Land Rover Monthly 2014 05

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Welcome
May 2014
TDI ENGINE
BRILLIANCE
Land Rovers 200Tdi and 300Tdi turbodiesels

are still the best in the world after all these years
his year is a big one for Land Rover birthdays,

because 2014 marks both the 25th anniversary
of the 200Tdi and the 20 years of the 300Tdi. I
realise most non-Land Rover folk will nd it hard
to get excited about the engines that lurk under
our bonnets they prefer them hidden away
beneath featureless black plastic these days but us green
oval fans know better, dont we?
Without those two brilliant engines, conceived in the 1980s
and 90s, Land Rover today would be a very different company.
In fact it probably wouldnt exist at all. Until the Tdis arrived
on the scene, Land Rovers were either
slow, or thirsty, or both.
The 200Tdi changed all that. It
was also the ticking heart of the
Discovery, launched in 1989. And the
Discovery did more than any other
model to save Land Rover from the
same fate as all the other British
motoring marques that sank without
trace in that tragic era.
This month we tell you the full story behind those two great
engines and we showcase a special British-made Defender
variant that has a new 300Tdi engine under the bonnet.
This month we also feature two very different Land Rovers
that have a lot in common a Range Rover and a Series IIB
Forward Control. Both were bought in 1971 and both are still
running today, driven by their original owners! Both men and
machines are remarkable and I hope you nd their life stories
as fascinating as we did.
As always, happy Land Rovering to you all!
Without these engines

Land Rover today
would be a very
di erent company
EDITOR
@LRMonthly
DAVE PHILLIPS
dave@lrm.co.uk
www.facebook.com/landrovermonthly
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FREE
GIFT
PATRICK
CRUYWAGEN
Hes been exploring

the Yorkshire Dales
as well as Irelands
Antrim coast
ED
EVANS
LRMs technical
guru is delving into
the innards of
a Td5 engine
MIKE
MANIFOLD
A Discovery 1 is
saved from the
scrapyard at the
Country Garage
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LAND ROVER MONTHLY ||| 3
WorldMags.net
Contents
May 2014
52
FEATURES
34
Tdi Birthday Special
40
Foley 300Tdi 110
52
Forward Control for life
62
Pizza Defender
70
Win our Project 90!
Why the 200Tdi and 300Tdi are the best engines ever
Meet the company still building Tdi Defenders
Still working hard after 43 years
A very tasty conversion
Help us plan what to do next
80
6x4 Discovery 4
88
AA Land Rovers
98
Series Heaven
Third-axle Supacat is blue-light favourite

Very nice men; very nice Defenders
Malaysias Cameron Highlands
104
1971 Range Rover
110
Outback Defender
116
Military Land Rovers
124
Freelanders Greenlaning
132
Giants Causeway
140
Defender Challenge
146
Off-road Masterclass
150
Writers Rovers
228
Range Rover Classic
245
Market News
258
104
Work in progress: Defender 110
One careful owner, from new!

Ultimate Aussie expedition vehicle
Airportable Land Rovers in focus
Exploring the Yorkshire Dales
Northern Irelands Antrim coast
Off-road race series gets underway in Wales
Driving greenlanes, safe and legally
What weve been doing this month
Survival Guide to an automotive legend
124
Has the Series price bubble burst?

Its early days but looking good so far!
REGULARS
08
12
14
18
20
24
26
28
NEWS
ONLINE NEWS
READERS LETTERS
YOUR PICTURES
PRODUCTS
FRANK ELSON
DAVE PHILLIPS
GUEST COLUMN
4 ||| LAND ROVER MONTHLY
30
86
172
173
174
178
236
245
COUNTRY GARAGE
SUBSCRIBE TODAY
LRM MERCHANDISE
LRM BACK ISSUES
CLUBS OF THE MONTH
EVENTS
CLASSIFIEDS
PRICE GUIDE
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TOSUBSCRIBE
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FREE
GIF T
and receive a FREE gift with every order see page 86.
52
TDI ALIVE
AND WELL!
182
LRM TECHNICAL
182
Stage One Field Find
188
Fitting tank guard
192
Front suspension x
198
Td5 engine rebuild
204
Classic Q&A
208
Anti rollbar link swap
214
Product Test: pro jacks
222
Cure leaking Defender
WorldMags.net
Were saving a derelict V8 rarity

Off-road protection for fuel tank
Improve handling on Range Rover Sport
What horrors will Ed nd inside?
Land Rover problems solved by our experts
Freelander ride transformed
LRM puts them through their paces
You dont have to get wet you know...
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Bonnet Vents with Mesh - Stainless Steel
Headlamp Grilles with Mesh - Stainless Steel
Twin Crosshair Exhaust System inc. Exhaust Shields
Rear Mud Flaps (Toughened Rubber) - Pair
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Rear Sports GTB Racing Seats available as an upgrade
Six Speed Automatic Gearbox Conversion
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Mondial 9x20 Alloy Wheels in Diamond Cut
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All alloy wheels are designed to accommodate
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All the latest Land Rover news from around the world
HARRYS
GAMES
LAND ROVER is supporting the

Invictus Games event for wounded
servicemen and women, launched
by Prince Harry.
More than 300 competitors from
across the world will compete
in London in September. The
programme will include a driving
challenge as well as athletics,
archery, wheelchair basketball,
cycling, rowing, wheelchair rugby,
swimming and sitting volleyball.
Land Rover is the Games ofcial
presenting partner.
Prince Harry said: I believe it
can have a long-lasting impact on
the well-being of those who have
served their nations so bravely.
BLACK... AND SILVER
LAND ROVER enthusiasts who have

suffered the discomfort of Defender
ownership over the past 30 years can be
excused a wry smile at the latest luxury
offerings from Solihull.
Inspired no doubt by the bespoke
creations from the likes of Nene Overland
and Kahn, Land Rovers designers have
been working overtime to come up with
the new Black and Silver special editions
of the Defender XS, which were unveiled
at the Geneva Motor Show.
Black Pack features a Santorini black
nish, which is applied to the roof, grille,
grille surround, headlamp surrounds,
wheel arches and interior facia. Privacy
glass and an ebony Alston headliner lend
the vehicle added visual drama.
The Black Pack will be available with
two wheel variations a gloss black
Sawtooth alloy wheel and a new gloss
black heavy-duty wheel.

Silver Pack adds a bright Indus silver
nish to the roof (either body colour or
contrast), which is complemented with
the same nish to the grille surround,
headlamp surrounds and facia. The
vehicle also features the Dual Finish alloy
wheels as standard and a bright light
pack incorporating white tail and
indicator lights.
All new Defenders are now available
with the option of privacy glass. The
option standard as part of the Black
Pack adds darkened glass to second
and third row windows on the Station
Wagon and to the alpine light and rear
quarter light windows on Hard Top XS.
Due to visibility regulations the rear door
retains its standard glass.
Defender optional extras also include
contrast leather premium seats.
EDS BOWLED OVER
THE INAUGURAL round of the Defender

Challenge rally series in Newtown, Mid
Wales, saw Ed Cobley and co-driver Allan
Jackson claim a well-deserved rst place
after clocking a time of 66.16.5.
Also showing decent pace in their rst
competitive stage rally were Damian Taft
and co-driver Simon Taft, posting a time
of 78.13.5, closely followed by Andrew
Wicklow and Simon Armstrong in third
with 79.05.9.
The 55 mile route saw teams race over
forest roads and hillside tracks through
areas including Pikes Peak and Sweet
Lamb. Across ve stages the drivers were
able to hone their skills, driving on a
mix of terrain including over loose gravel
and through muddy tracks, with the rain
creating slippery surfaces in places to
provide a further test.
After the race, Ed, 34, said: Today
was absolutely fantastic. The Defender
performed as it always performs, a
brilliant drive and a great car. There were
a few interesting moments on some of

the hairpins but we had a really good
day. We had great support and I think we
surprised a fair few people by nipping at
peoples heels on the stage. In these wet
conditions the Defender was in
its element.
All competitors drive Bowler-prepared
Land Rover Defender 90 vehicles that
have been expertly modied for safety,
performance and durability.
Full coverage starts on page 140.
WorldMags.net
DRIVE TO
CAPE TOWN
EVERYBODY knows that the Land

Rover parked on their drive could
transport them across Africa, but not
many do it. However you can get the
chance to do just that later this year
if you join a convoy of Land Rovers
driving across Europe and Africa to
Cape Town.
They are setting off from
Amsterdam on November 7 and their
route through Africa includes Egypt,
Sudan, Ethiopia, Kenya, Tanzania,
Malawi, Mozambique, Zimbabwe,
Botswana, Namibia and South Africa,
to arrive in Cape Town on
February 20.
Its an adventure full of challenges,
great scenery, wild animals,
unpredictable events and wonderful
encounters, said organiser Jaap
Groot, of African Rovers.
WorldMags.net
LETTERS
PAGE 14
PRODUCTS
PAGE 20
Whats new in
accessories, tools,
clothes and gifts.
All your views

on the Land
Rover scene.
NEWS
BITES
DYNAMIC
DEBUT
MEET LRM
AT THIS
YEARS LAND
ROVER SHOWS
ALSO MAKING its debut at the Geneva

The Autobiography Dynamic is available in
Motor Show was the Range Rover Evoque
coup or ve-door body styles, plus 20-inch
Autobiography Dynamic, which brings new
alloy wheels nished in satin technical grey and
levels of luxury and increased performance to
exterior trim components detailed in Santorini
the entry-level Range Rover.
black. These components include a new design
Its the rst time the luxurious Autobiography
of grille and lower front valance and new fog
name has featured on the Evoque.
light surrounds.
Autobiography Dynamic is positioned at the
The vehicle also features Autobiography
top of the range, sitting above existing Pure,
illuminated tread plates and ingot badging
Dynamic and Prestige derivatives of the beston the tailgate and front wing vents, while
selling model.
darkened headlights and clear tail lamps
The Autobiography Dynamic is the most
complement the sophisticated,
performance-focussed Evoque so far. It gets an
sporting exterior.
NEWS 2.0-litre PRODUCTS
upgraded version of theVIEWS turbocharged YOUR PICS also a striking new Phoenix orange
There is
petrol engine with an improved turbocharger,
premium metallic body colour scheme.
recalibrated engine-management software
Inside, customers can choose from a
and a new sports exhaust system, tuned for
dynamic plus leather interior with either sports
excellent ow characteristics as well as a
or premium climate seats in a range of
muscular sound, says Land Rover.
four colours.
FIND HERBIE AND
WITH summer around

the corner, the Land
Rover show season is
upon us.
Dont miss the Spring
Adventure at Ripley
Castle, Harrogate, on
the weekend of May
17-18, which includes an
action-packed arena, offroad course and a retail
village featuring some of
the biggest names in the
Land Rover world.
LRM will be there,
along with the brilliant
new Project 90, which
we will be giving away to
a lucky reader later this
year. Go to page 70 for
details on how to enter,
for free!
Other shows LRM will
be attending include
LandyLive at Stratfordon-Avon Racecourse
on June 7-8, the East
Anglian Off-Road Show
(June 14-15) and the
Billing Show (July 25-27).
See you there!
SEALEY SERVICE
CENTRE OPENS
A PRESSURE WASHER
THIS IS your chance to win a Karcher K5 pressure washer
and attachments. All you need to do is nd Herbie hiding
somewhere on the pages of this issue. This month hes
hanging out in Writers Rovers.
To enter, send a postcard with your address and phone
number to LRM with the page number on which
Herbie appears. Send your entries to LRM, Find Herbie
Competition, 5 Tower Court, Irchester Road, Wollaston,
Wellingborough, Northants, NN29 7PJ or you can email
editorial@lrm.co.uk. Competition closes on May 6.
The rst correct entry drawn will win.
Dennis Publishing (UK) Ltd uses a layered Privacy Notice giving you brief details about how we would like to use your personal information.
For full details please visit our website www.dennis.co.uk/privacy/ or call us on 0844 844 0053. If you have any questions please ask as submitting your
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and conditions can be found at www.dennis.co.uk/comp/terms/
WorldMags.net
TOOLS supplier Sealey

has opened a new
service centre manned
by 28 highly-skilled
service engineers.
MARCH WINNERS
WINNERS of Exmoor
Trim seat covers in our
March issue were Ian
Yale of Stockton-on-Tees
and Liam McCarthy of
Chorley, Lancashire.
The wInner of a
Karcher pressure washer
in our Find Herbie
competition was Frank
Baker of Nottingham.
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Web News
LRM
F O RU M
FO C US
THREAD OF THE MONTH

LHD 200TDI CONVERSION
BINCH
I hear that with an exhaust conversion
kit a 200Tdi from a Discovery can be put
into a RHD Defender.
Can it be done with a LHD? I am
wondering if there is enough room in
there with the steering linkage, turbo
and exhaust?
LARS L
It sure is, just more bits to deal with
than a regular one. Do you want the
instructions?
ARJAN
I dont see the problem. Were in the
process of tting a 300Tdi in a LHD 110
Hi Cap. This Tdi came from a Disco. I
will keep you informed.
LARS L
Most things are done like on a RHD but
obviously theres a steering shaft thats
in the way. This has a collapsible joint
exactly where the turbo ends.
The problem is solved by turning the
shaft upside down so the joint ends
up further down and free from
the TC. The outlet from the TC points
right at the steering shaft, so it has to be
turned. Undo the waste gate
like before. Ive got a Disco 200Tdi in mine.

It only just ts. The steering is just touching
the hose of the turbo. Only in the tiniest
way though.
actuator and take off the big circlip holding

the ally housing. This can then
be turned 90 degrees upwards, pointing
more or less parallel to the mounting ange
and the manifold.
The actuator has to be moved accordingly
by drilling new holes and tapping them.
BINCH
I notice the air lter isnt in its normal place.
Where did you put it?
BINCH
Just what I needed to know. Are the engine
mounts in the same locations? Or do I need
to make another plan?
LARS L
The air lter is in the normal 2.5 N/A space
as far as I know. It all ts but only just. Its
like a modern car now really.
LARS L
You just take the brackets off the N/A
engine and put them onto the Tdi, the holes
are already there and the engine slots in just
MEGANSFOLLY
I cut the legs off my air lter housing and
bolted it where the air-con pump goes.
feedback
LRM: Who had some good times in their Land Rover this past weekend?
Tommy Donnelly Found something
good to weld on to my Disco 1. I hear
they came with a oor in them.
Alastair Kirk Just got another
Discovery 1 today. Been without my own
Land Rover for two years may the
good times return.
Neil Wragg I drove from the UK to
Germany and back in the Defender. Got
told off for not noticing a Verboten Auto
sign in the forest. Whoops.
Julie Knight We had a meeting to
plan our Cape York (Australia) trip. We
will travel about 8000 km from Sydney
and back again with the Range Rover
Club NSW.
Matthew Wilson Still trying to x
mine. Just before Christmas I stripped
my drive shaft splines so had to take
out the gearbox, transfer box and

everything around it. Managed to get
boxes and new clutch back in last week
and got her started again this weekend.
There are not many vehicles that can
cause so much heartache and joy.
Corn Uys Bought another Disco 1
and made a road trip of it by driving
through Wales. My previous one, which I
drove for 11 years, caught re on
the M25.
Dave Brogan We at the Wessex 4x4
Response always have good times
especially when helping out in the
oods around Muchelney.
Tom Bayford My road-spec Discovery
2 recovered another stuck Discovery 2
which was trying to help a stuck-in-themud Defender 90. Will be telling this
story for a while...
Rik Bishop Unfortunately my

Discovery 2 is visiting my mechanic
right now. She is having a little problem
starting but Im sure she will be happily
running again in a couple of days.
Matthew Green Took the garbage
to the dump, moved stuff and had fun
sliding it on the ice-covered roads.
Shane Clarke First outing for our new
club, we were making new tracks in
the forest with permission from the
landowner, of course.
Simon Stack Went off-roading in my
Series 3 and bent a steering bar, ripped
off the exhaust and then crushed my
wing. Still had a fantastic day out
Fraser Wenseth Doing recovery at the
Snowman Rally near Inverness.
WorldMags.net
..
URBAN
TRUCK
..
WorldMags.net
NURBURG
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The transformation of a timeless classic into a contemporary masterpiece.
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All new vehicles are supplied with .delivery miles and a comprehensive uplift in specication to
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18" BF GOODRICH 265/65/18 KO ALL TERRAIN TYRES
KBX FRONT GRILLE
KBX LIGHT SURROUNDS
KBX HIGH FORCE BONNET VENTS
KBX SPORT SIDE VENT
BLACK GLOSS or COLOUR CODED WING MIRRORS
FULL LED LIGHT UPGRADE - FRONT AND REAR
FRONT BUMPER WITH DAYTIME RUNNING LIGHTS
NAS REAR STEP - SATIN BLACK
SPORT SUSPENSION - 2" LOWERING KIT
PRIVACY GLASS TO REAR CABIN
URBAN TRUCK SATIN BLACK STEERING GUARD
MOMO QUARK STEERING WHEEL WITH BOSS
BLACK FINISH LAND ROVER BADGES
BLACK GLOSS DEFENDER BONNET BADGES
URBAN TRUCK SIDE BADGE
XENON HEADLAMPS
CRYSTAL LENSES
34,995.00 Inc VAT

price based on SW 90 XS with above stated specication
www.urban-truck.com
WorldMags.net
info@nurburg-cars.com
Tel: 01908 749570
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Readers Letters
Sponsore
d by
HOW ID
CHANGE
THE LRM
PROJECT 90
I WOULD like to enter your
competition for the LRM Project
90. I hope you do not mind me
not cutting out the entry form
from LRM, but I keep all my
copies of the magazine in mint
condition (I have loads of them,
all wrapped in poly bags to
protect them).
I have been a Land Rover fan
since I was 17 years old. I am
now 57, my car at the moment
is an old P38 Range Rover, and
everywhere I go people stop and
stare at it, like it is something
special (it does break down a
lot, though).
I was once described as a
Knight of the Road by Radio
Manchester for rescuing people
in distress in winter free of
charge and have rescued just
STAR LETTER PRIZE
WIN! TERRAFIRMA
SNATCH STRAP FROM
FROGS ISLAND 4X4
The writer of the best letter
every month receives a
TerraFirma Snatch Strap
(TFSS11000) courtesy of Frogs
Island 4x4. You can contact
them for any Land Rover-related
queries, parts, repairs or
services. For more details go to
www.frogsisland4x4.com or call
them on 01235 832100
about anything and everything,

including articulated trucks
up to 26 tons, with old Series
Land Rovers and a Range Rover
Classic. I could tell you some
tales about this, but thats
another story...
My wife says that Defender
90s and 110s are just Farmer
Giles trucks and only need
a hay bale in the back, but
you and I know different! I
have driven up huge coal slag
heaps that you couldnt take
a scrambler or trials bike up,
with a 109 Series III tted with
a Perkins 4108. The guy I was
demonstrating it to wanted to
tow a canal barge with it and,
when he saw what it could do,
bought it there and then.
My wife wont let me buy a
Defender, but if I win the Project

90 thats different!
How would I change the
Project 90? Well, I like the
wheels on it so I would keep
them but I would t some
awesome off-road tyres on
them. Id also t a full external
roll cage as well as a snorkel,
plus diff guards front and rear
and steering guard.
Id boost the power with a
larger intercooler, so it would
go up the big hills in Derbyshire
that my P38 doesnt like, and go
for a big suspension lift, too.
Robert Hardman
Radcliffe, Manchester
Have you entered the
competition to win LRM Project
90? Turn to page 70 Ed.
DEFENDER FUTURE?
RE. RECENT comments

concerning the new Defender...
I feel that Land Rover are
moving towards ever less
functional and practical cars,
and more towards luxury ones.
This will ultimately result in cars
that have exceptional off-road
ability, but will be beyond the
reach of the everyday man.
We have witnessed the
development of the Range
Rover, Discovery and Freelander.
My feelings are that the
Defender will go the same way.
Early examples will be practical,
but as time goes on, more and
more luxury will be introduced.
I am looking for a new car to
replace my Freelander, and I nd
myself in a dilemma. I need to
be able to pull 2.5 tonnes, and
the Freelander is only rated at
2 tonnes. I could buy a Tiguan
from VW, but my opinion is that
this car is way too light and has
less power than the Freelander.

I could buy a Defender, but that
is soon to be replaced, and the
Government is on the point
of rating it as a commercial
vehicle. My other option is a
Toyota Land Cruiser very
practical car without all the bells
and whistles of Land Rovers,
and still categorised as a noncommercial vehicle.
I hope Land Rover remain
true to their roots, and produce
a successor to the Defender
that is practical and usable as a
towing vehicle.
Paul Raper
(via email)
In your search for the ideal tow
vehicle youve missed the
Discovery, which is the
undisputed worlds best tow car,
as voted for by countless
thousands of caravan owners.
Theres nothing better Ed.
WorldMags.net
FRENCH
LETTER
I READ with interest the
letter (LRM Technical)
from Ian Fields of Halifax
regarding his Discovery 2
that had failed its MoT and
he asked whether his brake
hoses should have been
replaced, and were they
justied?
I drive a 2012 Freelander
and live in Tarn, south-west
France. In this country, MoTs
are carried out by Control
Technique Centres, thereby
obviating the possibility of
a rip-off by the garages or
mechanics a much fairer
and more honest system.
Leon J Green
(English ex-pat)
DONT BE
SO BRUTAL!
IN the latest instalment of
the 200Tdi rebuild (LRM
Technical) I read that the
removal of the spigot bush
in the end of the crankshaft
is an ugly process using a
chisel! I cannot believe any
mechanic would entertain
using such brute force to
remove such a small but
vital bush.
There is a much easier
and kinder solution: you
need a solid piece of metal
bar thats a sliding t into
the spigot bush, which
can be used as a drift.
Three-quarters ll the
end of the crankshaft with
grease, before placing the
metal drift into the bush.
A couple of sharp blows
on the end of the drift
with a hammer and the
bush will come out, easy
as anything. Its a simple
principle of hydraulics:
the grease is not readily
compressible, so the force
exerted on the end of the
drift is thereby exerted
in pushing the bush out,
without the need to resort
to such brutal methods.
Mike Cooper
Kent
Its brilliant how readers
like Mike share their
workshop tips with fellow
enthusiasts. Why dont you
share yours? Ed.
WorldMags.net
TROUBLE AND STRIFE

I OWN a Series III Lightweight, a 200Tdi
Discovery 1 and a Td5 Discovery 2, even
though the wife thinks my Land Rovers are
getting out of hand!
Ive had TAZ, my Disco 2, for over six
years now and I love it for towing my
car transporter and caravan. I also go
greenlaning in it.
Ive done some work to TAZ: snorkel and
steering guard tted; new shocks, springs,
air bags compressor, headlight conversion,
chrome A-bar, remap to 200bhp, heavy-duty
clutch, solid mass ywheel and other bits.
About 18 months ago I bought the Series
III Lightweight (1972). The best bit is its taxexempt. It is my rolling restoration project
and will need a new galvanised chassis. She
has a 200 di tted yes the T (for turbo) is
missing! I have started doing work to her:
all-new parabolic springs, shocks, radiator
and new door tops and bottoms to go on
(the old ones are too far gone).
Theres lots of other work to be done,
but I reckon its great fun to return to some
proper back-to-basics motoring.

Last weekend I came home with the
200Tdi Discovery on the transporter. Why?
Well, they are getting hard to nd, plus it
has four almost new chunky off-road tyres,
plus an engine that was fully reconditioned
less than two years ago.
She needs a bit of welding: sills, boot
oor the normal places. The wife says
theres no room left in the drive now, but I
reckon theres still room for two more. I was
thinking Classic Range Rover and, hopefully,
the LRM Project Defender. If I win it would
look great in the drive...
I cant repeat what my wife said. I didnt
realise she even knew words like that!
Keep up the great work in LRM. Thanks
for a fantastic mag.
Allen Jackson (via email)
Thats a great eet youve got there, Allen.
At the risk of upsetting your wife, I have to
agree that you cant have too many Land
Rovers! Ed.
THE OFFICE
Where we are:

Wollaston, Northants, NN29 7PJ
Telephone: +44 (0)207 907 6878
Email: editorial@lrm.co.uk
The Editorial Team:
Editor Dave Phillips

Features Editor Patrick Cruywagen
Technical Editor Ed Evans
Art Editor Dean Lettice
Regular Contributors:
Alisdair Cusick, Richard Thomas, Frank Elson,

Mike Manifold, Bob Morrison, Steve Miller,
James Stanbury, Trevor Cuthbert, Ian West,
Dave Barker, Thom Westcott, Les Roberts,
David Lovejoy, Tony Scott, Nick Dimbleby,
Amy Camlin, Tim Hammond, Richard Hall
Reader Contributions:
We welcome correspondence and

feedback from readers drop us a line at
editorial@lrm.co.uk
Advertising team:
Advertising Manager Gemma OLeary

+44 (0)207 907 6871 gemma@lrm.co.uk
Senior Advertising Executive Steve Miller
+44 (0)207 907 6879 stevemiller@lrm.co.uk
To sell your Land Rover for free in LRM:

please email classifieds@lrm.co.uk
IVE BOUGHT A
NINETY, TOO!
MORE RANGE
ROVERS, PLEASE!
I WAS interested reading about Dave

Phillips latest Project Ninety. I managed
to nd one myself last month, which is
awesome. Its a 1986 V8 petrol with only
52,000 miles on the clock. It was Waxoyled
from new, so there is no rust at all.
The last owner used it until he retired,
then it was used twice a day to drive across
his land towing a small trailer to the pond
to feed the sh. It has done 306 miles
since 2006!
When not used it lives in a barn, so is in
great condition. It just needs a little TLC,
which its getting now.
Doug Knight,
Reading, Berkshire
AS A refugee from the now-defunct LRW

magazine I was wondering if you might be
considering more Range Rovers in LRM?
I understand LRM has more focus on Land
Rovers, and classic ones at that. But I
gured it was worth asking...
Chris Longhurst
(via email)
Hopefully youll love the Range Rover
Classic Survival Guide in this issue, Chris.
Its aimed at enthusiasts like you and it
starts on page 228. Its so good that it
inspired me to buy a Range Rover Classic,
too (see page 150). There are always Range
Rovers galore in LRM Ed.
To Subscribe:
UK 0844 499 1762

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or visit subscribe.lrm.co.uk
UK subscription 42, Europe 65, Rest of World 70.

You can manage your existing subscription online at subsinfo.co.uk.
Advertising and Promotions:
Senior Production Executive Anisha Mogra

+44 (0)207 907 6067
anisha_mogra@dennis.co.uk
Production Assistant Emma Corbett
+44 (0)207 907 6042
emma_corbett@dennis.co.uk
Managing Director of Advertising
Julian Lloyd-Evans
Newstrade Director David Barker
+44 (0)207 907 6150
Senior Direct Marketing Manager
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liezl_hollander@dennis.co.uk
Marketing and Events Coordinator
Traci McLean traci_mclean@dennis.co.uk
+44 (0)207 907 6329
International Licensing & Syndication
Anj Dosaj-Halai +44 (0)207 907 6132
Dennis Motoring:
I THINK I OWN NUMBER 5...
THANKS for a fantastic magazine again

this month. Im a subscriber and I
received the latest issue (April 2013)
last week in the post and one of the rst
articles I icked to was the one on the
recently-restored Stage One Hi Cap.
I noted, with great interest, that you
thought only four or ve of these were
resident in the UK. Well, I think I own
the fth!
I bought the vehicle about 18 months
ago from a farmer, who had purchased
it new, and it is in totally original
condition, apart from a couple of minor
cosmetic repairs made over the years.
It is a 1982 model, Y-reg and in

Marine Blue. The clock says it has
covered about 46,000 miles, but I
know this is incorrect, as it has had a
replacement clock at some stage.
For its age, I think its in excellent
condition, despite the fact that it has
been on a farm all its life.
Having said that, it is now nursing
a minor ding at the front, where I slid
into a wall in the snow last year. Given
the overall condition of it, I was totally
gutted that I did the damage!
Pete Johnson
North Shropshire
WorldMags.net
Publishing Director Geoff Love

+44 (0)207 907 6586
geoff_love@dennis.co.uk
Office Administrator Jane Townsend-Emms
Managing Director Ian Westwood
Dennis Publishing Ltd:
COO Brett Reynolds

Group Finance Director Ian Leggett
CEO James Tye
Chairman Felix Dennis
Accounts Administration:
Dennis Publishing, 30 Cleveland Street,

London, W1T 4JD. Tel: +44 (0)207 907 6073
Land Rover Monthly is published monthly by Dennis Publishing UK.
All rights in the licensed material belong to Felix Dennis or Dennis
Publishing and may not be reproduced, whether in whole or in part,
without their prior written consent.
Dennis Publishing (UK) Ltd uses a layered Privacy Notice giving you brief
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WorldMags.net
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Your Pictures
Peter Rice has put up

camp for night at Eyre
Creek during a crossing of
Australias Simpson Desert
with his brothers and dad.
This is what Christopher Jeffords

Defender 110 looked like after a wet days
greenlaning in west Dorset.
Trond Skjoldal and friends hit the Norway

beaches with a very well-kept Series III and
a much more modern Defender.
Christian Seiow-Moran has only owned his

1977 Series III for a few months but says he
cant imagine ever driving anything else.
SEND
US YOUR
SHOTS
Let us know what youve
been up to email
patrick@lrm.co.uk
Malcolm Le Grys spotted this tasty

Lightweight while on holiday in Cyprus.
Mark Williamson on the Wrynose Pass with

his well-sorted Discovery 1.
WorldMags.net
WorldMags.net
Theres mud
a-plenty as Rogerio
Melo crosses the
wetlands in the
north-west of Brazil.
Sam Brookes
denitely wont need
any spray-on mud
after this mucky
off-road adventure.
Simon Wright has owned this Ninety for 12

years and it looks brilliant for 30 years old.
WorldMags.net
WorldMags.net
Products
AIR WE GO
TRY THE
LOVE CHAIR
PRICE: 790
The fully-portable 24-volt Twin Air

Compressor from ARB builds on the
previous 12v model to give extra power and
speed if and when needed. ARB claims it is
the highest-owing portable compressor of
its size. Strong enough to power air tools.
We loved the watertight carry case.
www.arbil.co.uk/4x4/
PRICE: 79.99
If trying to convince the love of your

life that camping isnt so bad you
might need one of these. Plus if they
are a little on the large side dont
worry as it can hold up to 227kg.
It reclines and even has a bottle
opener, so you dont ever have to
leave the Love Chair.
www.keltyeurope.eu
DODGE
DOWNPOURS
PRICE: 70
The mens Cordell and ladies Mayari

jackets offer complete waterproof
breathable protection from Craghoppers
Mlange fabric. Three pockets include
a concealed one for maps. The outer
storm ap is fastened with Velcro while
the hood comes with toggle adjusters.
Perfect for summer downpours.
www.craghoppers.com
WorldMags.net
WorldMags.net
ALTERNATIVE
ALTERNATOR
PRICE: 139
You can now upgrade the alternator

in the 200Tdi engine of your
Defender or Discovery 1 with this
nifty kit. Includes the uprated cable.
www.britpart.com
VENT
HINGE PIN
RACK
ATTACK
PRICE: 19.95
PRICE: 999
Its simple to replace your

Defenders rusty bulkhead vent
hinge pins with these durable
stainless steel ones.
www.britpart.com
This sleek-looking rack ts the

Disco 3 or 4. Weighing in at
only 21kg, it can carry up to
200kgs. Easy to t it and tailor
for various applications.
www.britpart.com
WorldMags.net
WorldMags.net
Products
PRODUCT OF
THE MONTH
TITANIUM
SHACKLE
PRICE: 158
This is the Range Rover of

shackles. Its light, top of the
range and indestructible. They
say it is for the man who has
everything. Might have to put
them in the safe when not in use.
www.frontrunner.co.za
W I N!
AK
-SE
GOODY PAL
ACK
SEAL THE DEAL
DISCO 3/4
PROTECTION
PLATE
PRICE: 444
Everyone always complains that

they dont make decent off-road
protection gear for new Discos.
This protection plate is made
from a thick aluminium plate
and it will protect your sump
from rocks and hard knocks.
www.keithgott.co.uk
DEFENDER
GLOVE BOX
PRICE: 49
Thieves will struggle to get into

this steel and aluminium glove
box. The vented top means
ventilation remains unaffected. Will
complement the Raptor console.
www.raptor-engineering.co.uk
GULL WING
DEFENDER
DOOR
A LEAKING head gasket, block, head or

radiator normally leads to a massive bill.
For less than 20 you do have an alternative
option. The pros refer to K-Seal coolant leak
repair as head gasket in a bottle. To date
they have already sold over three million
bottles of the stuff. It has also been tested
under independent laboratory conditions.
The testing showed that K-Seal would seal
holes up to 0.635mm in size each and every
time. Another part of the test standard
proved that this product would not block
the cooling system. Plus its safe to use with
all types of liquid-cooled engines. Kalimex,
the distributors of K-Seal, are giving away
six goody packs worth 23 each to LRM
readers. The pack includes a bottle of
K-Seal, Quiksteel epoxy putty and QuikTape
adhesive-free silicone rubber tape.
To be in with a chance or winning one of
these fabulous packs simply drop an email
with your name and full postal address to
colin@kalimex.co.uk.
PRICE: 510
This Front Runner product replaces

the rear windows of a Defender. It
gives you easy access to your load
area via the side of your vehicle.
Can be tted in conjunction with
the Front Runner Window Box to
create extra load possibilities.
www.achsv.co.uk
SERVICE KITS
PRICE: FROM 61.95
Britpart recently added thirty new service kits

with Genuine lters and spark/heater plugs.
Five of these are for the latest Land Rover
models. These kits will help bring down the
cost of your services.
www.britpart.com
WorldMags.net
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WorldMags.net
FRANK
ELSON
Frank has been involved with Land

Rovers for more years than he cares to
remember. These days he drives a
P38 Range Rover.
Keep it simple
ne of this months jobs has seen me clearing

out the odd drawers around Elson Towers 2.
You know, the ones that you shove odd bits
and pieces in, from receipts to ball point pens.
Im still scratching my head as to why, along
with old keys, watches that no longer work and plastic sixinch rulers, I have, at some time in my past, decided to
store two old sparking plugs. Now, what on earth was in
my mind when I did that ..?
Its been a strange old month really. The only serious
Land Rover work I have done was to repair the gearbox
H-gate on a Series 3 I came across at the side of the road.
We always slow down when we see an old Landy, dont
we? At the very least were getting an eyeful and there are
fewer and fewer Series motors around.
This one was nice, if a bit plain. No extras. Just a pleasant
motor with a few scratches and dents on the body, but in
reasonably decent condition.
I made eye contact with the guy
sitting in the driving seat and he
looked like he might have a
problem, so I pulled up and
walked back.
It appeared that he couldnt get
any gears at all. The gearbox was
locked solid and wouldnt move. He
had called his brother who was on
his way out to have a look.
My first thought was the H-gate
(theres probably a proper name
for it if so I dunno what it is but
you know what I mean by H-gate, dont you?).
Luckily this wasnt a motor with stuck-on soundproofing
or carpet, so I was able to get the inspection hatch off the
gearbox tunnel and shine my torch down inside.
Sure enough I could see that one of the two springs had
popped off. This meant that the H had slipped sideways
and locked the gear lever.
And, also luckily, I had been fishing and my fishing gear
includes medical forceps (us anglers use them for getting
hooks out of fish).
Most often, when a spring comes off it disappears
completely, somewhere on the road, but in this case it had
only come off at one end. So, with the forceps I was able to
get a hold and re-hook it in position, whilst forcing the H
back into position with a large screwdriver. In the past
weve had to remove the gearbox tunnel to sort it.

