers. All the parts
should be available at your Land Rover dealer.
WindowsAs with other commercial vehicles, the rear windows won’t function.
THEBEST
STUFF TO ADD
Genuine Land Rover seat covers£191.40 From: famousfour.co.uk
The nature of the Freelander 2’s interior means it’s not
perfectly suited to the rigours of a working life. Most
models will have rubber fl oor mats but seat covers are vital
to keep a hard-working F2’s interior looking smart.
168 LRO June 2015
‘Most work in theweek and play
on the weekend,whether it’s at an
off-road site orloaded with bikes’
Buying
uyers of Defender 110
hard tops are faced
with 25 years worth of
vehicles to consider. The
concept hasn’t changed in that
time – you’ll get a 1.9m-long cargo
bed and 3500kg towing capacity
regardless of whether you buy a
model from 1990, 2000 or 2015.
The spec level hasn’t changed
much either. The hard top is
still one of the most basic Land
Rovers on sale, purely because the
environment it is likely to work in
doesn’t require the luxuries of an
XS-spec station wagon.
The biggest diff erence from the
fi rst to the most recent models is
in the engine bay. The fi rst 110
hard top was fi tted with the 200Tdi
engine, as used in the Discovery 1.
traction control could be fi tted to
aid off -road driving.
The Td5 is quieter inside and
has a slightly diff erent dashboard
layout. The TDCi models changed
that again in 2007. It’s quieter
still and even more refi ned, but
make no mistake, it’s very much
still a Defender. The 2.4-litre TDCi
was a Ford engine, as used in the
It remained standard fitment until
1994, when it failed durability tests
and was replaced by the 300Tdi.
This virtually all-new engine was
more powerful and more refined.
The turbo is fitted lower, which
allowed an acoustic engine cover
to be fitted to reduce noise. Don’t
expect a 300Tdi to be quick,
though – it’s not, and the options
for improving performance are
relatively limited. It’s also thought
that the extra strain can reduce the
engine’s life expectancy.
The Td5, introduced in 1998,
is an all-round diff erent engine.
The fi ve-cylinder engine has more
torque and is even more refi ned. It’s
a reliable unit, but problems with
cylinder heads and oil in the wiring
loom have been known. ABS meant
Transit van. It also introduced a new
six-speed box. The 2.2-litre TDCi,
introduced in 2011, was introduced
to meet Euro 5 emissions regs and
would prolong the Defender’s life
for four more years. Despite being
smaller in capacity, the power and
torque remained the same.
With so many body styles on off er,
why do people opt for the hard
top? Mostly for its versatility. The
rear load bed carries cargo in better
security than a pick-up can off er
and it’s better suited to hard labour
than a station wagon.
Most work in the week and
play on the weekend, whether it’s
at an off -road site or loaded with
bikes. Oh, and don’t be surprised
if you’re told an owner has slept in
the back, too…
WHAT TO
CHECK
BulkheadAnother problem area for rust.Check thoroughly as complicatedrepairs can prove to be costly.
EnginesEvery engine has its fans, but allhate neglect. Look for evidence ofa regular service regime.
Side panelsUnlined Land Rovers can be damaged when cargo is loaded, denting the side panels.
ChassisRust is a major problem; corrosion prevention is often overlooked in favour of earning money.
B
1990-2015 Defender 110: £1600-£25,000
June 2015 LRO 169
‘For a truck to be good
it has to be able to tow
a 3.5-tonne stock trailer,
while also having room for
my bike. The hard top fits
the bill perfectly.’
VITAL STATS
Engines: 200Tdi, 300Tdi, Td5, 2.4 TDCi, 2.2 TDCi Length: 4.64m Width: 1.79m Height: 2.04mWading depth: 500mm Towing limit: 3500kg
Centre seatMany early models had a third seat fi tted in the front. This wasn’t an option on TDCi models
SeatsRipped seat covers are common, but are relatively cheap and easy to replace. Door trims also suff er.
I DRIVE ONE:
MARK MORGAN
For sale on LRO.com
Top factPrior to the launch,
GKN Defence owned
the Defender name.
Fortunately they sold
it to Land Rover.
FAQs
1990 110, £3750 2001 110, £8799 2013 110, £19,800 The military were big fans of the
Hardtop, and this early Defender appears to have served its time. The original 200Tdi engine remains. Full year’s MoT means it’s ready to go.
Not every working Defender has been abused. Ply lining and rubber mats protect the rear loadbed of this110. Metallic paintwork complementsthe Boost alloy wheels.
This just looks right, with its blue paint and white roof. The basic spec adds to the appeal, but what’s best is that the 2.2-litre TDCi adds considerable refi nement.
I need a 110 hard top for travelling long
distances in. Which engine is best?
If you’re not constrained by budget, the most
recent 2.2 TDCi engine will be the best of the lot.
It’s more refined than any previous unit and the
six-speed gearbox makes cruising effortless. The
suitability to long motorway journeys generally
then declines as you look at older models.
I’d like to add light into the rear and
improve visibility. Can I get a window kit?
If you want to retain some privacy, fit the small
window found either side of the rear door of a
station wagon, to the panel behind your front
doors. This improves visibility at junctions. Full-
length windows are also available; some slide
open, some are fixed. One company that sells
almost every option is VGS. Its full range can be
found at vehicleglazingspecialists.com.
SoundproofingFrom £185 From:
nkgroup.co.uk
The large fl at panels allow noise to bounce around the
Land Rover. Applying sound proofi ng not only makes for
a more pleasant drive, it also insulates it a bit, so you don’t
get so much condensation dripping on your head when
you head off in the morning for a busy day.
Rear
crossmemberLook for signs of rust caused by trapped mud and road dirt. Repairs are possible.
THEBEST
STUFF TO ADD
LRO
170 LRO June 2015
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)XOOUDQJHRIDFFHVVRULHVWRRXWILW\RXU'HIHQGHU'LVFRYHU\RU5DQJH5RYHU
Rediscover your Disco 3 and 4. No more leaking wishbone bushes or squeaking ARBs. Replace with Polybush for excellent noise damping and handling - a real fit and forget
Polybush Vs rubber after 9 months! Polybush outlasts rubber, no replacements needed
From Series 2 to Freelander 2, we continue to improve your ride and enhance your driving experience, with Polybush, the original and best
Towing, winching, roads or lanes. Polybush have the right grade for you, we’ll be there, wherever you go
June 2015 LRO 171
Tel: (44) 0 24 7663 7337 Fax: (44) 0 24 7663 7351 Email: [email protected] DELIVERY FOR UK ORDERS OVER £60 (excl VAT) Follow us twitter.com/Shop4autoparts Like us facebook.com/Shop4autoparts
s Providersof premiumproducts forthe Land Rovermarket for over25 years.
s Large stockson site allowingrapid shippingacross the UKand overseas
s Exportspecialists
Tel: 01733 380687 Intl: +44 1733 380687
PETERBOROUGH:
Manor Farm, Ailsworth, Peterborough PE5 7DL
MAIDENHEAD:
Stafferton Way, Maidenhead, Berkshire, SL6 1AY
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et
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4x4lifestyleshop.comAll of our HANNIBAL products are available to buy online, over the phone or at our showrooms located in PETERBOROUGHand MAIDENHEAD, BerkshirePlease contact us if you need advice about expedition equipment
172 LRO June 2015 Find more than 4000 Land Rovers for sale at LRO.com
CLASSICVEHICLES Pr
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p RWT = LROReal World Testroute result
80 inch pre prod 1948 7000 15,000 30,000 45,000 2 25 n/a n/a £0 1595/4/p 50/4000 80/2000 n/a 50 1176 3 Yes 1524 3353 1829
80 inch 1.6 litre 1948 50 4250 9000 18,500 30,000 2 25 n/a n/a £0 1595/4/p 50/4000 80/2000 n/a 50 1176 3 Yes 1524 3353 1829
80 inch 2.0 litre 1950 53 3500 5750 15,500 24,000 2 22 n/a n/a £0 1997/4/p 52/4000 101/1500 n/a 55 1176 3 Yes 1524 3353 1829
86 inch utility 1953 56 2250 3600 7250 14,000 2 21 n/a n/a £0 1997/4/p 52/4000 101/1500 n/a 60 1225 3 Yes 1590 3574 1930
86 inch SW 1953 56 2500 4000 8000 15,000 2 21 n/a n/a £0 1997/4/p 52/4000 101/1500 n/a 60 1225 7 Yes 1590 3574 1930
107 inch utility 1953 58 2200 4000 8000 14,500 2 20.4 n/a n/a £0 1997/4/p 52/4000 101/1500 n/a 60 1375 3 Yes 1590 4407 2121
107 inch SW 1956 58 4000 7250 15,000 25,000 2 20.4 n/a n/a £0 1997/4/p 52/4000 101/1500 n/a 60 1562 10 Yes 1590 4407 2121
88 inch utility 1957 58 1750 3000 6250 11,000 2 21 n/a n/a £0 1997/4/p 52/4000 101/1500 n/a 60 1245 3 Yes 1590 3624 1930
88 inch SW 1957 58 2000 3500 7000 12,000 2 21 n/a n/a £0 1997/4/p 52/4000 101/1500 n/a 60 1245 7 Yes 1590 3624 1930
109 inch utility 1957 58 1850 3200 6500 11,500 2 20.4 n/a n/a £0 1997/4/p 52/4000 101/1500 n/a 60 1245 3 Yes 1590 4457 2121
88 inch utility diesel 1957 58 1500 2650 5250 10,000 2 29.5 n/a n/a £0 2052/4/d 52/3500 87/2000 n/a 50 1331 3 Yes 1590 3624 1930
88 inch SW D 1957 58 1600 2900 5750 10,500 2 29.5 n/a n/a £0 2052/4/d 52/3500 87/2000 n/a 50 1331 7 Yes 1590 3624 1930
INFO: Payload 80/86/88-inch 454kg; 107-inch 680kg; 109-inch 907kg; 960.3kg (diesel on 7.50 tyres) Wading depth 500mm Towing capacity 1040kgLoad space 516 litres 80-inch; 609 litres 86/88-inch
To many besotted owners, Series Is are the original and best Land Rovers. Even the youngest vehicles are now well into their 50s and prices for the best examplesreflect their vintage credentials. Rotten bulkheads, decaying chassis, expired engines and bodged repairs separate the project vehicles from the concours specimens,because restoration is expensive.
SERIES I Everyday useOff-road ability Spares Kit & accessories
SERIES I 80-INCH
SII 88 inch utility diesel 1958 61 825 1950 4750 10,500 2 28 n/a n/a £0 2052/4/d 52/3500 87/2000 n/a 50 1404 3 Yes 1625 3612 1968
SII 88 inch SW diesel 1958 61 900 2200 5250 11,000 2 28 n/a n/a £0 2052/4/d 52/3500 87/2000 n/a 50 1404 3 Yes 1625 3612 1968
SII 88 inch utility petrol 1958 61 850 2000 5000 11,000 2 18.3 n/a n/a £0 2286/4/p 77/4250 124/2500 36.1 69 1315 3 Yes 1625 3612 1968
SII 88 inch SW petrol 1958 61 950 2350 5500 11,500 2 18.3 n/a n/a £0 2286/4/p 77/4250 124/2500 36.1 69 1315 3 Yes 1625 3612 1968
SII 109 inch utility petrol 1958 61 850 2100 5250 11,500 2 18 n/a n/a £0 2286/4/p 77/4250 124/2500 n/a 69 1497 3 Yes 1625 4445 2057
SII 109 inch SW petrol 1958 61 900 2600 5750 12,000 2 17.5 n/a n/a £0 2286/4/p 77/4250 124/2500 n/a 69 1739 12 Yes 1625 4445 2057
SIIA 88 inch utility diesel 1961 71 750 2350 5750 12,000 2 28 n/a n/a £0 2286/4/d 62/4000 103/1800 n/a 67 1404 3 Yes 1625 3612 1968
SIIA 88 inch SW diesel 1961 71 800 2500 6250 12,500 2 28 n/a n/a £0 2286/4/d 62/4000 103/1800 n/a 67 1404 3 Yes 1625 3612 1968
SIIA 88 inch utility petrol 1961 71 775 2400 6000 12,250 2 18.3 n/a n/a £0 2286/4/p 77/4250 124/2500 36.1 69 1315 3 Yes 1625 3612 1968
SIIA 88 inch SW petrol 1961 71 900 2700 6750 13,000 2 18.3 n/a n/a £0 2286/4/p 77/4250 124/2500 36.1 69 1315 3 Yes 1625 3612 1968
SIIA 88 inch Lightweight 1968 71 1525 3750 7500 13,500 2 18 n/a n/a £0 2286/4/p 77/4250 124/2500 n/a 69 1456 3 Yes 1524 3658 1956
SIIA 109 inch utility petrol 1961 71 750 2500 5750 11,250 2 18 n/a n/a £0 2286/4/p 77/4250 124/2500 n/a 69 1497 3 Yes 1625 4445 2057
SIIA 109 inch utility diesel 1961 71 750 2250 5250 10,750 2 28 n/a n/a £0 2286/4/d 62/4000 103/1800 n/a 67 1497 3 Yes 1625 4445 2057
SIIA 109 inch SW petrol 1961 71 800 2250 7250 15,000 2 17.5 n/a n/a £0 2286/4/p 77/4250 124/2500 n/a 69 1739 12 Yes 1625 4445 2057
SIIA 109 inch SW diesel 1961 71 825 2750 6000 12,500 2 28 n/a n/a £0 2286/4/d 62/4000 103/1800 n/a 67 1739 12 Yes 1625 4445 2057
SIIA 109 inch 2.6 litre 1967 71 800 3000 6250 12,500 2 13.8 n/a n/a £0 2625/6/p 85/4500 132/1500 29 75 1569 3 Yes 1625 4445 2057
SIIA 109 inch military ambulance 900 2500 5500 11,000 3 17.5 n/a n/a £0 2286/4/p 77/4250 124/2500 n/a 65 n/a 2 Yes n/a n/a n/a
INFO: Payload SII/SIIA 88-inch petrol 454kg; SII 109-inch 2.286cc and 2.6 petrol 907kg (SII diesel + 53kg, SIIA diesel + 76kg)Wading depth 500mm Towing capacity 2000kg Load space 876 litres 88-inch; 3062 litres 109-inch; 4400 litres ambulance
Often called the prettiest Land Rover of them all, the Series II and IIA set the basic style of the Land Rover for the next 50 years. Its 2.25-litre petrol engine is allbut bulletproof; not that powerful but very strong. Alloy body panels survive the passage of time better than the steel bulkhead and chassis. Look out for Series IIIsmasquerading as Series IIAs to get free road tax – view models with a Series III bulkhead and front wings with suspicion, though it may be legit.
SERIES II/IIA Everyday useOff-road ability Spares Kit & accessories
SERIES II HARD TOP
ricing a used Land Rover is tricky.Once it’s more than about eightyears old, condition matters morethan age. Rarity or desirabilitypushes classic values up.
Prices here are for standard-spec Land Rovers – or as standard as possible. Eachmodel has four prices to help guide you.
Dealers will charge more, but they have to factor in costs such as warranties that private sellers don’t.
CLASSIC Project A complete vehicle for rebuild orrecommissioning. May even have some MoT left.CLASSIC Price 1 May be MoT’d, but will need work to pass the next test. Factor in the cost of remedial work before considering.CLASSIC Price 2 Good runners that look okay. No major work (eg, chassis or bulkhead repairs) in the next few years. May be faults, but nothing major.CLASSIC Price 3 Mint condition if restored/rebuilt, or fantastically original and correct specifi cation.
USED Trade Typical trade-in offer. Refers to earliest models of date range – newer should achieve more.USED Price 1 MoT’d, but will need work to pass another. Expect newer Land Rovers to be shabby.USED Price 2 Not perfect, but shouldn’t need major repairs. Body should be straight and well cared-for.USED Price 3 On newer vehicles this is for top-spec, mint examples, with low mileage and full service history. For older ones, they should be the best around and worth paying a bit more for.
UNDERSTANDING OUR PRICE GUIDE
PRICE GUIDEUp-to-date values and specs for more than 235 Land Rovers
Series II 88
inch SW Diesel
1960 - £5250
43 year old, Living at PE27, 5000 Miles per annum, kept on
drive, club member, clean risk and
commuting, 2nd vehicle so 0 NCD on this vehicle.
£81.48 (or £99.48 with Agreed Value)
Find more than 4000 Land Rovers for sale at LRO.com June 2015 LRO 173
CLASSICVEHICLES Pr
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INFO: Payload 680kg Turning circle: 11.3m Wading depth 500mm Towing capacity (trailer with overrun brakes) 2000kg up to 1983;3500kg 1983 onwards Load space 1968 litres (seats folded)
INFO: Payload FCIIA and FCIIB 1524kg; 101-inch 1016kg Turning circle FCIIA 14.88m; 101-inch 11.3m Wading depth 600mm Towing capacity n/aLoad space 3314 litres
INFO: Payload 88-inch petrol 454kg; 109-inch 2286cc and 2.6 petrol 907kg Wading depth 500mm Towing capacity 2000kg Load space 876 litres 88-inch;649 litres Lightweight; 3062 litres 109-inch; 4000 litres Hi-Cap
Once the flagship of the fleet, most Range Rover Classics are now well within reach of most budgets. Sadly, many have succumbed to terminal rot – but there arestill plenty of good ‘uns out there. Problem areas are rotten outer and inner sills, as well as the doorposts and rear wheelarches. High-mileageV8 engines can become rattly and are prone to water leaks. Prices are starting to pick up now, with good ones starting to command strong prices.