It actually took longer to get back to my motor and sort
through my fishing gear to get the forceps, and the
screwdriver out of my carry-on tool bag, than it did to get
the spring back in place.
The bloke Im sorry but in the gale and rain I didnt get
round to asking his name was well impressed!
I wish Id had someone like me to sort it the first time this
happened, on my Lightweight, about a thousand years ago,
as I had to have an RAC relay home, then wait while my old
mechanic friend came out for a look-see.
We parted with my warning that he should look into
replacing the springs as, in my experience when it comes
off once, its going to do it again. I wonder if he will...
The only other practical work I have done this month
concerns my seatbelt anchor and yet another spring. For
a few days when I popped the tongue into the anchor slot, it
wouldnt catch first time like it should do. In fact, over the
next few days it got worse and
worse until I was j-j-jiggling it
Granville (an Open All Hours TV
reference some of you may get) a
dozen times. Then it would often
pop out as I drove.
I had a moan about it in the pub
to Bill Jones and Dennis Taylor. I
really, really, wasnt looking
forward to moving the seat back
and forward while I tried to
remove the captive nut that holds
the anchor on somewhere down
in the depths between the seat squab and the centre console.
Then I would have to locate a new anchor, of the correct fit,
from a breaker.
My mates, as so often in the past, came to my rescue.
Bill pointed out that, as the tongue did fasten now and
again, the spring wouldnt be broken, just possibly dusty or
dried out. A little bit of lubricant was all that was required,
he reckoned.
Back home I got the 3-in-1 spray (WD40 is not a lubricant,
remember) and squirted it into the anchor space. I then
worked the release tab up and down half a dozen times and,
the first time I put the tongue in, it worked. Its been okay
for a week or two now.
The moral of this story? Never overlook the
simple answer!
I had a moan about

it in the pub to my
mates who, as so
o en in the past,
came to my rescue
WorldMags.net
WorldMags.net
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"THE CHOICE OF CHAMPIONS"

Devon 4x4
Southlea Service Station
South Molton, Devon
EX36 3QU
Tel:+44 (0) 1769 550900

Fax:+44 (0) 1769 550800
www.devon4x4.com
WorldMags.net
info@devon4x4.com
WorldMags.net
DAVE
PHILLIPS
Land Rover writer and enthusiast Dave

has experienced every aspect of the Land
Rover scene in every corner of the world
Fuel for thought
pay for the diesel in my Land Rovers with a fuel card.

It doesnt save me very much money, but every little
helps these days and it is convenient. The trouble
is, I suspect that oil companies might be having a
laugh at our expense. The reason I say this is because
the particular oil company that issues the card I use
always seems to be running out the of the fuel I put in my
Land Rovers.
Because I run nothing more modern than a 1996 300Tdi,
which is not in the slightest bit sophisticated, I fill up
with regular diesel. Or at least I do when it is available. In
my neck of the words, the filling stations I use have sold
out of regular diesel around 50 per cent of the time. Yet,
strangely enough, they never sell out of the more expensive
performance diesel.
The fact that the latter is 10p a litre more expensive
than regular means it costs a staggering 8 more to fill my
Discoverys 80-litre tank. And with a motley collection of
Solihulls finest that includes a
300Tdi Discovery, 200Tdi Range
Rover and a naturally-aspirated
2.5 Ninety, performance isnt my
first priority, believe me. So when I
cant buy regular diesel, I get cross.
In fact I was so cross, I nearly
fired off an angry letter to the fuel
company concerned. But first I
thought Id do a bit of research.
And Im glad I did, because once
Id realised what a tiny slice of
my money actually went to the oil
company, I felt sorry for them.
The truth is simple. If you pay the current UK average
of 138.4p for a litre of diesel, just 4.7p goes to the retailer.
A mere 1.5p goes to the refiner. Even the Arab sheik who
owns the bit of desert the oil is extracted from doesnt get
that much, because the cost of the crude oil is a paltry 51.1p.
So what happened to the remaining 81.1p of your hardearned that you paid for every litre? Silly question. It went
to HM Government, of course.
Thats 58p duty and 23.1p VAT, for every litre. Which
means my 80-litre Discovery tankful put an extra 64.88
into government coffers.
Yes, were paying through the nose. We all know that. But
it gets worse. On top of that were also paying for vehicle
excise duty (aka road tax), unless youre driving a taxexempt vehicle. And it doesnt stop there, either. If you work
for a living, you are paying for your fuel with income that
has already been taxed by the government by as much as
40 per cent.
It makes me laugh when posturing politicians pretend
they dislike 4x4s and so-called gas-guzzlers. The truth is,
they love us. Its the massive wedge we pay that allows them
to pay themselves massive salaries and fiddle their already
generous expenses.
Im not cross with the oil companies any more. But as
usual Im very annoyed with our elected leaders.
I know Ive banged on in the past about the high price we
pay for our fuel, but its an issue thats of huge importance to
Land Rover owners. The way this countrys vehicle taxation
levels are slanted, we subsidise the smug gits who drive
around in electric and hybrid cars.
Its politically incorrect, apparently, to dare to criticise
anything green or renewable. Yet
theres nothing more renewable
than a Land Rover. With 75 per
cent of all Land Rovers built
since 1948 still on the road,
thats a darned sight better for
the environment than skip-load
of rubbish eco-cars which will
probably end up on the scrapheap
in a decades time.
I know a lot of folk who drive
Land Rovers. Not just because Im
editor of the worlds best Land
Rover magazine, but because Im very fussy about whose
company I keep. In my experience, people who drive Land
Rovers tend to be the nicest, most genuine and patriotic
people youll ever meet. Theyre proud to be driving British
cars and theyre proud to be British. I wonder how many
politicians can say that?
People who drive

Land Rovers are
the nicest people
youll ever meet
I got a couple of readers hot under the collar last month

when I repeated the old chestnut about BMW drivers
failing to use their indicators. In fact Im assured that one
or two BMW drivers are kind, courteous to other road users
and always stroke stray dogs.
It turns out Im behind the times, anyway. These days its
Audi drivers that are road-hogs, Im told. So there.
WorldMags.net
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email: info@silverlinewheels-tyres.com
www.silverline4x4.com
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GUEST COLUMNIST
LAURENCE
JOHN
When not away on a trip in his

beloved Archie II, he likes to
hang out at his local Land Rover
garage to observe and learn
Archie lives on
clearly remember the first time that I sat in a Land

Rover, despite the fact it was over 50 years ago. A
friends parent picked up a bunch of us and ferried us
home after a cross-country run against another school.
It was a warm evening, and the presence of half a
dozen sweaty teenagers led him to open the front vents.
The fact that they opened directly on to the world outside
caused some hilarity in the back, but I, sitting in the front,
was captivated by its simplicity and directness.
Half a century later I became the owner of a 1970 Series
IIA 109-inch Station Wagon. The first day I got it home and
showed it to an Italian lady where I was then living, my
opening of the vents reduced her to helpless laughter. She
could not understand why they still had such primitive
vehicles on the road. It amazed her that I had gone out and
bought one because at the time I also owned a one-year-old
Alfa Romeo Mito fast, comfortable, fairly economical.
Its only three years later and I still own Archie, the 109,
but nowadays it sits on Ian Farquhars forecourt at the
Skipton Mallet 4x4 Centre, while we decide whether to do
some work on it or sell it as it is.
Until January 6, I was driving around in Archie II, which
Ian bought and built for me a 1992 200Tdi Defender 110
modified and painted to look as much like Archie I as
possible. I still struggle to get over the guilt of abandoning
Archie I as my only transport, but Ian was right in
persuading me that for the kind of long trips I was doing I
needed a slightly more recent base vehicle. He was right, as
he always is about anything to do with Land Rovers.
I transferred the registration from Archie I to Archie II
(ARC 664H) and had a joyful year travelling around in my
capable new vehicle, which seemed like a Lexus after the
109. Driving Archie I was a bit like wrestling with a rowing
machine while someone sprayed you intermittently with a
hose. Archie II is warm, watertight, reliable, eats up the
miles and does 28 to the gallon. I thought I was in heaven.
I have sold the Alfa now, without help from Ian, who
refused to have it on his forecourt because it lowered the
tone, although hes been happy to have Archie I mouldering
away there for the last year. Now at the age of 65 I am a
confirmed Land Rover addict. What I know about them has
been gleaned from watching and listening to Ian and his
young apprentice Connor, and from reading LRM, to which
I am now a subscriber.
Ians garage is so like one of my favourite parts of LRM
Mike Manifolds Country Garage that sometimes it isnt
true. I could tell you some stories about the hirings and
firings, impossible customers, wrestling with paperwork
and being the boss... when what Ian really wants to do is
create brilliant personalised Land Rovers for people who
would really appreciate them like he did for me but at
the same time having to meet the deadlines for servicing
the fleet of a local car hire firm, which of course keeps his
business going...
Or I could tell you how, when Archie II maimed me on
January 6, Ian drove up to Frenchay hospital in Bristol to
visit me, several times, cheering me up and rolling endless
cigarettes for me; how he had me over to stay at his house
so he could take me to early hospital appointments after I
was discharged. Hes a friend now not just the person I
depend upon to keep Archie II going.
It wasnt Archies fault, by the way, it was mine. Id driven
back here from visiting my son Tim in Suffolk. He had
given me a days off-road driving instruction with David
Mitchell in Bala, North Wales, as a combined Christmas and
birthday present. Wed had a great week bonding, being
amazed by what David (and Archie) could do, and it was
time for me to return to my static caravan on a friends farm,
perched up here on top of the Mendips.
Id driven back leisurely from Ipswich, 270 miles. It was
dark and raining when I arrived at the farm and thought:
Hooray! Two gates and Im home!.
I know better than to open both gates when there are
horses, dogs and chickens about. So I opened the bottom
gate and drove Archie up the short, steep slope to the next
one. It did cross my mind that perhaps I should switch off
and engage first gear, but I was in a hurry to get home. I ran
down to shut the lower gate. I had my back to the slope so I
didnt see or hear Archie running down on me...
I was lucky the drivers side rear corner slammed into
my left hand and came to rest pinning my mangled hand
against the galvanised gate post. Fortunately the gate post
stopped Archie, but I was trapped, well and truly.
My mobile phone was in the cab. I tried to push her up
the slope, but nothing doing. I shouted for help, but nobody
was likely to hear me. Luckily, after about ten minutes,
someone drove up to visit nearby, heard me and took me to
hospital.
The good news is that my poor old hand saved Archie II
from all but superficial damage. By the time Im allowed to
drive again, Ian will have it back as good as new and then
well be off to Morocco.
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MIKE
MANIFOLD
TALES FROM THE COUNTRY GARAGE
SAVED FROM SCRAP
Mike rescues a Discovery 1 from the jaws of the crusher
am a sucker for it really, and am old

enough and supposedly wise enough to
know better, but I will keep buying cheap,
down-at-heel Land Rovers that need a bit
of love. I dont make a fortune from them
but as long as they cover their costs, it
doesnt matter really. I look at the bigger picture and as
the market has gone quiet at the more expensive end and
people still need 4x4 vehicles in the rural community, I
might as well supply their needs as anyone else.
I bought an old L-reg Discovery the other day as I
needed a 200Tdi engine for a job. The job is a Defender
110 that was driven into deep water until it stopped. The
tow start that followed proved the fact that water is
incompressible, as some of the pistons had made a hasty
exit through the side of the engine block. I am choosy
where I get engines from and like to buy them in scrap
vehicles that run, so that they can be taken up to working

temperature or even driven. The Discovery was 500 from
a salvage dealer, so I had in effect bought the engine and
been given the rest free.
I went on the bus to collect it as it runs past our garage
and, about ten miles later, past the salvage yard. In days
gone by the yard would put parts on the bus for us and
they in turn would be dropped off for us. It was a proper
paid-for service but, like the Leyland PD2 double deck bus
that used to run on the route, its a thing of the past. The
driver would not stop outside their premises either as he
was not allowed to any more, so I had to walk the last half
mile. I am on my feet all day but dont do walking like this
and my legs had forgotten how to do it.
I sorted out the paperwork, attached our trade plates
and set off for home, only pausing to check the yard had
not pinched all of the diesel. Its kind of sad when you are
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Its like taking a
pet to the vet
for the last time
driving a vehicle about to be broken up. It is the same

sort of feeling you have when taking a pet to the vet for
the last time. You just need to get on with it, as the
sooner you start, the quicker it is over.
I had only gone a mile when it happened. The
happening being the realisation that for the Discovery it
was not going to be its last journey on earth under its
own power as I was going to "x it.
It drove really well and was clean and tidy inside and a
quick look underneath on the lift would con"rm if it was
as tidy underneath as on top.
I drove it straight into the workshop and on to our MoT
ramp for a look. The apprentice was trying to beckon me
into another part of the workshop as he had a spanner
and screwdriver in hand ready to administer the last rites.
I ignored him and whizzed it up into the air as fast as it
would go. The underside was perfect and would not have
looked bad on a "ve-year-old, never mind a 20-year-old
Land Rover especially a model with such a tenacious
desire to rust.
I told the apprentice the 110 would have to resort to
plan B and we would rebuild the good bits on to a
reconditioned short engine that had been lying in our
stores for ages. We built it about three years ago for
someone and they never came to collect it. The moment
had come to release the invested time and money. The
problem was that the 110 was needed the following
evening for an urgent job and as it was a specialised
vehicle, one of our loan $eet would not suf"ce. It carried a
mini Hiab crane on the back and was used for lifting and
moving industrial machinery and safes. It was relatively
old but we had rebuilt it on a new thick-walled chassis a
few years ago, so it was in perfect order, bar the engine.
We had decided to go the ready-running engine route to
save time as we were already busy before taking on this
job. The apprentice started to strip the engine and I
dragged my secretarys son away from playing games on
my computer to help. It was half term and he helps his
mum run my of"ce when he is off school. Between us we
stripped, cleaned and inspected everything and laid it all
out for assembly with the new bolts, gaskets and belts
required. I had said I would come back after tea and
spend the evening assembling it ready for the apprentice
to come in early the next morning and "t it.
At half past six and fully fed I started back at work. I
love working in the evening as the phone does not ring
and you get no interruptions so can progress much more
quickly and with less chance of forgetting to do
something vital. It did not last for long though as my
secretarys son came in and offered to help. He is a young
teenager and so I was gladd of his interest. I said he was
most welcome as long as his mother knew where he was.
We were just tightening the head bolts when my phone
rang. It was the Police Control Room and we had been
called out to an RTC. As a full lift was required I opened
the workshop doors and started up our breakdown lorry
that was parked inside for the night. We tend to do it in
cold weather as it starts better and we dont have to
waste time cleaning the ice off the windows.
I said to my helper that it was time he went home but I
could see from his facial expression that he wanted to
come with me. Oh go on then, I told him.
He lived about half a mile away from the workshop and
I said I would be dropping him off at his home as I was
going past unless he cleared it with his mum in the
meantime. He rang her on the phone in the lorry cab and
got her approval and then I rang Mrs Manifold and told
her there had been a change of plan.
The RTC was not too bad as only one vehicle was
involved but it was a bit tedious as we had to winch it
back some 60 metres towards the road before we could
lift it with the Hiab onto the lorry. In days gone by I would
have opened the gate and driven in with the Land Rover,
lifted one end with its Harvey Frost crane and set off for
home and been back much sooner. Such is progress.
My helper was a dab hand at using the lorry winch and
crane remote control. I guess those hours on an X-Box
were useful training, as had been his schooling. On the
way back he was telling me how wrong it was to chuck
away something like the Discovery just because the wing
was dented. He was preaching to the converted.
I was just scattering some oil-absorbent granules on
the back of the lorry where the casualty car was leaking
its vital $uids when the church clock struck midnight. It
was too late now for Tdi engine building, so I went home.
It was not so much that I was tired, as one is on an
adrenalin high when dealing with situations like this, but
it is very easy to make a mistake and they are usually
costly and it would be at my expense.
I once "tted the crankshaft thrust washers the wrong
way round in an engine late at night under similar
circumstances. That was two days of extra unpaid work
when the engine seized and an engine block and
crankshaft ended up in the scrap bin.
I learnt the hard way that engine building is best done
when you are fresh and alert and have been mindful of
the experience ever since.
I was back in at 6am and by the time the apprentice
came in I was on to "tting the clutch and ancillary bits.
By 9am it was complete and ready for him to "t, so I left
him to it and retreated to the of"ce for a well-earned
coffee. My secretary told me the Police Vehicle Examiners
would be round later and so I quickly gave her my extra
instructions for the day. One was to book a Vehicle
Identity Check for the Discovery at the local VOSA testing
station and the other was to "nd a wing for it the same
colour and buy it. It was a category C insurance
write-off and needed the check before a registration
document could be issued for it to be taxed again.
Having the stigma of being repaired and passing a
vehicle identity check listed on section 3 of the V5c does
not really affect the value of a cheap vehicle like this as
any purchaser is looking at residual life and not the
money invested in the vehicle. It does seriously affect the
value of a much more valuable vehicle though and the
words SUBSTANTIALLY REPAIRED AND/OR ACCIDENT
DAMAGED;IDENTITY CHECKED ON XX YY ZZ on the
V5c of, say, what is normally a 15,000 Discovery will
reduce its value by around 25 per cent so buyers,
including me, need to inspect paperwork properly.
I unloaded the lorry, did a couple of MoT tests, and the
vehicle examiners came and went whilst the apprentice
beavered away "tting the engine. I even managed to do
some of the most urgent jobs that were booked in.
By early afternoon the 110 was running and after a road
test it was ready for the owners to collect. The damaged
car had been inspected and moved into the yard out of
the way. A Discovery wing of the right hue had been found
and purchased and VIC check booked for the
following week.
I told my secretarys son he could change the wing
when it arrived and I think he wanted to start there and
then, but the clock had just struck six and it was time to
go. I had spent 18 of the last 24 hours at work and needed
some home time.
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Land rover monthLy ||| 31
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[Happy birthday Tdi]
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the best
engines
ever?
The 200Tdi and 300Tdi engines are

celebrating their 25th and 20th
birthdays this year and they're as
good today as ever, says Richard Hall
Photos: Dave Phillips & Land Rover Archive
34 ||| Land rover monthLy
WorldMags.net
meet
WorldMags.netour
expert
RichaRd hall is the latest land

Rover technical guru to join lRM's
team of experts. he has owned 20
land Rovers in the last 27 years,
including Series is, Siis, Siias, Siiis,
Ninetys, One Tens, Tdi defenders and
a 109 Stage One V8.
Says Richard: i bought my rst
land Rover when i was 19. it was a
Series iii lightweight and it cost me
750. it was shockingly bad, but all i
could afford. a few months later, i
paid 600 for a Series iia that was
equally bad. it was through putting
right bad land Rovers that i got into
the mechanical side. Ten years ago i
opened my own workshop.
Richard runs Glencoyne 4x4 at
Thetford, Norfolk, specialising in
repairing, restoring and servicing
land Rovers up to and including Tdis.
Phone 07776 287953, but make sure
you check out his website www.
glencoyne.co.uk which has a wealth
of technical information for all land
Rover mechanics.
his year sees landmark birthdays

for two of the most important
products ever built by Land Rover.
In fact they changed Land Rovers
for ever. It is 25 years since the
brilliant 200Tdi turbodiesel engine was
introduced and the 20th anniversary of its
capable replacement, the 300Tdi.
Before 1989, Land Rover diesel engines.
were either slow or unreliable. In the case of
the Diesel Turbo (19J) and VM turbodiesel,
they were both.
In the 1980s, if you drove a Land Rover you
had to live with either a thirsty petrol or dire
diesel. Until the Tdis arrived on the scene, that
is. The 200Tdi and 300Tdi are the best diesel
engines Land Rover ever built and probably
the best they ever will. They were built at a
time when it was still possible to create
brilliant yet simple engines without falling
foul of emissions laws. EU directives mean it is
impossible for manufacturers to build engines
like the Tdis any more.
What I love most about them is their
simplicity. If you could travel back in time 100
years, a mechanic who had only ever worked
on Model T Fords would understand the Tdi.
Yet despite that simplicity, they are
bulletproof and perfect under the bonnet of
your Land Rover. They are relatively simple to
retrofit to most earlier Series Land Rovers, too.
As a mechanic, I love working on them.
They are proper engines, held together with
bolts, and don't need computer programmes
to work on them. No wonder they're as
popular today as ever.
WorldMags.net
[Happy birthday Tdi]
WorldMags.net
TDI FAMILY HISTORY

"The best diesel engines Land Rover ever built..."
he 200Tdi engine made its first

appearance in 1989. It was Land
Rover's third attempt at putting a
turbodiesel engine into its range.
The Ninety and One Ten had
gained a turbodiesel option in 1986, with a
beefed-up version of the old 2.5 diesel (which
itself could trace its origins back to the Series
I). It sold well, but even though it used a small
turbo running at fairly low boost pressure to
give just 15 bhp more than the non-turbo
version, the power increase in the 19J engine
led to problems with pistons and cylinder
blocks cracking, sometimes at very low

mileages. Fuel economy was also poor.
Meanwhile (and following the failure of
Project Iceberg, an attempt to dieselise the
Rover V8 petrol) the Range Rover had received
a 2.4-litre engine bought in from VM of Italy.
This was more refined and powerful than
Land Rover's own turbodiesel, but soon
developed
a
reputation
for
eating
head gaskets.
With the new Discovery scheduled for
launch in 1989 Land Rover needed a powerful,
reliable turbodiesel, and fast, so it embarked
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on Project Gemini and came up with

the 200Tdi.
The new engine was machined using the
same tooling as the old 2.5 turbodiesel, so the
basic dimensions and component layout
remained the same. A number of major
components were carried over, including the
crankshaft and camshaft, but the cylinder
head was all-new, cast in aluminium rather
than iron, and using direct injection. This had
been common on large commercial vehicles
for many years but was rare on smaller diesels.
It offered easier cold starting, lower emissions
and greater fuel efficiency, at the expense of
increased engine noise. To overcome the block
cracking issue, Land Rover bolted a large
aluminium strengthener between the block
and the sump.
In its original Discovery configuration the
200Tdi had the injection pump mounted fairly
high up on the right-hand side of the engine
and the turbo mounted low down on the lefthand side. In 1990 the Ninety and One Ten
also received 200Tdi power, and were
renamed Defender 90 and 110 to mark
the change.
The Defender version of the engine had the
injection pump mounted much lower, while
the turbo was high up above the inlet
manifoldl. Manifold and exhaust changes
meant that the Defender version produced
less power than the Discovery (107bhp versus
111bhp). But the core components of the
engine block, crank, pistons, camshaft and
cylinder head were identical across the
two versions.
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CONVERSIONS AND RETROFITS
ALMOST from the day the 200Tdi was launched, people
started tting them into older Land Rovers. Whether you
go for 200 or 300 power for your conversion will depend
on two factors: engine availability, and ease of tment.
A 200Tdi will t in place of any of the four-cylinder Land
Rover petrol or diesel engines, usually using the same
mounts. A 300Tdi will normally need new mounts
welded on.
Series II or III: Discovery 200Tdi engine ts using the
Series engine mounts, but ywheel housing needs
modifying to t bellhousing. Disco turbo fouls chassis
rail on 109 inch vehicles use 300Tdi turbo and
manifold. Defender 200Tdi requires modication to
offside engine mount: exhaust manifold fouls steering
box on LHD vehicles. 300Tdi needs new engine mounts
welding to chassis, and ywheel housing swapping for
earlier 2.5 NA or TD item. For six-cylinder vehicles you
will have to swap the gearbox bellhousing for a fourcylinder one and fabricate new engine mounts.
Ninety / One Ten (4 cyl): Defender 200 engine is a
drop-in swap, but Disco 200 needs ywheel housing
mods and a fair bit of plumbing. 300Tdi needs new
engine mounts welding to chassis, and ywheel housing
either swapping for earlier 2.5 NA or TD item,
or modifying.
There is a blind hole at the bottom of the housing
which can be drilled and tapped to take an M10 stud, but
you end up missing a few studs on the bottom half of the
bellhousing. This should not cause a problem as the
position of the engine mounts on the 300Tdi puts most
stress on the upper studs.
Ninety / One Ten V8 (5 speed): either use the 300Tdi
engine and Defender 300Tdi (R380) gearbox (will need
new engine mounts) or tting kit from M&D Engineering
to marry the 300Tdi to the LT85 gearbox.
The 200Tdi proved very durable and

economical, but it was noisy, so five years later
Land Rover introduced the 300Tdi, with
identical capacity and power output to the
200, but comprehensively redesigned to make
it smoother and quieter.
Changes to the Discovery to accommodate
the new engine were minimal, but the
Defender was extensively reworked to achieve
Land Rover's aim of being able to use exactly
the same engine in both vehicles. The engine
now sat a good six inches further forward in
the engine bay.
The 300Tdi had an all-new block, internally
strengthened. The oil filter housing now
occupied the space previously taken by the
offside engine mount, a piston-type vacuum
pump was fitted where the fuel lift pump had
been, and the engine mounting brackets (a
totally new design) were moved much further
back along the block. The cylinder head was
redesigned with recessed combustion
chambers and a modified valve rocker
assembly. At the front, a single flat-ribbed
serpentine drive belt replaced the 200's two
V-profile belts, the water pump was moved to
a much higher position (and made much
smaller) with the power steering pump just
below it. Two-stage injectors were used to
reduce combustion clatter.
For later 300Tdi Disco automatics, Bosch
EDC 'fly by wire' throttle control was used,
combined with changes to the fuelling profile
and turbo boost, giving useful increases in
power and torque. These engines were
designated 23L.
One Ten V8 (4 speed): use 300Tdi with tting kit from

M&D Engineering, or else convert to 5 speed using
Defender 300 gearbox and transfer box. Will need new
oors, seatbox, transmission tunnel, gearbox mounts,
propshafts, and engine mounts fabricated and welded to
chassis. Fitting a 200Tdi in place of a V8 is not easy if
you want to keep the
original gearbox.
109 V8 (Stage One): 300Tdi engine with tting kit
from M&D should work, but I don't know anyone who has
tried this.
The 300Tdi was available on the UK market

until 1998, when new EU emission regulations
led to it being replaced by the Td5, but it
remained available for export and military
markets until 2006.
The Defender Wolf, purchased in large
numbers for the British military from 1996
onwards, used the 300Tdi, and these vehicles
are expected to remain in service for a long
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time yet. Even then, the Tdi story does not

end. A Brazilian company, International
Motors, acquired the right to manufacture a
2.8-litre version of the 300Tdi. A number of
these engines have been imported into the UK
for retrofitting to older Defenders, and the
engine remains available, now with a variable
geometry turbo kicking out 135 bhp and
enough torque to pull down a house.
[ Outback Range Rover Sport]
WorldMags.net
THINGS
TO LOOK
OUT FOR
he 200Tdi and 300Tdi are tough,

durable engines which will
normally run for big mileages with
routine maintenance. I have had
these engines apart with 250,000
miles on the clock and the bores, pistons,
crank journals, camshafts etc. are almost
unworn. But there are a few problems to be
aware of...
Camshaft bearings: It is not that common on

200Tdis and almost unknown on 300Tdis, but
if an engine has been run very hot, one or more
cam bearings can work loose and 'walk' out of
position. This exposes the oilway which feeds
the cam bearing, resulting in almost complete
loss of oil pressure. The really bad news is that
if it happens on the motorway, the oil pump
will generate just enough pressure at speed to
keep the pressure warning light out, but not
enough to keep the crankshaft and pistons
lubricated. By the time the oil light finally
comes on, the destruction of the engine
internals is pretty much complete.
Usually the first sign of trouble is an oil light
that flickers at idle. If this happens, don't panic
the sender unit for the oil light can fail and
give this symptom but if you change the
sender and the light still flickers at idle, you
will need to investigate further. Replacing
camshaft bearings is a machine shop job, and
if the offending bearing has spun in its
housing, the block will be scrap.
Head gasket: These engines have an
aluminium cylinder head on an iron block.
The two metals expand at different rates, so
even though the head is bolted down tight and

dowelled as well, head gasket failure can occur
typically from around 120,000 miles upwards.
For vehicles used for multiple short journeys
problems may appear at a much lower mileage.
What most people think of as a 'classic' head
gasket failure overheating, pressure building
up in the cooling system is not all that
common, but more likely on the 300Tdi,
where the water pump is mounted very high
up, so the coolant level does not need to drop
far before it no longer reaches the pump. (The
200Tdi can lose about two thirds of its coolant
before having circulation problems.)
The gasket between the water pump
housing and block on the 300Tdi is also weak
and prone to leaking. Check coolant level
weekly and before any long journey.
More common is a failure of the head gasket
between number four cylinder and the rear
edge of the head. This creates a 'chuffing'
noise: if you run your finger along the join
between the back of the head and the block
you will be able to feel the exhaust gases
pulsing out.
The most common failure point is between
one of the cylinders and a pushrod tube. This
gives alarming symptoms: the engine will run
roughly, blow oil out of every joint and seal
and, if you remove the oil filler cap, smoke will
belch out. Some folk have bought a
reconditioned engine on the strength of these
symptoms, when all that was needed was a
new head gasket.
Cylinder head: Tdi heads can develop cracks,
especially if badly overheated. Cracks around
the heater plugs and injectors are pretty

common and can be ignored if very small, but
cracks between the valves are more serious as
there is the danger that these will spread into
the waterways in the head, and also that they
may cause the valve seats to work loose and
drop out of position.
Manifold gasket: More common on 300Tdi
than 200Tdi possibly something to do with
the exhaust manifold design, as the manifold
bolt pattern is identical and the 300 gasket
looks stronger than the 200. Not hard to fix.
Top end oil leaks: The 200Tdi has eight rubber
seals on the rocker cover, which all harden
with age and leak. I have seen Tdis that were
leaking enough oil onto the exhaust manifold
to constitute a fire hazard. If your engine is
leaking oil onto the head, change all the seals
they are not expensive.
Turbo: The Garrett T25 turbocharger is a
durable old beast that will do 200,000 miles or
more on a well-maintained engine, but failure
is not unknown. Remove the air intake pipe,
grasp the end of the impeller and check for
play. A little side to side movement is normal,
but there should be no fore and aft play. Some
oil mist on the inside of the intercooler and
pipework is acceptable, but if the vehicle
emits blue smoke from the exhaust when
accelerating, the turbo is probably past its
best. A badly-worn turbo will often whistle
loudly, especially once the bearings have worn
enough for the impeller blades to catch on the
housing and get bent out of shape.
WorldMags.net
REPAIR AND MAINTENANCE

WorldMags.net
The Tdis are not a dif cult prospect for the

competent diY-er. A complete engine
overhaul is within the ability of anyone with
mechanical experience and decent tools.
here are a few of the more common jobs
that you might want to undertake, based on
the questions i am asked most frequently...
Head gasket replacement: Not dif cult if

you follow the workshop manual. You will
need an angular torque gauge, and the head
bolt tightening sequence must be followed
precisely. head bolts can be re-used up to
ve times, but should be replaced if they
show any signs of damage or corrosion.
Oil and lter change: every 6,000 miles.