Forward Controls are quirky machines, unlike anything you’ve ever driven before. The civilian SIIA and SIIBs are now rare, though it’s not too hard to find anex-military 101 looking for a new home – but choose carefully. Before you buy one, make sure you’ve somewhere to park it and that you can afford the fuelbill; 101s were all V8-powered. An LPG conversion will lower running costs once the cost of the conversion has been paid back.
Series IIIs are still relatively cheap, but really clean, unmolested examples are becoming harder to find – and dearer to buy. Many suffer from ‘chequerplate rash’ andwhite eight-spoke wheels. Tdi engine upgrades ruin originality but make the vehicle a great daily driver. Late-1970s examples have a reputation for rust, so are bestavoided unless they’ve already had a galvanised chassis fitted. Free road tax now extends to those built pre-January 1, 1974.
RANGE ROVER CLASSIC Everyday useOff-road ability Spares Kit & accessories
FORWARD CONTROL Everyday useOff-road ability Spares Kit & accessories
SERIES III Everyday use Off-road ability Spares Kit & accessories
88-inch utility petrol pre-1973 700 1400 4250 8500 2 18.3 n/a n/a £0 2286/4/p 77/4250 124/2500 29.1 69 1339 3 Yes 1676 3612 1968
88-inch utility diesel pre-1973 675 1350 4100 8250 2 29 n/a n/a £0 2286/4/d 62/4000 103/1800 n/a 67 1405 3 Yes 1676 3612 1968
88-inch station wagon pre-1973 750 1600 4500 9000 2 18 n/a n/a £0 2286/4/p 77/4250 124/2500 29.1 69 1454 7 Yes 1676 3612 1968
Lightweight pre-1973 1350 2650 6500 11,500 2 17 n/a n/a £0 2286/4/p 77/4250 124/2500 n/a 69 1456 2/3 Yes 1524 3658 1956
109-inch utility petrol pre-1973 700 1900 4950 10,000 2 18 n/a n/a £0 2286/4/p 77/4250 124/2500 n/a 69 1497 3 Yes 1676 4445 2057
109-inch station wagon pre-1973 750 2000 5250 10,500 2 17 n/a n/a £0 2286/4/p 77/4250 124/2500 n/a 69 1739 12 Yes 1676 4445 2057
109-inch utility 2.6 petrol pre-1973 650 1950 4750 9750 2 15 n/a n/a £0 2625/6/p 86/4500 132/1500 31.7 73 1569 3 Yes 1676 4445 2057
109-inch S/W 2.6 petrol pre-1973 675 2000 5000 10,250 2 14 n/a n/a £0 2625/6/p 86/4500 132/1500 n/a 73 1739 12 Yes 1676 4445 2057
88-inch utility petrol 1973-84 550 1150 3100 7000 2 18.3 n/a n/a 230 2286/4/p 77/4250 124/2500 29.1 69 1339 3 Yes 1676 3612 1968
88-inch utility diesel 1973-84 525 1100 3000 6750 2 29 n/a n/a 230 2286/4/d 62/4000 103/1800 n/a 67 1405 2/3 No 1676 3612 1968
88-inch station wagon 1973-84 575 1200 3500 8000 2 18 n/a n/a 230 2286/4/p 77/4250 124/2500 29.1 69 1454 7 Yes 1676 3612 1968
Lightweight 1973-85 1200 2450 5000 9500 2 17 n/a n/a 230 2286/4/p 77/4250 124/2500 n/a 69 1456 2/3 Yes 1524 3658 1956
109-inch utility petrol 1973-83 525 1100 3300 6750 2 18 n/a n/a 230 2286/4/p 77/4250 124/2500 n/a 69 1497 3 Yes 1676 4445 2057
109-inch station wagon 1973-83 550 1250 3500 7400 2 17 n/a n/a 230 2286/4/p 77/4250 124/2500 n/a 69 1739 12 Yes 1676 4445 2057
109-inch utility 2.6 petrol 1973-79 550 1150 3300 7000 2 15 n/a n/a 230 2625/6/p 86/4500 132/1500 31.7 73 1569 3 Yes 1676 4445 2057
109-inch SW 2.6 1973-79 550 1200 3400 7350 2 14 n/a n/a 230 2625/6/p 86/4500 132/1500 n/a 73 1739 12 Yes 1676 4445 2057
109-inch Hi-Cap 1982-83 725 1550 3300 7400 2 28 n/a n/a 230 2286/4/d 62/4000 103/1800 n/a 67 1562 3 No 1790 4622 2057
109-inch 1-ton utility 1973-79 700 1500 3400 7200 2 12 n/a n/a 230 2625/6/p 86/4500 132/1500 n/a 45 1763 3 Yes 1676 4445 2134
109-inch Stage 1 utility 1979-83 875 1800 3750 7650 2 17.2 n/a n/a 230 3528/V8/p 90/3500 166/2000 27.1 86 1540 3 Yes 1676 4445 2057
109-inch Stage 1 SW 1979-83 950 1950 4400 8400 2 17.2 n/a n/a 230 3528/V8/p 90/3500 166/2000 26.1 86 1702 12 Yes 1676 4445 2057
SIIA 109-inch FC 1962-66 1250 2000 3850 7500 2 12 n/a n/a £0 2286/4/p 77/4250 124/2500 n/a 45 1905 2 Yes 1918 4902 2591
SIIB 110-inch FC 1966-71 1200 1800 3600 6750 2 12 n/a n/a £0 2286/4/p 77/4250 124/2500 n/a 45 1905 2 Yes 1918 4902 2591
SIIB 110-inch FC diesel 1966-71 1200 1900 3750 7000 2 20 n/a n/a £0 2286/4/d 62/4000 103/1800 n/a 45 2043 2 Yes 1918 4902 2591
SIIB 110-inch FC 2.6 1966-71 1200 1800 3600 6500 2 11 n/a n/a £0 2625/6/p 86/4500 132/1500 n/a 45 2050 2 Yes 1918 4902 2591
101-inch Forward Control 1350 2600 5600 9200 2 15 n/a n/a 230 3528/V8/p 135/4750 205/3000 n/a 60 1833 2 Yes 1842 4127 2235
2-door V8 1970-1972 5000 9000 17,500 25,000 10 16.3 n/a n/a £0 3528/V8/p 130/ 5000 185/2500 14.6 96 1799 5 Yes 1778 4470 1780
2/4-door V8 1973-85 1500 3500 8500 14,000 10 16.3 n/a n/a 230 3528/V8/p 130/ 5000 185/2500 14.6 96 1799 5 Yes 1778 4470 1780
4-door V8 1985-89 750 1250 2500 5000 10 16.5 n/a n/a 230 3528/V8/p 165/4750 206/3200 11.9 106 1968 5 Yes 1778 4470 1780
2.4 VM turbodiesel 1986-89 450 750 1350 2750 10 26 n/a n/a 230 2393/4/d 112/4200 183/2400 14.5 97 1938 5 Yes 1778 4470 1780
4-door 3.9 Vogue SE 1989-96 750 1500 4500 6500 10 18.2 n/a n/a 230 3947/V8/p 185/4750 235/2600 11.3 108 1988 5 Yes 1778 4470 1780
2.5 VM turbodiesel 1989-91 500 800 1500 3000 10 25.4 n/a n/a 230 2500/4/d 119/4200 209/1950 n/a 97 1938 5 Yes 1778 4470 1780
CSK 2-door 1990 5000 9000 18,500 30,000 10 18 n/a n/a 230 3947/V8/p 185/4750 235/2600 9.9 114 n/a 5 Yes 1778 4470 1780
LSE 4.2-litre V8 1992-95 2250 5000 9000 15,000 10 16.7 n/a n/a 230 4192/V8/p 200/4850 250/3250 10.8 110 2079 5 Yes 1778 4648 1835
200Tdi 1992-94 500 800 1850 2750 10 32.9 n/a n/a 230 2495/4/d 111/4000 195/1800 16.6 94 2052 5 Yes 1778 4470 1780
300Tdi 1994-96 650 950 2000 3000 10 32.9 n/a n/a 230 2495/4/d 111/4000 195/1800 16.6 94 2058 5 Yes 1778 4470 1780
SERIES III HARD TOP
SERIES IIB FC
LAND ROVER INSURANCE
01480 484 831Up to 25% discount for car club members
Call for a quote today on 01480 484831
Range Rover 2.5
VM turbodiesel
1990 - £1300
43 year old, Living at PE27, 5000 Miles per annum, kept on
drive, club member, clean risk and
commuting, 2nd vehicle so 0 NCD on this vehicle.
£112.75 (or £129.75 with Agreed Value)
174 LRO June 2015 Find more than 4000 Land Rovers for sale at LRO.com
USEDVEHICLES
Ninety petrol (1984 1990) 1000 1400 2750 6000 10 19 n/a n/a 230 2495/4/p 80/4000 129/2000 n/a 77 1701 7 Yes 1790 3883 1963
Ninety 2.5 diesel (1984 1990) 1000 1400 2750 6000 10 21.8 n/a n/a 230 2495/4/d 65.5/4000 113/1800 n/a 68 1656 3/7 No 1790 3883 1963
Ninety 2.5 T/Diesel (1986 1990) 1000 1500 3000 6200 10 18 n/a n/a 230 2495/4/d 85/4000 150/1800 22.1 76 1793 7 No 1790 3883 1963
Ninety V8 petrol (1985 1990) 800 1300 2950 6000 10 14.5 n/a n/a 230 3528/V8/p 113/4000 185/2500 14.7 86 1721 7 Yes 1790 3883 1963
200Tdi commercial (1990 1994) 1250 1750 3000 6500 10 28.5 n/a n/a 230 2495/4/d 107/4000 195/1800 n/a 86 1694 3 No 1790 3883 1963
200Tdi s/wagon (1990 1994) 1400 1850 3250 7200 10 28.5 n/a n/a 230 2495/4/d 107/4000 195/1800 n/a 86 1793 7 No 1790 3883 1963
300Tdi commercial (1994 1998) 1600 2500 5250 7500 10 28.5 n/a n/a 230 2495/4/d 111/4000 195/1800 n/a 80 1746 3 No 1790 3883 1963
300Tdi s/wagon (1994 1998) 2100 3400 7250 10,230 10 28.5 n/a n/a 230 2495/4/d 111/4000 195/1800 n/a 80 1793 7 No 1790 3883 1963
Td5 commercial (1998 2001) 3635 4200 5395 7180 10 28.2 n/a n/a 230 2495/5/d 122/4200 221/1950 n/a 85 1815 3 No 1790 3883 1963
Td5 station wagon (1998 2001) 4500 5320 6660 9640 10 28.2 n/a n/a 230 2495/5/d 122/4200 221/1950 n/a 85 1870 7 Yes 1790 3883 1972
Td5 commercial (2002 03) 5040 5565 6800 9000 10 28.2 n/a 282 225 2495/5/d 122/4200 221/1950 n/a 85 1770 3 Yes 1790 3883 1963
Td5 station wagon (2002 03) 6240 7000 8780 12,000 10 28.2 n/a 282 290 2495/5/d 122/4200 221/1950 n/a 85 1815 3 Yes 1790 3883 1972
Td5 commercial (2004 05) 6800 7295 8800 11,935 10 28.2 n/a 282 225 2495/5/d 122/4200 221/1950 n/a 85 1770 3 Yes 1790 3883 1963
Td5 station wagon (2004 05) 8250 9290 11,470 15,000 10 28.2 n/a 282 290 2495/5/d 122/4200 221/1950 n/a 85 1815 3 Yes 1790 3883 1972
Td5 commercial (2006 2007) 9000 9660 11,640 15,800 10 28.2 n/a 282 225 2495/5/d 122/4200 221/1950 n/a 85 1770 3 Yes 1790 3883 1963
Td5 station wagon (2006 2007) 10,945 12,300 15,190 19,170 10 28.2 n/a 282 505 2495/5/d 122/4200 221/1950 n/a 85 1815 3 Yes 1790 3883 1972
TDCi commercial (2007) 10,000 10,660 11,185 11,770 12 27.5 n/a 274 225 2401/4/d 122/3500 265/2000 14.7 81 1750 2 Yes 1790 3894 2021
TDCi station wagon (2007) 13,585 15,280 17,700 19,845 12 28.8 n/a 266 505 2401/4/d 122/3500 265/2000 14.7 81 1889 4 Yes 1790 3894 2021
TDCi commercial (2008) 10,680 11,000 11,700 12,260 12 27.5 n/a 274 225 2401/4/d 122/3500 265/2000 14.7 81 1750 2 Yes 1790 3894 2021
TDCi station wagon (2008) 14,300 16,000 18,695 20,925 12 28.8 n/a 266 505 2401/4/d 122/3500 265/2000 14.7 81 1889 4 Yes 1790 3894 2021
TDCi commercial (2009) 11,270 11,730 12,335 12,960 12 27.5 n/a 274 225 2401/4/d 122/3500 265/2000 14.7 81 1750 2 Yes 1790 3894 2021
TDCi station wagon (2009) 15,370 16,790 19,450 22,150 12 28.8 n/a 266 505 2401/4/d 122/3500 265/2000 14.7 81 1889 4 Yes 1790 3894 2021
TDCi commercial (2010) 11,495 12,160 12,535 12,975 12 27.5 n/a 274 225 2401/4/d 122/3500 265/2000 14.7 81 1750 2 Yes 1790 3894 2021
TDCi commercial (2011) 12,000 12,800 13,000 13,260 12 27.5 n/a 274 225 2401/4/d 122/3500 265/2000 14.7 81 1750 2 Yes 1790 3894 2021
One Ten petrol (1983-1990) 800 1350 2950 5900 10 18.2 n/a n/a 230 2495/4/p 80/4000 129/2000 n/a 76 1840 3 Yes 1790 4599 2076
One Ten diesel (1983-1990) 850 1400 3000 6000 10 21.8 n/a n/a 230 2495/4/d 65.5/4000 113/1800 n/a 68 1867 3 No 1790 4599 2076
One Ten 2.5 T/diesel (1986-1990) 900 1500 3200 6400 10 18 n/a n/a 230 2495/4/d 85/4000 150/1800 22.1 74 2028 12 No 1790 4599 2076
One Ten V8 petrol (1983-1990) 750 1250 3000 6000 10 14.3 17.4 n/a 230 3528/V8/p 113/4000 185/2500 15.1 86 1954 12 Yes 1790 4599 2076
200Tdi commercial (1990-1994) 1000 1600 3000 6750 10 27.5 n/a n/a 230 2495/4/d 107/4000 195/1800 n/a 86 1913 3 No 1790 4599 2076
200Tdi s/wagon (1990-1994) 1500 2000 3500 7500 10 27.5 n/a n/a 230 2495/4/d 107/4000 195/1800 n/a 86 2028 12 No 1790 4599 2076
300Tdi commercial (1994-1998) 1500 2750 5600 8175 10 27.5 n/a n/a 230 2495/4/d 111/4000 195/1800 n/a 80 1913 3 No 1790 4599 2076
300Tdi s/wagon (1994-1998) 2250 4200 8850 13,250 10 27.5 29.2 n/a 230 2495/4/d 111/4000 195/1800 n/a 80 2028 12 No 1790 4599 2076
Td5 commercial (1998-2001) 3750 4345 5525 7400 10 26.9 n/a n/a 230 2495/5/d 122/4200 221/1950 n/a 85 1920 3 Yes 1790 4599 2076
Td5 station wagon (to 2001) 4845 5700 7180 10,360 10 26.9 n/a n/a 230 2495/5/d 122/4200 221/1950 n/a 85 2055 12 Yes 1790 4599 2076
Td5 commercial (2002-03) 5185 5725 6990 9315 10 26.9 n/a 282 225 2495/5/d 122/4200 221/1950 n/a 85 1920 3 Yes 1790 4599 2076
Td5 station wagon (2002-03) 6365 7300 9780 13,535 10 26.9 25.4 282 290 2495/5/d 122/4200 221/1950 n/a 85 2055 10 Yes 1790 4599 2076
Td5 commercial (2004-05) 7030 7535 9095 12,300 10 26.9 n/a 282 225 2495/5/d 122/4200 221/1950 n/a 85 1920 3 Yes 1790 4599 2076
Td5 station wagon (2004-05) 9240 10,395 12,790 16,730 10 26.9 25.4 282 290 2495/5/d 122/4200 221/1950 n/a 85 2055 10 Yes 1790 4599 2076
Td5 commercial (2006) 9300 9975 11,550 14,000 10 26.9 n/a 282 225 2495/5/d 122/4200 221/1950 n/a 85 1920 3 Yes 1790 4599 2076
Td5 station wagon (2006-2007) 12,190 13,700 16,295 18,560 10 26.9 n/a 282 505 2495/5/d 122/4200 221/1950 n/a 85 2055 10 Yes 1790 4599 2076
TDCi commercial (2007) 11,000 11,800 13,455 16,000 12 25.5 n/a 295 225 2401/4/d 122/3500 265/2000 14.7 81 2020 5 Yes 1790 4639 2076
TDCi station wagon (2007) 15,170 17,000 19,865 22,200 12 25.7 29.6 291 505 2401/4/d 122/3500 265/2000 14.7 81 2041 7 Yes 1790 4639 2076
TDCi commercial (2008) 11,600 12,440 14,155 17,000 12 25.5 n/a 295 225 2401/4/d 122/3500 265/2000 14.7 81 2020 5 Yes 1790 4639 2076
TDCi station wagon (2008) 16,000 18,000 20,900 23,420 12 25.7 29.6 291 505 2401/4/d 122/3500 265/2000 14.7 81 2041 7 Yes 1790 4639 2076
TDCi commercial (2009) 11,850 13,480 16,000 19,440 12 25.5 n/a 295 225 2401/4/d 122/3500 265/2000 14.7 81 2020 5 Yes 1790 4639 2076
TDCi station wagon (2009) 17,330 18,470 21,675 25,250 12 25.7 29.6 291 505 2401/4/d 122/3500 265/2000 14.7 81 2041 7 Yes 1790 4639 2076
TDCi commercial (2010) 13,550 14,590 17,830 21,250 12 25.5 n/a 295 225 2401/4/d 122/3500 265/2000 14.7 81 2020 5 Yes 1790 4639 2076
TDCi station wagon (2010) 18,350 20,000 23,325 27,000 12 25.7 29.6 291 505 2401/4/d 122/3500 265/2000 14.7 81 2041 7 Yes 1790 4639 2076
There is no more versatile vehicle. Station wagons will carry up to 12 people (up to mid-Td5), though it’s a tight fit. Rust is a problem onthe chassis and bulkhead, and lack of maintenance destroys engines. Hard use will take its toll on interior trim, where fitted.