Oil capacity is around 6.7 litres. These
engines are not especially fussy about oil
a good quality 15/40 mineral oil will be ne.
Crankshaft rear oil seal: if your engine is

leaking oil from the bottom of the "ywheel
housing, it's likely the crankshaft rear oil
seal has failed. On the 200Tdi the seal
carrier is built into the "ywheel housing, but
on the 300 it has its own carrier that bolts
into the block. The "ywheel will need to
come off, which means either removing the
engine, or sliding the gearbox backwards on
a transmission jack to gain access.
Air/fuel lters: change every 12,000 miles.

Valve clearances: set every 12,000 miles.
Clearance should be 0.20mm on inlet and
exhaust valves.
set clearances using the 'Rule of Nine':
turn the engine until No 1 valve (counted
from the front) is fully open, then check
valve number 8: 1 + 8 = 9. Turn it further
until the next valve is fully open this will
be No 3 valve, so check the clearance on
number 6: 3 + 6 = 9. Keep going until you
are back to No 1 valve fully open, at which
point you should have done all eight valves.
Cambelt changes: Recommended change
interval is 60,000 miles or ve years for
defender; 72,000 miles or six years for
discovery. however, for vehicles used in
dusty conditions or regularly subjected to
deep wading, Land Rover recommend that
the belt change interval is halved. i have
seen enough Tdis with the timing case full of
mud to think that this is sound advice.
i recommend that on any 300Tdi the front
cover should be removed for inspection at
30,000 miles to ensure the belt is not
wearing against the tensioner shoulders.
The wastegate can seize shut, especially on

engines that have been left standing. You
should be able to move the wastegate arm
against the spring-loaded actuator with a pair
of pliers. If seized, you can normally detach
the actuator and work the arm back and forth
until it moves freely.
The diaphragm in the actuator can split, as
can the pipes that run from there to the
injection pump, resulting in a loss of power as
the injection pump is no longer able to
increase fuelling in response to turbo boost.
And very occasionally the bearing for the
wastegate arm will move in the housing so
that the wastegate flap no longer lines up with
the port it is supposed to cover, resulting in no
turbo boost at all.
Timing belt: Almost unknown on the 200Tdi,
but common on older 300s. The timing case
can be distorted if the precise sequence is not
followed when building up the engine and
fitting the injection pump. This puts the
injection pump pulley fractionally out of true,
and the belt gradually wears until it is about
half its original width, then breaks.
The only way to be sure is to remove the
timing cover and have a look inside. If the
timing case is full of black fluff and one edge of
the belt has been worn away, you have an
alignment problem.
Crankshaft pulley bolt: The bolt at the front of
the crankshaft is done up to a high torque and
Loctited for good measure. To remove and
refit it (when changing the timing belt) you
need a crankshaft locking tool. People try to
Engine overhaul: These are simple,

old-fashioned engines held together with
lots of bolts, and can be stripped down to a
bare block without too much trouble.
Provided the cylinder bores do not have a
wear ridge at the top, and the crank
bearings are not down to the coppercoloured backing metal, you will often get
away with just new piston rings and shells.
Before stripping the bottom end, check
that all four pistons protrude very slightly
from the top of the block at top dead centre:
if the crown of one piston sits slightly lower
than the others, the connecting rod on that
cylinder is bent (usually due to the engine
taking in water while wading). Check that
none of the camshaft bearings have moved:
the oil holes should line up exactly with the
holes in the block. inspect the nose of the
crankshaft carefully, ensuring that the
keyways are undamaged, and check that the
rear crank seal has not worn a groove in the
crankshaft, preventing the new seal from
sealing properly.
You will need a pair of guides to avoid
damage to the 'T' seals when re tting the
rear main bearing cap. i use a couple of
pieces of steel angle, bolted to the block
and bent out slightly at the top.
New piston rings need to be tted the
right way up, with gaps positioned as per
the workshop manual. There is an arrow
stamped on each piston crown which should
point to the front of the block when the
piston is tted.
On the 200Tdi it is important to make
sure that the rear edge of the block stiffener
is exactly "ush with the rear edge of the
block. Use a straight edge and double-check
the location before doing up all the bolts.
Make sure you t the tappet slides the
right way round (the forward facing side has
an 'F' cast into it). Use thread locker on the
oil pump bolts, camshaft retaining plate
bolts and the camshaft pulley centre bolt.
Tuning: start with the basics: ensure that
the injection pump timing is spot on, the
pump and injectors are in good order, valve
clearances correct, wastegate not sticking
open, turbo vanes not damaged and no
splits in any of the intercooler hoses.
You can get more power by adjusting the
maximum boost pressure and playing with
the fuelling on the injection pump. But if
you get it wrong, the consequences might
be bad: i've seen engines with bore wear
caused by overfuelling. Bodged attempts to
adjust boost and fuelling will reduce power.
Later 300Tdis have exhaust gas
recirculation, which tends to clog the air
intake with oily carbon deposits.
The engine will pass MoT emissions
without it, so many people blank off the
eGR valve on the manifold.
any savings you think you have made by using

alternative fuels.
Vacuum pump: The 300Tdi uses a Wabco
plunger-type pump driven off the camshaft,
which has two main problems: the end cover
works loose (it is riveted on) leading to oil
leaking around the cover plate; the internals
wear, giving a regular ticking sound which
sounds a bit like a badly-adjusted valve rocker.
do the job without, and as a result the bolt is

not sufficiently tightened. They usually don't
bother with Loctite either.
So the bolt comes loose, the front pulley and
the toothed pulley for the cambelt start to
move back and forth on the crankshaft and
very quickly wear away the locating keys, and
chew up the grooves in the crankshaft nose
that the keys sit in. If left long enough the key
shears, valves hit pistons and you might be
looking at a new engine although more often
it just bends the pushrods into strange shapes.
Injection pump: Both engines use a Bosch VE
rotary injection pump. This is a strong, proven
unit but it's not immune from problems.
Recently, I had a spate of pump failures due to
serious corrosion of the internal parts.
Bits sitting in a bath of diesel should not
rust, and the only possible cause I can think of
is badly-processed biodiesel or cheap
vegetable oil with a high water content. A
reconditioned pump costs 600, wiping out
WorldMags.net
Cooling fan: Both 200 and 300 have a viscous

coupling built into the cooling fan, and these
can fail with age, resulting in a tendency to
overheat in heavy traffic.
With the engine hot and stopped, if you can
spin the fan freely with no resistance the
viscous coupling is shot. It is screwed onto
the drive pulley with a left-handed thread and
needs a special spanner to remove.
Water pump: The 300Tdi water pumps
impeller can fall off the spindle. If you have an
overheating problem with no obvious cause, it
is worth removing the water pump to check
that the impeller is still attached.
Valve stem cap: On 200 and 300 caps on top of
the valve stems reduce wear on ends valve
rockers. At high mileages, the valve stem can
punch the centre out of the cap, resulting in
slight loss of power and a loud tapping noise
from under the rocker cover. Caps can be
replaced without removing the rocker shaft
just loosen the adjusting screw until there's
enough room to extract the broken cap and
pop in a new one.
[Foleys 300Tdi Defender]
WorldMags.net
WorldMags.net
WorldMags.net
tdi FOR
EVER!
When Foley SV build a bespoke
Defender it needs to be both timeless
and fixable in the wilderness. That's
why they fit Tdi engines...
Words: Patrick Cruywagen Pics: Adam Swords
WorldMags.net
[Foleys 300Tdi Defender]
WorldMags.net
here are certain things in life that

are timeless and if kept in good
nick they hold on to their value. In
some cases they actually might
increase in value. These include
Rolex watches, Levi 501 jeans and... a 300Tdipowered Foleys Defender.
Why the latter? Well, after spending the day
at Foleys SV in Essex with this month's LRM
cover car I have decided that it most definitely
falls into that timeless classic category.
Especially with that uncomplicated Tdi engine
under the bonnet.
When you purchase a Land Rover from us
it is for life and not just for Christmas. You can
put this Land Rover into a garage for 30 years
and it will not date, says sales director, Stuart
Foley. And I believe him.
Its for this very reason that we are here.
LRM have always admired Foleys' handiwork.
Right now I only have eyes for a 1998 LHD
Defender 110 that they have built, using a new
300Tdi engine.
Foleys SV was founded in 1966 by Stuarts
father, Peter. Initially their core business was
breaking down Land Rovers for spares, as
there was a massive demand for this at the
time. But today they are in the business of
buying, selling and creating new and originallooking Land Rovers.
And as they are trying to sell Land Rovers
that last and are easy to fix they prefer the
older engines to some of the newer ones. The
timeless appeal of Land Rover's legendary Tdi
turbodiesel engines impresses them as much
today as it did when they took the world by
storm in the 1990s.
It is good to know that a prestigious

company like Foleys agrees with us that Tdis
still rock and rule after all these years.
Stuart explains there is a very good reason
for this, not least because they export vehicles
to some rather remote parts of the world, such
as most African nations. We dont like the
modern-day Defenders with the Puma
engines," he says. "You need a computer to
work on one, which means that they cannot be
serviced in places such as Sierra Leone or
Outer Mongolia.
Plus, of course, there's the very appealing
notion that Land Rover got it right with the
brilliant Tdi engine all those years ago and it
would probably still be the beating heart of
domestic Land Rovers today if it wasn't for
daft European laws that caused its premature
demise in this neck of the woods. Thankfully
most Africans this one included have got
more sense.
Turning a RHD Defender into LHD is a
procedure Foleys SV have performed on many
a Defender. If I have to estimate we have
WorldMags.net
done about a 100 of these. It is easy enough to

do, though finding the correct LHD plastic
bits is the hard part, explains Stuart. Today
LHD models are in short supply so it looks like
Foleys SV will be making many more of them
in the future.
The reason for converting this vehicle to
left-hooker is that it's built for a client in North
America who wanted something with an everso-slightly military look.
Today, every Dick and his dog seems to have
taken to messing with the original design and
look of the Defender and as a result there
are some very interesting bespoke vehicles out
there but when you look at this one it is very
special indeed.
Stuart explains the look they are trying to
achieve: Anyone can bolt new bits onto a
Land Rover, but that is not us. This market
will only last for as long as Land Rovers are
being made. This Defender looks as if it has
come out of the factory which is what we have
set out to achieve.
The first thing that I notice about this green
WorldMags.net
Modern engines
are no good in Sierra
Leone or Mongolia"
300Tdi machine is that it stands slightly
higher than a standard Defender. This is
thanks to the one-inch lift courtesy of a full
Terrafirma suspension kit. If the customer
doesn't want lifted suspension, Foleys use
standard Land Rover springs and shocks.
While out on the photo-shoot I take a look
underneath. The chassis and bulkhead are
both new and galvanised. Other new
components on the underside are the axles,
props and exhaust system.
The standard Defender wheels have been
replaced with green Wolf rims and for rubber
they have gone for the Dakar 265/75/R16 tyre.
This is all part of achieving that pseudomilitary look.
Most of the external accessories are black,
which go nicely with the colour of the vehicle,
including the Land Rover roof rack, Mantec
rear swingaway wheel carrier, rear ladder,
front bumper and the NAS rear step.
One accessory that I have not seen before
are the Foley side lockers on both sides of the
vehicle. Each one of these houses two 20-litre
jerry cans, so you can safely tuck away 80 litres
of extra fuel or water.
If you get into any trouble or need to recover
somebody, there is a Superwinch with plasma
rope on the bumper which also has its own
heavy-duty recovery points.
The best thing about all these changes is
that they are massively understated, so you
wont attract any undue attention from the
Land Rover fashion police.
Each panel on this Defender has been
individually painted. The production methods
that they use over here are pretty labour and-
WorldMags.net
Land rover monthLy || 43
[ Foleys 300Tdi Defender]
WorldMags.net
The 300Tdi
engine means
it will never
be dated"
DEFENDER 110:
How DiD
tHEy Do it?
300Tdi engine
LHD
New Axles
New props
New exhaust
New Galvanised Chassis
New running gear
Mantec rear swing away
Land Rover Roofrack and ladder
Rear NAS Step
Dakar 265/75/R16 tyres
Wolf Rims
Clear front headlights
NAS rear lights
Front Black Leather seats
Black Leather Rear WOLF Bench
seats
Internal Roll Bar Hoop
Air Conditioning
New Front doors
New Rear door
Terrarma suspension
Two Foley Side lockers
Radio CD Ipod,
Rubber mats
Top side windows
New Turbo
Recon Gearbox
Galvanised bulkhead
Bonnet spare wheel mount
Superwinch Winch and bumper,
plasma Rope
Steel Cubby box with cup holders
and covered in Black Leather
Alloy steering Guard
New headlining
Stainless bolts used
time intensive but the outcome is massively

satisfying. What you get does not come cheap
but in all essence its a new Land Rover.
Cost is irrelevant. It is about what people
want, argues Stuart.
As they prefer to use the 300Tdi engine, a
Foley product will never dated. The only
compromise is speed. But who's in a hurry to
get anywhere in a Defender this good?
There is nothing not Land Rover about
what you see here," says Stuart. "We build
with care because people come to us with
their money and Land Rover dreams. We
provide them with quality."
When you climb in behind the steering
wheel and sit on the black leather seats you get

to experience this quality for yourself. Logical
thought and the desire to keep it looking
totally original have dominated the
creation process.
Foley SV have gained a global reputation for
building brilliant Defenders. That they build
them with 300Tdi engines is the icing on the
cake. There is no such thing as a perfect Land
Rover, but judging by this nut-and-bolt Foley
SV rebuild they get pretty darned close.
contact
For more details go to

http://foleysv.com/ or phone 01279 793500.
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U
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complete with
instructions
150
53.99
DEFENDER 90 & 110

110
M E TA L S N O R K E L
TA
ABS Snorkel
Discovery 1 & 2
200 / 300tdi,
TD5 & V8
78.95
T - MAX
SPLIT
CHARGE
DUAL
BATTERY
BATTERY
SYSTEM
ABS Snorkel
Defender
2.5 t/d, 200tdi,
300tdi, TD5
200TDi
300TDi
TD5 - 2.5
DIESEL
PRICES
FROM...
82.50
Complete with fitting kit &

instructions
162.00!
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113.99!
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Defender 90/110
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Our Faster Moving Parts...
re..
f
le o o v e r s ! l f o r m o
l
amp
ny s r f a s t m e a s e c a
A ti
Pl
ou
Brakes
Pads - 90 - front > 1986...............19.38

Pads - 90 - front - 86 > 90............19.20
Pads - 90 - front 1990>................19.38
Pads - 90 - rear............................11.22
Pads - 110 - front.........................19.38
Pads - 110 - rear..........................19.20
Discs - 90/110 front/ rear.15.00.14.64
Discs - 90/110 front (vented).........18.89
Brake shoes - 90 - rear................10.67
Brake shoes - 110 - rear..............13.20
Brake drum - 90 - rear.................15.80
Brake drum - 110 - rear................24.60
Brake hose - front..........................8.27
Wheel cylinder - early 90 - rear.11.64
Wheel cylinder - later 90 - rear.....11.64
Brake caliper - rear..42.76
Brake vacuum pump (300 tdi).....78.00
Handbrake shoes from................16.80
Suspension
Shock absorber - armstrong....11.70
Shock - gas +2" Bilstein..............46.80
Shock turret - front......................25.45
Coil spring...90/110 -.from...........18.29
Steering damper..........................14.40
Deflex polyurethane bush kit.......68.40
Deflex poly bump stop each........16.80
Suspension ball joint - rear..........10.91
Steering & Trans

Steering box exchange from.....199.20
Steering box seal repair kit..........15.60
Steering box drop arm + kit.........28.80
Drop arm ball joint kit.....................8.39
Pas pump from..........................127.00
Track rod end................................8.76
Propshaft 90/110 front - from.......63.60
Propshaft 90 Rear early...............78.00
Propshaft 110 Rear from.............86.16
Propshaft - universal joint from......7.20
Propshaft - gaiter kit......................2.25
Cv joint from................................31.80
Swivel housing from....................70.54
Swivel pin kit from.......................44.86
Clutch master cylinder................12.55
Clutch slave cylinder >TD5...........8.83
Clutch slave cylinder TD5>......... 13.20
Clutch kit (3 piece) >300TDI........94.80
Cooling
Water pump 200 tdi.....................33.00
Water pump 300 tdi.....................22.20
200Tdi Radiator97.20
300Tdi Radiator..119.70
TD5 Radiator pre 2002..............100.00
Thermostat from............................4.80
Heater matrix..............................39.19
Electric Fan kit..........................132.00
Fuel
Fuel tank 1985 to 300TDI..........109.33
Lift pump 300 tdi..........................20.40
Lift pump 200 tdi / 2.5 diesel........24.00
Electrics
NAS Light Kit56.40
Light unit KIT...............................21.54
Fog lamp (rear).............................8.34
Reverse lamp...............................8.34
Ignition switch / steering lock.......36.00
Starter motor - 2.5 TD OR TDI...107.23
Alternator (65 amp) 200 tdi..........69.60
Alternator (45 amp) 2.5d.............86.34
Body
Front outer wing ABS plastic.......67.20
Front inner wing........................126.25
Front door assembly..................326.77
Rear safari door (unglazed)........115.44
5% OFF!
Online
Discount
Discovery 1
Engine
Water pump 200 tdi.....................36.00

Water pump 300 tdi.....................22.20
Head gasket 200 & 300 tdi..........14.22
Head set 200 tdi - less h.gasket..23.40
Head set 300 tdi - less h.gasket..19.39
Cam belt 200 tdi..........................43.23
Cam belt 300 tdi.......UPRATED KIT....68.93
Heater plug 200 tdi & 300 tdi.........5.00
Brakes
Pads - front to 1993 Branded......15.72
Pads - front - from 93 Branded....16.74
Pads - rear - sensor Branded......19.07
Pads - rear - no sensor Branded..11.22
Brake disc - front - vented...........18.89
Brake disc - front.........................15.00
Brake disc - rear..........................14.64
Brake hose - front or rear...............7.05
Master cylinder 200 tdi................82.91
Master cylinder 300 tdi no abs.....84.00
Caliper - front from......................50.40
Caliper - rear from.......................42.00
Caliper piston front / rear from.......5.87
Caliper seal kit..............................4.60
Handbrake shoes from................16.80
Sports discs - non vented from....47.88
Brake vaccum pump 300 tdi........78.00
Fuel pump 200 tdi.......................24.00
Fuel pump 300 tdi.......................22.46
Suspension
Coil spring - heavy duty - front.....15.00
Coil spring - heavy duty - rear......23.94
Shock absorber - armstrong........11.70
Twin shock absorber kit - front...102.48
Twin shock absorber kit - rear....107.40
Rear air adj sus/towing aid......117.53
Deflex polyeurethane bush kit.....68.40
Deflex polye bump stop extend...16.80
Anti Roll Bar Links.......................12.00
Turretts - front shock mounting....25.45
Steering & Trans

Power steering pump 300 tdi.......72.00
Steering box (inc surchge 90)..199.20
Drop arm ball joint kit.....................8.39
Drop arm.....................................28.80
Steering damper Britpart gaz......25.20
Drag link......................................19.20
Track rod end................................8.76
Clutch kit 3 piece (borgbeck)...... 94.80
Clutch master cylinder (genuine)42.30
Clutch master cylinder................20.58
Clutch slave cylinder...................17.34
Clutch hose...................................4.70
Cv joint........................................32.60
Universal joint prop.......................9.00
Rubber universal joint prop.........27.50
Wheel bearing kit........................19.20
Discovery 2
Accessories
Rubber Q/Fit Side Step TD5......196.56

Full length expedition roof rack......456
Rear lamp guards.......................78.00
Front lamp guards.....................135.00
Wind deflectors set of 4...............25.20
PSI Power Pack.............................441
Wheel Arch Extended set of 4........150
Winch Bumpers from.....................234
Service
Oil filter..........................................5.76
Air filter..........................................5.94
Fuel filter.......................................7.20
Service kit...................................18.60
Brakes
Brake pads - front / rear - from....19.20
Brake discs front each.................22.10
Brake discs rear each.................16.32
Disc & pad kit front......................64.80
Disc & pad kit rear.......................46.44
Steering / Susp / Trans

Steering Rods - front...................40.74
Steering Rods - rear....................34.80
Steering Box (inc 90 surcharge)...240
Suspension Bush Kits...............118.74
Shocks each - standard..............16.39
Shocks Britpart Supa Gaz each..28.56
Springs - standard - each -from...57.60
Hubs front/rear..........................158.40
Clutch Kit - standard..................114.06
Clutch Upgrade Kit....................472.80
Dual Mass Fly Wheel................275.15
Cooling & Engine

Fuel Pressure Reg - from..........142.80
Drive Belt....................................12.60
Water Pump................................25.20
Radiator - TD5................................126
Radiator - V8..................................126
Radiator Hoses - from...................4.14
Range Rover P38
Brakes
Brake pads front/rear...................19.20

Brake discs (front) each..............15.84
Brake discs (rear) each...............16.32
Disc & Pad kit - front......................TBA
Disc & Pad kit - rear.......................TBA
Body
Misc
Comp air sus (inc 60 surchge)......186
Track rod ends..............................9.60
Drag link assembly......................39.60
Water pump - 4.0 / 4.6......................36
Water pump - 2.5 diesel..............27.70
Thermostat & gasket - 4.0 / 4.6...26.76
Thermostat & gasket - 2.5 diesel.14.99
Starter motor 4.0 / 4.6..................82.28
Electrics
Series 2/3
Brakes
Brake master cyl s2/a swb..........25.99

Brake master cyl s2a &s3 (alloy).11.03
Brake master cyl s2/a lwb..........21.60
Brake master cyl s2a s111..........28.44
Brake master cyl s3 dual line.......55.80
Brake shoes F/R swb to 1980.....10.67
Front barke shoes lwb.................16.34
Rear brake shoes lwb.................13.20
Front brake flex hose s2,2a...........3.01
Front flex hose s3 to 1980.............3.01
Wheel cyl front swb to 1980 each...7.04
Wheel rear cyl to 1980 each....7.04
Wheel cyl from 1980 each.............7.04
Wheel rear cyc from 1980.............7.04
Handbrake shoes..........................7.58
Steering / Susp / Trans

Shock front & rear swb each.......13.20
Shock lwb front each...................13.20
Shock lwb rear............................18.90
Track rod end (grease nipples)......5.94
Propshaft front swb/lwb...............63.43
Propshaft rear swb......................63.00
Propshaft rear lwb.......................66.00
Propshaft u-joint to 1966...............7.20
Propshaft u-joint from 1966...........7.20
Front swivel pin kit.......................32.40
Clutch master cyc late 2a,s3.......12.55
Clutch master cyc s2 ,2a.............11.03
Clutch slave cyc s3.......................8.83
Clutch slave cyc s2.2a................10.80
Clutch kit 3pc b/beck s3..............85.20
Cooling & Engine

Water pump 4 cyc s2a /s3...........19.20
Radiator 4cyl (new) 3 core.......132.00
Radiator 4cyl (new) 4 core........149.10
Oil filter to 1966 4 cyc....................4.44
Oil filter from 1966 4 cyc................2.70
Fuel
Fuel filter diesel.............................3.60
Fuel tank swb oe spec.................63.05
Fuel tank lwb.............................130.80
Fuel pump petrol 4 cyl.................16.42
Fuel pump diesel.........................15.71
Electrics
Rear cross member...................143.74

Replacement diff cover................42.30
Front seat belt kit........................38.40
Rear set belt kit...........................46.87
Alternator 200 tdi.........................70.20
Alternator 300 tdi.......................89.04
Indicator switch 200 tdi................40.26
Indicator switch 300 tdi................69.60
Ignition switch 300 tdi..................48.00
Starter motor - v8 (new)...............67.14
Starter motor - tdi (new).............107.23
Front white lamp set from............31.96
Starter motor petrol 21/4 petrol...106.19

Starter motor diesel 21/4 diesel..105.56
Alternator new petrol and diesel..45.60
Side lamp Front complete each.....3.60
Indictor lamp front each.................3.98
Stop/tail lamp complete each........3.60
Complete lamp kit.......................21.54
H4 headlamp conversion kit........22.66
Body
Bumper front .............................42.30
Door top Front unglazed each.....33.82
Door Front top glazed each.........66.00
Door bottoms each......................72.62
Safari rear door unglazed..........115.44
MM 4x4
DROITWICH ROAD
MARTIN HUSSINGTREE
WORCESTER, WR3 8TE
TEL: 0 1 9 0 5 4 5 1 5 0 6
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OVERSEAS CALLS: +44 1905 451506
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[Series IIB Forward Control mobile welder]
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FORWARD
THINKING
John Hill bought his Series IIB
Forward Control back in 1971.
Both are still going strong...
Words & photos: Alisdair Cusick
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ooking at the current crop of products from Solihull

you'd be forgiven for forgetting the origins of the
company. Today, the word lifestyle drives the marketing
of Land Rovers, but that wasn't always the case. The
original Land Rovers were working vehicles and the
model range offered transport solutions for all sorts of business
users. One such buyer was John Hill, from Henley-on-Thames.
In 1971, with a busy welding and fabricating business, he needed
something larger than his Series IIA 88-inch diesel, so he looked
at what else might fit the bill. The solution was a Series IIB
Forward Control. Incredibly, he still has it today and both man
and machine are still hard at work 43 years later.
Our story starts in the 1960s when John owned a 1955 Series
I. With a growing family, and an equally growing business, the
vehicle carried welding equipment during the week as a mobile
welding plant and at weekends it was emptied, cleaned out, and
transported his wife and children. That was later replaced with
a new Series IIA SWB diesel.
The Series I went to a company in Banbury, recalls John.
They stripped it down, put everything into boxes, then exported
it in kit form!
Later, John could afford separate family transport, but still
stuck with Land Rovers starting with a two-door Range Rover,
followed later by a four-door Classic, then the P38A Range
Rover he drives today.
The business Series IIA lasted until 1971, when he decided he
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The Series IIB Forward Control

was the perfect solution
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needed to carry more equipment. Being a Land Rover fan, he

was keen to stay with the marque. A brochure offered what
seemed the perfect solution the Series IIB Forward Control.
This model was a progression from the earlier SIIA Forward
Control, which used the standard 109-inch chassis, but with a
subframe mounted on top of it to raise the bodywork. The cab
was situated in front of the axles, and the engine mounted lower
down, between the two front seats. The SIIA Forward Controls
used the 2.25-litre petrol engine, but from 1966 the later SIIB
added an inch to the wheelbase, used wider, heavy-duty axles, a
modified front end design and, crucially, two improved engines:
the 2.6 straight-six petrol and the 2.25 diesel.
It was quite an exotic piece of kit, and because of that, John's
local dealer was unable to help him. In the end, he had to go to
London, and place a special order at the dealer there. Even then,
he recalls, they had trouble getting the ENV axles to go on it.
Originally grey, he had it sprayed dark green before he
collected it. When I finally got it, it felt great. I was high up and
could carry all the gear I needed it was perfect, says John.
For his work, John carries a huge Lincoln 300DLX welder,
which as he puts it can do anything. That means TIG, flux
core and manual arc welding. As standard the Forward Control
came with hood and sticks, but these were removed, the load
bay lined with wood and a custom canvas load cover
made locally.
As you'd expect, the vehicle hasn't been without its problems
over the years. The original 2.6 straight-six engine lived up to its
reputation for burning valves. If I could keep oil in it, it was
fine, John remembers. It was thirsty I guess low teens but
in the end because of the regular valve trouble, I ended up
replacing the original engine with another six-cylinder, but that
was no better. I realised I was going to have to keep putting new
engines in, or look for an alternative.
That changed one day in 1990, when he visited a show at
Newbury, and bumped into Nick Tipper, from Gretton Motors.
John happened to mention he'd got a Forward Control, and that
he'd had some engine problems. Nick was adamant he had a
solution: he suggested fitting an Isuzu diesel, and a five-speed
Santana LT85 gearbox from a V8 Land Rover 110.
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I'd just put it in low box and let it pull itself

through. I've never, ever got stuck with it
This page:
I told him I'd only want it if it could be done
axles were cracking on the job, and we were booked to
John's Series IIB
without altering anything, says John. I stripped the
repair and weld them all, in situ.
Forward Control is
body off, then trailered it to Nick behind my two-door
Tale after tale comes out from this quiet, modest
still working hard
Range Rover. All Nick altered was the gearbox and
character, of doing hard, extremely skilled work, on
after 43 years
engine mounts. Inside, everything was exactly as it
location and always with his Land Rover.
was with the cab, body and bulkhead.
One of his regular jobs is welding the huge girders
John was happy with the new engine the 2771cc four-pot
that support motorway bridges. He welded bridges 6, 12 and 13
diesel and strong, five speed gearbox was a great solution.
on the M25, as well as the M4/M25 junction where he welded in
Listening to the work John has done with the vehicle is almost
stiffener plates, working inside the bridge itself.
worth a book in itself. The fabulous period signwriting on the
Forget working with thin sheets like car bodywork, on a
cab doors lists J R Hill and Sons (two of his sons now work in
bench in the dry. John's stories tell of welding material several
the business) as Contract Welding, Engineers and Fabricators.
centimetres thick, on location, in rain, ice and snow.
John describes a fascinating history of clients and work.
Many people on sites often told him he'd not get the Land
We've done everything from welding goalposts for Wickham
Rover far, especially as heavy plant had usually made a terrible
Wanderers, through to rolling nine tonnes of rails to produce a
mess of the ground before he arrived. John ignored them: I'd
rideable garden railway for a millionaire; huge gas and water
just put it in low box, four-wheel drive engaged, and let it pull
pipework; bridge tie-ins you name it.
itself through I've never, ever, got stuck with it.
We even repaired and rebuilt the Maharajah's Well, in Stoke
The vehicle is the perfect example of a Land Rover working as
Row, and built a bandstand at Henley for the Queen's Jubilee.
was intended. More than that, every inch of the vehicle tells the
Clients include household names like Amey, Nuttall Group,
story of one man's career.
McAlpine, Balfour Beatty and Costain. Throughout, the trusty
Apart from the 2.6 engine's problem with valves, as soon as I
IIB has been on the button, ready for action.
changed the engine and gearbox, it was transformed, says John.
John tells me how, after the great storm in 1987, he was called
Nick Tipper was dead right, and I'm glad I took his advice.
in by the Forestry Commission to repair some of their specialist
That's the only reason I ended up keeping it so long.
kit, in the field. They took me out to where they were working.
You may expect to hear of galactic mileage, but John changed
We drove for miles and miles into forests, and suddenly, this
the speedometer when the Isuzu engine and Santana gearbox
huge valley opened up that had just been totally flattened. They
were fitted, and today that shows just 10,533 miles on
were using a team of Forwarders machines that cut the trees,
that set-up.
picked them up, stripped them, then sawed them up. All their
The only bodywork repair it has had was two front outriggers
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I want it to go to someone
who appreciates it
on the subframe under the floorpan, testament to his regular
and thorough application of Waxoyl.
John is now 76 years young, and has reached the age when he
is thinking of retiring, so the Land Rover is for sale.
I want it to go to someone who appreciates it as a historic
working vehicle, he tells me.
I wholeheartedly agree. With its period signwriting and
genuine patina, it is the ideal thing to turn heads at a show or
steam rally and deserves an owner to appreciate its history and
uniqueness. Purists may complain about the non-original
engine, but it was an honest solution to a genuine problem. It's
why it's still working today.
John's still in love with his current P38A Range Rover, which,
thanks to Stan Tooth's handiwork, now runs a 2.8 TGV diesel
engine in place of the original 4.6 V8 petrol. I've regularly done
a 460-mile trip to France in it, and get 33.5 mpg. It's a very good
engine, with so much torque.
I love vehicles like this Forward Control. Every inch of it tells
a tale. It is a story of one man's work with his Land Rover, and
how one of the less common utility variants was so right for the
job, he kept it for his whole career.
If you're someone who will appreciate John's Forward
Control and in the position to offer it the right sort of retirement,
please call him on 01491 628084 or 07703 472483.
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NO WATER
NO PROBLEMS
Whilst water is essential for life it is not ideally suited to cooling engines where it
has a natural tendency to boil, corrode, erode and generate high operating pressures.
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For more information and to nd your nearest stockist visit www.evanscoolants.co.uk

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[Defender of the Pizza]
62| Land rover monthLy
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Show
topper
Its the merging of an Italian delight,
the simple pizza, and the finest motor
vehicle ever produced the
not-so-simple Defender
Story and pictures: Patrick Cruywagen
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om Dewey is a chef by trade. He

grew up in a family where there
always seemed to be a Land Rover
about. After doing his time at a
posh-nosh spot in London, he
decided to go solo in the London street food
market. This industry is highly competitive
and fast-growing. Get it right and you can
make yourself some good money. Using the
business half of his brain, Tom needed to find
a unique selling point and so he began Born &
Raised, a mobile wood-fired pizzeria. Business
ideas dont come more unique than a Td5
Defender 110 with a 500 kg pizza oven in the
cab. It was the merging of the oven, which
makes iconic Italian pizzas, with an even more
iconic British vehicle. To make the pizzas as
attractive as possible to potential punters,
Tom only uses fresh British produce except
for the flour, which is organic Italian,
of course.
Tom purchased his 01YM Defender at the
end of 2012 and it was not long after that the
conversion from regular Defender to pizzaproducing Defender began. While the
Defender is easily the most versatile vehicle
ever, this conversion was anything but
straightforward. This is because the
commercial pizza oven is extremely heavy,
bulky and very hot when in use. Dragon Ovens
from Colchester, who normally put pizza
ovens into trailers, did the conversion for Tom
and he's extremely happy with the job they
did. They had to use all their engineering

expertise to make this one work.
The commercial pizza oven they installed
has sides one metre long, so due to the space
restriction inside the tub of the Defender, they
first had to draw up a plan of action, then get
together all the parts and materials needed to
make it a reality.
The assembly of the oven had to take place
inside the Defender, because a whole oven
wouldn't fit in through the rear door. First up
was the frame that would hold it all together,
then the concrete floor was laid in place and
the rest of the oven built up from that.
Says Tom: I was initially worried about the
aluminium body overheating, but it actually
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insulates the heat really well without

becoming hot itself.
Tom takes the temperature tester and
points it at the ovens cement floor: it reads a
little over 400C. Perfect for making pizza and
so Tom gets to work. I promised him a feature
on condition that he makes me a pizza. I run
my hand over the outside of the vehicle while
staring into the flaming oven. The panel is cool
so no chance of the Defender ever glowing red
hot from the heat of the oven.
While Tom gets the ingredients together I
take a walk around the Born & Raised
Defender. The paint job looks relatively new
and the wheel nuts on the white powder
coated wheels are all the colours of the Union
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The temperature tester

reads a little over 400C"
Jack. I suppose when you are serving Britishinspired pizzas even the wheel nuts need to
look the part.
The current roof rack was already on when
Tom bought the Defender and today it plays a
vital role when taking the Born and Raised
mobile wood-fired pizzeria to a market, show
or festival. As most of the tub has been taken
over by the oven and dough trays, all of the
bulky goods are now stored on the roofrack.
Its great for carrying the tables, gazebo, wood
and anything else they might need for a day of
producing pizzas.
It must just be the most bizarre image in all
of London, a diesel Defender, with a loaded
roofrack, cruising through the West End while
smoke wafts from the oven chimney.
As for fuel emissions restrictions in London,
this has been a rather sore and expensive topic
for Tom. His Defender was produced in
March of 2001 and only Defenders produced
after August of that same year meet the Euro 3
emissions standards required in the London
low emissions zone (LEZ). This meant that
Tom had to go to one of the Transport for
London approved fitment companies to fit an
emissions filter to his exhaust. As with most
things London, nothing comes cheap, and the
filter cost a whopping 2500. I did consider
trading it in for a petrol model instead as the
laws are not as strict, but at the end of the day
I decided to bite the bullet and stick with the
trusty Td5, explains Tom. I crawl under the
HUNGRY
FOR PIZZA?
Feeling hungry for pizza from

Tom's Defender?
This summer Born and Raised will
be at the Street Feast London. For
details when and where this is
happening, go to:
www.streetfeastlondon.com.
They also plan to be at various small
shows and music festivals.
To nd out where or to book them
for your wedding or function contact
Tom on 07941 849474 or go to:
www.bornandraisedpizza.com.
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Born and Raised Defender to take a look for

myself what this expensive filter looks like.
With the emissions issues sorted Tom then
decided to fit anti-roll bars to help improve
the handling and ride as he was not that
comfortable with the roll when cornering.
The weight on the roofrack and pizza oven in
a high position might also have contributed to
this roll.
As for the rest it is a stock standard
Defender, the only difference being the fact
that it has a real pizza oven in the back. In fact
it is a little like owning a mobile Pizza Express
store, except the words express and Defender
dont belong in the same sentence. Toms Land
Rover is self-contained. It doesn't have power
points or a second battery, but most of the food
festivals normally provide power anyway. I
carry enough stock to easily make 250 pizzas
in a day, says Tom.
For the LRM visit Tom has set-up everything
including the gazebo, so I can get an idea of
what his stand looks like when at a
foodie event.
All Toms pizzas are hand-rolled. As he sets
about with the rolling I ask what is the key to
getting the dough just right?
Only have four ingredients in the base:
flour, water, salt and yeast. You dont need
anything else. Dont freeze the dough as it will
affect the performance.
I hate to think what it must be like working
with the dough in the summer when it is very
WorldMags.net
Above:
Tom can t a
maximum of
three pizzas in
the oven at a
time and they
cook in 90
seconds
"The emissions lter

costs a whopping 2500"
hot. Also when constantly on the move you
need to get the timing and storage of the
dough just right. Before I can say oil leak, my
dough is rolled and ready to be loaded with
tasty ingredients. When at an event or show,
Tom is able to have three pizzas in the oven at
a time. If the temperature is right then one
pizza will only stay in the oven for 90 seconds.
The most important part with the set-up is
getting the oven ready. Once done the oven
keeps its heat due to the insulation. So all Tom
needs to do is feed the fire with the odd log
or two.
To help him achieve this perfect heat and
ideal pizza baking conditions Tom only uses
British hardwood with a moisture content of
20 per cent or less.
I opted for a basic pizza but if you take a
look at the menu of what's on offer, then you
will see that these are no ordinary pizzas. Tom
caters for the discerning foodie and has made
good use of some of the best
British ingredients.
For those looking for something a little
different, there's the Somerset goat's cheese
on beetroot-infused dough with caramelised
red onions and watercress. I must say that a
pizza with a red base does look, well, wrong.
For the meat eaters they have a beef brisket
with horseradish cream... or else try the
66| Land rover monthLy
WorldMags.net
Cobble Lane Pepperoni with tomato sauce,

mozzarella and basil. If catering for a private
function Tom can make bespoke pizzas for
the clients.
I am like a salivating lion by the time Tom
uses the pizza-turning peel to fetch my pizza
out of the oven. Before tucking in I ask Tom
the secret to a good pizza.
You cannot hide quality on a pizza, so no
compromise on ingredients. I think that what
we have is a uniquely British take on the
pizza, declares Tom.
For the next 15 minutes I leave all the talking
to Tom while I enjoy each slice. It is like no
other pizza I have tasted. It is definitely
gourmet standard, the crust is light and crispy
while each slice leaves you wanting more. It
tastes and looks healthy.
Born & Raised has exceeded Toms
expectations during his first full year in
business. For their second year they have
booked even more events and shows and have
even started to do a few weddings.
A pizza is the perfect answer for those
10.30pm hunger pangs when you cannot
remember what you had for lunch.
The Defender with a pizza oven in the back
is definitely forcing punters to have a second
take and most that do can't help themselves
and order a rather uniquely cooked pizza.
DA4703/DA4704
Add extra load capacity to your Defender with a heavy-duty Safety Devices roof rack
Heavy-duty steel roof rack.
Explorer roof racks can be affixed with a system of detachable roof cross rails to the rainwater gutters or with aluminium clamps to fit directly on to the majority of
Safety Devices' external roll cages.
A rain gutter mounted roof rack can be converted in to a roll cage mounted roof rack with the appropriate fitting kit.
The standard pack includes a steel roof rack, fixing bolts and optional roof cross rails.
Roof racks are grit blasted, primed with a zinc enriched powder undercoat, and finished with a durable black powder coat.
Not compatible with a sunroof.
Tents can normally be affixed to the roof rack without a floor, although a marine ply non-slip floor is also available.
Additional roof cross rails are available to purchase for use without a roof rack for use as, for example, a roof bar, basic tent support, attaching a roof storage box or to spread
additional load on the Safety Devices' roof racks.
Note - Short luggage rail with rain gutter mount, ideal for side loaded tents. Long luggage rail with rain gutter mount, ideal for front or back loaded tents.
Defender 90 Hard Top and Station Wagon

3 roof cross rails as standard and can accommodate 2 additional roof cross rails.
DA4702
Short luggage rail
2.0m x 1.4m
32kgs
DA4703
Long luggage rail
2.0m x 1.4m
32kgs
DA4704
Marine ply floor
2.0m x 1.4m
16kgs
Refer to owners handbook for recommended maximum weight.
Defender 110 Hard Top and Station Wagon
DA4705
Short luggage rail
2.8m x 1.4m
40kgs
DA4706
Long luggage rail
2.8m x 1.4m
40kgs
DA4707
Marine ply floor
2.8m x 1.4m
23kgs
Defender 110 and 130 Double Cab/Crew Cab Pick-Up
Not compatible with ladders.
DA4708
Short luggage rail
1.6m x 1.4m
26kgs
DA4709
Marine ply floor
1.6m x 1.4m
12kgs
DA4710
DA4711
Additional roof cross rail
DA4710
Roof ladder
Mounts to rain gutter and cross-member.
For use with DA4702, DA4703, DA4705 & DA4706
WorldMags.net
4kgs
6.5kgs
Part numbers are used for identification purposes only and do not imply or indicate the identity of the manufacturer. E&OE. Products available from your local Britpart stockist. Terms & conditions apply for the 24 month guarantee.
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[LRM Project 90]
WorldMags.net
WE
NEED
YOU!
... to tell us the way

forward with Project 90
Words: Patrick Cruywagen

Pics: Dave Phillips, Nick Dimbleby & James Arbuckle
ome the end of the year one lucky LRM

reader will drive away in our Project 90.
Youll have read about this lovely-looking
Defender 90 in our April edition. If early
indications are anything to go by, this could
end up being the biggest and most popular competition
we at LRM have ever run. Nows the time to take things
forward to the next stage. The big question now is what
do we want this Project 90 to look like when we give it
away? Wed happily bet that out of the thousands of
entries weve received so far, no two entrants will agree
on the exact way forward.
To get the ball rolling we have identified four possible
options. You can read about them below and start
thinking about which look youd like our giveaway
Defender 90 to have.
Then to make your choice out of the four all you
need do is go our website (www.lrm.co.uk) or Facebook
page (www.facebook/landrovermonthly) and vote for
your choice. For those unable to pursue these two
options, dont worry. Its still possible to participate by
posting us your option by good old snail-mail. The form
for our We Need You poll can be found at the end of this
article. We plan to announce the result of this poll in our
June issue. Then the work can begin on our Project 90.
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[LRM Project 90]
WorldMags.net
[Option A]
overland
explorer
This would be the preferred option of

adventurers such as sir Ranulph Fiennes. it will
have extra storage space for additional fuel and
water. Plus if you did get into trouble while
attempting solo overland travel, it must be able to
get you out again so a winch and set of Maxtrax
are a must. it will also have storage drawers for your
expedition gear. in fact when were finished with
this totally self-sufficient defender, you could
disappear into the wilderness for weeks on end in it.
we could go to town (or rather into the wild) with
extra spots, roof-rack, ladder, onboard tent, fuel
cans. set your imagination free! And dream of it
becoming yours, in your preferred look.
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[Option B]
flying
brick
For this option the aim is to try and make it go as

fast as possible. We want to create a Defender that
drives like a range rover sport. Pictured here is
Nene overlands Defender 90 icon 3.2 rs Edition,
which perfectly illustrates this option. Low-profile
tyres, overdrive, huge bhp figures and a serious
braking system, plus the ability to turn heads in any
situation, are just a few of the things needed to
achieve this. it also has to look like a sports car, so
the interior will not be too dissimilar to hugh
hefners famous penthouse suite. think out of the
box and jot down your dream sports Defender spec.
WorldMags.net
[LRM Project 90]
WorldMags.net
[Option C]
retro
look
How about a blast from-the-past package? the

classic old school look will always be in, with a
twist of refinement and class able to fit right in, in
any racing paddock (horses or cars). to show you
what we mean, take a look at this Retro edition
twisted Defender. when we put it on our stand at
shows, it always attracts the most attention.
However the spec will be anything but retro. the
engine will need some tweaks for increased
performance and more speed please. as for the
interior, thatll need a complete revamp to give it a
more classic look, with increased comfort but in a
timeless style thats all its own.
WorldMags.net
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[Option D]
ORIGINAL
LOOk
Theres a saying which goes if it ain't

broke, dont fix it. Well this Defender
definitely ain't broke, so why not just leave it
as is? Theres absolutely nothing wrong
with the fantastic original look of the
Defender, which probably explains why this
is the most common look there is on the
roads. There are some changes we can make
though to smarten up and enhance our
original 90. The tyres are worn, so well start
by replacing them. The seats too are a little
tired and need replacing, perhaps with a bit
more luxury built-in? The key thing with this
option is to repair and replace, but only with
subtly original-looking parts and accessories.
as some of the panels dont have matching
paint, this too could be sorted out retaining
the patina of a classic, with some concoursstyle detailing. Gorgeous!
'we Need yOuR heLp' pOLL

Enter your details below.
Option Choice: ---------------------------------------------------------------Title: -------------- First Name: ---------------------------------------------Last Name: -------------------------------------------------------------------Address: -------------------------------------------------------------------------------------------------------------------------------------------------------Town: -------------------------------------------------------------------------County: ------------------------------------- Post Code: -------------------Phone: -----------------------Email: ------------------------------------------
TeLL Us how we should proceed as

we set about improving and possibly
modifying the brilliant LrM Project
90. Make sure you tell us exactly
what you want because it could be
YOU that wins it!
You can enter vis our website
(www.lrm.co.uk) or Facebook page
(www.facebook/landrovermonthly)
and vote for your choice.
Or you can simply fill in this form
a nd post it back to us. It's that easy!
LRM Project 90 Competition,
Wollaston, Wellingborough,
Northants NN29 7P
J
WorldMags.net
WorldMags.net
WIN!
HEL
U
THIS DEFENDER 90
Enter your details below. You can also email your entries to
patrick@lrm.co.uk with LRM Project 90 Competition in the subject line.
Title: -------------- First Name: ---------------------------------------------Last Name: -------------------------------------------------------------------Address: -------------------------------------------------------------------------------------------------------------------------------------------------------Town: -------------------------------------------------------------------------County: ------------------------------------- Post Code: -------------------Phone: -----------------------Email: ------------------------------------------
Closing date November 16, 2014. Email entries to

patrick@lrm.co.uk or post this entry to:
LRM Project 90 competition,
Wollaston, Wellingborough, Northants NN29 7P
J
Dennis Publishing (UK) Ltd uses a layered Privacy Notice giving you brief details
about how we would like to use your personal information. For full details please
visit our website www.dennis.co.uk/privacy/ or call us on 0844 844 0053. If you
have any questions please ask as submitting your details indicates your consent,
until you choose otherwise, that we and our partners may contact you about
products and services that will be of relevance to you via direct mail, phone,
email and SMA. You can opt-out at ANY time via www.subsinfo.co.uk or privacy@
dennis.co.uk or 0844 844 0053. Full terms and conditions can be found at
www.dennis.co.uk/comp/terms/
WILL YOU BE THE LUCKY

READER WHO DRIVES
OFF IN OUR PROJECT 90?
Land Rover Monthly is oering you the chance
to WIN a Land Rover. Every month we will be
improving the vehicle with help of our sponsors and
will pick a winner at random to WIN the completed
Land Rover at the end of the year.
Tell us how you would modify our Defender 90 by
visiting our Facebook page.
HOW TO ENTER: Complete the details opposite for a chance
to WIN. The prize is non-exchangeable and non-refundable.
Entrants must be 18 years of age or older on the date of
submission of the entries.
www.facebook.com/landrovermonthly
@LRMonthly
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S WI
P R OJ T H T H I S
ECT
90
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[Supacat SUV 600]
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SIX
APPEAL
Meet the Rapid Response Discovery
Words & photos: Bob Morrison
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he annual Emergency Services Show, held at the

NEC, usually has a handful of 'blue light' Land
Rovers on display but in the main these tend to be
pretty much off-the-shelf models with just
additional markings and minor kit additions or
adaptations. Last September's event, however, turned up
something a little bit more special which we documented on
camera and resolved to try to photograph in a less clinical
setting at the first opportunity.
The Supacat Utility Vehicle 600, or SUV 600, is essentially
a production standard Land Rover Discovery 4x4 which has
been adapted with a third axle to drastically increase
available payload capacity and equipment space availability,
while retaining seating for four specialist personnel.
According to Supacat, their SUV 600: cost effectively fills a
gap in the market for a Rapid Response Vehicle which also
offers an off-road capability with the agility to access narrow
routes and difficult terrain."
High mobility vehicle specialists Supacat, the Devonbased designer and manufacturer of the British Army's 6x6
ATMP (All-Terrain Mobile Platform), which served first
with 5 Airborne Brigade and 24 Airmobile Brigade from the
late 1980s, then operationally deployed to the Persian Gulf
with the Royal Artillery for the 1991 Gulf War, before being
loaned to the Royal Marines for Operation HAVEN in
Kurdistan after the war, are these days possibly more known
for their HMT 400 Jackal M-WMIK used in Afghanistan

and its 6x6 HMT 600 derivative the Coyote logistic support
version. However they are also the developers of: a
revolutionary 4x4 tracked Launch and Recovery System
(L&RS) for the new Shannon-class all-weather lifeboat for
the Royal National Lifeboat Institution; the LRV 400 light
reconnaissance vehicle, which is similar in military concept
to the Defender WMIK but offers greater payload and
mobility; a Protected Transit Vehicle for the oil and gas
production sector, which can be used for personnel transport
in potentially hazardous explosive and toxic environments; a
Light Armoured Multi-purpose Vehicle for an Indian Army
requirement, in association with Land Rover's parent
company Tata Motors; and even a machine gun-armed
version of the Land Rover-based Rally Raid Wildcat (see
LRM November 2011).
With this track record of high mobility automotive design
under the belts of Supacat founder Nick Jones' team, which
operates out of the WWII Dunkeswell airfield in the
picturesque Blackdown Hills, it's unsurprising that Land
Rover are working with them on the SUV 600 project which
is based on one of their engineering development Discovery
4 models, marrying a rear hamper from specialist
coachbuilders Strongs with an extended chassis
incorporating a third axle. The demonstrator featured is
actually a 6x4 version, developed for a specific overseas
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[Supacat SUV 600]
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This is the rst Discovery 4 conversion and

it is already attracting signicant interest
SIX OF THE REST

The Third axle concept on a
land rover can be traced back to
the pre-production range rover
batch. although it started life as a
4x4, prototype VBh152h (chassis
no. 35500002) was converted to a
6x4 by Solihull's Special Projects
department and then sold in april
1971 to coachbuilders Carmichael
& Sons, who turned it into an
aireld crash rescue vehicle. in due
course Carmichaels sold it on to
Marshall of Cambridge, who have a
long history of aircraft conversions
as well as building ambulances,
and they used it at their aireld as
a fast response vehicle. it is now in
private hands.
requirement, hence it being left-hand drive,

but a 6x6 is under development to meet the
requirements for UK airfield crash rescue
tenders which must have all-wheel drive and
this is where Supacat's experience in
developing the HMT 600 Coyote military
vehicle and its convertible Extenda hybrid
sibling is paying dividends.
The variant photographed for LRM has a
Discovery chassis with separate functional
rear box body intended for configuration in
the Fire & Rescue role, but Supacat has already
identified other potential configurations
based on an elongated body, both in low roof
and high roof format, to meet emerging
requirements for police, ambulance and even
outside broadcast roles.
In the past many of these roles would have
been undertaken by the Defender and its
predecessors, and even in some cases by
Range Rover conversions. But production of
the conventional ladder chassis Land Rover
will soon end, and the price of the upmarket
Range Rover has long ruled it out for utility
vehicle conversions. So the Discovery is the
logical choice for those wanting Land Rover's
superb off-road capability and longevity.
Supacat consultant Bill Waddell said of the
new triple-axle Discovery: The SUV600
offers a capability that is not being met by
existing off-the-shelf utility vehicles.
Operators benefit from an up-to-date
automotive base platform providing modernday ride and handling to meet current
demands, coupled with the payload capacity
WorldMags.net
to carry the necessary equipment to perform a

functional role. Six-wheel Land Rover
conversions have been done by others but this
is the first Discovery 4 conversion and it is
already attracting significant interest.
In chassis cab configuration the SUV 600
can cope with a 2500kg payload, giving a gross
weight of 5300kg, but its 2993cc SDV6 twin
turbocharged V6 diesel engine gives it a
maximum road speed of 100mph through an
eight-speed automatic gearbox. Transmission
is 6x4, in both high and low ranges, and the
suspension is independent double wishbone
air-adjustable.
The Fire and Rescue version seen on these
pages can carry up to 2000 litres capacity or
750kg of firefighting and ancillary equipment
in addition to 500 litres of water in an
integrated tank, a Godiva HPX75 pump, a
high-pressure booster hose and reel, breathing
apparatus and a crew of four. When we
photographed the SUV 600 in Devon the
pump had been removed, which is a very
simple process, but when the vehicle was on
display at the Emergency Services Show it was
in-situ and can be seen through the rear doors.
There is also the option to fit a Compressed Air
Foam System (CAFS) with integral foam tank.
One very obvious market for this conversion,
which can be carried out on both the Discovery
3 and 4 models meaning that good condition
low mileage pre-owned Land Rover base
vehicles with the potential for a long second
life could be adapted to role, is as an airfield
crash rescue tender. All around the UK, and in
WorldMags.net
a few locations overseas as well,

decommissioned former British military
TACR2/2A six-wheel Range Rover Classics
have been converted from 6x4 to 6x6 to serve
as emergency vehicles on small airfields and
aerodromes, but many of these are coming to
the end of their very long lives and
replacements will need to be found.
It was this thought which prompted me to
photograph the SUV 600 out on the airfield at
Dunkeswell
Aerodrome
(thanks
for
permission Brendan) with its busy runways
and
flying
and
skydiving
schools.
Coincidentally, the duty crash rescue tender at
Dunkeswell is a Range Rover TACR2a of
precisely the type of vehicle for which
Supacat's six-wheel Discovery conversion
would make an ideal replacement.
I also asked my driver Andy, Supacat's
Facilities Manager who joined the company
way back in the 1980s not long after Nick
Jones taught me to drive his original baby, the
skid-steer 6x6 ATMP if we could take the
SUV 600 into the heart of Dunkeswell's old
village, as its ancient narrow lanes are the type
that, according to an old friend who used to be
a retained firefighter just over the other side of
the Blackdowns, drivers of conventional fire
engines dread. It was the Dorset fire brigade
which prompted the original development of
the One Ten six-wheel fire tender conversion
and purchased a batch, as they have to deal
with the same sort of narrow lanes and rural
incidents as Devon & Somerset Fire &
Rescue Service.
WorldMags.net
The six-wheel Discovery offers the same

advantages as those late-80s Land Rovers,
being able to both squeeze through gaps little
wider than needed for a family saloon to pass
and to go off-road to deal with fires or rescues
in agricultural settings that would pose major
problems for wider and heavier fire tenders.
In ambulance configuration, the SUV 600
offers the possibility to transport a stretcher
patient plus seated trauma team off-road, and
its combination of off-road performance and
high on-road speed also offer great potential
as a Hazardous Area Response Team (HART)
or Mountain Rescue crew and specialist
equipment transporter.
For those interested in the off-road
performance, Approach Angle is the standard
36, Departure Angle is a very respectable 30
and Ramp Over Angle is the same 27 offered
by the production vehicle, plus Ground
Clearance is still 300mm. Turning circle is,
naturally, much greater than the production
line 4x4, but that's a relatively minor sacrifice
which needs to be accepted as introducing
rear wheel steer would be overly costly for a
vehicle of this type.
There have been comparatively few
Discovery conversions for Emergency
Services use over the years, and indeed only
the stretched 116-inch wheelbase ambulance
version from 1993 instantly springs to mind on
this score. At the time I remember saying I
would quite like one of these as a mobile office
and camper, but the SUV 600 would be
even better.
- - www.silverline4x4.com - www.silverline4x4.com - - -
PHONE ORDERS
WorldMags.net
01926
496668
496668
4 THE EXPERTS IN 4x4 TYRES AND WHEELS