The most capable off-roader, with Tonka Toy looks and Meccano build quality. Many get used off-road and end up looking tired as aresult. Chassis rust becomes evident on all models at 15 years, unless they’ve been protected. Bulkhead rust is also a problem.
DEFENDER 110 Everyday use Off-road ability Spares Kit & accessories
DEFENDER 90 Everyday use Off-road ability Spares Kit & accessories
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DEFENDER 90
DEFENDER 110
THATCHAM
RATINGS
EXPLAINED
The insurance industry’s centre at Thatcham, Berkshire, has operated a star rating for new vehicles since 1993, indicating how difficult it is to (a) steal the vehicle and (b) steal something from inside the vehicle. The target is five stars.
Price Guide
Defender 110
V8 petrol 1989 -
£3000
43 year old, Living at PE27, 5000 Miles per annum, kept on
drive, club member, clean risk and
commuting, 2nd vehicle so 0 NCD on this vehicle.
£87.31 (or £104.31 with Agreed Value)
Find more than 4000 Land Rovers for sale at LRO.com June 2015 LRO 175
USEDVEHICLES
1.8i 5 door (1997 2000) 190 510 910 1330 10 24.6 29.1 n/a 230 1796/4/p 118/5500 121/2750 10.5 103 1425 5 Yes 1809 4382 1708
2.0 Di 5 door (1997 2000) 325 630 1040 1675 10 29.7 n/a n/a 230 1994/4/d 96/2000 155/2000 15.1 93 1425 5 Yes 1809 4382 1708
Td4S 5 door (2000 2003) 600 885 1595 2460 10 27.7 n/a n/a 230 1951/4/d 110/4000 192/1750 14.6 99 1425 5 Yes 1809 4382 1708
Td4S auto 5 door (2000 2003) 635 940 1715 2640 10 27.7 n/a 240 290 1951/4/d 110/4000 192/1750 14.6 99 1425 5 Yes 1809 4382 1708
2.5 V6i GS 5 door (2000 2003) 360 660 1220 1845 12 22.7 n/a n/a 290 2497/V6/p 177/6250 177/4000 10.1 113 1425 5 Yes 1809 4382 1708
1.8S 5 door (2000 2003) 335 605 1115 1695 10 24.6 29.1 248 290 1796/4/p 118/5500 121/2750 10.5 103 1425 5 Yes 1809 4382 1708
Td4 S 5 door (2003 2005) 1685 2145 3180 4120 10 27.7 n/a 240 290 1951/4/d 110/4000 192/1750 14.6 99 1425 5 Yes 1809 4382 1708
2.5 V6i SE 5 door (2003 2005) 1115 1405 2020 2890 12 22.7 n/a 298 290 2497/V6/p 177/6250 177/4000 10.1 113 1425 5 Yes 1809 4382 1708
1.8E 5 door (2003 2005) 815 1030 1480 2130 10 24.6 29.1 248 290 1796/4/p 118/5500 121/2750 10.5 103 1425 5 Yes 1809 4382 1708
Td4E 5 door (2003 2005) 1400 1790 2650 3435 10 27.7 n/a 205 290 1951/4/d 110/4000 192/1750 14.6 99 1425 5 Yes 1809 4382 1708
Td4 HSE 5 door (2003 2006) 2085 2650 4035 6095 10 27.7 n/a 240 290 1951/4/d 110/4000 192/1750 14.6 99 1425 5 Yes 1809 4382 1708
i6 GS 5-door auto (2006-07) 5120 5940 7195 8000 13 25.2 n/a 265 505 3192/6/p 233/6300 234/3200 8.4 124 1770 5 Yes 2180 4500 1765
i6 SE 5-door auto (2006-07) 5880 6825 8275 9215 13 25.2 n/a 265 505 3192/6/p 233/6300 234/3200 8.4 124 1770 5 Yes 2180 4500 1765
i6 HSE 5-door auto (2006-07) 6395 7420 8565 10,000 13 25.2 n/a 265 505 3192/6/p 233/6300 234/3200 8.4 124 1770 5 Yes 2180 4500 1765
TD4 S 5-door manual (2006-08) 5365 6175 7460 8950 13 33.2 34.4 194 265 2179/4/d 160/4000 295/2000 10.5 112 1770 5 Yes 2180 4500 1765
TD4 GS 5-door manual (2006-08) 6030 6935 8390 10,000 13 33.2 34.4 194 265 2179/4/d 160/4000 295/2000 10.5 112 1770 5 Yes 2180 4500 1765
TD4 HSE 5-door manual (2006-08) 7700 8865 10,745 12,900 13 33.2 34.4 194 265 2179/4/d 160/4000 295/2000 10.5 112 1770 5 Yes 2180 4500 1765
TD4 HST 5-door manual (2008) 9335 10,680 12,275 13,665 13 33.2 34.4 194 265 2179/4/d 160/4000 295/2000 10.5 112 1770 5 Yes 2180 4500 1765
i6 HSE auto (2008)(HST add £400) 8570 9650 10,780 11,895 13 25.2 n/a 265 505 3192/6/p 233/6300 234/3200 8.4 124 1770 5 Yes 2180 4500 1765
TD4 S 5-door manual (2009) 7700 8500 9235 10,000 13 33.2 34.4 194 265 2179/4/d 160/4000 295/2000 10.5 112 1770 5 Yes 2180 4500 1765
TD4 GS 5-door manual (2009) 8675 9575 10,375 11,295 13 33.2 34.4 194 265 2179/4/d 160/4000 295/2000 10.5 112 1770 5 Yes 2180 4500 1765
TD4 HSE 5-door manual (2009) 11,000 12,240 13,245 14,485 13 33.2 34.4 194 265 2179/4/d 160/4000 295/2000 10.5 112 1770 5 Yes 2180 4500 1765
TD4 HST 5-door manual (2009) 11,780 13,000 14,000 15,375 13 33.2 34.4 194 265 2179/4/d 160/4000 295/2000 10.5 112 1770 5 Yes 2180 4500 1765
i6 HSE auto (‘09)(HST add £450) 10,300 11,400 12,600 14,000 13 25.2 n/a 265 505 3192/6/p 233/6300 234/3200 8.4 124 1770 5 Yes 2180 4500 1765
TD4 eS 5-door manual (2010) 9075 10,000 10,750 11,665 13 33.2 36.1 194 265 2179/4/d 160/4000 295/2000 10.5 112 1770 5 Yes 2180 4500 1765
TD4 eGS 5-door manual (2010) 10,000 11,190 12,000 13,000 13 33.2 36.1 194 265 2179/4/d 160/4000 295/2000 10.5 112 1770 5 Yes 2180 4500 1765
TD4 eXS 5-door manual (2010) 11,700 12,930 13,900 15,000 13 33.2 36.1 194 265 2179/4/d 160/4000 295/2000 10.5 112 1770 5 Yes 2180 4500 1765
TD4 eHSE 5-door manual (2010) 12,900 14,250 15,290 16,600 13 33.2 36.1 194 265 2179/4/d 160/4000 295/2000 10.5 112 1770 5 Yes 2180 4500 1765
TD4 eS 5-door manual (2011) 10,645 11,335 11,790 12,795 13 33.2 36.1 194 265 2179/4/d 160/4000 295/2000 10.5 112 1770 5 Yes 2180 4500 1765
TD4 eGS 5-door manual (2011) 11,920 12,685 13,200 14,330 13 33.2 36.1 194 265 2179/4/d 160/4000 295/2000 10.5 112 1770 5 Yes 2180 4500 1765
TD4 eXS 5-door manual (2011) 13,780 14,665 15,260 16,560 13 33.2 36.1 194 265 2179/4/d 160/4000 295/2000 10.5 112 1770 5 Yes 2180 4500 1765
TD4 eHSE 5-door manual (2011) 15,175 16,150 16,800 18,220 13 33.2 36.1 194 265 2179/4/d 160/4000 295/2000 10.5 112 1770 5 Yes 2180 4500 1765
SD4 GS 5-door auto (2012) 16,545 17,600 18,865 20,175 13 40.4 32.7 185 225 2179/4/d 187/3500 310/2000 8.7 118 1770 5 Yes 2180 4500 1765
SD4 XS 5-door auto (2012) 18,675 19,875 21,300 22,770 13 40.4 32.7 185 225 2179/4/d 187/3500 310/2000 8.7 118 1770 5 Yes 2180 4500 1765
SD4 HSE 5-door auto (2012) 20,630 21,960 23,525 25,000 13 40.4 32.7 185 225 2179/4/d 187/3500 310/2000 8.7 118 1770 5 Yes 2180 4500 1765
SD4 GS 5-door auto (2013) 18,920 20,000 21,390 22,700 13 40.4 32.7 185 225 2179/4/d 187/3500 310/2000 8.7 118 1770 5 Yes 2180 4500 1765
SD4 XS 5-door auto (2013) 21,365 22,745 24,000 25,650 13 40.4 32.7 185 225 2179/4/d 187/3500 310/2000 8.7 118 1770 5 Yes 2180 4500 1765
SD4 HSE 5-door auto (2013) 23,595 25,000 26,650 28,320 13 40.4 32.7 185 225 2179/4/d 187/3500 310/2000 8.7 118 1770 5 Yes 2180 4500 1765
2.5 T/diesel D/Cab (1986 1990) 1700 1600 3500 5000 10 18 n/a n/a 230 2495/4/d 85/4000 150/1800 22.1 74 2086 6 No 1790 5170 2021
127 V8 Double Cab (1985 1990) 1700 1650 3600 5250 10 14.3 n/a n/a 230 3528/V8/p 113/4000 185/2500 n/a 86 2012 6 Yes 1790 5170 2021
200Tdi Double Cab(1990 1994) 1900 2550 4200 7200 10 26.5 n/a n/a 230 2495/4/d 107/4000 195/1800 n/a 84 2086 6 No 1790 5170 2021
300tdi Double Cab (1994 1998) 2250 4100 7990 11,750 10 26.5 n/a n/a 230 2495/4/d 111/4000 195/1800 n/a 80 2086 6 No 1790 5170 2021
Td5 Double Cab (1998 2001) 4890 5770 7245 10,360 10 n/a n/a n/a 230 2495/5/d 122/4200 221/1950 n/a 80 n/a 6 No 1790 5170 2021
Td5 Double Cab (2002 2005) 6745 7585 10,760 16,240 10 n/a n/a n/a 225 2495/5/d 122/4200 221/1950 n/a 80 n/a 6 Yes 1790 5170 2021
Td5 Double Cab (2006 2007) 11,850 13,340 16,420 20,925 10 n/a n/a 282 225 2495/5/d 122/4200 221/1950 n/a 80 n/a 6 Yes 1790 5170 2021
TDCi County Double Cab (07 09) 11,760 12,360 13,545 14,960 12 25.7 n/a 295 225 2401/4/d 122/3500 265/2000 14.7 81 2120 5 Yes 1790 5170 2021
TDCi County Double Cab (10 11) 13,300 14,000 14,770 15,300 12 25.7 n/a 295 225 2401/4/d 122/3500 265/2000 14.7 81 2120 5 Yes 1790 5170 2021
Easy to live with: 35mpg with TD4. If you’re looking for one to take off-road, choose the automatic to save the clutch. Good towingcapability. Low-profile tyres mean the wheels sustain damage easily, especially when parked carelessly.
Good general-use vehicle, especially Td4. Ground clearance and no low range let it down off-road, but it’s capable on grassy fields.Transmission and 1.8-litre head gasket problems are common (post-2001 fare better). Three-door models are about 20 per cent cheaper.
The ultimate expedition/off-road work vehicle. Loads of room for all your kit and seating for five or six people. Turning circle is poor, sodoesn’t make a great town car. Same rust spots as 90s and 110s. Lack of maintenance and chronic overloading generally kill them.
FREELANDER 2 Everyday use Off-road ability Spares Kit & accessories
FREELANDER 1 Everyday use Off-road ability Spares Kit & accessories
127/DEFENDER 130 Everyday use Off-road ability Spares Kit & accessories
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¹RWT = LROReal World Test route result
FREELANDER 1 Td4
FREELANDER 2
130 DOUBLE CAB HI-CAP
Freelander 2
TD4 HSE 5 door
manual 2009 -
£13400
43 year old, Living at PE27, 5000 Miles per annum, kept on
drive, club member, clean risk and
commuting, 2nd vehicle so 0 NCD on this vehicle.
£201.69
176 LRO June 2015 Find more than 4000 Land Rovers for sale at LRO.com
USEDVEHICLES Tr
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TDV6 3.0 XS auto (2009 2010) 20,570 22,925 25,520 27,000 38 30.4 n/a 244 490 2993/V6/d 244/4500 442/2000 9 112 2494 7 Yes 2190 4835 1837
TDV6 GS 5-seat man (2010) 16,435 18,320 19,000 19,800 14 30.7 n/a 244 490 2720/V6/d 190/4000 325/1900 11 112 2494 5 Yes 2190 4835 1837
TDV6 GS 5-seat auto (2010) 18,220 20,300 21,175 22,000 14 27.7 n/a 270 505 2720/V6/d 190/4000 325/1900 11 112 2504 7 Yes 2190 4835 1837
SDV6 3.0 GS auto (2010-11) 19,335 21,555 22,880 25,885 39 30.4 25.1 244 490 2993/V6/d 244/4500 442/2000 9 112 2504 7 Yes 2190 4835 1837
SDV6 3.0 HSE auto (2010-11) 26,000 29,000 30,860 34,980 41 30.4 25.1 244 490 2993/V6/d 244/4500 442/2000 9 112 2504 7 Yes 2190 4835 1837
SDV6 3.0 GS auto 255 (2012) 25,235 27,400 28,500 29,425 39 30.4 25.1 244 490 2993/V6/d 244/4500 442/2000 9 112 2504 7 Yes 2190 4835 1837
SDV6 3.0 HSE auto 255 (2012) 33,825 36,730 38,160 39,475 41 30.4 25.1 244 490 2993/V6/d 244/4500 442/2000 9 112 2504 7 Yes 2190 4835 1837
SDV6 3.0 GS auto 255 (2013) 28,195 30,300 31,540 32,575 39 30.4 25.1 244 490 2993/V6/d 244/4500 442/2000 9 112 2504 7 Yes 2190 4835 1837
SDV6 3.0 HSE auto 255 (2013) 37,740 40,575 42,250 43,685 41 30.4 25.1 244 490 2993/V6/d 244/4500 442/2000 9 112 2504 7 Yes 2190 4835 1837
TDV6 5 seat man (2004 2006) 5235 6220 7665 9155 14 30.7 n/a 244 290 2720/V6/d 190/4000 325/1900 11 112 2494 5 Yes 2190 4835 1837
TDV6 5 seat auto (2004 2006) 5515 6555 8090 9660 14 27.7 27.6 270 290 2720/V6/d 190/4000 325/1900 11 112 2504 7 Yes 2190 4835 1837
TDV6 7 seat man (2004 2006) 5650 6700 8300 9895 14 30.7 n/a 244 290 2720/V6/d 190/4000 325/1900 11 112 2494 7 Yes 2190 4835 1837
TDV6 7 seat auto (2004 2006) 5955 7070 8725 10,400 14 27.7 27.6 270 290 2720/V6/d 190/4000 325/1900 11 112 2504 7 Yes 2190 4835 1837
V8 S 5 seat auto (2004 2005) 5300 6200 7120 8200 16 18.8 n/a 354 290 4394/V8/p 295/5501 313/4001 8.5 121 2536 7 Yes 2190 4835 1837
V8 S 5 seat auto (2006) 6970 7800 8785 9700 16 18.8 n/a 354 505 4394/V8/p 295/5501 313/4001 8.5 121 2536 7 Yes 2190 4835 1837
TDV6 5 seat man (2007 08) 7750 8950 9970 11,975 14 30.7 n/a 244 490 2720/V6/d 190/4000 325/1900 11 112 2494 7 Yes 2190 4835 1837
TDV6 5 seat auto (2007 08) 8160 9425 10,520 12,640 14 27.7 27.6 270 505 2720/V6/d 190/4000 325/1900 11 112 2504 7 Yes 2190 4835 1837
V8 S 5 seat auto (2007) 8240 9135 10,175 11,170 16 18.8 n/a 354 505 4394/V8/p 295/5501 313/4001 8.5 121 2536 7 Yes 2190 4835 1837
Commercial (2006 2008) 7300 8250 10,600 11,850 14 30.7 n/a 244 225 2720/V6/d 190/4000 325/1900 11 112 2494 2 Yes 2190 4835 1837
TDV6 GS 5 seat man (2009) 11,300 12,600 13,415 14,500 14 30.7 n/a 244 490 2720/V6/d 190/4000 325/1900 11 112 2494 5 Yes 2190 4835 1837
TDV6 GS 5 seat auto (2009) 11,915 13,280 14,000 15,280 14 27.7 27.6 270 505 2720/V6/d 190/4000 325/1900 11 112 2504 7 Yes 2190 4835 1837
200Tdi 3/5-door (1989-1994) 325 535 825 1000 12 26 28.5 n/a 230 2495/4/d 111/4000 195/1800 17.1 92 2053 5/7 Yes 2080 4521 1928
2.0 MPi 3/5-door (1989-1994) 250 550 1000 1340 11 20 n/a n/a 230 1994/4/p 134/6000 140/3600 15.3 98 1890 5/7 Yes 2080 4521 1928
V8 (200) 3/5-door (1989-1994) 205 470 725 1000 12 16.5 n/a n/a 230 3528/V8/p 163/4750 212/2600 11.7 105 1919 5/7 Yes 2080 4521 1928
300Tdi 3/5-door (1994-1998) 410 670 1175 1545 12 26 n/a n/a 230 2495/4/d 113/4000 195/1800 17.2 91 2053 5/7 Yes 2080 4521 1928
2.0 MPi 3/5 door (1994 1998) 265 585 1050 1450 11 20 n/a n/a 230 1994/4/p 134/6000 140/3600 15.3 98 1925 5/7 Yes 2080 4521 1928
V8 (300) 3/5 door (1994 1998) 310 685 1275 1710 12 16.5 n/a n/a 230 3947/V8/p 182/4750 231/2600 10.8 106 1986 5/7 Yes 2080 4521 1928
300Tdi 5 door S auto (1994 1998) 500 840 1335 1670 12 26 n/a n/a 230 2495/4/d 113/4000 195/1800 17.2 91 1986 5/7 Yes 2080 4521 1928
Seven seats and a huge load capacity – versatility assured. Electronics make every driver an off-road expert. Early models had airsuspension problems and other electrical faults. Look out for damage under the vehicle, as many are used in inhospitable places.
The latest incarnation of a superb all-round performer, the Discovery 4 has more torque and much livelier performance than theDiscovery 3. A fantastic towcar and great family vehicle, with a cavernous interior and seven proper seats.
DISCOVERY 3 Everyday useOff-road ability Spares Kit & accessories
DISCOVERY 4 Everyday use Off-road ability Equipment & accessory availability
Td5 S 5/7 seat (1998 2001) 1015 1530 2700 3620 13 26.6 n/a n/a 230 2495/5/d 136/4200 221/1950 16.3 96 2020 5 Yes 1793 4705 1940
V8i GS 5/7-seat (1998-2001) 705 1250 2190 2900 15 16.3 n/a n/a 230 3947/V8/p 182/4750 250/2600 10.5 106 2020 5 Yes 1793 4705 1940
V8i GS 5/7-seat auto (2002-2003) 1560 2040 3020 3855 15 16.3 n/a 397 290 3947/V8/p 182/4750 250/2600 10.5 106 2020 5 Yes 1793 4705 1940
Td5 S 5/7-seat (2002-2004) 2025 2540 3960 5445 13 26.6 n/a 262 290 2495/5/d 136/4200 221/1950 16.3 96 2020 5 Yes 1793 4705 1940
V8i GS 5/7-seat auto (2004) 2350 2890 3935 4480 15 16.3 n/a 397 290 3947/V8/p 182/4750 250/2600 10.5 106 2205 7 Yes 1793 4705 1940
Td5 S 7-seat auto (2004) 3600 4270 4950 5795 13 26.6 25.8 262 290 2495/5/d 136/4200 221/1950 16.3 96 2205 7 Yes 1793 4705 1940
Td5 ES 7-seat auto (2004) 4550 5385 6240 7300 13 26.6 25.8 262 290 2495/5/d 136/4200 221/1950 16.3 96 2205 7 Yes 1793 4705 1940
Seven-seaters are best, thanks to forward-facing third row (Discovery 1 has side-facing jump seats). Problems with the air suspension are common. Look out for terminal chassis rot, but body rust is not such a problem (unlike Discovery 1). Many have led an easy life.
DISCOVERY 2 Everyday use Off-road ability Spares Kit & accessories
DISCOVERY 2 V8
DISCOVERY 4
DISCOVERY 1 V8i
Price Guide
DISCOVERY 1 Everyday use Off-road ability Spares Kit & accessories
Discovery 3
V8 S 5 seat
auto 2006 -
£8785
43 year old, Living at PE27, 5000 Miles per annum, kept on
drive, club member, clean risk and
commuting, 2nd vehicle so 0 NCD on this vehicle.
£245.90
Find more than 4000 Land Rovers for sale at LRO.com June 2015 LRO 177
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Very capable and refined, both on- and off-road. Early models had front drivetrain problems and the electronics can play up, especially if aftermarket accessories are fitted. You’ll need a perfectly serviced, fully functioning one if you want a chance of it lasting.
Becoming very cheap. Air suspension problems have been well documented. Electrics and controls also cause headaches. Checkeverything carefully, including the service history. No history and/or very tatty? Walk away – you must choose a P38 wisely.
Stylish, but lacks useable luggage capacity for longer trips. Not many problems reported, so just look for normaldamage. Expect a full service history. Adaptive headlights are very expensive to replace if damaged.
RANGE ROVER L322 Everyday useOff-road ability Spares Kit & accessories
RANGE ROVER P38 Everyday useOff-road ability Spares Kit & accessories
RANGE ROVER SPORT Everyday use Off-road ability Spares Kit & accessories
Supercharged (2005-2007) 9535 10,550 13,000 15,585 48 17.7 n/a 374 505 4197/V8/p 390/5750 406/3500 7.2 140 2572 5 Yes 2170 4788 1784
TDV6 S auto (2005-2006) 8925 9820 11,600 12,870 41 27.6 n/a 265 290 2720/V6/d 190/4000 324/1900 11.9 120 2455 5 Yes 2170 4788 1784
V8 SE auto (2005-2007) 7950 8790 10,930 12,985 44 18.9 n/a 352 505 4394/V8/p 295/5500 313/4000 8.2 130 2480 5 Yes 2170 4788 1784
Supercharged HSE (2006-09) 11,765 12,790 16,250 22,655 41 17.7 n/a 374 505 4197/V8/p 390/5750 406/3500 7.2 140 2572 5 Yes 2170 4788 1784
TDV6 S auto (2007-09) 11,365 12,180 15,590 18,875 41 27.6 n/a 265 505 2720/V6/d 190/4000 324/1900 11.9 120 2455 5 Yes 2170 4788 1784
TDV8 HSE (2006-09) 12,615 13,665 17,000 22,995 47 25.4 23.6 294 505 3630/V8/d 271/4000 472/2000 8.6 130 2675 5 Yes 2170 4788 1784
Supercharged HSE 5.0 (2009-10) 21,635 22,600 26,845 29,900 48 18.9 n/a 353 505 5000/V8/p 503/6000 461/2500 5.9 140 2572 5 Yes 2170 4788 1784
TDV6 SE 3.0 (2009-10) 21,000 22,000 25,470 27,800 41 30.7 n/a 243 490 2993/V6/d 241/4000 442/2000 8.8 120 2455 5 Yes 2170 4788 1784
TDV8 HSE (2010) 24,975 26,000 28,540 30,240 47 25.4 23.6 294 505 3630/V6/d 271/4000 472/1900 11.9 120 2455 5 Yes 2170 4788 1784
Supercharged HSE 5.0 (2011) 28,275 29,475 32,230 34,750 48 18.9 n/a 353 505 5000/V8/p 503/6000 461/2500 5.9 140 2572 5 Yes 2170 4788 1784
TDV6 SE 3.0 (2011) 25,900 26,990 29,225 31,000 41 30.7 n/a 243 490 2993/V6/d 241/4000 442/2000 8.8 120 2455 5 Yes 2170 4788 1784
TDV8 HSE (2011) 28,180 29,365 30,995 32,870 47 25.4 23.6 294 505 3630/V6/d 271/4000 472/1900 11.9 120 2455 5 Yes 2170 4788 1784
Supercharged HSE 5.0 (2012) 32,950 34,350 36,000 38,565 48 18.9 n/a 353 505 5000/V8/p 503/6000 461/2500 5.9 140 2572 5 Yes 2170 4788 1784
SDV6 SE 3.0 (2012) 32,000 33,400 36,000 38,215 41 30.7 25.1 243 490 2993/V6/d 241/4000 442/2000 8.8 120 2455 5 Yes 2170 4788 1784
SDV6 SE 3.0 (2013) 36,000 37,640 40,200 42,525 41 30.7 25.1 243 490 2993/V6/d 241/4000 442/2000 8.8 120 2455 5 Yes 2170 4788 1784
2.5 DT (1994-2000) 685 1165 1940 3065 13 28.8 29.1 n/a 230 2497/6/d 134/4400 199/2300 14.3 105 2115 5 Yes 2228 4713 1817
V8 4.0-litre auto (1994-2000) 475 860 1330 2120 14 14.1 n/a n/a 230 3947/V8/p 185/4750 235/3000 9.9 118 2090 5 Yes 2228 4713 1817
V8 4.6-litre HSE auto (1994-2000) 660 1195 1785 2800 16 15.3 n/a n/a 230 4552/V8/p 225/4750 277/3000 9.3 118 2150 5 Yes 2228 4713 1817
2.5 dHSE (2001-2002) 2000 2790 3945 5000 13 28.8 n/a 304 290 2497/6/d 134/4400 199/2300 14.3 105 2115 5 Yes 2228 4713 1817
V8 4.0-litre HSE (2001-2002) 1250 1820 2715 3690 14 14.1 n/a 385 290 3947/V8/p 185/4750 235/3000 9.9 118 2090 5 Yes 2228 4713 1817
V8 4.6-litre Vogue (2000-2002) 1070 1685 2800 3970 16 15.3 n/a 398 290 4552/V8/p 225/4750 277/3000 9.3 118 2150 5 Yes 2228 4713 1817
3.0-litre Td6 HSE (2002-2006) 4480 5500 8040 11,500 50 25 25.2 299 290 2926/6/d 174/4000 287/2000 12.7 111 2570 5 Yes 2220 4950 1902
V8 4.4-litre SE (2002-2005) 3315 4055 5590 8180 50 17.4 n/a 389 290 4398/V8/p 282/5400 324/3600 9 130 2570 5 Yes 2220 4950 1902
S/charged Vogue SE (2005-2008) 6825 8030 12,870 19,935 50 17.7 n/a 376 505 4197/V8/p 396/5750 413/3500 7.1 130 2687 5 Yes 2220 4950 1902
3.0-litre Td6 Vogue (2006-07) 9315 10,370 12,000 13,915 50 25 25.2 299 505 2926/6/d 174/4000 287/2000 12.7 111 2570 5 Yes 2220 4950 1902
TDV8 HSE (2006-2009) 10,510 11,700 15,285 22,000 50 25.4 24.1 294 505 3626/V8/d 271/4000 472/2000 8.5 124 2717 5 Yes 2220 4950 1902
V8 4.4-litre HSE (2006-2007) 7120 7960 9590 11,930 50 17.4 n/a 389 505 4398/V8/p 282/5400 324/3600 9 130 2570 5 Yes 2220 4950 1902
S/charged Autobiography (2009) 18,185 20,000 22,500 25,000 50 17.7 n/a 376 505 4197/V8/p 396/5750 413/3500 7.1 130 2687 5 Yes 2220 4950 1902
TDV8 4.4 Autobiography (2010-11) 30,800 32,900 38,800 43,600 50 30.1 22 253 490 4367/V8/d 308/4000 516/1500 7.5 124 2774 5 Yes 2220 4950 1902
S/C Autobiography 5.0 (2010-11) 24,980 27,625 31,000 37,470 50 19 n/a 348 505 5000/V8/p 503/6000 461/2500 5.9 140 2710 5 Yes 2220 4950 1902
TDV8 4.4 Autobiography (2012) 40,530 43,000 47,000 50,290 50 30.1 22 253 490 4367/V8/d 308/4000 516/1500 7.5 124 2774 5 Yes 2220 4950 1902
S/charged A/biography 5.0 (2012) 34,630 37,290 40,315 43,320 50 19 n/a 348 505 5000/V8/p 503/6000 461/2500 5.9 140 2710 5 Yes 2220 4950 1902
TDV8 4.4 Autobiography (2013) 47,235 49,770 54,000 57,480 50 30.1 22 253 490 4367/V8/d 308/4000 516/1500 7.5 124 2774 5 Yes 2220 4950 1902
RANGE ROVER SPORT
RANGE ROVER P38
RANGE ROVER 4.4 V8
RANGE ROVER EVOQUE
2.2 eD4 Pure 2WD 3d (2011) 17,800 19,300 20,000 20,755 28 56 41.3 133 130 2179/4/d 148/4000 280/2000 10.6 112 1595 5 Yes 2125 4355 1605
2.2 SD4 Prestige 5d (2011) 25,360 27,475 28,530 29,560 34 49 n/a 149 145 2179/4/d 187/4000 310/2000 9.5 124 1670 5 Yes 2125 4355 1605
2.0 Si4 Dynamic 3d auto (2011) 23,900 25,900 26,900 28,250 38 32 n/a 199 265 1999/4/p 236/(n/a) 251/(n/a) 7.1 135 1640 5 Yes 2125 4355 1605
2.2 SD4 Prestige 5d (2012) 26,670 28,890 29,750 31,000 34 49 n/a 149 145 2179/4/d 187/4000 310/2000 9.5 124 1670 5 Yes 2125 4355 1605
2.0 Si4 Dynamic 3d auto (2012) 25,925 28,000 29,225 30,750 38 32 n/a 199 265 1999/4/p 236/(n/a) 251/(n/a) 7.1 135 1640 5 Yes 2125 4355 1605
2.2 SD4 Prestige 5d (2013) 28,300 30,365 31,280 32,360 34 49 n/a 149 145 2179/4/d 187/4000 310/2000 9.5 124 1670 5 Yes 2125 4355 1605
2.0 Si4 Dynamic 3d auto (2013) 28,625 30,730 31,950 33,395 38 32 25.1 199 265 1999/4/p 236/(n/a) 251/(n/a) 7.1 135 1640 5 Yes 2125 4355 1605
Stylish ‘baby’ Range Rover is hugely sought after. Three-door version looks better, but five-door is more versatile. 2WD models claim great fuel economy figures, exceeding 50mpg. Expect prices to remain buoyant while there’s a waiting list for new vehicles.
RANGE ROVER EVOQUE Everyday use Off-road ability Equipment & accessory availability
LRO
Range Rover
Sport Super-
charged HSE
2008 £16250
43 year old, Living at PE27, 5000 Miles per annum, kept on
drive, club member, clean risk and
commuting, 2nd vehicle so 0 NCD on this vehicle.
£329.83
Policies from
£74**
****
Classic insurance
redefi ned.
0333 207 6043or visit footmanjames.co.uk
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We offer insurance for a range of vehicles, including 4x4, QSHM½IHOMXGEVWERHQSXSVLSQIW'EPPSYVI\TIVMIRGIHXIEQXSHE]SR0800 131 3792XSKIXEUYSXIERHWXEVX]SYVNSYVRI]
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7XEVX]SYVSJJVSEHEHZIRXYVIF]GEPPMRK01480 484 831.
3YVHIHMGEXIH\XIEQ[MPPIRWYVI]SYLEZIXLIVMKLX
MRWYVERGIGSZIVXSOIIT]SYTVSXIGXIH[LMPI]SY
I\TPSVIXLIKVIEXSYXHSSVWLIS.B.LRO.HP.2015
4VSYHWTSRWSVWSJ
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Low premiums forLand Rover owners
t Off-Road and Green Laning
t Vehicle Modifications
t Club Member Discounts
t Breakdown and Recovery
t Limited Mileage Discount
June 2015 LRO 183
TR
ADER IN
SURA
NCE
To Advertise in this section Please call 0
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June 2015 LRO 185
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Enter this year’s competition to be in with a chance of winning a £200 Britpart voucher.Plus, your Land Rover could be one of our 2016 calendar shots!
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Increased Performance
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Quieter Running
Waterproof Fan
Revotec Ltd Tel: 01491 824424 Fax: 01491 833711 www.revotec.com
Automove Cooling Specialist
A Revotec Variable Temperature Fan
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A set of Laser cut, vehicle specific
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A High Power COMEX Fan which is:
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The Ulmate Cooling Kit For Your Land Rover
Why choose a Revotec Cooling Kit?All our kits feature 3 major elements:
188 -30 June 2015
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LANDROVERBREAKERSSALVAGE ALWAYS
FOR SALEBreaking Discovery 1, 2, & 3, L322,
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VIEW OUR WEBSITE
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[email protected] (for Jap enquiries)
www.4x4cws.co.uk
BUILT BYLANDROVERDRIVEN BY YOUBROKEN BY US
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We supply acomprehensive range ofquality wiring productsfor repair, modifi cationor complete rewire to
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Visit our website, phone or email for a free catalogue.