16"X10" MAXXTRAC
GUNMETAL MODULAR
FITTED WITH
285/75R16 MICKEY
THOMPSON BAJA
CLAW TTC 895SET OF
4. LOCK NUT KIT
39.95
SUGGESTED FITTING:
DEFENDER 90 AND 110
WITH MIN 2" SUSPENSION
LIFT, MAY REQUIRE
WIDER WHEEL ARCH SPATS
16x7BOOST
SPORT ALLOY
FITTED WITH
235/85R16
COOPER A/T 3
850.00
SET OF 4.
Includes centre
cap and nuts.
Lock Nut Kit
47.40
SUGGESTED FITTING:
DEFENDER 90 AND 110
PLEASE RING
FOR OTHER OPTIONS
275/45R20
Cooper Zeon LTZ
FITTED ON
STORM SPORT
20 ALLOY
WHEELS
1175.00
SET OF 4
Lock nut kit
39.95
SUGGESTED FITTING
DISCOVERY 3 & 4 AND
RANGE ROVER L322
16 X 7 MAXXTRAC
BLACK D MODULAR
FITTED WITH
265/75R16
COOPER
DISCOVERER STT
595.00
SET OF 4
LOCK NUT KIT
35.95
FITTING:
DEFENDER 90 AND 110
PLEASE RING
FOR OTHER OPTIONS
16 X 8 MAXXTRAC
MACH 5 ALLOY
FITTED WITH
265/75R16
COOPER
DISCOVERER
ST MAXX
1100.00
SET OF 4 LOCK NUT KIT
47.50
FITTING: DEFENDER 90
AND 110
PLEASE RING FOR OTHER
OPTIONS
16x8
MAXXTRAC MANTA
ALLOY FITTED
WITH 265/75R16
COOPER A/T 3
995.00
set of 4 INCLUDES
CENTRE CAP AND NUTS
Lock nut kit 47.40
SUGGESTED FITTING
LAND ROVER 90 AND 110
Free Delivery on all Wheel and Tyre packages to all UK mainland postcodes.
Silverline 4x4 distributeWorldMags.net
Cooper 4x4 Tyres and Mickey Thompson in the UK
PHONE ORDERS
www.silverline4x4.com - www.silverline4x4.com - - -
WorldMags.net
01926
496668
4 THE EXPERTS IN 4x4 TYRES AND WHEELS

16"x8" MaxXtrac Manta Alloy fitted with
265/75R16 Mickey Thompson MTZ
1295.00 set of 4 Includes Centre Caps
and Nuts. Lock Nut Kit 47.40
Fitting Defender 90 and 110
18"x9" MaxXtrac Manta Alloy

fitted with 285/60R18 Cooper
Zeon LTZ 1575.00
set of 4 Includes Centre Caps
and Nuts. Lock Nut Kit 47.70
Fitting 90 and110
19"x8.5" MaxXtrac Imperial

Alloy fitted with 255/55R19
Cooper Zeon LTZ1295.00 set of 4
Includes Centre Caps and Nuts. Lock
Nut Kit 39.95
Fitting Discovery 3 & 4, Range Rover Sport
and Range Rover L322
Free Delivery on all Wheel and Tyre packages to all UK mainland postcodes.
Silverline 4x4 distribute Cooper 4x4 Tyres and Mickey Thompson in the UK
Address: Nelson Lane, Warwick, CV34 5JB UK tel: +44 (0) 1 926 496 668
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Email: info@silverlinewheels-tyres.com Browser: www.silverline4x4.com
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[AA SORT unit]
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flood
defenders
When the AA set up a specialist unit to deal with

flooded roads, it was clear only one type of vehicle
would do for the motoring organisation's
Special Operations Response Team
Words: Jonathan Craymer
WorldMags.net
Pictures: Jonathan Craymer & AA
[AA SORT unit]
WorldMags.net
UST TYPICAL. The day LRM is set to drop in for a

need, plus water and food. Its not a bad idea to carry the kind
chat with the guys (and girl!) in the nerve centre of the
of self-heating meal camping shops sell. But modern cars are
AAs hard-working SORT (Special Operations
so well-insulated and become such an extension of the home.
Response Team) unit a second wave of flooding hits
We often answer calls from drivers whove just nipped down
the UK, causing no end of problems for already
to the shops in their slippers!
beleaguered residents in the West Country, and now stranding
In rare moments of quiet, Darron and the rest of the control
scores of drivers to the north of London.
room team could almost be mistaken for any fleet control, as
Its all over the news as we drive towards Oldbury in the
they respond to red icons popping up on the busy computer
West Midlands under black skies and rain like the wake of the
screens in front of them. But this is no fleet of white vans,
QE2. Sodden Britain just cant take any more water today, and
doing online deliveries. Peoples lives could be on the line.
places like Aylesbury and Hemel Hempstead have woken up to
Were far more concerned about the people than the
rising waters and a shed-load of motorists in trouble. Added to
vehicles, which often surprises members when we arrive to
that the village of Moorland in Somerset has just been cut off
help them in floods, snow or mud, he says. Our priority is to
overnight, and the Chairman of the Environment Agency, Lord
get them to safety, while keeping ourselves safe. Retrieving
Smith, is due to put his head in the lions mouth by visiting the
their vehicle comes second, especially in the dark or other
worst-hit areas.
poor conditions. A vehicle which has already been damaged by
Darron Burness, the SORT teams Operations Manager, has
floodwater will still be there next morning, when we can see
phoned to warn us en route we might not get much time with
clearly what needs to be done.
him the way things are, but we tell him well take our chances
Back in 2008, faced with the fact that major flooding in the
to get our story.
UK was becoming a sad fact of life, as evidenced by the water
Its only just after 10am, yet since midnight the AA has
damage in Gloucester and Tewkesbury the year before, the AA
answered calls from 213 stricken motorists whose problems
took the decision to set up the SORT unit, often simply referred
are water-related, of which no less than 93 are stuck up to their
to as the flood relief team.
wheel nuts.
The AAs participation in the aftermath of the major flooding
Have you got yourself wet at all? One of the coat Cockermouth in 2009 further cemented the decision that, as
ordinators, Paul Bradley, talks calmly to a mum stranded in
part of its chosen Fourth Emergency Service role, the
floods north of London, in a 4x4 but with an asthmatic
organisation really needed such a team.
daughter on her way to school, possibly without a spare
Last Christmas and the start of 2014 has seen the unit in
inhaler. No pressure. A SORT Land Rover has been dispatched
action a record number of times. Between December 1 and
to help with the vehicle recovery, meanwhile a standard patrol
February 2 this year the SORT team and its fellow AA patrols
vehicle has been sent to the scene to get mum and daughter
dealt with 757 flood-stranded vehicles, and 3057 water-related
out, but is now stuck in traffic. Paul continues to talk to the
breakdowns.
woman, reassuring her that help is on its way.
Weve seen an increase this time round in 4x4s getting
Unfortunately these days people dont expect to have short
stuck in water. Thats probably because people were off over
trips to the shops or school, which account for the bulk of
Christmas and a lot of owners wanted to have a play in the
journeys, interrupted by the elements and theyve
floods which were so highly publicised. But what you
Below:
forgotten or have never known what precautions to take Paul Bradley cant see, even in a 4x4, is whether the road itself is still
in case the worst happens, says Darron. It would only and Darron there, or where the side of the road is and where the
take 10 minutes to put a few essentials in the boot like a
ditch starts.
Burness
blanket, warm clothing, any medical supplies they might
The message we want to get over is that flood water is
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What you can't

see is where
the side of the
road is and where
the ditch starts"
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[AA SORT unit]
WorldMags.net
An incredible 27 per cent of drivers said

they'd drive through moving ood water
Above:
dangerous and is best avoided whether on foot or in the
large bungee cord, like that used by the military), a strop
best 4x4 in the world. Apart from road surfaces which AA SORT (for wrapping round trees for extra purchase, a practice
team
have been literally washed away and unseen hazards like members known as belaying), a snatch block, a tow pole and tow
missing manhole covers, the water itself may contain up to hone their straps. The kit also includes items like a decontamination
30 nasty diseases as its so often mixed with raw sewage,
kit for the reasons given previously.
off-road
skills
so any vehicle which has been in contact with flood water
Theres a large drawer under the load-bay floor, able to
really needs to be decontaminated.
act occasionally as a work bench, while holding tool-kits.
Darron shakes his head at the results of a survey carried
To left and right are lockers containing spare oils and other
out jointly by the Environment Agency and the AA back in
essential items for both rescue work and maintaining the
November. Of more than 21,000 AA members questioned, an
vehicles. All is highly standardised, so any patrolman whos part
incredible 27 per cent said theyd happily drive through moving
of the 92-strong team can jump into any SORT Land Rover and
floodwater deeper than 30cm, which is enough to move a car.
know exactly where everything is. All the Defenders have
Yet the advice from the two organisations is not to enter
snorkels, though Darron points out these are really designed to
floodwater that's moving at all, or if the waters stationary, no
cope with sand, not water. Another useful fitment is a Britpartmore than 10cm deep.
supplied gas strut fitted to many rear doors, making them easier
As it happened, the AA already had some Defender 110s,
to open often at awkward angles with the weight of the spare
which it was about to replace as theyd come to the end of their
wheel bolted on.
normal working lives. However fate intervened in the form of a
One of the essential items carried is made of the same stuff as
patrolmans upset stomach. Iain Gillespie was on patrol in
bullet-proof vests Kevlar to wrap around and give protection
Tewkesbury during the floods in 2007 and had been affected by
from vehicle airbags, which if they go off at the wrong time may
the polluted water and knew the Land Rovers height and
ironically (for a life-saving device) cause injury to vehicle
ground clearance made them ideal for keeping crews above the
occupants or AA crew members, or at least get in the way. The
level of the water.
airbag protectors are left in place for 15 minutes, after which its
He went to see Steve Dewey, Director of Road Operations,
assumed the bags electronics will have given up the ghost.
and said Look we need to keep these vehicles theyre our best
Two of the vehicles are fitted with HD CCTV cameras,
asset. Steve in turn went to John Seymour, whod been
allowing recording of flood scenes, and the beaming of live
appointed National Manager of SORT, who made it happen and
images to both the SORT control room and the many other
the Defenders were kept on, says Darron.
agencies the team often works with. Darron explains: This
So the original fleet of Defender 110s has recently been
means we can monitor roads around major problem areas,
augmented with a number of similar 60-plate vehicles. The
freeing the main emergency services to do their jobs better.
only difference being that the older vehicles were all single cab,
Thats the piece of the jigsaw where we often fit in.
whereas the newer vehicles have crew cabs, making it easier to
Some of the images you see here were taken by the AAs 110s
carry stranded motorists to safety.
and beamed back, which gave us, while sitting in the control
The next question was what equipment to carry? Obviously
room, a vivid sense of being there at the sharp end.
pulling vehicles out of trouble is one of the chief tasks, so all the
Amazingly theres no central workshop to maintain these
vehicles carry power winches, special kinetic rope (similar to a
vehicles. All maintenance work is done by the crews themselves
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Above:
HD CCTV atop two
of the vehicles
relays driver's eye
view to control
by the road-side, which isnt as daft as it might sound, since these

guys are patrolmen used to working with cars whizzing past
their rear ends. The high incidence of flooding in the past week
has necessitated a lot of oil changes in front and rear axles, as
well as bearing greasing on all Defenders.
These vehicles are probably in water more time than theyre
out of it and being Land Rovers they require a lot of maintaining,
but they pay back the level of care and attention they receive,
many times over. But then no vehicle is really designed to operate
in water all the time, which takes its toll. Polluted fresh water is
bad enough, but sea water which we often encounter these
days is even worse.
However Land Rovers are so versatile, and their no-nonsense,
made-for-the-job nature makes them easier to look after than
other makes and models. For instance in the Cumbrian floods,
we were able to decontaminate our vehicles using firehoses!"
Whats carried on the vehicles is only part of the kit the rest
of it's worn by the crews. They don dry suits, buoyancy aids and
protective clothing for all flood work, and always travel in pairs.
One can wade in front where necessary, to make sure the roads
still there, or act as banksman, Darron explains.
Most members of the team are trained and certified as
Swiftwater Rescue Technicians (SRTs). In other words they
have expertise in search and rescue in flood conditions, enabling
them to become part of co-ordinated multi-agency response
exercises alongside local police, fire and rescue services, the
Highways Agency and others. The teaching is carried out by the
same people who train the RNLI and many fire service teams.
The two-man crews also undergo 4x4 training with RoSPA
including off-road operations, and they receive training from the
AA's own DriveTech team. Most of the SORT responders are
volunteers with normal day jobs in the AA: 22 are indoor staff,
while 68 are patrol personnel. Occasionally as ultimate controller,
Darron relocates to where the need is greatest. For instance on
January 3 this year he was based at Devon and Somerset Fire
service HQ in Exeter despatching SORTs resources from there.
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[AA SORT unit]
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In October 2012 the team also helped Dyfed-Powys police

search in the Machynlleth area for missing toddler April Jones,
in what later tragically turned into a murder enquiry. This was
both upsetting, yet heartening seeing the huge response from
the community who helped in the hunt. We were pleased to be
able to help the police and other emergency services.
In addition to the operational crews, the SORT team includes
two qualified Water and Flood Incident Managers (WFIMs) Darron himself and Ian Hemstock responsible for managing
the AAs response to major flooding incidents as part of a local
or national incident command structure.
Darron added: To help us meet the yearly training
requirements, we now have our own agency Swiftwater and
flood Rescue Technician Instructor (SRTI) to provide
continuation training to the team between their three-yearly
SRT re-certification courses.
The position of AA SORT within the flood response arena
moved on considerably during 2013. The team now has a seat
on the Wales Inland Water and Flood Rescue Group and the
CFOA (Chief Fire Officers Association) Water Rescue Group.
Our place within these bodies gives us a voice on behalf of the
motorist, in water rescue decision-making at the highest level.
The SORT team takes part in a number of multi-agency
exercises to ensure it can work in a co-ordinated and efficient
manner with a whole range of other professionals at the drop of
a patrolmans cap. One such practice run was Exercise Berwyn
in April 2013 alongside all the emergency services and other
responders including HM Coastguard, Natural Resources
Wales, Gwynedd County Council, RAF Search and Rescue,
Mountain Rescue and the RNLI.
Last November the motoring organisation partnered with
the Environment Agency to launch a dual-branded floods
destroy, be prepared campaign.
Its amazing how weve moved on in the time weve been
operating, says John Seymour, National Manager for the SORT
team. Our strategy has been to provide an operational
capability that cant be matched by our competitors and
positions the AA as a professional responder in the water
rescue arena.
SORTs work includes attending many festivals and shows
staged throughout the year, where as we all know temporary
car parks on grass can quickly resemble a ploughing contest
gone wrong, after just a little rain. Trying to think of everything,
the team even has its own meteorologist, Matt Hugo, who
links
Further inFo on the AAs Sort team

www.theaa.com/motoring_advice/aasort.html
the environment Agencys ood alert service
www.environment-agency.gov.uk/
homeandleisure/oods/31618.aspx
Dont try this at home (or anywhere else!) 100,000 Bentley up to its windows in ood
water.
www.youtube.com/watch?v=jtnrcyipjQe
provides bespoke weather forecasting, and of course to keep fully up to

date, the team has its own weather blog too.
How did Darron become operations manager? Ive no idea to be
honest! he grins. I was one of the original 25 members of the team
and suppose I was just in the wrong place at the wrong time.
Hes still smiling, despite this mornings chaotic road conditions. I
love it. Its a challenge. You never know what youre going to wake up
to each morning, and the jobs never boring. Id been with the AA 23
years, started as an apprentice in the workshops, became a patrol, then
managed teams of patrols.
The day before our visit, the AA had issued a press release calling for
a review of flood road signage, while warning drivers of the penalties
for ignoring them. Part of the problem is that road-closed signs arent
always completely understood, says Darron. Some people may think
theyre just advisory, as they look like temporary signs similar to those
often seen at roadworks.
"But ignoring a traffic sign is an offence carrying a 50 fine, or a 100
fine and three points if its deemed to have been careless driving.
Three-quarters of cars that get stuck are written off, as it only takes a
tiny amount of ingested water to wreck an engine, and insurers could
reject any flood damage claim if they thought the owner could have
avoided the problem in the first place.
Nevertheless he sees the funny side of one lady in Buckinghamshires
reaction to a road closed sign. She told our patrol that she didnt think
the sign applied, as it was only on one side of the road so she drove
round it!
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412 580 bhp / Petrol V8s

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Roof Rack Accessories

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Please phone or email if you
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contact: andrew@neneoverland.co.uk
[Malaysia: Series Land Rovers]
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series
heaven
Leaf-sprung Land Rovers outnumber all other
vehicles in the Cameron Highlands of
Malaysia, but none of them would win prizes
at classic car shows, says Michael Fritz
very year for the last ten years my

wife Elke and I have spent four
months touring the world. We are
great Land Rover fans back in
Austria we go off-roading in our
Defender, but for our world trips we travel on
our motor bike, a Honda Africa twin.
We have covered 115,000 miles in that time
and the places weve visited have included all
51 states in North America, all provinces in
Canada, Mexico, Cuba and Central America.
In Europe we have set off from our home
and ridden through Greece, Turkey, Iran,
Pakistan, India and Nepal to Thailand - from
where I continued the trip via Laos, Cambodia,
Malaysia down to Indonesia and Bali. We have
shipped the bike to Australia and looped
around this continent. From Cairns we took it
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[Malaysia: Series Land Rovers]
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There's no better place in the world

to see lots of Series Land Rovers
by plane to Fukuoka in Japan, from which we
toured South Korea and the three main
Japanese Islands, before we shipped the bike
to Sakhalin in Russia. This led us through
Siberia, Mongolia, further down to
Kazakhstan, the countries along the Pamir
Highway via Uzbekistan, back to Russia. From
St Petersberg we went to Finland and from
there took a ferry down to the Baltic States of
Estonia, Latvia and Lithuania. We went
through Poland, stopped in Berlin and from
there rode back home to Austria.
Elke unfortunately missed the South-East
Asia trip, so we decided to do this very special
part again from November last year to January
this year. During my first trip there I had seen
scores of old Land Rovers in the Cameron
Highlands of Malaysia and was so much
fascinated by them and the beautiful landscape
that I wanted to share it with my wife and find
out more.
We didnt count how many Series Land
Rovers we saw, but we must have spotted at
least 250 as we toured on our bike. We took
lots of photographs, but there were so many
we couldnt photograph them all. Apparently
there are thousands of them, as a helpful guy
at a filling station told us. Everywhere you go
you see them either parked beside the road,
driving and carrying heavy loads of produce
and passengers, or just returning to nature in a
forgotten corner. We saw lots of old, derelict
Land Rovers with flowers and plants growing
on them. This is very fertile farming country.
It is best known for tea growing, but the warm,
wet climate makes it ideal for growing
vegetables and fruit, too.
The Land Rovers of the Cameron Highlands

do rust, but not nearly as much as they do in
Europe where salt is used to treat frosty roads.
Most have had repairs and patches and keep
on running. The oldest ones we saw were
Series Is, but there were plenty of Series IIs,
SIIAs and SIIIs, too.
There so many old Land Rovers there
because they are British. The tea plantations
in the Cameron Highlands were founded by
British businessmen when Malaysia was part
of the British Empire. One of the oldest and
most popular brands produced here is Boh
Tea, which was founded in 1929 by J.A.
Russell, a British businessman during the
colonial era. These old Land Rovers are simply
the leftovers of the thousands of cars the
British brought to the Cameron Highlands. In
the last century they replaced the elephants
that had been the working vehicles there
before 1948!
They are simply used for work, but are not
loved. They are functional. They are used for
the transportation of freshly-picked tea,
packed in bags, as well as the strawberries,
vegetables and flowers grown in this region.
Most are pick-ups valued for their impressive
carrying capacity but we also saw plenty of
station wagons used as transport for ferrying
workers to and from the plantations.
When you see a Land Rover on the road, it is
almost always overloaded and hanging down
at the rear. Some of the newer Land Rovers are
also used as taxis for tourists. The main roads
in the Cameron Highlands are paved, but
narrow, extremely steep and are quite bumpy
because of water gutters. There are also lots of
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smaller gravel roads, particularly up in the

tea plantations.
We didnt see a single Land Rover that had
received any TLC, but that doesnt mean their
owners dont appreciate them. They are
affordable, indestructible and meet the needs
of the farmers. The farmers pay less tax to the
Malaysian government for these specific
farm cars, but they are not allowed to use
them outside the Cameron Highlands. This is
why they have big CH stickers on them.
There is a lot of rust outside, but many of
them had long lost most of their paintwork
and the body panels were down to bare
aluminium. Most windows were either broken
or mossy, with nothing to stop the rain pouring
in. The interiors were completely worn out.
Original seats were often replaced by garden
chairs that had been welded in! The steering
wheels were often replaced by ones salvaged
from scrapped Japanese cars.
None of them looked safe enough to drive
on European roads. We guess they do not have
an MoT test in the Cameron Highlands. To
keep them running, they just do the minimum
of maintenance and repairs and there is a lot of
bodging, but no room for sentiment.
We got the impression that when these
Land Rovers are no longer used for work,
theyll be broken up.
We only saw one modern Defender during
our trip a Puma-engined130. Most of the
newer working cars are Toyotas.
Wed recommend the Cameron Highlands
to any Land Rover enthusiast. If you love old
Series vehicles, there cant be a better place in
the world. They are everywhere.
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BASREMAPS
www.bellautoservices.co.uk
TURNING YOUR
PERFORMANCE
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DREAMS INTO
REALITY
Tel: 0871 288 4656
Dyno Development
BAS Remap Interface
Our in-house 4wd dyno rolling road is used

by us to develop products and tuning on our
test cars and aids us in producing all of our
tuning we have available today.
The dyno is mainly used for steady state
mapping as well as live mapping in the development process which greatly speeds up new
tuning packages development as we can make
changes to the mapping a lot faster than if we
were only to make road test development.
Our Dyno can run very low power up to 2400 Horsepower at the wheels, it enables
us to run Front wheel drive and rear wheel drive as well as four wheel drive. It cleverly
Measures HP, Torque Time, Tracve eort rpm, Measure AFZ Lambda etc.
It has an automac weather staon Air Temperature orrecon, it measures and
logs vacuum Boost as well as having thermocouple E'T channels and built in <nock
detecon. We measure ZPM direct from engine and Zoller speed which is used for ramp
Mode for Power 'raphing. Its steady State mode is used for ne engine tuning. The ne
synchroniaon of road speed between front and rear rollers also enables 2wd cars to be
tested with no ABS or Tracon Stability faults.
495.50 exc VAT

BAS Remap Tuning
56.00
56.00
75.00
75.00
88.50
88.50
88.50
60.00
60.00
60.00
60.00
Zemap Defender 2.2 TDi Puma

Zemap Defender 2.4 TDi Puma
Zemap Defender 2.5 TD5
Zemap Discovery 2 2.5 TD5
Zemap Discovery 3 2.7TL TDV6
Zemap Discovery 4 MY2010 3.0L
Zemap Evoque 2.2 TDI MY2011
Zemap Freelander 2 TDI MY2011
Zemap ZZS 2.7L TDV6 upto 200
Zemap ZZS 3.6L TDV8 upto 200
Zemap ZZS MY2010 3.0L
Zemap Transit 2.2 TDi MY2012
499.00
399.00
295.00
295.00
399.00
499.00
499.00
495.00
399.00
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499.00
499.00
Zemap ar 'eneral

Zemap By Post
All prices excluding VAT
Silicone Hoses
300TDI Hose Set- Black
300TDI Hose Set- Blue
D3 ZZS 2.7L TDV6 Hose- Black
D3 ZZS 2.7L TDV6 Hose- Blue
Puma 2.2L Hose <it- Black
Puma 2.2L Hose Set- Blue
Puma 2.4L Hose Set- Black
TD5 Defender Hose Set- Black
TD5 Defender Hose Set- Blue
TD5 Discovery Hose Set- Black
TD5 Discovery Hose Set- Blue
The new BAS re-map programming interface is designed

to give you full control over your remap!!
Ideal for the Land Zover Defender Puma 2.4TDI pre
2011, TDV6 Discovery Zange Zover Sport pre 200 ,
TDV8 Zange Zover pre 200 Zange Zover Sport as well
as the FreeLander 2 pre 200 .
'iving you the capability to re-map your car and switch
between the standard to tuned les as and when you like,
as many mes as you like. Also built into the BAS remap
interface is a basic engine diagnosc fault code reader
usable on all models.
P.O.A.
P.O.A.
Performance Intercoolers
Please call for more informaon regarding
our stock of Performance Intercoolers
All prices excluding VAT
TDV6 EGR Blanking Kit Pre 07
TD5 VGT Hybrid Road Turbo
TDV6 2.7L Egr Blanking bypass Kit designed for MY05 &
MY06 cars.
This kit is designed for both Discovery 3 ZangeZover
Sport as well as the Jaguar 2.7L TDV6 models.
If your chassis number is a 5A or 6A chassis number this
kit is compatable. E' SALLAAA1256A123456.
The BAS TDV6 2.7L E'Z blanking or E'Z bypass kit as its
also known is made from Hi 'rade Stainless Steel, supplied
in the kit are a set of high temperature resistant seals that
are fully compatable with oil and fuel contaminaon from
the inlet gasses of the modern engine. A double seal setup is used for added quality and
pressure resistance.
45.50 exc VAT
300TDI Defender Discovery VGT Hybrid Turbo

300 TDI Defender and Discovery Manual or Auto
Variable Geometry Turbo hybrid conversion is the
worlds rst bolt on Variable 'eometry Turbo conversion for all 300 TDI powered Land Zovers.
This turbo uses your exisng manifold ends pipes
Bull Horns from your old removed turbo, though
they are available separately from our web shop if
required. EOTE Manifold gasket EOT supplied as
part of the turbo kit.
This is based on an exchange for your old standard 300 TDI Turbo returned back to
us a surcharge of 50 will be charged unl we receive your old turbo which must be
complete and in basic working order.
895.00 exc VAT
Defender and Discovery Manual or Auto TD5

Variable Geometry Turbo Conversion is the worlds
rst bolt on Variable 'eometry Turbo conversion designed specically for the TD5 powered Land Zovers.
This turbo is designed for upto 180-185 BHP and
430-450Em with correct tuning to match ars may
Vary slightly depending on age, milage covered, fuel
quality etc etc. Automac cars may produce slightly
less power due to the auto box soaking up power.
te strongly advise you t this turbo OELY along side a performance intercooler
and a strong air intake pipe where possibile.
845.00 exc VAT

Defender 2.4TDCi VGT Hybrid Turbo
The uprated Puma Defender 2.4 TDi
uprated hybrid turbo is designed to give
more torque than the standard turbo, The
standard turbo is quite small in comparison
to our uprated Hybrid V'T which means it
runs out of pu quite low in the rpm range.
The uprated hybrid turbos main aim is to
widen the torque curve over the standard
turbo to help with mid range and top end power. The turbo allows a more free reving
engine, stronger mid range power delivery and a nicer overall drive. This turbo is
designed to work with a correctly matched to turbo remapped car.
895.00 exc VAT
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Bell Auto Services Ltd, Waterline Ind Est, Acaster Malbis, York, YO23 2UY, 0871 2884656
[1971 Range Rover]
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life
story
Nicolas Bowater bought his
Range Rover new in 1971 and
he's still driving it every day
Words & photos: Alisdair Cusick
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[1971 Range Rover]
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Above:
It's a brilliant
vehicle on road,
track or eld
sn't it curious how fashions change with Land

Rovers? Each decade of production has gone
through various fads and fashions for enthusiasts. It
is linked inextricably with the value of vehicles, of
course. That's why so many 80-inch Series Is were
mercilessly chopped up to build off-road triallers in the
late 1980s and Range Rovers mercilessly bobtailed ie
the rear overhang chopped off in the 1990s. Vehicles
perceived to be 'old' by the public meant prices were low,
and so apparently overlooked vehicles were ideal for
modifying beyond the point of no return. It's happening
to early Discoverys now.
In 2014, tastes have moved on. While Discovery 3 and
L322 Range Rovers are going through the usual fads of
off-road extras or chrome trim, classic vehicles are
heading in the opposite direction. There's a growing
culture of taking classic Solihull metal right back to
standard, and restoring them to original condition. It is
driven by value, of course, and no doubt helped by the
recent
high
auction
figures
achieved
by
well-restored vehicles.
Range Rovers in particular are falling into this bracket.
There's a growing appreciation in the general motoring
press recently of how good they are, and it is the first and
last that usually hold attention and the highest prices.