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Vehicle Wiring Products,9 Buxton Court, Manners Ind. Est.,
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VehicleWiringProducts
www.vehicleproducts.co.uk
FREECATALOGUE
190 -30 June 2015
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email: [email protected]
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High qualityparabolic spring replacements
• SWB & LWB front & rear
• Excellent on & off road
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ALSO AVAILABLE & IN STOCK
Landrover Series 1
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For all your spring enquiries
Tel: 0121 427 1314 Fax: 0121 428 4688
www.kbxupgrades.comwww.kbxupgrades.comwww.kbxupgrades.com
Defender,Discovery 2 & 3
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Evolve & Enhance withEvolve & Enhance with
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AB Parts can supply genuine, OEM & Aftermarket parts forany model from Series One to current range - World Wide
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MORE COLOUR OPTIONS NOW AVAILABLE
Tel: 01495 717131 www.foundry4x4.co.uk
The Old Bakery, Rear of Vale Terrace, Tredegar, Gwent. NP22 4HTEmail: [email protected]
More products available on our websitewww.foundry4x4.co.uk
Visit our ebay store:stores.ebay.co.uk/Foundry 4x4 Limited
and follow us on Facebookwww.facebook.com/Foundry4x4
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Parts & Accessories For All Land Rovers
X Arms (Pair)Suitable for Def, Disco 1, RRC.This system gives you more unrestricted axle travel articulation with the use of custom made joints.
Price £330Coffee akers
Ideal for camping,
torhomes, travelling etc. Available as
1 cup or 5 cup models.
Price from £15
Bungee Clic Load Securing tComplete system for securing load & objects whilst at work, home owhen camping.
Price £8.90
MONSTA PROTECTION –Sump / Steering GuardsHeavy Duty protection for the serious off-roader. Madewith 6mmaluminiumplate. Availablefor Def, Disco1, Disco 2,RR Classic. Prices from £85
Aluminium Gear StickReplace standard gear levers with these stunningpolishedaluminiumGear Sticks.
Price £315
192 -30 June 2015
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Chassis swops for all models
01904 625 073
Your independent Land Rover specialist in YorkServicing, Repairs, Parts, Diagnosis,
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Major overhauls, Bulkhead change, engine upgrades, gearbox replacement,off road preparation.
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HAVE YOU GOT A TIRED
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a short distance away.All Key members from Liveridge
British 4x4 Ltd, Earlswood
THREE SPECIALIST FAMILY RUNBUSINESSES UNDER ONE ROOF;
ASTWOOD LANDROVERS LTDChris Howard Specialist with over 35 years
experience working on Landrovers; coveringMOT, Servicing, Full Diagnostics using Autologic,
Engine Upgrades, SkyTag GPS Tracker Agent
ASTWOOD 4X4 LTDRob Howard specialising in Restoration, Refurbishment ofyour tired landy, with over 25 years experience in his field
ASTWOOD BODY SHOP LTDAntony Howard specialising in Full Paint & Body
repair on site with over 10 years experience
ECU Remapping and DPF Removal Specialist
EGR Deletes and DPF Removal also available! We can also Remap the Evoque, Range Rover L405, Petrol Vehicles and many other makes and models! Mobile service available, please contact us for a quote. Please bring your copy of LRO with you to the booking to receive your New Year special offer price!
01454 800117 [email protected] www.avontuning.co.uk www.facebook.com/AvonTuning
Unit 6, The Elms Farm, Hardy Lane, Tockington, Bristol, BS32 4LJ
MORE POWER! MORE TORQUE! MORE MPG!After such a fantastic response to our New Year special offer
we have decided to continue slashing the prices of our Land Rover Remaps for the rest of 2015!
Unleash the true potential of your vehicle!
194 -30 June 2015
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June 2015 LRO 195
Viair 12 volt Compressorsand Fittings
Heavy Duty On Board Kit ........................................ £409.16
High Flow Air Source Kit ........................................ £375.98
300P Portable Compressor .....................................£165.84
77P Portable Compressor ........................................ £50.82
110 on / 145 off pressure switch .............................. £24.28
380C compressor ..................................................£212.29
Braided Leader hose w/valve .................................... £33.13
Regulator Kit ........................................................... £33.13
1 Gallon Air Tank .....................................................£54.04
2.5 Gallon Air Tank ...................................................£87.20
5 Gallon Air Tank ......................................................£111.54
WWW.VIAIR.CO.UK
Telephone:
01629 735555
UK Manufactured
Safari/Rear End Doors
For more information on any of our products pleasecontact us or visit our website
‘ardcase Security
Wood Burning Stoves
Kirtley Kettles
Cast Iron Cookware
Zebra Billy Cans
Ghillie Kettles
M12OFF ROAD
ORDER DIRECT
CALL: 01952 618190FOR EXPRESS DELIVERY
email: [email protected]
196 -30 June 2015
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June 2015 LRO 197
Ruskin know how to make a Land Rover Defender look something special. They have maintained a worldwide and prestigious reputation, creating individually crafted leather car interiors.
Contact Ruskin’s creative team today to discuss how you can develop your own uniquely-styled Land Rover Defender interior.
For more information and to arrange an appointment.Call us on 0116 2773701Email us at [email protected] us online at www.ruskindesign.co.uk
BECAUSE A GREAT BRITISH ICON
DESERVES A UNIQUE INTERIOR
DON’T LET THE SIDES OF YOUR DEFENDER GET DAMAGED!
LAND ROVER DEFENDER HARD TOP 90 INTERIOR SIDE PANEL /PROTECTOR TRIMS.Makes a huge difference to your interior
and gives an excellent quality finish.These panels not only soften the interior of your Defender but offer protection to your aluminium sides, which are incredibly easy to damage and very expensive to repair.
The panels are expertly moulded, fitting neatly around seat belt hangers and brackets giving a high quality finish. Trims are covered in the finest acoustic carpet being dark grey fleck in colour which compliments all interiors, they not only look good but are extremely effective at deadening sound. Really easy to fit. No fixings required. Snug
push-in fit. Simply undo seat belt hanger. Slide into position. Re-hang seat belt hanger
LAND ROVER 110 PANELS ALSO AVAILABLE ON REQUESTNOW AVAILABLE THE NEW 110 UTILITY PROTECTOR PANELS
ALL LAND ROVER DEFENDERS SHOULD HAVE THESE!(QUOTE FROM PREVIOUS CUSTOMERS)
s$%,)6%297)4(). $!93s!,,-!*/2#2%$)4$%")4#!2$3!##%04%$
4EL%MAILJACKGARY TISCALICOUK WWWTGE DEFENDERTRIMSCOUK
DEFENDER 90 SIDE PANELS
£108.00PLUS P&P
e manufacturean exclusive
range of high quality vehicle accessories
and parts
O Roof racksO Spare Wheel carrierOSide tubular steps OTree/Rock sliders OWinch Bumpers O Side sliding windows OBlind spot windowsOShooting hatchOPanoramic windows
O Sporting boxO Internal window
trimsORear door glassOSteering Guards OSnorkels OLamp guards OHID and LED lights ONon-sliding windows
info@masai .co 01543 254507
www.masai.co
198 -30 June 2015
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Staffordshire 4x4PARKHOUSE INDUSTRIAL ESTATE
NEWCASTLE UNDER LYME01782 564019
SERVICINGREPAIRS
MODIFICATIONSPARTS
DIAGNOSTICSENTHUSIASTS!
STAFFORDSHIRE4X4.COM
A.J.D. LANDROVERSWe have full workshop facilities for servicing, mechanical and electrical
repairs and MOT work, including welding.We now have the latest technology in diagnostics for all electrical faults
including engine management, airbags and suspension, etc.
Fully equipped tyre fitting bay and wheel balancing. We also have a well
stocked parts department.A member of the network of 4x4 specialists
www.ajdlandrovers.co.ukE-Mail: [email protected]: 01992 445634
www.lrsengineering.co.ukLoony over Landy’s
An independent specialiststhat offers a personal service
to the Land Rover owner.*New Parts counter and ShopMail order available, repairs/service to all years andmodels. Courtesy cars available, winches serviced,
air conditioning, Mot’s, Autologic [email protected]
01787 469553Unit 6 Westmead, Hedingham Road,+SW½IPH,EPWXIEH)WWI\'3 94
Independent Land Rover Specialists
Catering for all 4x4’s and commercials
Family run business with over 25 years experience
Full diagnostics, MOT work, welding, sales,
2nd hand parts, servicing
Unit 2, The Yews, Southampton Road,Cadnam, Southampton. SO40 2NG
Tel: 02380 811973email: [email protected]
GUMTREE 4x4SPECIALISTS IN LANDROVER,
RANGE ROVER, DISCOVERY,
FREELANDER AND ALL 4x4s
SERVICING, REPAIRS, CONVERSIONS, REBUILDS, CHASSIS REPLACEMENTS
AND M.O.T TESTING.
PERFORMANCE AND OFF ROAD MODIFICATIONS.
Established in 1981.
LOCATED IN MID-SUSSEX.
Tel: 01444 241457Email:
E.H.DOUGLASFOUR WHEEL DRIVE CENTRESPECIALIST IN LAND ROVER VEHICLES
Edgecote Lane, Wardington, Nr Banbury, Oxfordshire
OX17 1SH
T: +44 (0) 1295 758380F: +44 (0) 1295 758945
E: [email protected]: www.ehdouglas.co.uk
BRIDGE STREET, TOW LAW,
CO. DURHAM. DL13 4LD
T/F (01388) 731998
Mobile: 07802 795990
Email: [email protected]
HELME PARKMOTOR SERVICES
INDEPENDENT LANDROVER SPECIALISTS
t8IFFM"MJHONFOUt1BSUT"DDFTTPSJFT
t'VMM%JBHOPTUJD4FSWJDFTt"JS$POEJUJPOJOHt4FSWJDJOH
t8IFFMT5ZSFTt1FSGPSNBODF6QHSBEFTt4VTQFOTJPO6QHSBEFT
MOTs BY APPOINTMENT SERVICING REPAIRS TYRES
Stockists of Britpart, Bearmach, All Makes and Land Rover genuine parts
FREE MOTWITH YOUR NEXT SERVICE
PLEASE QUOTE
LRO free MOTwhen booking
www.neneoverland.co.uk [email protected]
Tel: 01733 380687
DedicatedLand Roverservice centre
FREE MOTWITH YOUR NEXT SERVICE
PLEASE QUOTE
LRO free MOTwhen booking
DedicatedLand Roverservice centre
www.neneoverland.co.uk [email protected]
Tel: 01628 671250
Tim Fry Landrovers
of Cheltenham
Tel (Sales): 01242 244344Tel (Service): 01242 235943Tel (Parts): 01242 516028
www.timfrylandrovers.co.uk
TFL
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PLACE
Mail Order Hotline
01626 832555
www.brookwell.co.ukAuthorised Distributor
like us facebook.com/brookwellsFollow us twitter.com/BrookwellsParts
LAND ROVER PARTS SPECIALIST
WHY CHOOSE BROOKWELLS?
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What sets us apart from other parts suppliers is our customer service, knowledge and enthusiasm. We are passionate about Landies and selling quality, competitively priced parts to our worldwide customer base, who come back to us time after time. Give us a try, you won’t be disappointed.
FREE DELIVERY FOR ORDERS OVER £60 (excl. Vat)
* Orders placed before 2pm
www.brookwell.co.uk
ACCESSORIES & PARTS
Bolt On Bits .NET01274 688 388
Free shipping for orders over £50
NEW 5m Jump Lead Kit withAnderson type connectors
special price £44.99
NEW Genuine Land RoverSVX Headlamps RHD and LHDversions Fits Defender 90/110 &
RR Classic £59.99 pair
NEW RDX Lamp Guards for:[HUKHYK 5(: SHTWZ Ä[Z VU[VVYPNPUHS Ä_PUNZ VUS` LHJO
[OL T\Z[ I\` VM
RDX Bonnet for Defender VeryHigh Quality GRP complete withPU[LYUHSZ[YPRLYJH[JO WHULS
VYL_[YHYLPUMVYJLK
NEW SHOWROOMALL PRODUCTS
ON DISPLAY!! WITHCUSTOMER PARKINGVisit us at our new location
Bolt On Bits Ltd.84 Whitehall Road
EAST BIRKENSHAWBRADFORD BD11 2ER
“4x4Bits x far better”
NEW RDX Cup Console
)VS[ZKPYLJ[S`[V-\ZLIV_*V]LY\ZPUNL_PZ[PUNÄ_PUNZ;\YIVKPLZLS;KP £19.99,
;KP;K £29.99
RDX CommandConsole for Defender
£29.99
Defender 90/110
Upgrade Steering wheels for all
Vinyl, Leather, WoodFROM £65
5,> 9+? +LMLUKLY 4PYYVY *V]LYZ+PYLJ[Ä[available in Carbon Effect, Silver & Matt Black
MVY WHPU[PUN ONLY £19 pair
RDX Standard LED Lamps, SameSVVR+PYLJ[Ä[MVY» VU^HYKZ
Defenders, Plug & Play, RDX LEDFlasher Relay, Clear Indicator & Stop/
Tail available, 8 Kit from £110
RDX K SwitchesStylish & affordable,Trim panel options,
wide range of legendsFrom just £6.99 ea
Tel: 01691 791349 Fax: 01691 791421Also in stock rev counters, clocks and other gauges. Information at:
www.croytec.co.ukMail order worldwide
Interior UpgradeInteriors upgrade components forLand Rover 90/110/130 Vehicles
NEW!See our web site
for special order colour
anodising and puma
gear and transfer sticks.
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Vent Pins
Stainless steel vent pins threaded
at both ends and with stainless
steel dome head nuts so they will
work properly and last for years.
ACCESSORIES & PARTS
Motor & Diesel Engineering (Anglia) Limitedwan Farm, Priory Road, Ruskington, Sleaford, Lincs. NG34 9DJ
Telephone: 01526 830 185 Fax: 01526 830 217email: [email protected] www.mdengineering.co.uk
See our ‘NEW’ shopgo to www.mdengineering.co.uk
We have over 25 years experiencein Land Rover re-powering.
For professional and friendly advice contact us!WORLDWIDE EXPORTS A SPECIALITY
High power HS2.8 TGV & Wastegate engines for repower conversions International HS 2.8L TOV International HS 2.8L WastegateDisplacement: 2,785 cc 2,785 ccMaximum power: 135 bhp @ 3,800 rpm 132 bhp @ 3,800 rpmMax. governed rpm: 4,000 4,000Maximum torque: 277 lbf ft @ 1,400 rpm 262 lbf ft @ 1,600 rpm
Re-power conversions available for;Land Rover Defender 1982 to 2014(includes Tdci Defenders)Discovery 1 and II V8 & Tdi LHD & RHDRange Rover 1970 to 2002Conversion available for automaticsBrand new ‘300’ Tdi turnkey engines available .... from £5995 + VATBrand new ‘300’ Tdi & 2.4 Tdci stripped engines available .......................................................................................................£2995 + VATGood used and rebuilt HS2.8 engines also available.
Ex-Ministry and Civilian Land Rovers refurbished& ready for work, to include: LWBs, SWBs, 90s,110s, 101s, Lightweights, Trailers & Bikes, Petrol& Diesel, 12 & 24 volt, always a large choice in
stock. HUGE s/hand & new spares in stock.We cater for ALL from government to the working man.Exports world-wide including all documentation &
customs forms etc.Don’t delay call today 01189 732732 phone or fax.
Mobile: 07836 384505www.safari-engineering.co.ukwww.safariengineering.com
West Winner, Eversley Centre, Eversley, Hants RG27 0LY
SAFARIENGINEERING
Better Buy Miles
7HO VDOHV#MJV[FRXN
ZZZMJV[FRXN
HED\6+23ZZZMJV[FRP
1RUWK/RGJH2UOLQJEXU\5RDG,VKDP.(77(5,1*11+:
SAVe ON PARTS for
YOUR land ROVERMONEYBATTERIES - BRAKES - SERVICE ITEMS
OIL - CLUTCHES - TOOLS5 WHEELER STREET, HEADCORN, KENT 01622 891777
RETAIL, TRADE, EXPORT WWW.PSAUTOPARTS.CO.UK DON’T MISS THE NEXT ISSUE OF
ON SALE 10TH JUNE 2015
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www.bodyshop47.com
Head office: 01733 380687Nene Overland, Manor Farm, Ailsworth,Peterborough Cambridgeshire PE5 7AF
OLow bake oven facilityOTraditional craftsmenONationwide collection & deliveryOMinor repairs to full body refurb
OChassis repairs/replacementOSpeedliner spray on liningsOBespoke body conversionsOWaxoyl – underbody protection
Dedicated Body Repair
Centre
28 Years of Vehicle Preparation
‘How to’ Manual and Patterns:£40 Free UK P&P
Call for or download a FREE brochure01767 319080
www.toylander.com
Child’s PlayElectric power,wooden body.
All parts available
For a Great Range ofVintage T-ShirtS
Visit
Tel: 01664 823975
FREEUK P&P
DON’T MISS THE NEXT ISSUE OF
ON SALE 10TH JUNE 2015
RUST PROOFING
BODYSHOP REPAIRS
MODEL
CLOTHING
TURBO SPECIALIST
REBUILDING ALAND ROVER?
L.R.FASTENERS
Body kits, fasteners, parts forengine, gearbox, oil seals,
bearings, shock absorbers andall suspension fixings.
Parts from 1948 to date.By return post service only.
See site: www.landrover-parts.net
32 Laburnum Park, Bradshaw,Bolton, BL2 3BU. Lancs.Tel/Fax: 01204 302589
or email [email protected]
LAND ROVER TRANSMISSION
SPECIALIST
GEARBOXES, TRANSFERS,4 & 5 SPEED
:,90,: 9(5.,96=,9+0:*6=,9@:,9=0*,,?*/(5.,9,7(09
6<;90./;:(3,,?769;APPROVED MOD REPAIRER6=,9@,(9:,?7,90,5*,
TEL: 01384 221304FAX: 01384 221533
email:[email protected]
R WHITEHOUSE & SON)3++>63=,9/(47;65
BUSINESS AIRPORT STOURBRIDGE>,:;40+3(5+:+@+@
ACCESSORIES & PARTS
TRANSMISSIONS
June 2015 -30 203
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SERVICES
This is how clean we get it Shows black waxoyl coating
Shows “sticky goo” removed KLEENtect’ed underbody
%HIRUHμQ¶$IWHU5XVWSURR¿QJQRZLQ5XJE\H[1HZEXU\WREHPXFKFORVHUWR\RX
%RUURZRXUFRXUWHV\FDUZLWKVDWQDYDQGDLUFRQDQGKDYHDEULOOLDQWGD\RXWLQ:DUZLFNVKLUHZKLOHZHGR\RXU/DQG\
3KRQH2UERRNLQRQZZZEHIRUHQDIWHUFRXN
./((1WHFWIRUQHZRUQHDUO\QHZ/DQG5RYHUV
6LQFHRQO\%HIRUHμQ¶$IWHU5XVWSURRILQJLVWKHUHDOWKLQJDon’t be fooled by imitators’ similar claims – they are bogus.
5HDVRQV ZK\ ZH WKLQN \RX VKRXOG RQO\FRQVLGHU %HIRUH μQ¶$IWHU
* A genuine 26 years of experience QRW VRPH SKRQ\ FODLP* We specialize only in rustproofing * We don’t make claims we can’tsubstantiate *An unbeatable track record of customer satisfaction. We have done hundreds of Land Rovers a year starting in 1999 – before that we did mainly jags. Please see our many genuine testimonials on our website or ask us to supply contact details of someone near to you who has had it done. By all means research forums but take negative comments (or even positive ones!) with a pinch of salt. How much are anonymous opinions worth ? Much underhand manipulation goes on on forums. * Highly specialized custom built equipment. We believe you are wasting your time taking a very rusty vehicle anywhere else. * A record of successful innovation. KLEENtect was launched in 2001 and despite much scepticism and sniping from some quarters our claims have turned out to be true. Not a single warranteeclaim under the 10 year guarantee ! Get the real thing: Before ‘n’After
6HH ZK\ LW KDV WR EH %HIRUH μQ¶$IWHU RQ SDJH
Waxoyl is owned by Akzonobel. The Customer BusinessManager tells me that 1. All waxol is manufactured in Prudhoe,Northumberland. 2. They only produce one grade of waxoyl.3. Waxoyl have no affiliation with any rustproofing company.
$6.)2568%67$17,$7,21Some recent imitators (one with a high profile advertising campaign) are charging the same price as me and not injecting the cavities. This really takes the biscuit doesn’t it? How do they get away with it? To see how to check the cavities have been done, type: www.before-n-after.co.uk/mcwaxoyl into your browser and look at video clip 7. If the cavities have not been injected, ask for your money back. I will be an expert witness free of charge in the small claims court for you if you do not receieve a refund.
7KHRQO\RULJLQDOUXVWSURRILQJVSHFLDOLVWBefore ‘n’ After is the only original rustproofing specialist – since 1987 in fact. Our ads are always pale ivory background and read like “War and Peace”.
See videos of us examining Landies brought back for 5 yearly retreatment,
how we strip off the rust, danger points etc.
(You will need to type in this exact web address intoyour browser, the videos are not visible on main site.)
Waxoyl price: Short Wheelbase (90 etc) £490+VATLong Wheelbase (110, Range Rover etc) £520+VATKLEENtect price: Short Wheelbase £1600+VATKLEENtect Long Wheelbase £1800+VAT
Chris Parkinsonaka Mr. Before n After
go to: www.before-n-after.co.uk/mcwaxoyl
:KDWWKH3UHVVVD\VPractical Classics - April ‘89: “We’d highly recommend Chris’s services”Jaguar World - Sept ‘92:³,QGHSWKNQRZOHGJHRIUXVWSURR¿QJ´´:HZHUHLPSUHVVHGwith the thoroughness of the operation”...”we believe it is madness to use an older car regularly without rust protection”...Car Mechanics - Dec ‘93: “Chris uses a very high pressure water jet & seeks out HYHU\QRRNDQGFUDQQ\´´+LJKO\HI¿FLHQWVHUYLFH´Jaguar World - May ‘95: “The effect is truly impressive”.. “Chris earns each and every one of his pennies”...Jaguar World - Feb 2000: “Perhaps the most important thing to do if you are lucky enough to buy a rust free car is to have it thoroughly rust-proofed by Chris Parkinson DW%HIRUHμQ¶$IWHU5XVWSURR¿QJ&KULVZLOOGRDWKRURXJKMRE,WZRUNVWRR´Land Rover Enthusiast - Sep 01: .. “Chris doesn’t muck about. His business has been going since 1987”...”We were not only amazed, we were highly impressed”...
SPECIALIST IN LAND ROVER MAINTENANCE$ISCOVERYs2ANGE2OVERs&REELANDERs,ANDROVER/WNER
Fed up with exhorbitant prices and poor service?Stuart and David can offer you over 35 years experience, a
personal friendly service and probably the cheapest rates in Kent.
AlsoDiagnostic facility.
Collection and delivery service or courtesy car usually at no extra cost.
Tel: Stuart (01795) 843116Visitors by appointment please
Orchards, Sittingbourne, Kent ME9 8JX1 mile from M2 Junction 5
ALL REPAIRSAND SERVICING
In Kent
£35+ VAT
£260+ VAT
Pr hrlabour
MajorService
Approx.
Stuart Gilbert Land Rovers
DAVID PUGHTown & Country Land Rovers Est 1988
(Sandbach in Cheshire)
WAX YL TREATMENT
F R R LAND R VER
Over 20 years experience - All work guaranteed
MECHANICAL REPAIRS, WELDING & SERVICINGWorkshop: (01477) 500082
Workshop/Mobile: 07831 296416
Professional SteamClean and Waxoyl
(Approx 25 Litres of Waxoyl)
90/Discovery/RR £300 + VAT
FREE vehicleunderbody health
check beforewaxoyling
NOW ACCEPT ALLMAJOR CREDIT CARDS
Maestro
Jake Wright
Hilltop, Burley-in-Wharfedale, ILKLEY, West Yorkshire LS29 7JWTel: 01943 863530 Fax: 01943 864840
E mail: [email protected] times: Monday - Friday 8.30am - 5.30pm Saturday 9.30am - 12.30pm
YORKSHIRE SPECIALISTS For 30 Years
WE ALSO HAVESELECTED VEHICLES
FOR SALE -SEE OUR WEB SITE
www.jakewright.com
Traditional MotorEngineers specialising
in - Repairs andService for all models
MOT’s & Welding.Full or part restorations.
Chassis and bulkheadreplacements.
INDEPENDENT DEALERS
!""###
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Country’s Premier 4x4 Training CentreCorporate Entertainment & Team Building
Activity SpecialistsO Open 7 days a week
O Sites available all over UK
O Expert tuition —
all standards
O Winching and recovery
O Full day or residential
courses
O Corporate entertainment —
team building
O Stag & Hen Parties
O Full facilities — group or
individual
O Adventure trips — U.K. and
overseas
O Range Rovers —
LR 90/LR110
Discoveries & Freelander
O Gift vouchers available
TEL:/FAX: 01536 [email protected] www.protrax.co.ukPogles Wood, 60 High St. Maxey, Camb’s PE6 9EG
NORTHANTS,MIDLANDS AND EAST
OF ENGLAND AREA
In Wales & the South WestSmall groups, great routes & experienced guides
Single days and weekendsGroup bookings/custom tours on requestHotel and camping options available
www.4x4adventuretours.co.uk 0776 933 6099 [email protected]
To advertise here in
please call sales on 01733 366386
VEHICLE SALES
SELF DRIVE SAFARIS
EVENTS AND TRAVEL
TRAINING
4X4 TOURS
world travel showStratford-upon-Avon Racecourse, Warwickshire, England
26-27 September 2015Premier show of its type in the UK, featuring:–
200+ traders, travel seminars, tours, safaris, 4x4 campers, expedition trucks, adventure motorcycles,
fatbikes, motorhomes, world adventure travel cinema… plus so much more!
Camping: 3 nights Fri-Sun @ £25Adult Day Admission @ £12,
child under 16 years free.Info via Tom McGuigan:
02476 731971 ~ 07958 216266www.adventureoverlandshow.com
PeterboroughPremier
Land Rover DismantlerSupplier of quality recycled
Land Rover parts for most model Land Rover series; Defender, Range Rover, Freelander and
Discovery’s up to 2003 models
Unit 6, Lime Square Business Park,
Saville Road, Peterborough PE3 7PR
01733 [email protected]
See our eBay store
EVENTS ANDTRAVEL
BREAKERS
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If you are interested in advertising in theMarketplace or Web Directory
please call sales on 01733 366386
WEB DIRECTORY
VEHICLE SALES
New Mills Road Garage, Hayfield, Derbyshire SK22 2EUTel: 01663 743266www.hallambros.co.uk
HALLAM BROTHERSQuality Used Land Rover Sales
07 (07) DEFENDER 90 TDCI COUNTY HARD TOP. 1 OWNER,
53K, FSH, NO VAT. £15495.
09 (09) DEFENDER 110 TDCICOUNTY D/C. 1 OWNER 75K,
FSH, NO VAT. £18495.
11 (61) EVOQUE SD4 PRESTIGE. 1 OWNER, 68K,
FSH. £27500.
10 (60) DEFENDER 90 TDCICOUNTY HARD TOP. 1 OWNER,
61K, FSH. £15495+VAT.
08 (08) DEFENDER 90 TDCI XS S/W 60K, A/C, HALF LEATHER
£17995.
07 (07) DEFENDER 90 TDCI HARD TOP ESTATE 1 OWNER,
32K, FSH. £17495.
12 (12) DEFENDER 90 TDCI HARD TOP. 1 OWNER, 29K,
FSH. £13995+VAT
12 (12) DEFENDER 90 TDCI SOFT TOP 1 OWNER, 25K, FSH.
£16750+VAT
13 (62) DEFENDER 90 TDCI HARDTOP. 1 OWNER, 13K,
FLRSH. £16495+VAT.
09 (59) DEFENDER 90 TDCI COUNTY ESTATE PANORAMIC GLASS, FULL
LEATHER. FSH. £23495.
07 (07) DEFENDER 90 TDCI HARD TOP ESTATE. 57K, FSH,
MANY EXTRAS. £16495
11 (11) DEFENDER 90 TDCI COUNTY HARD TOP. 1 OWNER,
25000 MILES, FLRSH. £16250+VAT.
Tel: 01509 854424 Mobile: 07957 338503
www.heritagevehiclesales.comFlexible viewing times, CALL MATT FOR APPOINTMENT7 miles from junction 24 of the M1 near Loughborough
Specialising in the Sale of Land Rover Defenders20+ Carefully selected examples always available
2007 110 Tdci 105k immac fsh................................................................ £15,995
1977 109 S111 LHD Diesel full rebuild................................................................ £17,995
2004 110 County XS with O/d FSH................................................................ £13,995
1997 Range Rover P38 4.6 HSE FSH Niagragrey ........................................................... £2995
1974 Carawagon Diesel superb condition................................................................... £8995
1988 USA Export Defender Refurbishment programme ............................................ £17,500
VEHICLE SALES LTD
www.Fourby.co.ukAftermarket Land Rover Parts & Accessories
Expedition & Overland PreparationOutdoor, Camping & Bushcraft Products
www.johnbrown4x4.comVintage Land Rover®Sales
Telephone: 01845 525440Mobile: 07834 975709
Email: [email protected]
DON’T MISSTHE NEXT ISSUE OF
ON SALE10TH JUNE 2015
David Mitchell
LANDCRAFT4x4 Training
www.landcraft4x4.co.uk &www.4x4modelshop.org
Whitecliff Quarry, Coleford, Gloucestershire GL16 8NB
OFF ROAD DRIVING CENTRET: 01594 834666
www.whitecliff4x4.co.ukE: [email protected]
CLASSIC LANDROVERS- 1948 TO DATE -
3$5765(7$,/75$'((;3257
Country Workshops5,6(*$7( 15 63$/',1* /,1&6 3((=
www.british4x4centre.co.ukTel/Fax: 01775 750223
Tel: 01509 854424 Mobile: 07957 338503
www.heritagelandroversales.com
www.mattsavage.com
v8engines.eu
www.jamesfrench.com
206 LRO June 2015
ompetitive Land Rover
owners were spoilt
for choice over the
Easter weekend, with
a number of events around the
country vying for competitors. I
visited the annual Easter Interclub
run by Essex Land Rover Club
(elrc.info). It’s an event close to
my heart because I won first in
class in the RTV eight years ago.
The event, now in its 14th
year, is open to all clubs. The
core events are a beginners’ tyro
trial on the Friday, RTV on the
Saturday, CCVT on the Sunday,
and, on Easter Monday, a comp
safari run by Southern Counties
Off-Road Club (SCOR4X4.co.uk).
There was also an experimental
autotest, which ELRC chairman
Karl Reilly is piloting for the
Motor Sports Association (MSA)
to give younger drivers another
form of cross-country motorsport
to get their teeth into. For the
even younger attendees there
was a bicycle trial and an Easter
egg hunt, which were no less
competitive (an eight-year-old
with chocolate in his or her sights
is a force to be reckoned with).
Club Zone
C
‘One sectioninitially seemed
impassablebeyond gate 10until the gatewas widened’
Nothing for it but to deployemergency mudflaps
ESSEX EASTERINTERCLUB
Mud and gutsSludgy ground makes for terrific action, finds Russ Brown
News & events from Land Rover clubs
couple of rolls during the day, one
on section fi ve inducing the only
retirement; Sue Bushell spent a
little too long on her side causing
some starting issues.
The overall winner was Chiltern
Vale’s Kevin Hammond, despite
more than doubling his score
on the fi nal section from fi ve to
13 points. Kevin was particularly
chuff ed because, despite
attending the event for many
years, this was his fi rst overall win.
Considering the compact site,
SCOR 4x4 set out an excellent
two-mile course for Monday’s
comp safari, including water
splashes and muddy woodland
trails. The upside of such a short
course is that competitors get a
lot more laps in throughout the
day – 16 in total for this event –
with most drivers getting a bit
more daring on each run.
Out of 14 entries, nine fi nished.
The others were eliminated by
mechanical failure or exceeding
the maximum lap time of 19min
30sec on two of their runs.
Winner Howard Leat from SCOR
finished on 83min 57sec with an
average speed of 23mph.
The venue for the event has
changed a number of times over
the years, but has now settled
at one of the most incongruous
locations you could imagine. It’s
sandwiched between Thurrock
services, the Lakeside Shopping
Centre and the mecca for local
petrolheads, Arena Essex. The
normal instruction to spectators
looking for the action – ‘listen
for the engines’ – was redundant
against a constant background
drone of motocross bikes, banger
racers and high-octane drifters.
Nineteen competitors were split
into two groups for Saturday’s
RTV, eight of the vehicles being
leaf-sprung – quite a high
proportion these days but not
unusual at ELRC, which has
several diehard RTV triallers.
Rain the previous day had
made some of the sections very
tough, with some great wheel-
in-air action. One section initially
seemed impassable beyond gate
10 until clerk of the course Cliff
Pountney wisely widened the
troublesome gate. However, all
the drivers completed the 12
sections Cliff and gang had laid
out. Final scores ranged from 97
points to just 12 for the winner,
Kevin Peake from Breckland LRC.
This was déjà v u for me, because
Kevin beat me into second place
after a run-off in 2007.
Sunday’s CCVT had a slightly
smaller turnout of 16 vehicles,
enabling all to run as one very
sociable group. The fi eld was
predominantly class nine (for
80in coil-sprung specials), with
a couple of slightly longer-
wheelbase class 10s and a lone
class-one 80in leafer driven by
Charles Darby.
Clerk of the course Richard
Garwood and his team did a great
job of fi nding the toughest routes
through the terrain previously
used on the RTV. There were a
June 2015 LRO 207
SPONSORED BY
Kevin Hammond on his way to CCV success
Single group in the CCV made for a sociable event
OVERALL WINNERS
Event Name Points/time Club
Tyro Terry Taylor 13 ELRC
RTV Kevin Peake 12 BLRC
CCV Kevin Hammond 13 CVLRC
Comp Safari Howard Leat 83min 57sec SCOR
Autotest Rowland Hill 248 SLRC
ELRC CHAIRMAN
KARL REILLY
‘It’s great to see clubs working
together. We had visitors from
Breckland LRC, Suffolk LRC, Beds
Herts & Cambs LRC, Lea Valley
LRC, Southern ROC and Southern
Counties Off Road Club – a good
interclub weekend. This is the 14th
Easter event we’ve run along these
lines, and every year we have raised
funds for the Essex Air Ambulance.