106||| Land rover monthLy
The very earliest prototypes are selling for around

70,000. Because of this, values of Range Rovers are
rising across the board and the days of a 500 project car
are long gone. Even if you do source one, then finding the
correct parts and trim is going to be equally challenging,
and increasingly costly. With that background, you'd
expect there to be a host of the early vehicles locked in
garages, halfway through extensive and costly
restorations. You wouldn't think that someone might still
actually use one of the most desirable, pre-1973 Suffix A
models as an everyday car...
Well, you'd be wrong. There's one owner who bought
one new in 1971, and likes it so much that he still uses it
almost daily.
That man is Nicolas Bowater. In 1971, he bought a
Lincoln Green Range Rover to replace his ex-RAF Series
IIA for use on the farm. In the first few years, Range
Rovers were far from easy to get hold of, and it was not
uncommon to see them being sold at a premium. Because
of this, and despite living in Kent, he had to travel to J V
Likes, in Hay-on-Wye to get one, and paid 2200 for it.
I sold both my Land Rover and a Fiat 125 to get the
Range Rover, recalls Nicolas. I bought it for the exact
purpose it was designed for, and used it as an additional
tractor. It pulled trailers on the farm, took materials to do
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Above:
It looks as good
today as it did in
1971, says Nicolas
Above:
Classic cigars in a
classic vehicle. But
why a bull as
bonnet ornament?
Well, why not...
fencing repairs, pulled the roller, the grass harrow, took

me shooting just about everything except taking calves
to market.
Aside from working for a living, the vehicle also was
called on for family duties. It went to the Isle of Skye for a
family holiday, to Switzerland and France on skiing trips,
and even made it as far afield as Venice. I can personally
vouch for the undiluted pleasure of touring Skye in a
classic Range Rover, but can only imagine what it must
have been like to have done another of Nicolas' trips. The
sight of a UK-registered Range Rover tootling around the
snow-covered mountain passes of Switzerland must have
been incredible, never mind what it must have been like
from behind the pedals. Still, here was one vehicle
performing exactly the role it was conceived for.
The miles soon racked up, and maintenance was
undertaken as needed. Around 1977, the original engine
was replaced with a brand-new one. I can't remember
exactly why it was swapped, says Nicolas. I presume it
was using oil, because when it was stripped down, if you
ran your fingers down the bores, they felt corrugated.
The new engine apparently was British Leyland's first
attempt at making a fuel-efficient one. Whatever they
did, it made no difference! jokes Nicolas.
Being a 1971 model or Suffix A in the chassis number
specification many small modifications were a few
years away. Things like rear wash-wipe and radio only
came in 1973 Suffix B. Nicolas had both these luxuries
added by a local garage, along with a rev counter, oil
pressure and oil temperature gauges.
In 1982, the farm was sold and Nicolas moved from
Kent to rural Devon, taking the Range Rover with him.
"Fourth tailgate
and second bonnet...
And it was no longer needed as a workhorse...
For the last 32 years it has been in sort of retirement,
says Nicolas. But I still use it most days.
As you would expect, there have been the usual Range
Rover jobs that needed sorting. There's been some
welding here and there, and Nicolas says the chassis is as
strong as it ever was because of this. It is on its fourth
lower tailgate, and its second bonnet; the original flipped
open one day when on the move. The replacement was a
later one, and the change allowed Nicolas to move the
wing mirrors from the bonnet to the doors at the
same time.
Slightly unusually, it's on its second roof. I was out
shooting one day, and almost out of nowhere, a shot bird
landed on the roof. There's quite a weight to a bird, and it
dented it. I found a replacement from a blue car, and the
original was unscrewed, removed like a biscuit tin lid, the
new one sprayed green and fitted to the car, says Nicolas.
You know, depending where you go, I've been shown so
many variations of Lincoln Green rarely are they correct
so my car wears a few shades on it now.
Everywhere you look, there's a story. The steering
wheel is a later four-spoke from the early 1980s: The
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[1971 Range Rover]
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The 3.5 V8 is so

and rened
original one slowly broke up, so I fitted whatever was

new at the time, says Nicolas. The original plastic ribbed
seats much in demand now, and probably the rarest part
of early Range Rovers were recovered by Exmoor Trim
in 2002 in what Nicolas calls Mercedes Taxi Cloth, but
is similar to a darker shade of the herringbone cloth used
in the mid-70s on Range Rovers.
The originals were just horrible things, recalls
Nicolas. Typically, the plastic cracked, leaving sharp
edges everywhere hence why so few original seats
survive now in good condition.
The updating continued in 2008, when power-assisted
steering was added by a local garage. It just became too
much, so I had a power system put on, using the correct
parts. I then took it for a drive, and commented to the

engineer who did it that it felt a little floaty now. 'Welcome
to the 1970s!' he joked, says Nicolas.
The Range Rover has had so much work done over the
years that Nicolas has a history file five inches thick.
I'm taken out in the car for photography, and
immediately you notice the unique character of an early
Range Rover. The 3.5 V8 is soft, refined, and the loudest
noise is the quiet ticking of the fuel pump. Off tarmac, we
float serenely across heather-covered ground
withscarcely a jolt. These early models are a world away
from the more complex leather-abundant later versions,
but the effect of simple, long-travel soft coil springs and a
powerful V8 never fails to impress. In 1971, it must have
been a revelation after leaf springs.
You know, I had a friend comment not long after I
bought it that I'd soon get bored of it, but I never did. It
really is the vehicle that does everything, and I'd never get
rid of it. It is just such a practical vehicle, says Nicolas.
It has been kept in a dehumidified garage since its
move to Devon no doubt part of the reason it is preserved
so well. It runs faultlessly, too, and you would not credit
the mileage it has covered. It shows 95,000 miles, but it
has had a new speedometer; the original one had done
220,000, says Nicolas. But it's still on the original,
untouched gearbox.
Today, Suffix A models are revered, and purists are all
chasing the same rare original parts. Yet here is one
owner who just carries on driving the car that he chose
new. Thanks to the alterations he's made, it's still on the
road after 43 years and over 300,000 miles. Here's one
enthusiast who will always have his car for all reasons.
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Windscreen
protection bars,
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coated for Defenders
Off road & expedition

vehicle build, supply and
preparation specialists
SafetyG4 and Explorer tent friendly roof racks

Devices Roof Racks
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Roll cages, roof racks & vehicle preparation:
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Nene Overland, Manor Farm, Ailsworth, Peterborough PE5 7AF
Est. 1988
NE038/05/13 LRM925
Tel 0330 1000 925
[Outback Defender]
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ESCAPE
MACHINE
Australian Defender modified
for the Great Outdoors
Words and photos: Ray Cully
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[Outback Defender]
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This page:
xxxxxxx
el James is a scientific instrument technician

and knows a thing or two about engineering
and build quality. Its the simplicity of design,
strength, durability and ability which are
testament to any equipments longevity, he
explains. I'm very much a purist. I like hand-made vehicles and
original designs. Despite being West Australian born and bred,
he adds: Maybe its from being British stock on Dads side that I
like the Land Rover's origins.
Mels interest in 4x4s started in 1990 hunting with his brother
on a friends farming property. Unfortunately Mel spent more
time repairing than driving his little ragtop two-stroke Suzuki
after those rugged camping trips.
Trading up to a Mitsubishi Shogun provided Mel with more
capability, comfort and space. Mel recalls his first time out in the
Shogun: We had everything from wind and rain to sunshine.
Getting up big dunes on the coast was a steep learning curve for a
newbie like me and Im still grateful to my old mate Ron Gardiner
for putting me through the basics of safety, learning the gears, tyre
pressures and driving through water, bush and sand, all in one
trip. It fired me up to want more. Once the 4x4 bug had bitten
deep, Mel was in search of more capable metal and there was
only one marque that would satisfy that need...
No surprise then that a succcession of do-anything, refuse-todie Land Rovers followed. A Series I, Discovery V8 manual fourdoor, two Discovery 2s, one V8 auto and an even better Td5 diesel
and a brand-spanking-new P38 Range Rover HSE in 2002.
Listening to the tales of what Mel did in this piece of motoring
luxury is enough to make your eyes water. Mel can attest to the
fact that Range Rovers may stand with elegance outside the
theatre with their hand-crafted coach-like interiors of finest
wood grain and leather, but they also make one hell of a cracking
good 4x4! After returning home every weekend with the family
chariot looking like it had been dragged through a drainpipe
backwards, Mel decided that perhaps the practical design of a

Defender 130 Td5 twin cab would better suit his needs. It was
kitted with custom bar work and an over-engineered matching
Defender tub trialler courtesy of a few weekends at a mates
engineering shop. Seems Mel must have got all the design bugs
sorted on that one because his current 2012 Defender Puma is a
cracker, too.
Why so many Land Rovers? I really enjoyed my Range Rover.
It was Range Rover who created and still sets the benchmark for
a genuine luxury 4x4 and that means a lot to a purist. But my
Defender is still very similar in style to the 1948 versions, and I
like that in a vehicle. Its utilitarian. You can drill holes in it,
modify it without worrying about the paint, hang things off it, and
really enjoy driving a totally capable 4x4 with a very robust
chassis and driveline."
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Looking at Mels crisp white Defender I half expected to see

the protective plastic cover still wrapped around the transfer
lever. Checking it out, this Defender was racked and stacked and
Mel had created places where there arent spaces.
Mel says: The Defender is my daily drive and for good reason,
I really enjoy driving it. Ill take my Defender any day over
anything else. Its my perfect escape machine. I like to get away as
often as possible.
On road, the Puma is quiet with superbly comfortable Paratus
sports seats wrapped in lambswool (Mel assures me he has canvas
covers for real trips). The engine has impressive acceleration
when briskly punched from standstill to 60mph on the open road.
Thanks to being tweaked by Chip-it with cool air being delivered
to the engine via the Mantec snorkel, performance has been
boosted beyond the OEM factory settings.
Mels customised the Defenders modest interior by installing
much-needed practical items such as a roof console and glove box
conversion kit from First Four in the UK. The roof console houses
a Uniden 40ch UHF CB with clever secretarial-style earpiece and
remote microphone, whilst additional comms are handled by a
second Uniden 40 Ch AM upper and lower SB unit neatly fitted at
the rear of the floor console that incorporates a security safe.
To ensure Mel stays on track theres a VMS-700 HD Sat Nav
system complete with a full set of HEMA maps and should Mel
have to back up the track, hes got clear vision from the VMS rearparking camera.
A Blaupunkt audio unit addresses entertainment duties and
integrates Mels iPhone for hands-free calls. Mel changed the
factory steering wheel for a modern Momo leather-stitched
wheel and boss. It provides a more comfortable grip with a
smaller diameter, permitting better elbow room than the standard
snug driving position.
Making our way down some well-rutted tracks covered in
"It's my perfect escape machine

This page:
Water lovely sight
Mel's 2012 Puma
gets into the
ow
of things
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[ Outback Defender]
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"I enjoy driving o the beaten track

loose rocks, the broad spread of ratios from the six-speed box and
excellent engine braking offered by the 2.2 diesel allows the big
wagon to maintain a controlled descent, whilst the beam axles
with coils on each corner flexs nicely to maintain a level cabin.
Mel hasnt felt the need to alter the Defenders factory suspension.
But hes added a set of Polyair springs in the rear for load levelling
when carrying essential camping gear.
Negotiating smooth river stones with the centre diff lock
engaged, the 235/85/R16 ContiCrossContact ATs perform
admirably, with reassuring grip on entry and exit points, and
easily traversed powdery limestone, gravel and dry clay washouts on the steeper tracks.
Pulling over for morning tea, the thought Mel has put into a
practical layout shines through. Within minutes, the kettle is
boiling on the gas burner sitting neatly atop the checker plate
cover over the rear roller drawer housing recovery gear and
equipment. The Boab cutlery organiser is a nice touch.
In the back, there are two floor-to-ceiling wall units, each with
two slide-out drawers in the bottom. The cabinet tops are
accessed externally via gull-wing doors that replaced the OEM
rear side glass. Theres a Boab cargo barrier net, seat pockets for
bits and bobs, with Boab Quickfist clamps on the front quarter
panels for locking down axe and shovel. With the rear seats
folded, Mels made a set of false rear floor covers with two large
storage boxes underneath that can be quickly removed to return
the seats to their normal position.
Extra shelter can be quickly achieved with an Ironman awning
attached to the Rhino roof rack, complete with rails and spare
wheel holder. Theres convenience lighting with LED strips
strategically placed inside cabinet shelving and under bonnet,
plus LED front and rear work lights providing ample illumination
for night-time vehicle recovery or campsite setup.
Driving light duties are covered by polycarb headlight
upgrades, with IPF HID spotlights. Taking care of electrical
demands, Mels fitted a National Luna Dual Battery kit with smart
controller. Theres a 400-amp Anderson outlet with key-switch

under the rear guard for convenient power access to the batteries
under the passengers front seat.
A TJM winch-compatible bull bar, complete with custom
fender bars and side rails, plus steel sump, front and rear diff
guards, ensures body protection against bumps and bruisers. The
body has a full checker-plating kit installed and protective covers
for head and tail light assemblies.
The SVX grill and headlight surround and British Union Jack
tyre valve caps add a distinctive look.
Should the unthinkable happen, the bar-mounted Warn 9000
winch can spring into action or the Hi Lift jack be removed from
the rear Dolium mounting bracket to give some much-needed lift
for a little road building to keep chassis rails off the ground.
Driving range has been increased with a heavy-duty 120-litre
aluminised steel fuel tank. Mels fitted a Hayman Reese Hitch and
electric brakes for towing duties, plus a Mantec swingaway rear
wheel carrier for an additional spare.
On the way out of a valley, the Defender authoritatively
demonstrates why these vehicles are fit for purpose out of the
box; the traction control clicks and claws its way up a steep,
heavily-rutted, rock-covered hillside with the determination of
an elite athlete.
"I really enjoy slow-n-steady driving off the beaten track," he
says. "Sitting around the campfire at night, enjoying a few ales
and telling a tall tale or two. Thats what owning a 4x4 is all
about, the camaraderie, and sharing the beauty of the outdoors
with good friends. And if I catch a fish or three, thats a bonus.
With careful planning and the right choices, Mels gained
significant improvement in storage, driving range, comfort on
long drives with a new level of confidence in his vehicles ability
to reach those special destinations.
The end result speaks for itself an instantly recognisable
iconic piece of motoring history and a rig of which Mel can be
rightly proud.
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Bring on the light
www.4x4lifestyleshop.com
Try our demo vehicles at the 4X4 Lifestyle Centre:

Nene Overland, Manor Farm, Ailsworth, Petrrborough PE5 7DL.
equipment@neneoverland.co.uk
T: +44 (0) 1733 380687
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MILITARY
WITH BOB MORRISON
An RAF Merlin
helicopter swoops in
to lift one of two Royal
Engineers WMIKs
during an Airmobile
Exercise in Norfolk
WorldMags.net
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AIR
ASSAULT
Story and pictures: Bob Morrison
IN RECENT issues I have covered the topic of

Land Rovers on amphibious exercises and
operations quite a bit, to the extent than a former
Para mate asked me why I was giving the
cabbageheads so much coverage and ignoring
the maroon machine, so I reckoned maybe this
month it was time to look at our favourite 4x4 in
the air assault role. Today the Parachute
Regiment is a major component of 16 Air Assault
Brigade, rather than being the backbone of an
airborne brigade where everyone was trained to
jump into action from a fixed wing aircraft flying
a few hundred feet above the battlefield, and its
much more likely that their Land Rovers will be
underslung from a helicopter than dropped by
parachute, so this is the method of delivery Im
concentrating on; though in a future issue I
might just delve into my image archives for a
feature on para-dropped vehicles.
Of course its not just the British Armys 16
Brigade, a late 20th Century amalgamation of
WorldMags.net
MILITARY
WorldMags.net
WITH BOB MORRISON
Commandos use
helicopters when they
need lift to vehicles
beyond the beachhead
five Airborne and 24 Airmobile Brigades,

who train for heliborne insertion of their
Land Rovers and while some elements of a
Commando battalion are sailing ashore with
their vehicles aboard landing craft, other
elements of the same battlegroup will
probably be flying to designated landing
zones aboard helicopters with key vehicles
slung underneath.
Actually the very first Land Rovers I
photographed up close and personal, so to
speak, being landed under helicopters on a
NATO exercise, were Commando Series III
Lightweights in Norway in 1990, just a few
months before the Sea Kings bringing them
ashore redeployed to Saudi Arabia in the
run-up to the 1991 Gulf War.
Both the original SIIA 88-inch wheelbase
Lightweight, or Airportable, Land Rover of
the mid-1960s and the slightly later Forward

Control 101 gun tractor conceived in the late
60s, were actually designed from the outset
to be light enough for the Commando
helicopter of the day, the Royal Navy
operated Westland Wessex, to be capable of
lifting them underslung.
However lift capability of subsequent
models of Wessex increased to the extent
that both vehicles were soon able to be
transported without the need to strip them
down as originally intended, and when the
Westland Sea King HC4 Commando variant
entered service at the end of the 1970s it was
powerful enough to lift even the forthcoming
One Ten model.
The Parachute Regiment and its parent
formation during most of the 1980s and 90s,
5 Airborne Brigade, couldnt routinely call
on the Royal Navys helicopter fleet to

support them on manoeuvres or operations,
as it was the Royal Air Force which was
tasked with their aerial delivery. But the
twin-rotor RAF Chinook was not only
powerful enough to lift two Land Rovers
underneath, it could also carry them
internally something neither the Wessex
nor Sea King could do, as they were not large
enough and had no access ramps.
The Paras were also able to use an RAF
fleet of Wessex helicopters to lift their
lightest Land Rovers, and as late as the early
90s I remember seeing this happen with a
lone Recce Lightweight in stripped-down
form on Salisbury Plain.
The RAF Puma routinely used to transport
troops was a type not powerful enough to lift
Land Rovers, though in the early 90s I did
Paras removing chains from a hard

top Wolf 110 just own in by Chinook
AAC HQ group with two

One-Ten FFRs & trailers
just prior to a Chinook lift
WorldMags.net
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Hooking up a trailer which
was carried inside while the
One-Ten was underslung
Its more likely that they will be underslung from

a helicopter than dropped by a parachute
photograph a Puma lifting a Longline LSV
(Light Strike Vehicle) on Stanford Training
Area for 24 Airmobile Brigade, so I reckon it
could have lifted a stripped-down
Lightweight over a short distance if
really necessary.
The latest medium-lift helicopter type
operated by UK Forces is the Merlin
HC3/3A, which was procured for the RAF
and entered service in 2001, but is currently
being upgraded to HC4 standard for
maritime operations and will shortly be
transferred from the RAF to the Royal Navy
as a replacement for the Commando Sea
King fleet. When out in Albania

photographing the Pulse ambulance in the
Commando role last September, I
photographed two RAF Merlins operating in
support of the Royal Marines, but
unfortunately it was 105mm Light Guns
rather than Wolfs that they were underslinging at the time though, as can be seen
from the main picture, the Merlin has more
than enough capability to lift the Wolf 110.
The Wolfs about to be lifted by that RAF
Merlin, on Stanford Training Area in Norfolk
in March 2004, were WMIKs (Weapons
Mount Installation Kit variants of the
DOUBLE LIFT
This Sea King is

about to lift an
FC101 Gun Tractor
at RNAS Yeovilton
THE RAF CHINOOK, identiable by

its twin rotor discs and recognisable
when approaching by its deep and
distinctive resonating wokka-wokka
sound signature, actually has
sufcient lift capability to undersling
one of the Scorpion family of light
tank tracked reconnaissance
vehicles. As it has three lifting hooks
under its belly, the Chinook is able to
lift a gun tractor, Light Gun and a net
with ammunition at the same time,
though I only witnessed this a couple
of times. Even better, it can lift two
Land Rovers at once, though I have
only seen this done with the Forward
Control 101.
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MILITARY
WorldMags.net
WITH BOB MORRISON
Pairs of chains are
different lengths so
care is needed
when rigging to
ensure stability
The Commando
Sea King is
powerful enough
to lift a One Ten
or Wolf hard top
If the soldier rigging the vehicle gets things the wrong

way round the loadmaster will dump the load
UNITED
NATIONS
BEFORE THE print is dry on this
months issue I will hopefully have
been out to Cyprus to photograph
UNFICYP, the United Nations Force In
Cyprus, celebrating their 50th
birthday. Known to the British
Contingent (BRITCON) as Operation
TOSCA, this is the longest-running
military operation that UK Forces
have participated in.
The political situation in Cyprus
has come a long way since my rst
trip in 1993, when I photographed
Tdi-powered 90, 110 and 130s
operating in UN markings. I like this
Mediterranean island, soI hope it
wont be too long before the Blue
Berets come home. As for those
Defenders, sadly they were replaced
long ago by cheaper pick-ups from
the Far East, so regrettably I dont
expect to be pointing my camera at
many Land Rovers this trip.
Defender 110 HS model) being used by the

Airborne Recce element of 23 Engineer
Regiment, providing combat engineering
support to 16 Air Assault Brigade. The role
of these Para sappers is to reconnoitre
obstacles when the brigade is on the
offensive, identify positions to create
obstacles when on the defensive, then
demolish or overcome or construct
as necessary.
Using Merlin or Chinook helicopters to
lift their Land Rovers extends their range
significantly and allows them to speedily
relocate up to 200 kilometres from their
start point.
Once at their new location, the Wolves
give them both mobility and defensive
firepower while they undertake their
crucial tasks.
Using a simple set of chains of
predetermined length, shackled to a lifting
eye and stowed on the vehicle, all they need
to do is ensure all loose items are tied down
with paracord or sheeted down with the
vehicles canopy and then link up to the
lifting hook underneath the helicopter.
In theory this should be seemples, to
quote Viktor the meerkat.
It is also possible for either the Merlin or
WorldMags.net
the Chinook to lift a Land Rover and trailer

combination, though in this case a set of six
chains in three pairs of different lengths is
used. This is a little trickier than just a solo
Land Rover lift, as the chains have to be
fitted the right way around to ensure that
the load stays level and, as I once witnessed
over Salisbury Plain when flying in a
helicopter during a mass heli-lift, if the
soldier rigging the vehicle gets things the
wrong way round the loadmaster will dump
the load to prevent handling problems for
the pilot - this can result in an olive banana,
with a dented vehicle and trailer jack-knifed
on the ground.
A soft top Land Rover with trailer or a
WMIK can fit inside a Chinook for low level
insertion, something the SAS did with 110
Desert Patrol Vehicles in Gulf War One, but
an alternative is to carry a squad of troops
plus a trailer inside the aircraft, with the
Land Rover slung underneath.
In this scenario the Land Rover is gently
set down by the helicopter, which then
hovers forward a few metres and sets down
to allow the troops to run off the rear ramp
to set up a defensive perimeter while the
trailer is manhandled off and hooked up to
the Rover.
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DEFENDER
NOW FROM 179* A MONTH
WITH A 1,889 DEALER DEPOSIT CONTRIBUTION
Defender 90 SWB HT
What better vehicle to fully embrace the winter?

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Powerful 2.2 litre diesel engine, some things just
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Plus deposit and $nal payment please see details below.
Representative Example:
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Dealer Deposit Contribution
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36 Monthly Payments
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37 Months
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Total Amount of Credit
14,207.00
Credit Facility + Purchase Fee
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Total Amount Payable
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Representative 5.9% APR
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Ofcial Fuel Consumption Figures for the Defender range in mpg (l/100km): Urban 20.8 (13.6) 24.6 (11.5) Extra Urban
29.1 (9.7) 31.4 (9.0) Combined 25.5 (11.1) 28.3 (10.0) CO2 Emissions 295 266 g/km..
The $gures provided are as a result of of$cial manufacturers tests in accordance with EU legislation. A vehicles actual fuel consumption may differ from that achieved in such tests and these
$gures are for comparative purposes only. We can introduce you to a limited number of lenders to provide funding for your vehicle. They may incentivise us for introducing you to them. GMFV
= Guaranteed Minimum Future Value. Land Rover Freedom (PCP) agreement for Defender 90 SWB HT TDCi registered between 01/01/14 - 31/03/14. Contract mileage of 6,000 per annum
and an excess mileage charge of 28.0p (per mile). Further charges may apply subject to vehicle condition and mileage if you return the vehicle at the end of the agreement. Included in
monthly payments. Retail Customers Only. All details correct at time of publication and are subject to being withdrawn or changed without notice. Finance subject to status. Guarantees may
be required. Not to be used in conjunction with any other offer. Subject to availability. Model shown for illustration purposes only. Test drive subject to applicant status and availability. Finance
provided by Land Rover Financial Services, CF10 5BH. Pendragon Premier Limited, Loxley House, 2 Oakwood Court, Little Oak Drive, Annesley, Nottingham, NG15 0DR.
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Fing and tuning can be carried out at either of the 2 locaons listed above.
Greenla nes of
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BRITAIN
few issues ago I made a

grave error in my greenlane
scribbles. I had the audacity to
call a certain lane Freelanderfriendly. I could have called it
Nissan X-Trail-friendly or even Mahindra
Scorpion-friendly but as I work for a Land
Rover magazine I used the F-word. This, as I
have since found out, is not acceptable. If it has
that little green badge on, it was born to go offroad. I sincerely apologise and promise never
again. To make up for this I decided to try and
win over my Freelander brethren and invite
them along on our next greenlaning outing
in the Yorkshire Dales. Within minutes of
posting on our Facebook page that we needed
four Freelanders, we had filled all the slots. In
fact we could have run ten trips, but I dont like
to have more than four vehicles on an outing.
This little exercise has made me realise that
the Freelander definitely has a passionate offroad following in the United Kingdom. Over
the past year we have covered various parts
of Yorkshire in our regular laning features
and now we are heading to the northern part
of this large county. More specifically we are
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GreenlaninG
FREELANDERS
ROAM WILD
Will four Freelanders be

able to cope with the
rugged Yorkshire Dales?
Only one way to find out...
Words & photos: Patrick Cruywagen
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land rover monthly ||| 125
Greenlanes of
BRITAIN WorldMags.net
These Freelanders
have more protection
than a US president
headed for the Yorkshire Dales and once again

will be using the services of Russell Dykes
from Yorkshire 4x4 Specialists as this area is
his backyard.
Theres an incredible buzz and excitement
in the Yorkshire Dales at the moment because
pretty soon the biggest pedal bike race in the
world, the Tour de France, will be starting
here. In fact the 190km first stage will be
passing through the village of Bainbridge,
which is where weve arranged to meet up.
On entering the village we notice theyve
already put up banners and signs welcoming
the fans and bike riders. As we stop outside
the Rose and Crown pub, the four Freelanders
are already waiting. The only Freelanders I
have ever driven have been the stock standard
type you get from the press office. The four
now standing before me are clearly anything
but standard, and look capable of driving to
the moon. When you prepare a vehicle for
off-roading it goes without saying that youll
protect the exposed or soft bits, and in the case
of the Freelander this is the underbelly. These
Freelanders had more plated protection than
the US Presidents cavalcade.
John Hicks has a roofrack on his, complete
with jerry cans, awning and spare tyre. If
these Freelanders drive like they look, then
well be able to go anywhere we like. Kieran
Redmond has the oldest one of the lot with
the 2-litre Rover L-series engine in. Also with
us is Simon Smithson from ASA Fabrication, a
company known for making Land Rover body
protection such as sump guards, diff guards
and steering guards. Hes brought an exhaust

guard for Kieran, which is quickly fitted
before we head off to our first lane.
The Yorkshire Dales National Park was
established in 1954, covering a rather large 680
square miles. The Dales consist of a series of
green valleys, stretching from the Vale of York
all the way to the Pennines. Over twenty rivers
have cut through this instantly recognisable
terrain to form the popular dales. Its these
ups and downs which led to the decision to
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use this part of England to host the Tour de

France. Plus the fact that Sir Bradley Wiggins
doesnt live too far from here.
Its these dales which make it such a
popular place to come laning because out
here youre constantly climbing, descending
or driving along the plateau. Then if you get
a sunny day you get to enjoy some rather
breathtaking views.
Our first lane, an old Roman road, starts less
than a mile to the south-west of Bainbridge.
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1
S
F
We are surrounded by the hip-height
stonewalls that slice up the green dales into
farmable chunks. The lane is well maintained
and not technical at all. Its a good, gentle
way to start the day. Unfortunately the mist
is moving in and with it goes any chance of
seeing the good views. There are a few holes
filled with water from the rain but our little
convoy easily negotiates these. Its definitely
a Toyota Corolla or donkey cart friendly lane.
The track starts to gently climb and soon were
on a bed of rock. Russell keeps pointing out
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the places with drop-offs and stunning views

but now its just a white out because of the
mist. If someone was making a movie about
our day out it would be titled Freelanders in
the mist. Its if we are driving along a narrow
lane high up in the clouds. As Im in Russells
Defender in the front, I am the gate guy and
this lane has a few of them. From the finish
of this lane its about a ten minute drive in a
south-westerly direction to the start of our
second lane, which will take us north towards
the village of Hawes. Im feeling sorry for my
Freelander friends, as the first lane hasnt
put any of their gear or protection to the test.
Our second lane too starts off gently and once
through a gate we pop up on to a ridge.
The millions of stones we were driving on
become thousands of rocks. This is more like
it. Some careful wheel placement is called
for getting over some of them, especially for
those without decent ground clearance. On a
previous trip we had a Defender 90 damage its
diff right here and I had to tow it out, quips
Russell. The mist is still preventing us from
seeing the famous dales though. The lane
starts to get a whole lot tighter with big rocks
to both sides of us. One of these would slice
open a Land Rover like a can of sardines, so its
best we stay on the track.
Soon the route widens again and gives
way to deep grassy ruts that too need careful
negotiation. The rocks in the track get a whole
lot bigger and every so often I can hear the
sickening sound of steel on rock. After a short
little decline we come to the mother of all steep
rocky steps. This is going to be a problem. I
Greenla nes of
have yet to guide a Freelander down here,

comments Russell. And we have four of the
things with us. I have found that when driving
technical bits it normally looks worse than
it actually is. So we let Russell drive his new
Defender down first. If it can do it then surely
the shorter wheel-based Freelanders can?
Russell goes wide and very slowly. He has to
reverse once to prevent knocking the bumper
but he makes it. Getting the Freelanders
down there takes careful guiding and going
very slowly. Eventually we get there but most
importantly all the Freelanders comfortably
make it down with out any drama. We do
have a few back wheels off the ground at

certain stages and we have to pack some
rocks. This whole technical descent has taken
a considerable amount of time. Just as we get
the last Freelander down safely, the sun comes
out to celebrate with us.
In fact it decides to join us for the rest of the
day. From here to the end of the lane we have
to go extremely slowly due to the bumps and
rocks. Its a long downhill towards the tar road
and our lunch stop in the village of Hawes. I
can definitely recommend the Hawes Chippie
for some fish and chips. This touristy old style
village with the dainty country shops is well
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worth a stroll through. While all our lanes

in the morning have been to the south of the
River Ure, were now headed to the northern
side of it.
Our third lane, the first for the afternoon,
starts to the northwest of Bainbridge at the
Horrabank Farm. Its great being able to see
the wonderful views on offer back down the
valley towards the meandering River Ure. In
fact we can even see where we have driven our
first long lane of the day, several miles away.
Theres an old mine off to our left with the
valley floor to the right. The lane itself has a
few shallow puddles but is nowhere near as
technical as the one we did before lunch. The
terrain too seems to have changed from what
we drove over in the morning. This short lane
is well worth driving because of the views and
perspective it affords.
To get to our fourth and final lane we have
to go past the 14th century Bolton Castle. It
was once a prison to Mary Queen of Scots
though as we drive past, its a being used for
a shoot by a BBC film crew. On a normal day
they have a host of activities on at the castle
such as wild boar feeding, archery demo, owl
display and a flying demo.
So depending on what time you pass here,
you might want to stop and enjoy one or more
of the activities. Or else if you packed a picnic
lunch this might be the place to stop, as you
wont find a better medieval castle hereabouts.
Our final lane is along the Redmire Moor.
To the north of us we can see theres been
some extensive mine working in the past.
The track is dry, dusty, white and very wide.
Its definitely Nissan X-Trail friendly. Its also
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attractions
Where we stayed?
The Rose and Crown, Bainbridge
They call it the pride of Wensleydale
and the sign on the door says 1445AD.
As this is the meet up point for this
laning trip you might want to stay here
the night before.
See www.prideofwensleydale.co.uk or
tel 01969 650225.
Where we ate?
Hawes Chippie
Friendly service, freshly fried sh and
not London prices. Dont just drive
through this old touristy town, stop and
take a walkabout.
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Greenla nes of
I hear the plaintive

call of a curlew
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pretty flat compared to what we have driven

earlier. In fact it was almost desert like. We
pass several shooting stands as this area
hosts a grouse moor shoot. As if on cue and in
protest a lone grouse stands in the middle of
the track. We wait for him to move on.
This is not the only bird well see on this
lane. As I open the window of the Defender
I hear the plaintive call of the curlew, the
biggest wading bird in Europe. You cant miss
them: they have a long, downward-curling
bill. They come to the Dales to breed in the
spring, so seeing them is a good sign summer
is definitely on the way.
We come to some ruins and here the lane
splits into two. Go left and it takes you towards
a military shooting range.
Instead we head towards the finish of the
lane near the entrance to the Wensley quarry
and the Gillfield Woods.
My day in the Dales has been a memorable
one. As with most visits to special places its
been too short.
I will be coming back with the family, hiking
boots and hopefully sunscreen. If youve
not been to the Yorkshire Dales yet then get
packing, you wont regret it. And if you own
a Freelander, definitely come along, as this
place is Freelander-friendly.
Oops, sorry I said it again. As they say in the
monastery laundry old habits die hard.
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Open Mon - Fri 9-5pm