This event is as important to the
ELRC as the ALRC National Rally. ‘
Airborne-wheel action on CCV trial
Edward Barnes makes a big splash in the Comp
Chris Button fl ying to third in comp safari
Kevin Barnes won the LWB class in his Range Rover
Club Zone
208 LRO June 2015
The club that proves Lebanon loves Land Rovers
big petrol V8s are the order of the
day, and over a recent weekend
14 assembled for a playday
organised by club stalwart Rawad
Rizk in a local ski resort. What a
sound that must have made!
‘When the gang aren’t
exploring the seemingly infinite
wilderness trails of the Lebanese
hills (avoiding militarily sensitive
areas, of course) they are hard
at work on their Land Rovers,
transplanting fuel-injected V8s
and automatic gearboxes into
formerly four-cylinder manual
slouches. This creates a need
for all kinds of interesting
electrickery, keeping resident
electrician Marwan busy.’
‘Lebanon has always been a
centre of enthusiasm for the
Green Oval, and especially for the
Range Rover – I don’t think I’ve
ever seen so many in one country
per head of population. Classics
abound, but P38s and newer
models are even more common.
I’m told the dealer can’t keep
pace with the demand for
Evoques and Sports, which sell
out as soon as they arrive. The
interest and order list for the Disco
Sport and SVR Range Rover Sport
is also massive.
‘Nevertheless, the club tries to
concentrate on Defenders. Diesel
cars aren’t allowed in Lebanon
(unless you’re in the military), so
d
Got any club news?Clubs tsar Russ
wants to hear about it.
If you have a desire to go
beyond the regular beaten track
of Western Asia’s overlanding
routes, you can fi nd the club
on Facebook under Land Rover
Defender Owners’ Club Lebanon.
You will be welcomed by the
inviting mantra: ‘Don’t grow up,
just buy bigger toys.’
Defender OC outingin hilly Lebanon
It’s all petrol V8s; the public can’t use diesels
iven the stormy
history of Lebanon
in recent years, you
may be surprised to
hear of the existence of a
fl ourishing Land Rover club
there. Sam Watson travelled to
the smart Achrafi eh district of
Beirut to meet its members.
‘Based at the workshop of Joy
Haddad and his son Michel, the
Defender Owners’ Club is
experiencing a renaissance and
lining up a range of events for a
long summer of off -road trailing
and trialling – as well as the
careful restoration of three
Series Is and a SIII.
Off-road in Beirut
G
GREEN OVAL FANS
June 2015 LRO 209
CLUB OF THE MONTH
wouldn’t usually promote an event a year in
advance, but to take part in the Land Rover
Club Holland’s 4D Challenge you’ll want to hit
the gym and start saving now. After a
successful first edition in 2014, the second
instalment of the event will take place in May
2016, from Friday 13 to Monday 16. The four-day
competition has two central themes: a Land Rover
and the physical abilities of its two drivers.
The event will be held throughout the
Netherlands and surrounding countries. The
competition is open to Dutch and foreign teams
with a Land Rover. Both participants must be in
good physical condition. At least one of the
drivers should be a LRCH member, or be willing to
become one.
The 4D Challenge is suitable for all Land Rover
models – no winch or mud tyres necessary. It’s all
about driving skills and physical endurance.
Entry per team (two adults and one Land Rover)
is €800 (about £580). For more information or to
sign up, go to 4dchallenge.nl.
How would
you describe
your club?We are a non-profit
organisation dedicated
to the enjoyment of Land
Rover and Range Rover
vehicles. Membership of
the LRCP is open to all
owners and enthusiasts.
How did it get
started?The LRCP was created in
1999 to give an identity
to a group of enthusiasts
who had received a
lot of exposure on the
Sports Unlimited TV show
when they were filmed
exploring mountain trails
with adventurer Dale
Abenojar. From there
we became a means to
introduce Land Rover
owners to reliable repair
shops and suppliers of
spare parts – and also
to pool the resources
of owners to address
members’ most common
technical problems.
What sort of
vehicles do
members drive?Everything! On one of
our events you’ll see
everything from Series Is
to Evoques.
What sort of
events do you
get involved in?At home we run regular
family-friendly trail
drives to the volcanoes
and scenic parts of the
Philippines that are not
normally accessible to
the public. We are a very
sociable club who host
film nights, social outings
and get-togethers with
other 4x4 clubs, whether
Land Rover or not.
The club has also
supported the efforts of
members to compete
in a number of off-road
competitions throughout
South-East Asia.
In 2004, LRCP president
Robby Consunji was
appointed the Philippine
representative of theRainforest Challengeof Malaysia. He thenorganised Defender 90 and 110 teams to compete in the challenge events in Malaysia and
China from 2005 to 2011.
Your community
support is
legendaryOur highest-profi le support was helping to take aid to the survivors of Typhoon Yolanda. It was a difficult experience for our members, who had to deal with terrible sights
and experiences. LRO
Land Rover Clubof The Philippines
SPONSORED BY
CLUB FACTS
Formed 1999
Members 500 on
mailing list, 100 active
Website
landroverclub.ph
Full membership
2500 Filipino pesos
4x4 Response
Group? Yes
Club mag Sent via
email mailing list
Published
As required
EVENTS Family-orientated
tours of areas not
normally accessible
to the public,
emergency support,
social development
projects in rural
communities,
social events,
sharing mechanical
experience.
CONTACT Robby Consunji:
I
Club gets access to‘inaccessible’ areas
Off -road fun is part of the club’s credo
Go Dutch on a fine
four-day challenge
idland Rover Owners and Staffs &
Shrops members have had a very
successful Easter preparing for the
ALRC National Rally that will take
place over the Spring Bank Holiday, May 21-26.
The trials sections have all been laid out,
while the Staffs & Shrops team are doing a
sterling job preparing the Comp Safari. S&S
chairman Simon Cooper said: ‘The course will
be three miles long. Spectators will be able to
view 75% of the action.’ There’s a promotional
video of the comp at alrcnational2015.co.uk.
M
All smiles on ALRCpreparation duty
4D Challenge: prepare now for 2016!
All set for the Eastnor
ALRC National Rally
Gaydon show is backThe Gaydon Land Rover Show takes place on
June 27 and 28 at the Heritage Motor Centre in
Gaydon, Warwickshire. The HMC is off ering free
passes for clubs, members and support staff .
Email [email protected].
210 LRO June 2015
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ADVERTISERSINDEX4Site 4x4 71A E W Paddock Motors Ltd 90-91A P B Trading 161Adrian Flux 180Allisport Ltd 162Aquarius Manufacturing Limited 210Astwood Bank Landrovers 193Automotive Component 109Avon Tuning 193Before and After 97Blackpaw 4x4 193Boab Ltd 15, 46-49Britpart 2,3, 187Carole Nash Insurance 183CWS 189Devon 4x4 Centre Ltd 19Duckworth Land Rover 189, 191Exmoor Trim Limited 95, 189Extreme 4x4 31Famous Four Products Ltd. 9First Four Off Road Ltd 170Footman James & Co Ltd 179Foundry 4x4 191GB Springs 191Gigglepin 109Goodwinch Limited 20H L R Spares 210Heritage Insurance 79, 183Jack Sealey Ltd. 128John Craddock Ltd 72-75KBX Upgrades Ltd 191Lancaster Insurance 181, 182
Landefender 4x4 Parts 195Landy Bits and Bobs 195Live Promotions and Events 107LR Centre Ltd 89M12-Offroad 195Machine Mart 132-133Mantec Services U.K Ltd 57,59Matt Savage 4x4 195MM 4x4 65, 134, 149, 185Nene Overland 100-101, 171, 184Noisekiller Acoustics UK Ltd 127Omega Automotive Ltd 197One Life Adventure 197Optimill Ltd 109Park Resorts Ltd 134Peter Best Insurance Services Ltd 122Polybush 170Prospeed Motorsports Ltd 117Revotec Ltd 187Rimmer Bros Ltd 131Ruskin Design Ltd 197Shearwater Insurance Consultants Lt 182Shop 4 Autoparts 171Silverline International Ltd 23, 220Simmonites Ltd 45Steve Parkers Ltd 121TGE Ltd 197Thunderpole 193Thyssenkrupp Bilstein Gmbh 85Toolstation Ltd 105Top Gear Trading Ltd 185Toyo Tyres UK 110
Tune My Defender 24-25Turner Engineering 149, 159Tyres Direct Online 161Urban Automotive Ltd 35Vehicle Wiring Products Ltd 189Whistlefi sh Ltd trading as Zeus 183Witham Specialist Vehicles 162Woodward Automoblia 159
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June 2015 LRO 211
he road to the 10th
French X-Trem
Ironman Warriors
Challenge spirals
up the spectacular
3694ft Col des
Tourettes before plunging back
down to the Hautes Alpes village
of Montmorin. There, teams
from all over Europe prepare to
do battle in an event that more
than lives up to its X-Trem name –
however you want to spell it.
Jim Marsden from Team
Gigglepin in Kent has brought
his thunderous Defender
90-inspired GP Evo2 to the
dance. Experienced Portuguese
competitor Helder Rocha is in the
co-driver’s seat, looking wiry and
fit. He will have to be.
‘It’s a colourful,confusing
spectacle, withwinch cables and
busy co-driverseverywhere’
– they’re brutal but brilliant,
and technically superb. Team
Gigglepin suffers a ripped water
hose, causing a frustrating two-
hour delay that drops the duo
down to seventh place.
Saturday sees the 4x4s lining up
by a deep trench. On a given signal,
they drop into it and up the other
side. It’s a colourful, confusing
spectacle, with winch cables and
busy co-drivers everywhere.
Marsden and Rocha are on a
mission. They savage waterfalls,
huge rocks, cliff faces and cloying
mud until they throw a fan belt –
but they’re now up to second.
After a lightning start on the
Sunday morning, the Defender’s
engine shows signs of being
unwell, its oil pressure dropping
Alan Munroe witnesses a great British victory at one of
Europe’s most hardcore off-road contests: the French X-Trem
GOINGTO
X-TREMThe challenge gets going on a
Thursday night in April, high up
in the mountains, as Land Rovers
tackle fearsome sections through
ravines, the glint of animal
eyes refl ecting in the spotlights
spearing through the darkness. It
fi nishes at 2am – just enough time
to service for Friday’s 10am start.
Black, red and yellow signs
mark the severity of the sections
Event report
almost to zero. By late afternoon,
Team Gigglepin and the Toyota of
Team Treuil 74 are vying for the
lead, the French with their noses
just in front.
There’s one last chance – La
Piscine, the swimming pool, is
worth 500 points to any team
that chooses to take it on and
conquers it. Marsden decides to
go for it – all or nothing. It works.
The Chevy V8 howls its 525bhp
victory song through the deep,
chocolate-coloured water of this
notorious obstacle.
‘What a brilliant event,’ said
a beaming Marsden. ‘We were
blown away by the severity of the
sections – 25 is the hardest I’ve
ever seen.
‘I can’t believe we’ve won!’
Event report
Jim Marsden goes for broke in La Piscine – the swimming pool
Cleaning mud from winch ropes was a constant chore for hard-pressed co-drivers
212LRO June 2015
Revealed: how to get a Land Rover up a waterfall…
‘Team Vilain Proto’s Td5-based racer monstered
the brutal boulder sections and
finished fourth’
…and down a cliff LRO
Celebrate the
year unfolding
into summer and
get out to some
of these events
MAY
Driven to the EdgeSOUTH WALES
Saturday 16-Sunday 17
Off-road endurance event
at Walters Arena with a
point-to-point format, for all
specifications of vehicles.
awdc.co.uk
LandyZone ShowLEICESTERSHIRE
Friday 15
Includes greenlaning trips and
pay and play opportunities. At
Stanford Hall; licensed bar and
camping on Friday and Saturday.
eventbrite.co.uk
Pyrenean Explorer
East Tour
‘Drive greenlaneswithin sight of the
Cheviots.Includes water
crossings –Sunday May 24'
Silverdale Pay & PlaySTAFFORDSHIRE
Sunday 17
Off-roading for road-taxed
vehicles only, on the third Sunday
of each month, postcode
ST5 6QQ. Call Jim on 07970
286881. £25 per vehicle.
Ripley SpringAdventureYORKSHIRE
Saturday 23-Sunday 24
Major show at Ripley Castle,
including entertainment in the
main arena, an autojumble,
club stands and an off-road
course (£10). Camping available.
Advance tickets: Adults £11,
kids £5.
landroverspringadventure.com
Avalanche AdventurePay & PlayLEICESTERSHIRE
Sunday 17, Sunday 31
Off-roading in sand, gravel and
woodland at Sibbertoft, LE16
9UJ. Open 9.30am-3.30pm.
Food, drink and toilets.
£22 per vehicle, £5 per extra
driver.
avalancheadventure.co.uk
Events Beaulieu Spring Autojumble and Land Rover SortoutHAMPSHIRE
Saturday 16-Sunday 17
Massive autojumble, with
more than 1000 stands and
everything from barn fi nds to
concours vehicles. Sunday is
dedicated to Land Rovers.
beaulieu.co.uk/beaulieu-
events
Devil’s Pit Pay & PlayBEDFORDSHIRE
Sunday 17, June Sunday 14
60-acre site with catering,
toilets and St John’s Ambulance.
Tuition available by prior
arrangement. £26 per vehicle.
Spectators £2, kids free.
devilspit.co.uk
Muddy Bottom Pay & PlayHAMPSHIRE
Sunday 17, June Sunday 7
Go off -roading in the New
Forest (postcode SO43 7FL).
Burger van, picnic area and free
recovery. £25 entry fee. £2 per
spectator/passenger.
muddybottom4x4.com
Mountain excitementSPAIN
May Sun 24-Sat 30, June Wed 17-Tues 23
Begin in the mountains west
of Andorra and explore
northern Spain along winding
mountain trails and through
forests of oak, vineyards and
olive groves. The tour fi nishes
on the French Mediterranean
TransPolonia TourPOLAND
Wed 27-June Wed 3
4x4 excursion starting at Rytro,
ending at Frombork. £795 per
vehicle (including driver and
co-driver). £249 per extra adult
passenger.
4x4zone.co.uk
Pyrenees TourFRANCE
Saturday 30, June Sunday 7
Excursion through the 'bad
lands' and desert region of the
northern Pyrenees.
yorkshire4x4specialists.com
Lake District ExplorerCUMBRIA
Saturday 30-Sunday 31
Family-friendly, non-damaging
greenlane tour. £160 per vehicle,
including two nights’ camping
fees, guiding and support.
onelifeadventure.co.uk
East Yorkshire TourYORKSHIRE
Sunday 31
Scenic greenlane trip from
Market Weighton to Bridlington.
£50 per vehicle.
uklandroverevents.com
Wales Greenlane WeekendWALES
Saturday 18-Sunday 19
Meet at Llangollen and
discover the Berwyn mountains,
Bala, Aberdyfi and more.
£100 per vehicle.
tracksoverland.com/wales
Northumberland TourNORTHUMBERLAND
Sunday 24
Drive greenlanes within sight
of the Cheviots. Includes water
crossings en route to Alnwick.
£50 per vehicle.
uklandroverevents.com
Tynedale TourNORTHUMBERLAND
Monday 25 (Spring Bank Holiday)
Non-damaging excursion in
Hadrian’s Wall country, passing
Roman fortresses and camps.
£50 per vehicle.
uklandroverevents.com
Coast. (In contrast, Landtreks’ 3
Frontiers Tour, see right,
explores the French, Andorran
and Spanish Pyrenees.)
Perfect for those wishing to
stay on and explore the
picturesque local fi shing
villages, rocky coves and sandy
beaches the area is famous for.
€720 (£520) per vehicle.
landtreks.com
June 2015 LRO 215
‘Customisableroute. Optionsinclude Happy
Valley andBomber Lane– Sat June 20'
Snowdonia AdventurePlus DriveWALES
Sunday 31
Similar to Landcraft’s
Adventure Drives, but of a more
challenging nature, so mud-
terrain tyres and recovery points
are a must. £60 on the day,
£50 pre-booked.
landcraft4x4.co.uk
Land Rover HeritageDrive In DayHEREFORDSHIRE
Sunday 31
New event at Eastnor Castle.
No need to book. Half-price entry
to the castle and grounds if you
arrive in a Land Rover.
4x4sparesday.co.uk/events
JUNE
South & West DevonGreenlaningDEVON
Tuesday 2-Friday 5
Four-day guided tour
discovering Dartmoor, along
with the Tamar and Tavy river
valleys. Finishes at around 3pm
on the Friday.
lanestracksandtrails.co.uk
Pyrenean Explorer3 Frontiers TourSPAIN/FRANCE/ANDORRA
Friday 5-Thursday 11
Explore the heart of the
French, Andorran and Spanish
Pyrenees along little known
ancient smugglers’ routes,
mountain trails and passes.
€720 per vehicle.
Tel: +33(0)631288936
landtreks.com
Exe Valley and Dartmoor TourDEVON
Saturday 6-Sunday 7
Start at Cheriton Bishop near
Exeter and explore picturesque
towns such as Tiverton. Drive
lanes in the rolling hills adjacent
to Dartmoor. £60 per vehicle
per day.