LRM 05.14
[The Antrim Glens]
WorldMags.net
call of
the
north
If you're visiting Northern Ireland it's
essential to put the Antrim coast at the
top of your places-to-see list
Words: Patrick Cruywagen Pictures: Alison Cole
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[The Antrim Glens]
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Most of the attractions are close
to the Giant's Causeway"
ou can drive all the beautiful roads in the

cliffs and general good views are what make this Northern
Above:
world, but if you haven't taken your Land Spectacular Ireland's only Unesco World Heritage Site.
Rover along Northern Irelands Antrim interlocking
I must have been about six or seven years old when I
basalt
Coast, I'm afraid to say your lifelong scenic columns are first became aware of a place called Northern Ireland. I
journey isn't complete. Imagine a road where
was watching the news of course and it depicted the place
a major
to the one side you have the green Glens of Antrim and on
as somewhere where people constantly tried to bomb,
feature
the other, the spectacular and sometimes stormy cold
shoot or maim one another. I was happy to be on the other
Atlantic Ocean. On a clear day you can easily see Scotland
side of the world. Little did I know that 30 years later I'd
from certain viewpoints, while each bend in this twisting road be married to a Northern Irish lass and travelling through this
tends to bring with it an even better view than the previous one. lovely place in a Defender. Fortunately things have normalised
I have driven Australias Great Ocean Road and South Africas here somewhat since those dark days, though as Ross Kemp
Garden Route, and can safely declare that the Antrim Coast is recently said on his Extreme World TV series, things still tend
just as good. In fact it has some unique features that might just to kick off during the marching season. When going somewhere
make it even better.
new I try to immerse myself in local custom and history. As my
Remember the opening ceremony of the London Olympics? wife read Irish History at university she helps by giving me a
There was a scene where they went live to various childrens little background history to the place and its people.
choirs around the UK. When they showed Northern Ireland the
Most of the attractions are in close proximity to the Giant's
kids were standing at the Giant's Causeway, the jewel in the Causeway, so you could find yourself a nearby base and launch
Antrim coast crown. No wonder the Northern Irish tourist daily assaults on the area's various attractions from there, or
board has spent millions of pounds building a visitor centre to else you might start in Londonderry and make your way all
mark this very spot, where they welcome tourists with their along the coast to Belfast, or vice-versa of course.
usual friendly banter.
As this is my wifes home turf, she suggests we base ourselves
The Giant's Causeway is Northern Irelands answer to the in the seaside town of Portrush. From here we'll first explore
Great Barrier Reef or Grand Canyon. When you see it for the westwards towards Magilligan Point, and after spending a night
first time you straight away realise what all the fuss is about. Its in Portrush, will head south-east along the coast back
as if giants once played here with massive hexagonal-shaped towards Belfast.
Lego blocks.
Your biggest enemy along here is time or lack of it as you
Now, when us smaller humans come to visit the place, we can need a few days to see it all properly. At the height of summer,
clamber over one of the prettiest and most unusual pieces of Portrush is a bustling seaside resort town with no parking and
coastline anywhere in the world. Locals advise that a good time pink-faced bathers everywhere. It's also full of students, as they
to visit the Giant's Causeway is during a storm, when the attend the nearby University of Ulster, but live here. However
Atlantic Ocean smashes against the rocks. It's cold, wet and locals will be quick to tell you that in the winter, you'll find more
windy as we walk down to the causeway, but the ocean is pretty life in a morgue than Portrush. The students head off to some el
well behaved. The waves gently drift in before softly lapping cheapo Spanish Island and everything, including Barrys
against the most impressive gathering of rocks I've ever been famous amusement park and Waterworld, are shut for a few
lucky enough to see. The thousands of basalt columns, towering months. As a travel writer I prefer places when they are quiet
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above:
Woolly locals 'baa' the
way for our Defender
110 - but it all adds to
the local charm and
gorgeous scenery
INFORMATION
Belfast Land Rover

Thanks to Charles hurst for providing us
with a 14YM Defender 110. Charles hurst
sells a wide variety of both new and second
hand Land Rovers. at one stage our
Defender was comfortably carrying ve
passengers with loads of gear in the back.
see www.charleshurst.belfast.landrover.co.uk
or call them on 02890 383 435.
Where we stayed
The Ramada hotel, Portrush
www.ramadaportrush.com
+44 (0) 28 7082 6100
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[The Antrim Glens]
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The Giant's Causeway is Northern Ireland's

version of the Grand Canyon"
and don't mind the foul weather, as long as no-one freezes Above right: river, near the rescue boats. I walk around his Defenders
to death. So we've definitely come at the right time.
Sean
and notice that they haven't done many miles. Yes they
McCarry
One place I'd recommend visiting in Portrush is the
have low mileage, but what they have done has been hard
restaurant 55 Degrees North, where the floor-to-window
work, he explains.
Below right:
ceilings give you the best views in town. Compared to Games of
We ask Sean where we can legally go off-road, and he
England, the prices here are from the 1990s. If you like to Thrones tour points us to the track running along the northern shore of
play golf, then you've come to the right place, as each
the river. It starts just outside Coleraine and lasts until
coastal town along the Causeway coast seems to have a
you hit the River Articlave, one of the Banns tributaries.
scenic seaside course. Northern Irish golfers have won some You then need to backtrack, as it's not safe or right to try and
big tournaments of late and the big Rory McIlroy billboard in cross here. I am still determined to see the river mouth, and it's
the middle of town confirms him as their current favourite possible to do so by driving along the beach at Castlerock.
golfing son.
There are several other 4x4s doing exactly this.
The coastal road west from Portrush takes a slight detour
We have barely left Castle Rock when we see the National
after Portstewart, towards Coleraine. The reason for the detour Trust signs for the Mussenden Temple and Downhill Demesne,
is the River Bann estuary, known as Barmouth, which is in the and just had to follow them. To get to the Temple you have to
way. This river is 80 miles long, making it the longest river, by pass Downhill House. Even though its a shadow of its former
some distance, in Northern Ireland. The source of this lengthy self, it gives you enough clues that this was once a grand old
waterway can be found just below the summit of Slieve Muck in mansion. Today its roof and insides have been removed, though
the Mourne Mountains. For the geographically challenged, some of the large walled sections still stand defiantly.
that's on the other side of Northern Ireland. From here it flows
Most of my interest lies with the Temple, as it's visible from
42 miles before reaching Lough Neagh, the largest freshwater miles away when approaching along the coast. The Temple was
lake in the UK. The river literally slices the province in two, and built as the estate library, but spectacularly stands atop a 120 ft
in days gone by it played an important role in industries such as cliff so you can imagine the views up and down the coastline.
linen production and distilling Irish whiskey. Today it's mainly
The tunnel, which the train uses to get up and down the
used for recreation and fishing. So it comes as no surprise when coast, actually runs directly beneath the cliff. The dramatic
we run into Sean McCarry, regional commander of the setting of the Temple makes it one of the most photographed
Community Rescue Service, on the banks of the river. They places in all of Northern Ireland. From here we follow the A2 all
have two Defenders, but more importantly several boats, as the way to Magilligan Point, passing a prison with the same
they look to keep all river users safe. Sean also runs a coffee name. If we had more time we could have taken the ferry across
shop called The Crannagh, ideally located on the banks of the Lough Foyle into the Republic of Ireland. We have run out of
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[The Antrim Glens]
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It's the cli s, dramatic coastline and glens

of Antrim that attract the tourists"
Above:
sunlight and so backtrack to our base in Portrush.
crossing the fragile-looking bridge. If afraid of heights, dont look
The following morning it's time to take the route south- Views across down. Keep your eyes on the little island. I try hard not to look
east from Portrush. After seeing the famed Giant's to the Mull of scared as there's a 75-year old lady behind me. Originally
Kintyre and
Causeway, we try to stay as close as possible to the coastline the peaks of fisherman used the bridge to get across to the island so they
as we make our way to Ballycastle. The first notable sight is Arran are could throw their nets out and intercept the salmon moving
possible
the Dunseverick Castle ruins. What remains of this 16th
along the coast. As you walk back towards the car park look out
century castle is perilously perched on a grassy tuft. Saint
towards the quarry another location for Game of Thrones.
Patrick was the castle's most famous visitor, but all that remains
From Ballycastle head inland along the A44 to the Dark Hedges,
of it today is the gate lodge. The rest of the structure has become
even if only to take a picture of your Land Rover there. The old trees
one with nature. In fact if your guidebook didn't tell you where
have becomes so entwined, they resemble a dark row of hedges.
it was, you'd probably drive past it.
Definitely worth a slight detour. The north-eastern corner of the
One thing you have to do when exploring this stretch of
Antrim coastline is characterised by the nine Glens. It's where three
coastline is take all the turn-offs towards the coast, as they're
great lava flows and white coastal cliffs met many millions of years ago.
sure to reveal real treasures. A mile past the castle we head into
These coastal valleys are a pleasure to drive over and through. Once
the tiny harbour town of Portbradden. It's said to house the
again there are several turns off the A2 towards the coast, including
smallest church in all of Ireland.
Fair Head, Murlough Bay and Torr Head.
Again drive slowly or you may miss it. Not long after rejoining
Of these my favourite was Murlough Bay, probably because it's the
the A2, you might want to take the turn to White Park Bay, an
most remote and it gets a little rough towards the end. We pass an Audi,
area famous for its white beach. While it's the cliffs, dramatic
which can go no further due to the bad track. A rainbow appears and
coastline and Glens of Antrim that make the tourists come here,
the sun comes out. On a clear day you can see the Mull of Kintyre and
the beaches too are sure to make you stop several times. They
the peaks of Arran in south-west Scotland from here.
are great for stretching the legs or getting away from the
So far, this coastal road has totally captivated me. It continues to do
busloads of tourists. Several of the roads here are not caravan or
so as we drop down a little towards the village of Cushenden, complete
bus-friendly. These are the ones you want to take.
with Cornish-style cottages.
Only a few miles further on is the town of Ballintoy, which is
From Cushendall we head inland along the A43 towards Ballymena.
also postcard pretty but make sure you go all the way down to
To get there we have to pass through Glenariff, which some say is the
its harbour. Especially if you're a fan of the blockbuster TV
best-looking of all the Glens. How the scenery has changed from wild
drama Game of Thrones, as some of the scenes were filmed here
coast to thick green forests, that make you want to lace up your
in the harbour. In fact the local tourist board has worked out a
walking boots.
whole three-day Game of Thrones tourist route, taking in all the
I can hardly believe how such a relatively short section of coastline
locations used.
has been crammed with so many beautiful places. Maybe this is the last
Thousands of white stones were used to build the harbour
place on earth God made and as there was so much good stuff left, He
and this helps make it look very old and picturesque. A good spot
just had to put it all down here. I dont know the explanation, but what
for a scenic picnic. Our next port of call is the Carrick-a-Rede
I do know is that visitor numbers are sure to go up and up as word gets
Rope Bridge, the second most famous spot along here. It's about
out. Why would anybody want to go to the south any
a ten to 20-minute walk to get there. Compose yourself before
more?Even the Guinness up north seems to taste better.
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[Defender Challenge]
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seconds out
Dave Barker reports from the first round of
the Defender Challenge in Mid Wales
Words: Dave Barker
Photos: Dave Barker & Land Rover
WorldMags.net
[Defender Challenge]
WorldMags.net
Above:
Defenders by
Bowler line up
at the start for
the rst time
o be honest the five Land Rovers looked out of place as

they drove into the town centre car park in Newtown.
There they stood alongside the hordes of Escorts and
the more exotic historic rally cars such as Porsche
911s, Triumph TR8s and Sunbeam Lotus. But these are
no ordinary Land Rovers they are racing Defenders meticulously
prepared by Bowler.
Once fellow competitors, service crews and fans lined up for
pre-event scrutineering had given them a good looking over, they
all agreed these Defenders were nothing like the local farmers'
Defenders normally seen in this Welsh town. They were the real
thing: proper rally cars and more than capable of taking on what
was coming the Mid Wales Historic Rally.
Its a rally with the reputation for being one of the best and
includes some of the finest rally stages in Britain, including
Myherin, Sweet Lamb, Hafren and Pikes Peak with its climbs and
hairpin bends. These are stage names known to rally fans
worldwide and feared by many competitors.
Five of the Defenders by Bowler made it to the start of this new
championship. A sixth was forced to withdraw at the last minute.
Not only were the Defenders different to the other historic rally
cars entered: their drivers and navigators were inexperienced at
this level. It was to be a big learning curve for them. Even the
noise testing and having their Defenders checked by MSA rally

scrutineers was proving to be a stressful experience. But with the
high standard of vehicle preparation that Bowler Motorsport is
renowed for, they all passed scrutineering without a problem.
Then it was down to the navigators to check the rally schedule
and start times, and get their drivers and vehicles to the start line
at the correct time the following morning. This turned out to be a
bit more difficult than it sounded. As with most rallies, timings
can change, and the organisers issue updates to the competitors.
One was issued late in the evening, which the Defender crews
missed (as did many of the more experienced rally crews).
This meant it was all a bit of a rush in the morning to get the
Defenders to the start at the correct times. Luckily they all made
it on time and following the historic cars, the five Defenders made
the start of round one of the Defender Challenge championship.
The drivers and navigators were on their own now and kicked
off with a 29-mile road section, followed by two special stages.
There was ten miles of Pikes Peak, uphill, then another ten miles
of Myherin, before coming into service at Sweet Lamb. After the
break it was another two stages then a short service, before the
final stage of the day, Pikes Peak downhill one even the
experienced rally drivers were fearing. Just how a heavy Defender
would cope remained to be seen...
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Ed Cobley, a well-known figure in the world of offroading, led the Defenders off. With his greater
experience of cross-country motorsport, Ed was
expected to set the pace for the others to follow. Despite
the wet conditions he did exactly that on stage one, with
the next-fastest Defender a few minutes behind him.
Just how fast was he really? For this stage, only about two
minutes slower than the quickest Escort!
On stage two, Ed was again the quickest and Richard Hayward
(car 302) was a minute ahead of Damien Taft (car 303) and
Andrew Wicklow (car 305). Stephen Richards (car 304) took a bit
longer to find his rhythm on the wet and slippery stages.
The talk of the service area was that the Land Rovers had
overtaken a couple of cars on the stage and were looking
impressive. Car 301 was first into service, with Ed Cobley
reporting no problems other than a quick check over and cleaning
the windows of the Defender. It was the same for the other cars,
with nothing for the service crew to work on, other than a quick
look over. In other parts of the service area, some of the historic
service crews were busily replacing axles and doing major repairs.
Left:
Damien Taft
makes a splash
in Mid Wales
Land Rovers were the

talk of the service area"
RESULTS:
1st: 301 Ed Cobley / Allan Jackson 66.16.5

2nd: 303 Damien Taft / Simon Taft 78.13.5
3rd: 305 Andrew Wicklow / Simon Armstrong 79.05.9
4th: 304 Steve Richards / Kevin Handley 96.58.9
5th: 302 Richard Hayward / Matt Lister OTL stage 4
The remaining rounds of the Defender Challenge
by Bowler championship are:
April 12: Somerset Stages, Minehead.
June 7: Dukeries Rally, Nottinghamshire.
July 19 20: Welsh Hillrally, Walters Arena.
August 30: Woodpecker Stages, Shropshire.
October 24 25: Rallye Sunseeker, Dorset.
Tbc - Mid November: Borders Hillrally, South West
Scotland.
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[ Defender Challenge ]
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The Defenders
earned the respect
of the spectators
The Defenders hadnt been the quickest cars on the stage but they
hadnt been the slowest either. Next up it was the longest and
quickest stage of the rally, Sweet Lamb, which would be a good
indicator of whether or not the Defenders belonged here.
On Sweet Lamb and then Hafren, Ed continued to set the
quickest Defender times and again was quicker than some of the
other historic cars. The others continued with around the same
pace they had set on the first two stages, gaining experience with
every stage mile covered. Richard Hayward had a problem on
stage three. He lost heaps of time after sliding off the route and
damaging the transmission, but managed to finish both stages
and return to the safety of the service area. Despite the service
crew successfully getting the Defender running again, the crew
had gone OTL (over the time limit) and were expelled. Stephen
Richards also had problems on stage three and four and fell back,
but found a bit more pace on the last stage of the day, the Pikes
Peak downhill.
At the end, Ed Cobley finished first, ten minutes ahead of
second placed Damien Taft, with Andrew Wicklow in third. The
first round of the Defender Challenge by Bowler had been hugely
successful. The cars had proved to be reliable and more than
capable on a car rally. Ed had beaten several of the more
conventional rally cars and was just ten minutes behind the
winning car.
Some of the remarks about the Defenders from the
commentator at Sweet Lamb had not been very complementary,
but then his comments are not always very complementary about
any competitor who isn't Welsh. Nevertheless the Defenders had
got a great deal of attention and won respect from the
knowledgeable rally spectators. Even Richard Hammond, on a
day off from Top Gear, turned up to watch them compete.
It had been a big learning curve for all the drivers and
navigators, but they now have one event under their belts, and by
round two in April they will be even more experienced.
If round one is any indicator of what the rest of the Defender
Challenge by Bowler will be like, we're in for a great championship.
I cant wait for the Welsh Hillrally in July, when we'll see the
Defenders on terrain they were built for the cross-country and
off-road stuff, and not just on gravel rally stages that arent their
natural environment.
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DAVID
LOVEJOY
OFF-ROAD MASTERCLASS
Lets go
laning
Our man Dave

explains how to
drive greenlanes
safely and legally
lthough I use the term

greenlaning, what Im talking
about this month pretty much
covers all public, unsurfaced,
legally-driveable routes that we
can explore in our Land Rovers. But its how
we drive them that is most important.
Land Rover owners are part of this great
big 4x4 world and those of us who actually
use them for what they were designed for
on and off-road driving have become the
perfect target for blame when it comes to
any form of misuse of the more inaccessible
un-surfaced routes. When one person does
something stupid, we all suffer.
So amongst the many things we need to
do partly to ease the pressure of the antilaning brigade, and partly for the unselfish
act of thinking about future generations of
laners is to follow a set of common sense
guidelines when driving greenlanes.
Once again planning is key. Make sure
the routes that you are going to drive are
legally driveable. Despite rumours to the

contrary, finding out what is legal and what
is not, is relatively simple.
Join GLASS (the Green Lane Association)
or a local club which runs regular greenlane
outings. Get hold of the latest Ordnance
Survey maps for the area. Highlight what is
marked as legal, then go on to the county
council website for your area and look up
the Definitive Map.
All county councils are obliged by law to
make any and all information they have
accessible online to the public, provided it is
stored in a medium that is suitable to do so.
The Definitive Map has to be kept up
to date.
If in doubt, contact your local Rights of
Way department and organise a look-see at
the hard copy.
Outside the UK, each country has its own
system, but the network of Land Rover
clubs and 4x4 clubs all over the world are an
excellent source of information and help.
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For UCRs its also worth checking the List

of Streets this is held by the county council
Highways department but annoyingly
difficult to get without having to hand over
hard-earned money (32 in my neck of
the woods).
Vehicle preparation is essential, although
the actual level required is often blown out
of all proportion. In reality you are still
driving a public road, part of the highway
system and not private land, so no matter
where you are you need to abide by the
letter of the law when it comes to vehicle
legality. In the UK thats MoT, insurance,
road tax and a current driving licence.
The greenlane you will be driving is
under the control of the local constabulary,
so be aware that anything you could be
stopped for on a tarmac public road is still a
potential felony here. That includes
obscured lights or number plates,
inoperable wipers/windscreen washers,
seat belts laws and the use of additional
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Di guards are

useful so are decent
recovery points
lighting that does not pertain to the

Construction and Use regulations.
Whilst on the subject of legalities, any offroad driving instructor offering to teach you
off-roading on a greenlane must have his or
her Driving Standards Agency driving
instructors ticket and liability insurance.
Offering guided tours for money on what is
a public road requires Third Party insurance
and Public Liability Insurance.
If you offer guided tours free of charge
for example as part of a club I would
strongly advise the use of a signed
acceptance form from all those taking part
including an acceptance of the potential
for damage to the vehicle and to people.
A well-serviced, well-maintained Land
Rover is all you really need.
The idea behind greenlaning is not to
seek out the most arduous and hardcore
lanes. In fact if you are going to either
damage the surface of the route, or damage
your vehicle, you are strongly advised to
avoid this type of route.

However, Land Rovers are not infallible
and, as such, its worth making a few
adjustments and spending on a few basic
bits of bolt-on kit. Diff guards are useful; so
too are decent recovery points front and
rear. Track rod protection is handy as, like
the diff guards, it allows for peace of mind. I
also think a good reversing light
is worthwhile.
Greenlanes vary hugely. Areas like
Salisbury Plain or the Yorkshire Wolds are
very open and rarely impinged on too much
by vegetation.
Many Welsh lanes are rocky, some are
very open, others traverse boggy ground or
are heavily enclosed by woodland.
Devon lanes are very narrow and heavily
overgrown, usually with a hard base.
Driving heavily-overgrown lanes will
damage your vehicle. If you dont want
scratches or dents then avoid areas that will
do the damage. Avoid lifting your vehicle or
building up its height a low centre of

gravity is always useful but even more so is
the ability to pass under low hanging
branches without ripping something off. I
dont buy CB aerials any more; I just collect
the ones people leave behind.
Big tyres are pointless if you need them
you shouldnt be driving the route. Hugely
aggressive tyres are much the same if the
mud is that bad, what are you doing driving
the route? Standard suspension works fine
but well-maintained shocks and bushes will
always get the best out of it.
Its worth spending on decent maps; and
if you run a smart phone, then download the
Backcountry Navigator app (6.99 the last
time I looked) as its an excellent back-up to
hard copy maps.
I will admit to using a Toshiba M200
laptop, with a decent GPS dongle and
running the latest Memory Map, as I like to
know exactly where I am, as much as
possible; and I like to record the routes I
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OFF-ROAD MASTERCLASS
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take. I also take a reasonable camera with

video capability so that I can record stuff.
Im the GLASS rep for Somerset, North
Devon and East Devon, so I need to record
information about each lane I drive. When
out of my patch I still do the same things, as
old habits die hard and its important to
record all vehicular use of greenlanes.
If you cant see the route of a lane, or it
looks like it could be a bit on the gnarly side,
youll need a decent pair of boots. Quality
footwear is the number one tool of the
greenlaner and in fact also the off-roader.
Dont go for fancy stuff. Avoid Desert
Combat boots - unless of course you are in
the desert. Waterproof footwear with good
ankle support and self-cleaning soles is
what you need.
I like a decent steel toecap as well, as I
like my toes. My favourite safety boot is the
Stietz Secura Stavanger; for non-safety I
would suggest something along the lines of
the German Army Parachute Boot. I dont
like wellies and rigger boots as they offer no
ankle support.
Wear two pairs of socks one thin and
cotton, to wick away sweat from the foot
and one wool (or part wool) the best socks
in the world come from John Arbon
Textiles, who have a handy and
easy-to-use website.
Dont forget to walk the lane. Look for
turning places, potential stucks and
anywhere you could damage the surface of
the lane by more than just light tyre marks.
If its very muddy, dont drive it, no matter
how much you want to.
If its very
muddy, dont
drive it
Dont just look at the surface, look at what
is above your head. Look for low branches,
overhanging branches or trees and
dead wood.
Check any water crossings on your prescout are they driveable?
Also check that you know the route. Does
it match what you have on your map? Often
a lane is only maintained as far as the land
owner requires access, after which it can get
a bit interesting so walk it all the way to
the end if in any doubt.
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Pre-empt problems by using the traction

aids you have; for example, lock your centre
diff-lock and use low ratio. Keep speed
below 20mph at all times.
If you see other users, stop and let them
pass. If you have to reverse, then do so.
Switch off your engine until they pass. If
they are rude or unpleasant, then smile
politely and dont get involved in a debate
or argument.
Use accurate notes and maps as proof of
right of way if you are accused of misuse.
Follow the guidelines published by GLASS.
If you do require recovery, then keep it
subtle. A quick tug backwards by another
vehicle and then an assessment of
driveability is better than winching forward
into a worse situation. If you do need to
winch, keep it simple. Above all, use a bit of
common sense.
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WRITERS ROVERS
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We dont just write about Land Rovers: we live, breathe and spend all our wages on them
Despite throttle cable

troubles, Daves found...
DAVE
PHILLIPS
EDITOR
NINETY
YEAR: 1984 MILEAGE: 162,000
ENGINE: 2.5 NA diesel
POWER: 68 bhp TORQUE: 113 lb-ft
MPG: Yet to be calculated
DISCOVERY
ENGINE: 300Tdi POWER: 111 bhp
TORQUE: 195 lb-ft MPG: 26
WANT TO KNOW MORE?
Nigel Hammond runs a small workshop in Norfolk

where he specialises in repairing and servicing
Defenders, Series Land Rovers and Classic Range
Rovers. Tel 01362 668963 or 07532 263387.
NINETY WAYS TO
PLEASE A WOMAN
t was a typical frosty

spring morning. There
wasnt a cloud in the sky
and it was going to be a
belting day once the sun
was up in the sky. After
the wettest winter on record, sunshine
was very welcome no wonder I had a
smile on my face as I red up the Ninety.
Lynn and I were about to make the
early-morning visit to feed Honour, her
horse, at the stables a few miles up the
road. Its a short drive but a good un,
with the narrow country lane climbing a
big-for-Norfolk hill through picturesque
woodland before opening up and offering
views across unspoilt open countryside,
almost to the coast.
Or at least it would have been. Just 100
yards from Lynns cottage, my right foot
suddenly splashed into the permapuddle
of water on the oor of the Ninety, with
absolutely no resistance. The throttle

cable had snapped.
Without giving it a second thought, I ran
back to Lynns cottage, jumped in the
Discovery and set about towing the Ninety
back the short distance. It wasnt until it
was back on Lynns drive that I realised I
neednt have bothered: I could have just
tootled back at tickover in rst gear.
Sometimes you forget just how clever
Land Rovers are.
The cable was still attached at both
ends, so it clearly had parted somewhere
in the middle. Amazingly, after over 40
years of owning all sorts of internal
combustion engines, including motor
cycles, cars, trucks, vans, outboard
motors, lawnmowers and chainsaws, this
was the rst time a throttle cable had ever
snapped on me.
This happening was as rare as hens
teeth, I reckoned. But within a week,
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PATRICK
TREVOR
HERBIE
PHILLIPS
Hes nicked his

dads mugshot
slot this month
CUTHBERT
This month he treats

a tired Defender to a
galv chassis
CRUYWAGEN
Another throttle cable

victim but hes found
time to install stereo
1. How much rust is

under there?
2. Heres the answer!
3. Panels fabricated.
4. Welding commences.
5. Finished and primed.
6. New steering UJ.
THOM
WESTCOTT
Shes been neglecting

servicing and shes
now paying price
Takes his Discovery
to Death Valley in the
USA
LRMs Patrick had the throttle cable snap

on his Defender 110 and Steve Miller
reported the same problem in the engine
room of the diesel-powered narrowboat
he calls home. Still, they say bad things
happen in threes...
I didnt have a spare throttle cable, but I
wasnt too bothered. The Ninety was due
in the workshop in the coming week prior
to its annual MoT test (the rst under my
ownership). Ace mechanic Nigel
Hammond (LRM contributor Tims dad)
had offered to do the test (propshaft and
steering column universal joints and track
rod ends), plus he had volunteered to
tackle the delicate job of repairing the top
of the bulkhead, around the passenger
side vent.
I had doubts about how he would fare
trying to nd some solid metal among the
rust and ller. Unfortunately I couldnt
stick around in Norfolk to see the work
done, but like an anxious parent I phoned
him for regular updates on progress.
The Ninety sailed through its MoT, but
the top bulkhead comprised more ller
than metal and Nigel fabricated the
complicated repair panels the
photographs on this page illustrate what I
mean. At times like this its good to know
youve got an expert on the case. Nigel

nished off the job with a coat of
Hammerite, which Ill rub down in a
couple of weeks before I touch up the
blue paintwork.
I had also asked Nigel to look out for a
decent ex-Discovery 200Tdi engine to
drop into the Ninety in due course, but he
assured me the original naturallyaspirated 2.5 12J diesel was as good as
any hed ever seen.
Unless youre in a hurry to get
somewhere, why change it? were his
wise words.
Why indeed! I felt ashamed to be even
considering the upgrade. So it looks as
though a summer of pottering around
rural Norfolk under modest 12J power
stretches ahead of us.
Back on the road, the handling of the
Ninety was transformed by the new
steering column UJ. Absolutely no
steering wobble at 50 mph and suddenly
it was a joy to take the Ninety over
60mph. Lynns rst post-MoT drive in the
Ninety put a huge smile on her face. She
has well and truly fallen in love with this
30-year-old no-nonsense workhorse.
She was still smiling the next day when,
on the busy A47 at East Winch, Norfolk,
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the new throttle cable parted. Obviously

bad things happen in fours.
We coasted into a layby, pulled up and I
checked it out. The cable had parted at
the accelerator, but as I had no tools in
the Ninety there was nothing I could do
about it.
I phoned the RAC and spoke to a
geographically-challenged operator, who
for reasons best known to herself insisted
that I had broken down in Leicestershire.
She then quoted a three-hour wait for an
RAC patrolman to arrive.
Spending an entire Sunday morning at
the side of a busy trunk road didnt
appeal too much, so I phoned Nigel. He
was 20 miles away, in Dereham, but he
dashed home, removed the throttle cable
from his own One Ten, and drove to me in
his P38 Range Rover all in the space of
35 minutes.
It turned out the new throttle cable
hadnt been properly soldered and
crimped at the point where it was
attached to the metal ferrule of the
connector. In fact it hadnt been crimped
at all.
Nigel had the replacement tted in
minutes and soon we were on our way
again. What a star!
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[WRITERS ROVERS]
ROVERS RETURN
Its second time lucky for Dave as he adds a Range Rover to his eet
his month theres a new

addition to the Phillips
eet, but its a familiar
vehicle to regular LRM
readers. Yes, Ive just
made my boss Geoff
Love an offer he cant refuse and become
the proud owner of his 1993 200Tdi
Range Rover, L452 GYL.
Its only the second Range Rover I have
ever owned. My rst, almost 20 years ago,
was a 1983 3.5 carburetted V8 petrol with
three-speed Chrysler auto gearbox. I
bought it on the advice of my old mate
Dougie, who had owned Range Rovers in
the past and assured me I would get
20-odd mpg. That sounded reasonable
enough, so I handed over the money.
That Range Rover, in metallic Rioja Red,
was beautiful. The velour seats were
enveloping, the driving position
commanding, the cabin light and airy. The
performance was excellent, the V8s
throaty roar intoxicating... oh yes, and the
cost of running the thing was prohibitive.
Gaz-guzzler is a derogatory term used
these days by the anti-4x4 brigade, but
possibly inspired by my Range Rover. I
did an audit and it returned 12 mpg. I
couldnt afford it, so my pride and joy had
to go. I placed an ad and within hours of it
appearing, Land Rover enthusiast Simon
Salter drove over from Birmingham,
handed over the cash and drove it away.
The previous year, Simon and his young
wife had suffered a terrible accident while
driving their Series III through Africa. It
had left the road, tumbled down a

mountainside, and Simons wife had lost a
leg. It was to make her life easier that
Simon had bought the Range Rover.
Knowing that it was going to a good
home lessened the pain of seeing it go.
A couple of years later, I bumped into
Simon and my Range Rover at the 1997
Billing Show. There was a big gas tank in
the back: hed had it converted to LPG.
Maybe he was struggling with 12mpg, too.
By the way, if youre reading this Simon,
do get in touch...
Anyway, I digress. I was inspired to buy
Geoffs Range Rover by Tim Hammonds
Range Rover Survival Guide in this issue.
He reckons a Tdi Range Rover will do over
30mpg. And unlike my old mate Dougie,
he is reliable and knows his stuff. Range
Rover comfort combined with frugal
diesel performance from one of the best
engines ever what is there not to like?
DAVE
PHILLIPS
EDITOR
RANGE ROVER
ENGINE: 200Tdi turbodiesel
MPG: Hopefully 30mpg+
Ive just sorted out the insurance. Once

again I got the best deal from Herts
Insurance Consultancy (part of the Adrian
Flux group). They specialise in Land
Rovers and dont run a mile when they
hear the words modied, off-road and
greenlaning. In fact my insurance covers
both the latter and I got 100,000 legal
cover, free. Result.
I got to hear about HIC through Land
Rover fanatic Andy Hendley, who I met
last year when photographing the Series
IIA that he had restored himself for a
feature in LRM (July 2013). It was
because of his frustration in getting
insurance for his SIIA at the age of 17 that
he got interested in the insurance
business and ended up joining the
company! He knows his stuff and now I
turn to him for advice when I insure my
own Land Rovers. If youre looking for a
quote, give him a ring on 08448 884888
or 0330 123 1840. Or go to www.
hertsinsurance.com.
My Range Rover will make a nice
restoration project for the summer. I cant
wait to restore that lovely metallic
Ardennes Green paintwork.
Geoff used to take it off-roading and
famously got it stuck in a couple of deep
mud holes. But my Range Rovers days of
heavy-duty off-roading are now behind
her. A gentle greenlane or two would be
more tting to a 21-year-old classic.
Geoffs nal words were: I know it will
be going to a good home. Now where
have I heard that before...
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[WRITERS ROVERS]
I WILL GET MY 110