4x4adventuretours.co.uk
East Anglian Off-Road ShowNORFOLK
Saturday 6-Sunday 7
'The Dirty Weekend'
organised by Breckland LRC
at Bircham Newton. About
1000 visitors, with trade and
clubs stands, off -roading, a bar,
camping, and more. Proceeds go
to charity.
Email events@brecklandlrc.
com
Bala 4x4 Pay and PlayWALES
Sunday 7
Enjoy romping around in
70 acres of Welsh countryside,
offering off-roading with
spectacular mountain views,
suitable for all experience levels.
£30 per vehicle per day, £20
after 1pm.
bala4x4.co.uk
Scotia WinchChallengePERTHSHIRE
Saturday 12-Sunday 14
Always attracts a large number
of participants, and features two
entry classes: extreme and club
level. A scholarship is available to
help entrants cover costs.
facebook.com/groups/
scotiawinch
Yorkshire ExplorerYORKSHIRE
Saturday 13-Sunday 14
Family-friendly, non-damaging
greenlane tour. Cost: £160 per
vehicle, which includes two
nights’ camping fees, guiding
and support.
onelifeadventure.co.uk
H4H Surrey Capel4x4 AutojumbleSURREY
Sunday 14
Held in aid of Help for Heroes
at postcode RH5 5LQ. Entry
costs £4.50, which includes
camping on the Saturday.
Includes off-road course, plus
club and trade club stands, or
book your own stand from £15.
Tel: 01306 711687.
sussex4heroes.com
FIND MORE ONLRO.COMIf your smartphone or tablet hasa QR code readerapp, just scan thiscode tobe whiskedstraight toLRO.com/events.
Planning an event? Let us knowand we’ll include it in our eventslistings for free! Just email Theo:[email protected].
Dunsfold opens upCollection open daySURREY
June Saturday 13-Sunday 14
Biennial public display at
Springbok Estate (GU6 8EX)
of the Dunsfold Collection
– the world's largest private
collection of Land Rovers. The
entire collection of curiosities
will be on view, plus interesting
Yorkshire DalesYORKSHIRE
Sunday 7
Greenlaning trip that starts off
in Reeth in the Yorkshire Dales
National Park and incorporates
Arkengarthdale, Swaledale and
Wensleydale. Hawes is the fi nal
destination. £50 per vehicle.
uklandroverevents.com
Kielder 4x4 SafariNORTHUMBERLAND
Sunday 20
Guided tour of the private
tracks through Kielder Forest.
Proceeds go to the local rescue
team. £60 per vehicle.
kielder4x4safari.co.uk
North Wales GreenlaningWALES
Saturday 20-Sunday 21
Customisable route, with
options including Strata Florida
and Rhyader, Happy Valley and
Bomber Lane. £60 per vehicle
per day.
4x4adventuretours.co.uk
additions from clubs and
individuals. Club and trade
stands and an autojumble add
to the mix, and Land Rover
Experience demonstration rides
will be available, subject to
ground conditions. Adults £12
per day, £20 for the weekend.
Camping available (book before
May 29). Parking free.
dunsfoldcollection.co.uk
216 LRO June 2014
Make the most
of your Land
Rover with other
LRO readers, on
an adventure
with the experts
at Pro-Trax
LRO Adventure Clubis led by top off-roadexpert, Vince Cobley.With decades ofoff-roading experiencehe’ll get the best fromyou and your Land Rover.
OUR EXPERT TEAMPeople come on our trips for
all sorts of reasons and with
different levels of skill and
experience, but they’re all
part of the same team.
As soon as we set off, our
guides are on hand to help
with every aspect of the trip.
This includes mechanical
support, wherever and
whenever it’s needed. We’ve
changed head gaskets high
up in the Atlas mountains
and even organised engine
swaps, all to make sure no
one gets left behind.
Our guides and back-
up staff are all highly
experienced overlanders,
trained to cope with the
demands put on drivers and
vehicles when taking on such
diverse terrain. Sand dunes
on the horizon? Wide river
crossing ahead? No need to
worry – we’ll make sure you
know how to get you and
your Land Rover across safely
and continue the adventure.
You never know what’s
around the corner – and
that’s why it’s called the
Adventure Club. Join us and
be a part of it.
UK adventures
Yarwell Pay & Play DayCAMBRIDGESHIRE
May 17, June 14
£25 per vehicle
Take your Land Rover off-road
in this large disused quarry.
Greenlane Fun DayNORTHANTS/LEICESTERSHIRE
May 17, June 14
£40 per vehicle
Roadbook-based event in the
Welland Valley. Ends with off-
road fun in a quarry.
Wiltshire Safari WeekendWILTSHIRE
May 16-17, June 5-6
£100 per vehicle
Non-damaging adventure
from Devizes, around Salisbury
Plain area to near Marlborough.
Trailer Towing & Handling CourseLEICESTERSHIRE
May 23
£50 per person
LEICESTERSHIRE
June 13
£50 per vehicle
(two drivers £65)
Learn about transmission
wind-up, how differentials
work, approach and departure
angles, body roll and more. The
course includes basic recovery
and winching techniques – so,
essentially, all the crucial skills
needed to enable you to off-
road safely and proficiently.
In between theory sessions,
you’ll get hands-on experience
using your own vehicle to
tackle side slopes, hill climbs,
and ditches, all in a safe and
controlled environment. Held
at Rockingham Castle near
Corby from 9am-4pm. Pre-
booking required.
LRO DRIVER TRAINING DAY
Expert:VinceCobley
LRO Adventure Club
WANT MORE INFO?Visit LROAC.com or get in
touch with Vince Cobley.
Call him on 01536 772238
or email [email protected]
Overseas adventures
DESERT & MOUNTAINS
October 1-17
£1525 per vehicle, based on
two sharing (includes ferry
and two nights’ bed & board).
DESERT, MOUNTAINS
AND COAST EXPLORER
October 14-November 3
£850 per vehicle, based on
two sharing (excludes
accommodation and ferry).
The adventure begins in
the Spanish town of
Estepona. You’ll take the ferry
to Ceuta and drive south
through the Atlas foothills
to the Todra Gorge. Palm
trees, desert and stunning
mountain trails lie ahead en
route to Zagora. From there,
either head north-east to
Merzouga and then Fez
(Desert and Mountains trip)
or east towards Errachidia,
Tan Tan and Marrakech
(Desert, Mountains and Coast
Explorer trip).
The ‘Explorer’ tour is for
more experienced
overlanders seeking a less
predictable adventure!
FRANCE/SPAIN
June 17-30, Sept 16-29
£1250, based on two people sharing. Includes 10 nights’
camping. Extra kids £175, under-fives go free.
Take the ferry from Portsmouth to Bilbao, and drive
smugglers’ trails and spectacular gorges deep within the epic
Pyrenees mountain range that spans the border between
France and Spain. Along the way you’ll experience landscapes
ranging from forests and mountain tops to lowland farmsteads
and ancient villages. Suitable for all-terrain tyres in good
condition. Most nights will be spent under canvas.
Pyrenees Safari
Land Rovers go anywhere, and so do we
Magic of Morocco – two routes available
Learn about the correct
coupling, loading, handling and
reversing of trailers. This course is
based on the DVSA test.
Wild Wales Safari WALES
May 23-24, June 20-21
£110 per vehicle
Non-damaging excursion
from Llangollen to Rhayader,
via Aberdyfi.
Winch & Recovery CourseLEICESTERSHIRE
May 30, June 27
£55 per vehicle (two drivers £65)
Learn the technique of
recovering a vehicle, and how to
use a winch safely. No need to
bring your own winch.
Evening Greenlane SafariNORTHANTS/LEICESTERSHIRE
June 10
£40 per vehicle
Explore the beautiful Welland
Valley at its atmospheric best as
night falls. Starts at Rockingham
Castle at 6.30pm.
My lad George and I attended
the Wiltshire Safari, having
recently bought a 2005 Td5
Defender 90. I also own a
Discovery 4, but we wanted to
‘get back to basics’ and learn
what the Defender could do
while exploring local lanes
(with a bit of support if we got
stuck). It was a well-organised
weekend with a good bunch of
Land Rover owners and some
challenging, beautiful routes.
Highlight was getting the 90
across the muddy route from
which we had to recover Steve
[the leader] from!’ John Lister
‘It’s taken us three weekends
to clean the mud off the 90,
but it was worth it after a
great weekend greenlaning. I
learned that Land Rovers can
go everywhere! I had so much
fun!’ George Lister (age 10)
RECOMMENDED! WILTSHIRE SAFARI
Get involved!Just call Vince: 01536 772238
Email: [email protected]
See: LROAC.com
CONTACT US
Bauer, Media House, Lynchwood, Peterborough PE2 6EA
EMAIL [email protected]
EDITORIAL TEL: 01733 468582
Editor Mike Goodbun Deputy Editor Neil Watterson
Assistant Editor Mark Saville Staff Writer Theo
Ford-Sagers Art Director Karen Elliott Designer
Yuliya Bates Head of Publishing Stephen Worthy
Production Editor Rob McCabe Sub Editor Nathan
Chadwick Editor-in-Chief John Pearson Contributing
Editor Peter Galilee International Editors Steve
Hoare, Jérôme André, José Almeida Clubs Editor
Russ Brown Web Producer Rose Lloyd Editorial
Assistant Pam Webster
CONTRIBUTORS
Features Mike Gould, Fraser Barsby, Jerry Thurston
Overlanding Peter Crichton, Sam Watson History
James Taylor Off -roading Vince Cobley, Edd Cobley
Technical David Allton, Dave Ashcroft, Ian Ashcroft, Chris
Bishop, Andy Cunningham, Julian Gilling, Harry Holtom,
Steve Jones, Dave Smith, Andrew Varrall
LAND ROVER OWNER ADVERTISING
Commercial Director Kelly Millis: [email protected], fax
01733 468670 Commercial Manager Sarah Dodd:
[email protected], 01733 468440 Team
Leader Bev Smith 01733 366302 Telesales Executive
Oliver Porter 01733 366347 US Advertising Kate
Buckley/NY +845-266-4980, [email protected]
MARKETING TEL: 01733 468000
Brand Manager Rachael Beesley
PRODUCTION TEL: 01733 468341
Printer Wyndeham Southernprint Distributor Frontline
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What’s caught Our Neil’s
eye this month...?
Dep ed Neil has been playing with Land Rovers
for more than 25 years. He owns a 1969 SIIA,
1979 Lightweight and a 1998 Defender 110
218 LRO June 2015
Watty won’t bebuying a Disco Sport
Make room for themushroom (lights)
Watty’s crazy-pavingstyle rear window
That was quick...No sooner had the fi rst Discovery Sports
arrived with buyers than the tuners got to
work on them, with Gary Wood from Alive
Tuning upgrading one within three days.
I fi nally got the chance to test one (in
standard tune) and I agree with much of
what Mark says in his Real World Test (p38).
I’m not sure of the styling. With squashed
front ends, thin headlight units and big front
bumpers, 4x4s are all starting to look alike. In
white it could have come from any company.
But I enjoyed the drive; my concern is the
target audience. Seven or eight years ago it
would have been me, but I couldn’t aff ord it
then – I still can’t. It doesn’t suit me now.
I’ve no doubt that it will be successful for
Land Rover, but I can’t see it appealing to
the sort of buyer who previously bought a
Freelander 2, so what about them?
‘We may not have anything at the moment’,
an insider said, ‘but it doesn’t mean there
won’t be anything in the future.’ Ooooh!
The perils of bonded wind screensWe’ve just had the windscreen replaced on the
LRO Discovery 3 and it reminded me of a story
related to Dave Smith, one of our workshop
experts, by a customer of his.
A family had been sitting watching the wildlife
in Botswana in their Discovery 3. It was 45-50ºC.
A Baboon jumped onto the bonnet and ran up
the windscreen onto the roof. As it climbed, the
windscreen slipped down in its bonding to leave
an inch gap at the top. Not too big a problem you
might think, however, on the way back to the
lodge they had a tropical thunderstorm.
The rain fl ooded in, drowning all the Discovery
electronics, including the critical ECUs.
The insurance company’s cost to repair it,
including shipping everything from South Africa,
1000 miles away, was nearly £100,000!
The moral? Don’t let a Baboon on your car.
New GLASS siteThe Green Lane Association website has
had a makeover. It was a bit antiquated
and the new site feels a lot fresher and
easier to navigate around. If you’re into
your greenlaning, or just have a passing
interest, it’s worth a look. There’s loads
of handy-to-know info – I’ve been
greenlaning for over 25 years and I’ve
found stuff I didn’t know on the site – stuff
which may have been on the old site, but
not obvious. Check out glass-uk.org
and, better still, join up!
Putting the ‘light’
into Lightweight I’m no purist by any means, but I like things to
look ‘right’. I’d put up with the civilian stop/
tail lights on my Lightweight for nine months
and that was enough. Not only do I prefer the
‘mushroom’ light lenses – I think they’re easier
to see than standard lenses – but it would be
good to match all the lights on the vehicle.
So, I made a quick call to Fraser Barsby’s
Emporium of Bits What Have Been Taken Off
Vehicles That Have Been Upgraded to see if
he had any spare. ‘Bucket-loads – do you want
some?’ came the reply, and within days a
complete set of lights had arrived.
Being a kind father, I got my kids to fi t them
(it’s time they learned vehicle electrics) and
the Land Rover looks proper now – and, more
importantly, I think it’s safer.
Scrapping Classics
I spotted a story in Classic Car Weekly
about the number of classic cars traded
in under the scrappage scheme of
2009 that were still sitting on disused
airfi elds and was disappointed to see
four Range Rover Classic LSEs on the list
(see LRO.com/scrappage2009).
I mentioned it to Stuart Armson when
I was over doing the boost pin feature
(p150) and he ushered me outside.
‘You mean one of these?’ he asked,
pointing to a soft dash LSE. ‘It needs a
new engine, which I can build, and a
rear fl oor, but is basically sound.’
I can’t re-home it, but if you’re after
one, contact Stuart on 0116 319 3251.
Isn’t it ironic...Go on, guess how I managed to smash the rear
window on my 110. And promise not to laugh.
I’ll set the scene. I’d been out for a day’s
greenlaning and had returned home, parking my
Defender on the drive as I always do. I emptied all
of my gear out, locked it up and went inside to sort
everything out. I had a brew and was just sorting
dinner when there was a loud bang. I thought some
kit must have fallen over.
I couldn’t see anything in the living room and
went to look outside, but the 110 was blocking the
door, its rear window tinkling as the glass cracked.
I had to go round the house to move it and guess
what I found? I hadn’t put the handbrake on, or
left it in gear. It had rolled two metres, hitting the
house. Good job I hadn’t just written a handbrake
feature; that would be embarrassing, wouldn’t it?
SELYOUR 4X4 FOR
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Y
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Atturo Tyre UK (Silverline International Ltd)Nelson Lane, Warwick CV34 5JB United KingdomP: +44 (0) 1 926 496 668E: [email protected] Browser: www.atturo.co.uk
Atturo Tyre UK (Silverline International Ltd)Nelson Lane, Warwick CV34 5JB United KingdomP: +44 (0) 1 926 496 668E: [email protected] Browser: www.atturo.co.uk
We’ve gotLand Rovers covered...
Protect ing
Carry ing
Towing
Enhancing
Repair ing
Diagnosing
Improving
Winching
Serv ic ing
Upgrading
Off-roading www.britpart.com
Get your copy today...
Simply log on to - www.britpart.com/request
- fill in your details and we’ll send you a copy!
The 11th Edition Is Out Now...
The new Britpart Accessory Catalogue is now available. Packed with over
3,400 part numbers, including over 200 new parts - this is the catalogue to have!
Whatever model you drive, whichever year it is, we have the accessories to suit
your requirements.
*
2016 CALENDAR COMPETITION
Britpart voucher
WIN! £200
ur massively
popular calendar
competition is
back again, with
a £2400 prize
fund! Not only
could your Land Rover be a
workshop pin-up, but each of
our 12 winners will get a £200
voucher to spend on Land Rover
parts from Britpart.
Last year, we had more than
1000 images to pick from, from
readers all over the world. We’d
again love to see all models,
from Series I to Discovery Sport.
We’ll choose the 12 best
photos of your vehicles at the
end of September, so make
sure you upload your entry
before September 2, 2015. Be
creative with your shots, while
including all of the vehicle in
the picture. Your Land Rover
could be at a show, greenlaning,
off-roading, splashing through
a ford, helping people, on safari,
or parked with a stunning view
behind… The more exciting and
eye-catching, the better.
What are you waiting
for? Enter online now at
LROcalendar.co.uk.
Not online? No problem – you
can also enter by post. Please
send your photographs (prints
or high-resolution jpgs), contact
details and up to 200 words
on why you should win, to:
Holly Burdall, LRO/Britpart
Calendar Competition,
Land Rover Owner International,
Media House, Lynchwood,
Peterborough PE2 6EA.
It’s a winner!For the best chance of winning, take a look at previous LRO/Britpart
calendars for an idea of the shots that make the
grade – we’ve shown some of last year’s
winners here.
O
2015 winnerDisco 2, Freelander 1, Long
Mynd. Matthew Haddon
2015 winnerDiscovery 3 TDV6, Lake District. Ryan Williams
2015 winnerDefender 110 Td5,
Bolivia. David Priddis
LRO CALENDAR!Get creative this year and enter photos of your Land Rover into the
Land Rover Owner/Britpart calendar comp – LROcalendar.co.uk
2015 winnerDefender 110 on
Houndkirk Moor, Peak District. David Rogers