BACK ON TRACK...
Patrick reects on an eventful (and expensive) month of Defender ownership
was in a happy place

when recently driving to
work as later that day I
would be ying out to
Northern Ireland to do
a travel feature for this
issue. The sun was out and the birds were
singing. I am fortunate in that my drive to
work is along country lanes. It normally
takes me about 20 minutes and there is
never any trafc. Just the way I like it.
Well I liked it until entering the village
of Carlton when my accelerator cable
snapped. Not ideal, but thankfully I was
able to bring it to a safe standstill outside
the village shop. Once at work I ordered a
new cable but it wouldnt be arriving until
the next day, so my Defender stood in
Carlton for about a week while I was away.
Fortunately it was still there when we
got back and so I asked LRMs Steve
Miller to help me with the accelerator
cable repair job. As Murphy would have
it, the rain was falling rather heavily as we

went about our business. Just as Steve
started to disconnect the old one from the
accelerator, he gave one of those This
PATRICK
CRUYWAGEN
FEATURES EDITOR
DEFENDER 110
200 TDI
YEAR: 1993
MILEAGE: 135,000
ENGINE: 200Tdi
POWER: 107 bhp
TORQUE: 195 lb-ft
MPG: To be determined
is not good sharp, whistling, intakes of

breath. The hole where the cable comes
through the footwell was as big as a
babys st thanks to the pieces of rust
that had fallen off. I needed to make a
plan so we could get my Defender back
to the ofce. There was a plastic cup in
the centre console. I got it for free when
buying a meal from McDonalds. I used
my Leatherman to cut out a piece of it, to
temporarily cover the hole.
Fortunately it held, though the
accelerator was not functioning as it
should, due to the give of the piece of
plastic. Luckily it was only a few miles to
work. Once back at the ofce I properly
inspected the footwells. They would both
need replacing. So I ordered two new
standard Defender footwell repair panels,
which cost 19.50 each from YRM Metal
Solutions. As I was going to have to weld
these in place, I decided to order two new
bulkhead outriggers at the same time
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LRMS
FLEET
Every month, LRM staff
and contributors share
their real-life experiences
with the Land Rovers
they own...
DAVE PHILLIPS
EDITOR
1996 Discovery 300Tdi
1984 Ninety NA
1993 Range Rover Classic
PATRICK CRUYWAGEN
FEATURES EDITOR
1993 Defender 200Tdi
RETAIL THERAPY
from Britpart. It made sense to get all the

welding done jobs done at once. Last month I
spent a few hundred quid on the
starter motor.
To be honest, my Defender is starting
to frustrate me. The one thing that I have
realised is that it is a work in progress.
However, if you fail to do the necessary work
then its not going to progress. So with spring
in the air I have drawn up a little to-do list
that will transform my Defender. Once the
outriggers have been replaced, it will get a
thorough dousing with Waxoyl.
Then the silver window protectors need to
go and I will put various security measures in
place. So thats my spring plan.
You wont recognise my Defender in the
next issue. Just watch this space...
AS I WAS on a roll with my Defender

shopping, I decided to sort out the
pathetic in-car entertainment. When
purchased it had a Nikkai A64HY radio
in. With the help from Matthew Hayward
from Evo magazine we did a quick
upgrade one lunchtime.
There was a small amount of soldering
involved but the rest of the tment was
painless. The reason I went for the
Pioneer MVH-X560BT digital media
receiver is that it is both iPhone and
iPod friendly plus it has the allimportant Bluetooth. For security
reasons the face comes off and you can
just pack it into the provided plastic
storage case.
Because it does not take CDs, the
actual radio is much shallower and takes
up less space. However the face space is
much bigger (because of the lack of a
CD slot) and this makes reading the
track numbers or radio station details a
whole lot easier.
Next on the list: some decent
speakers. For more details on my new
Pioneer radio see www.pioneer.co.uk
WorldMags.net
ED EVANS
TECHNICAL EDITOR
1976 Series III 88 soft top
2001 Discovery 2 Td5
2007 Freelander 2 TD4
2000 Freelander 1 L
-series
STEVE MILLER
ADVERTISING EXECUTIVE
1983 One Ten V8
1997 300TDi Discovery 1
1982 Stage One V8
SPONSORED BY
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[WRITERS ROVERS]
GRINDING ON
Is lack of servicing catching up to Thoms Lightweight?
lthough someone once

told me that Series Land
Rovers were amongst
the easiest vehicles to
work on, nothing about
my Lightweight ever
seems straightforward once its in the
hands of a mechanic.
It has now taken up semi-residence
at the garage, with the engine head off.
While I globe-trot around North Africa,
my long-suffering mother is left trying to
relay the plight of the engine, patiently
explained by the equally long-suffering
mechanic Tim.
Oh dear, he says there are loads of
things that need doing, she taps out in
an email. He tested compression and its
low compression between cylinder one
and two and he adjusted them but theres
still low compression. Hes taking off the
head next. Does this make sense to you?
Because it means nothing to me.
Poor Internet access keeps my replies
short: How long will it take? How much
will it cost?
I dont know, darling, but it sounds
expensive. I told him I didnt know why
you stuck with that old boneshaker, as
its more trouble than its worth. Theres
always something wrong with it! He said:
Well, I know what you mean but it has
got loads of character. I suppose hes
right.
Eventually I phone Tim to nd out
exactly whats going on. Ive had a few
problems with the valve stem oil seals,
he explains. I pulled the head off and
they were very pitted and badly worn.
Unfortunately the tappets havent been
done in a long while, so the valves have

really hammered into the seats. I have
no idea what any of this means, but try to
ask vaguely sensible questions.
The valves themselves also caused a
bit of bother. When the new set turned up,
they didnt look like the originals. Thinking
they were the wrong ones, debate
between Tim and the suppliers followed,
before it was established that they
were correct.
Im now looking on this as something
of a project, he says (a phrase that lls
me with dread). He assures me, however,
that he is tting the Lightweight in around
THOM
WESTCOTT
CONTRIBUTOR
SIII LIGHTWEIGHT
YEAR: 1977
MILEAGE: Debatable, since the
speedometer doesnt always work
and I replaced the dial some years
ago, inadvertently dropping several
thousand miles off the clock.
ENGINE: 2.25
POWER: Not sure
TORQUE: Not sure
MPG: Enough to make a man weep.
14-16 mpg is the optimum given in
handbook, but I like to think I fare
slightly better with the overdrive.
other jobs so there will be minimum

labour charges to pay. He knows, too well,
the skinint attitude of this Series driver,
always hopeful that secondhand parts
can be obtained and the best outcome
achieved at the least possible cost.
Oh, and its my entire fault for not
putting that lead additive into the
fuel tank, I decry. Erm, says Tim
thoughtfully and I realise it was another
mechanic I confessed that to, and had
omitted to mention it to him. Well,
running long term on unleaded doesnt do
it any good but, unless youre doing a lot
of motorway driving, it doesnt really do it
much harm.
The real problem, he thinks, lies with a
lack of regular servicing, another area in
which I am guilty as charged. The rst full
service I paid for cost almost the same
as the vehicle the Lightweight being a
bit of an eBay bargain, when I look at the
current prices commanded by the fairest
member of the Land Rover eet which
put me off any such further indulgences.
Thereafter, I relied heavily on the if it
aint broke, dont x it philosophy, which
of course entirely neglects the concept
of maintenance.
When you get back, you wont believe
the difference, Tim enthuses. There
wont be any more blue smoke when you
start it up and it will be running like a
sewing machine! The idea of that historic
engine running like a tiny little motor
zipping round the edges of patchwork
squares sounds slightly farcical, but any
improvement on performance, which has
seriously deteriorated over the last couple
of years, sounds just grand.
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[WRITERS ROVERS]
LRMS
FLEET
AMY CAMLIN
CONTRIBUTOR
1983 Series III 88
80 V8 trials special
GO GALVANISED
Is a shiny new chassis the greatest gift of them all?
have lost count of how many

new galvanised Land Rover
chassis have been through my
hands in the last few years. In
the main, these are chassis that
have been transported from
the factory in Doncaster to my place, in Ireland.
One or two have been brought home for my own
use in my personal Land Rovers which have
featured in the pages of LRM but mostly the
chassis have been collected by enthusiasts from
most corners of Ireland.
There was one heavy-duty Defender 90
chassis that I had bought for my ex-National
Trust Defender, which had to be placed out of
the way, in storage, for far too long, while the
poor old Defender sat neglected out in the
elements for the thick end of two years. This
300Tdi Defender is remarkable for a number of
reasons. The rst is that it has only 59,000 miles
on the clock, despite being around 20 years old.
The second is that the doors and bulkhead are
virtually rust-free (although the doors and wings
are well beaten up). The third point is contrary to
the rst two the original chassis is in very poor
condition. I suppose a new rear crossmember
would sufce for now, but I really dont like
the look of the inside-out corrosion around the
trailing arm mounts, among other places.
So when I nally found that small window of
opportunity to haul the sad-looking Defender
into the workshop, I began to take the Land
Rover apart in readiness to t the new chassis.
The only thing that caught me out, as the body
shell was slowly lifted from the rolling chassis,
was a slam support bar still attached to

the chassis (isnt there always one rogue?),
causing as yet undetermined damage to the
slam panel and grill surround. This Defender
may now have some added character to go
with the dents and scrapes in the doors and
wings, unless I decide to treat it to a paint
makeover at the body shop. Whether it gets
a new paint job depends on if I convert it
from pick-up to hard top and whether the
conversion parts are the right colour.
The immediate reality is that it stays a
pick-up for now, as I have a few jobs for it.
Defender 90 pick-ups are tops for towing
(and particularly reversing) trailers, in my
experience. The debate over whether to
convert to hard top can be had when it comes
to nding a new owner for the truck. Hard
tops are supposed to be more valuable and
saleable. Or is that impression out of date? I
will nd out in due course.
TREVOR
CUTHBERT
CONTRIBUTOR
DEFENDER 90

ENGINE: 300Tdi
MPG: Hasnt moved for 2 years
WorldMags.net
TREVOR CUTHBERT
CONTRIBUTOR
1960 Series II 88
1983 One Ten HCPU
1987 130 double cab
88 V8 hybrid
1992 Defender 90 200Tdi
1993 Defender 110 tipper
1993 Defender 110 cherry picker
1995 Defender 100 2.8 TGV
1997 Defender 110 300Tdi HCPU
2004 Discovery 2 2.8 TGV
RICHARD THOMAS
CONTRIBUTOR
1955 Series I
2004 Discovery 2
THOM WESTCOTT
CONTRIBUTOR
1977 SIII Lightweight
SPONSORED BY
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[WRITERS ROVERS]
WET
OR DRY?
Mud can be fun,

says Richard, but he
prefers desert...
came back to the UK

for a short while and
enjoyed the recent rain
and oods. You think Im
kidding? Well not at all,
as California is suffering
from the worst drought in living memory
there has been barely a drop of rain all
winter and no snow on the mountains
either. Its pretty serious, so not having to
worry about rationing your tap water for a
couple of weeks was a welcome relief.
From an off-roading, 4x4 point of view
I have to say that I prefer dry conditions.
I never have been a great fan of mud
and nd it more enjoyable having to pick
a route through rocks and sand than
blasting through goop.
Im sure that many will disagree but I
never could bear opening the bonnet to
see the engine bay dripping brown slime
or the crunching, rasping sounds that
the brakes would make on the way home
from a mudbath.
Wading through clean, owing river
water can be great fun, but ploughing
through sludge with the consistency of
grinding paste has never done it for me.
Im impressed as always, though, with
the seless way that so many Land Rover
owners will turn out in times of crisis to
help people out. Okay, I know being heroic
is also fun, but putting yourself and your
vehicle at some risk to be of service to

people you dont even know is admirable,
and such folk deserve praise and thanks
from us all.
There are YouTube videos around,
of course, that show some Land Rover
drivers in a less favourable light.
No doubt youve seen some of them
in action such as the guys in Norfolk
lmed wading a ooded road
in a Defender with the water over the
bonnet and ooding through the
heater vents.
Irresponsible? Well they certainly
needed to be familiar with the road in
question, as it could have been very
easy to have driven off and into the
ditch that one presumes would have
RICHARD
THOMAS
CONTRIBUTOR
86-INCH SERIES I
YEAR: 1955
MILEAGE: 3800 (since rebuild)
ENGINE: 2-litre (bored to 2.1)
WorldMags.net
been alongside the tarmac. If that had

happened there would have been no way
out, the vehicle would no doubt have been
badly damaged or worse oated away
requiring a rescue.
So, on the whole, great fun to watch but
probably not a great idea to do.
Also denitely not a good idea was
the driver who drove his current-model
Discovery along a beachfront road during
a tremendous storm, with waves crashing
on to the road and eventually engulng
the vehicle. Not only was it extremely
dangerous, but does he not realise what
damage sea water does to a car? Man,
what a dummy.
I suppose thats the point, really. Going
extreme is all well and good, but not at
the expense of a busted vehicle. A few
dents and scratches on a Land Rover
add to its persona, but things like the
time I dropped a Defender down so hard
on a tree stump in a wet and slippery
forest that it bent a crossmember like a
banana are just expensive pains in the
you-know-what.
When it comes to ood vs drought, I
think Ill pick desert over swamp. Vehicles
last longer our Series I hasnt seen a
drop of water in over three years offroading trips can be planned with more
certainty and the risk of damage, so long
as youre careful, is much reduced.
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Back issues
Order great LRM products today from www.landroveraddict.com/shop/
May 2013
JUNE 2013
EARLY ONE TEN restoration;

Discovery 3 Buying Guide;
Wiltshire Greenlaning; Focus
on P38A Range Rover;
Defender ABS upgrade;
Multimeters on test; Extreme
off-road for Defenders only
FIVE GENERATIONS of
Discovery compared;
Dorset Greenlaning; 180
BHP Defender; Series IIA;
Australia's Flinders Ranges;
Defender brakes; Towing
Guide; Driving side slopes
CELEBRATING 30 years of
Defender; Greenlaning in
Wales; Td5 service guide;
Scotland road trip in Disco 4;
Defender off-road mods;
Circus Discovery; Afzal Kahn
pro!le; Fitting electric fans
SEPTEMBER 2013
OCTOBER 2013
ALL FOUR generations of

Range Rovers compared; 155
mph Sport revealed; 130,000
Defender; Greenlaning in the
Cambridgeshire Fens; New
LRM Technical section; Series I
88-inch; SIII Buying Guide
JULy 2013
aUGUST 2013
DISCOVERY 2 Survival Guide;

Greenlaning in Bedfordshire;
Range Rover 2 !rst drive on
and off-road; Twisted Defender;
Top winching tips; Classic
Q&A; Defender Service Guide;
Discovery 2 coil conversion
DEFENDER 90 V8 specials;
SAS Range Rover Classic;
200Tdi rebuild; Greenlaning
in Cumbria; Secret Morocco;
Sand driving Masterclass;
Classic Q&A; Crossmember
repair; Disco 2 coil conversion
NOVEMBER 2013
WHAT LAND ROVERS you

can buy for 3000 (or less);
200Tdi 90 Survival Guide;
Greenlaning in Berkshire; One
Ten paint job; Series IIA trek;
Hybrid Range Rover; Defender
chassis swap
DECEMBER 2013
JaNUaRy 2014
FEBRUaRy 2014
MaRCH 2014
aPRIL 2014
DESERT Defender 110;

Discovery 3 Survival Guide;
Salisbury Plain greenlanes;
Farmer's working Series I;
Range Rover tailgate replaced;
Defender wing swap;
Multitools tested
LAND ROVER island; Defender

Td5 Survival Guide; Range
Rover Classic built from
scratch; Russia off-road;
Discovery steering; 3/4in
socket sets tested; Tdi rebuild;
Intercooler upgrade
MY SERIES III saved my life;

Yorkshire Wolds greenlanes;
Camel Discovery restoration;
Series IIA Survival Guide;
Gina Campbell interview; Td5
cylinder head; Tree surgeon's
Defender; Starters tested
OVERLAND Defender 90;

Freelander Survival Guide;
Peak District greenlanes;
Series IIA restoration; Isle of
Skye in Range Rover Classic;
Defender chassis swap; spot
and fog lamps tested
CHALLENGE Defender
unveiled; Stage One Hi
Cap; Landy Valley railway;
Shropshire greenlaning;
Discovery 1 Survival Guide;
RSPCA Defender; Td5 head
removal; Defender leak cures
TO ORDER the full catalogue of back issues
call 0844 815 0855

WorldMags.net
CLUBs
WorldMags.net
OF THE
MONTH
how low can you go?

Want to know what it feels like to be a YouTube
sensation? Just ask the Lowrangers
Words: Dave Barker
ack in August 2012 LRM featured

a fledging club from the NorthWest which focuses on bringing a
bit of humour and fun to
greenlaning, while still adhering
to the GLASS Code of Conduct. A familyorientated club, they interested us with some
fantastic pictures they had taken and the sheer
number of greenlane miles they were covering.
Roll forward 18 months: LRM revisited the
Lowrangers to see how things were progressing
and if they were still as active and more
importantly still bringing fun and humour to
greenlaning, which in the past 18 months has
continued to be a controversial topic, with
more lanes under threat of closure.
We caught up with them on a unique laning
day led by co-founder Clyde Wheeler, who has
spent much time researching his local rights of
way around Oldham and has discovered many
hidden treasures right on the clubs doorstep.
In some cases, this involves driving straight out
of terraced streets and into the countryside.
The weather forecast for this days trip was
174 ||| land rover monthly
WorldMags.net
[LOWRANGERS]
WorldMags.net
There have been well over a quarter

of a million views of these lms
foul, but in the spirit of the Lowrangers, this
just made the day more of a challenge. However
with the GLASS Code of Conduct in mind,
Clyde had planned the trip around lanes that
were unlikely to be badly affected by the
conditions. Having two photographers in the
group also provided an opportunity to capture
images of Land Rovers doing what they do best
namely braving all the elements!
Clyde remains tight-lipped about the route
and these hidden-treasure lanes. Being so close
to the town, theres a real risk that someone
irresponsible in a pseudo-4x4 might want to
have a bash and cause damage. The clubs
priority is to protect the already fragile image
of 4x4 drivers in the countryside.
Clydes route included a section that crossed
partially-tarmaced lanes, giving the snappers
some great photo opportunities. With the
amount of rainfall from the previous day, the
scenario was tailor-made.
The club has gone from strength to strength
in recent months. Aside from the busy schedule
of trips, weekend camps and charity events,
this is largely thanks to the clubs resident video
editor and fellow co-founder Lee Burstow
capturing and sharing short films of each trip
and event.
On each of the vehicles in the group you can
usually see an action camera running
throughout the day. This enables the capture of
lots of footage from different angles, facilitating
some impressive-looking short films.
As well as Facebook and the club forum, the

Lowrangers have a busy YouTube channel
(Lowrangers2012) displaying a host of short
films showing greenlaning in action.
The film of this days laning is here: http://
youtu.be/Pbc_WgP22Gk but when we looked
through the channel we particularly liked
http://youtu.be/oGCPC4WFZ6A and http://
youtu.be/fElszdJlRjU.
The channel itself is popular with the 4x4
community and at the time of writing this
article there had been well over a quarter of a
million views of these films, with hundreds of
people subscribed to the channel.
So whats coming up for the Lowrangers?
The main event for 2014 is the Charity Terrain
Challenge taking place at the Northwich
Festival over the August Bank Holiday.
It involves a 500-yard track, designed to
emulate the sort of axle-twisting, rock-climbing
obstacles a Land Rover is bred to overcome.
The public will be able to sit in one of the many
Lowranger vehicles and experience this first
hand, in return for a donation to charity.
In addition, the guys from the Lowrangers
will be putting on various displays, including a
winch race challenge and some extreme
demo driving.
Other events planned for the coming months
include the Hitchhikers Extreme Weekend in
Wales over the May Day Bank Holiday and
were assured they will have something special
planned for their second birthday in June.
WorldMags.net
LOWRANGERS
Lowrangers, the North Wests most
active greenlaning club is a friendly
group which doesnt take itself too

seriously and tries to approach
greenlaning and the club thing in a
very light-hearted manner, whilst
adhering to the Green Lane
Associations Code of Conduct and
the Tread Lightly UK Drivers Guide.
Having fun is high on its list of
priorities. Members often have their
families on-board, so their intention is
to nd challenging but not dangerous
routes. They dont care what car is
being driven or what users ability
level is. For those without their own
4x4 there is always a co-pilots seat in
someones car and maybe the chance
to drive. They run an informal
invitation-only policy. Get out with
them on a lane and have a good day
and an invite is usually forthcoming.
At Lowrangers they prefer quality to
quantity and strive to keep all
members active and interested with
regular laning days or other off-road
activities. After a trial period, life
membership is a modest 5. For more
information visit www.lowrangers.org
CLUBs
WorldMags.net
OF THE
MONTH
WorldMags.net
[LAND ROVER OWNERS CLUB OF SOUTH AFRICA]
WorldMags.net
EDUCATION FOR THE

RAINBOW NATION
Training plus trialling equals the perfect club event, says Natasha Beets
he Land Rover Owners Club of

South Africa recently held its
annual Summer Trial and Driver
Training at Land Rovers
Vereeniging dealership. Now in
its 20th year, this event has become a club
tradition. The main reason for this is that it
takes place a mere 45 miles from the sprawling
city of Johannesburg. For the more adventurous
club members, theres the option of camping at
the
nearby
Malonjeni
Guest
Farm.
Those familiar with the area will recognise the
name, as its where the annual Landy Festival
takes place.
The trial course is set up in a river bed, so
mud is a virtual guarantee as this area is
renowned for its summer thunderstorms. Even
though the training and trialling only starts on
the Saturday, many members arrived on the
Friday evening to set up camp.
The weather had been great for most of the
week, with the odd thunder shower to settle the
dust. We arrived just as it was starting to get
dark and set up camp in the headlights of the
Land Rover. (Is there any other way?)
While we settled in, the kids got the campfire
going and put the braai (BBQ) meat on the fire
for us. Once wed consumed a sheep or two, we
settled into our camping chairs to take a decent
look at the stars.
In the distance the sound of still, rolling
thunder moved in over the hills, creeping
closer and closer. All too soon we were in the
middle of a torrential downpour, which had us
scampering for cover in our tents. There would
be no sleeping under the stars tonight!

After an early breakfast, we headed over to
Land Rover Vereeniging to meet up with the
other members of the club for driver training.
Our trainer, Gerrie Myburgh, had his Defender
90 pick-up set up with one wheel in the air and
the other three chocked for the presentation.
The morning was spent gaining a better
understanding of the effects and differences
between centre diff lock, low range, high range
and traction control. We were told how all these
things work and when they should be engaged.
After the theory was finished, Gerrie toook
his Defender 90 up a steep incline and
demonstrated how to do a hill stall. Everyone
was then sent back to their own vehicles to
deflate tyres and strap down any loose items.
The time had come to put the theory
into practice.
Everyone was having loads of fun until one
of our members rolled his fully-loaded
Defender 90 on to its side. The team jumped
into action, whipped him out of the passenger
side window and sent him off to receive medical
attention for his bleeding hand. Whilst he was
CONTACT
For more details on the Land Rover
Owners Club of Southern Africa see
www.lroc.org.za.
WorldMags.net
being attended to, our driver-trainer began the

process of recovering the Defender from its
precarious position on a hill. It was a wonderful
example of how to safely recover a vehicle.
Recovery straps were lashed around the chassis
to stabilise it, then the stricken Defender was
winched to safety.
William Beets was called on to assess the
damage to the vehicle and see if he could get it
going again. Sadly, it was not meant to be as it
needed new injectors, new pump and a good
old stint at the panel beaters. A lesson learned
by all, but no irreparable damage.
Once the rolled Defender had been towed
back to camp, our attention turned to setting
up the course for the trial due to take place the
following day. As the sun was setting, a few
muddy Land Rovers made their weary way
back to camp so their even muddier owners
could clean up in the swimming pool and get
some rest for the Sunday event.
Sunday dawned with much excitement for
what lay ahead. A number of prospective
members joined the club on the day to see what
we do, and participate if they wanted to. The
course was technical but fun, testing both
driver skill and vehicle ability. There was an
impressive assortment of Land Rovers taking
part, from Series to Defenders and Discoverys.
We had every colour, shape and type of Land
Rover out on the course. At the end of the day
each team learnt something new about their
own and their Land Rovers abilities.
All in all it had been another successful Land
Rover Owners Club of Southern Africa outing.
upcoming
WorldMags.net
events
WHats on tHis montH

Land Rover clubs legend Dave Barker showcases the best
events to attend in your Land Rover every month
April 4 6
The Flying Scotsman Rally

Historic pre-war cars UK Birmingham to Gleneagles
www.endurorally.com
April 4 6
Australia National 4x4

& Outdoor show
RHA Showground, Brisbane
www.4x4show.com.au
April 4 10
UAE - FIA World Cup

for Cross-Country Rallies
Abu Dhabi Desert Challenge
www.!a.com
April 5 6
Peak & Dukeries LRC,

RTV / CCV & Novice Trial
Middleton Top, Derbyshire
www.panddlrc.co.uk/
April 5 6
South Africa The South

African 4x4 Outdoor Show
Voortekker Monument, Pretoria
www.4x4outdoorshow.co.za
April 5
Marketing for Clubs Workshop

Heritage Motor Centre, Gaydon
Tel: 01926 641188. www.
heritage-motor-centre.co.uk
April 5 6
Leicestershire & Rutland LRC,

Camping plus Tyro &
RTV Trial Oxley Farm
www.lrlrc.co.uk
April 5 6
Mud Monsters,
Monster Race Challenge
Yarwell, Cambridgeshire
www.mud-monsters.co.uk
April 6 9
Morocco - Atlas Overland

Morocco Guided Tour
Tel: 07834 637355
www.atlasoverland.com
April 6
Lincolnshire LRC
RTV & Ladies Trial
North Ormsby, Lincs
www.llrc.co.uk
April 6
Muddy Millers 4x4 Club

Trialling Llansilin, Powys
www.muddymillers.net
April 6
Southern Rover Owners Club

Timed Trial Nether!eld
www.sroc.co.uk
April 6
Viking Four Wheel Drive Club

LRS Challenge Round 1
Coney Green, West Midlands
www.lrschallenge.com
April 12 13
April 6
Cornwall & Devon LRC

RTV Trial Horsebridge, Devon
www.cdlrc.com
April 6
Land Rover Series One Club,

North Wales ABC Weekend
Anglesey, Bala and Conway
www.lrsoc.com
April 6
North East Rover Owners Club

CCV & RTV Trial Helmsley,
North Yorkshire
www.nero.org.uk
April 6
Yorkshire 4x4 Tours

4x4 Tour Lake District Cumbria
Tel: 01757 638479.
www.yorkshire4x4tours.com
Wye & Welsh LRC

Tyro/CCV Trial Taffs Well, Cardiff
www.wyeandwelshlrc.co.uk
Newbury 4x4 &
Vintage Spares Day
Newbury Showground, Newbury
www.4x4sparesday.co.uk
Bala 4x4, Play & Pay Day
Bala, North Wales
Tel: 01678 521453.
www.bala4x4.co.uk
Devils Pit, Pay & Play Day
Barton-le-Clay, Bedfordshire
Tel: 01582 883349
or 07764 159478
www.devilspit.co.uk
April 6
Piccadilly Wood 4x4,

pay & play day
Bolney, West Sussex
www.piccadillywood4x4.co.uk
April 7 21
Morrocco - Waypoint Tours

High Atlas & Sahara Desert
www.waypoint-tours.com
April 8 19
Greece One Life Adventure,

Greece Explorer Kallidromo
Mountain and Evia Island
Tel: 01706 818829
www.onelifeadventure.co.uk
April 11 13
USA Arizona
Land Rover Owners
GILA Challenge
Theodore Roosevelt Lake
Campground, Phoenix, Arizona
www.azlro.org
April 12
ukLANDROVERevents
Edan District Tour
Cumbria & Yorkshire
www.ukLandroverevents.co.uk
April 12 13
MSA British Cross Country

Championship
Round 1 Pikes Peak, Mid Wales
www.marches4x4.com
WorldMags.net
April 12 13
April 12 13
April 12 13
April 13
Chilton Vale LRC

Trial Sewel, Beds
www.cvlrc.co.uk
April 13
East Northants LROC

RTV Trial
www.enlroc.co.uk
April 13
Hants and Berks Land

Rover Owners Club
RTV Trial & Play Day
Hogmoor, Hampshire
www.hbro.co.uk
April 13
Lincolnshire LRC
Comp Safari
Welton-le-Marsh, LIncs
www.llrc.co.uk
April 13
North Wales LRC

Greenlaning Corwen,
North Wales
www.nwlrc.co.uk
April 13
Pennine Land Rover Club

Trial Hameldon Hill, Lancs
www.penninelandrover.co.uk
April 13
Red Rose Land Rover Club

CCV Trial
Brier!eld, Lancs
www.landroverclub.co.uk
WorldMags.net

COMING SOON...
JUNE 14-15
East Anglian Off-Road Show

All-out off-roading open weekend at the massive Bircham Newton site in West
Norfolk. Organised by the Breckland Land Rover Club. LRM will be there.
Check website for updates: www.brecklandlrc.com

AprIl 13
Somerset & Wiltshire LRC

CCV/RTV Trial
Foxham, Wiltshire
sites.google.com/site/
somersetandwiltshirelrc
AprIl 13
Yorkshire Off Road Club

RTV Trial West Yorkshire
www.yorkshireoffroadclub.net
AprIl 13
4x4 Without a Club

4x4 day Harbour Hill,
Aldermaston
www.4x4-withoutaclub.co.uk
AprIl 13
David Mitchells Landcraft 4x4

Snowdonia 4x4 Adventure Drive
Bala, North Wales
Tel: 01678 520820.
www.landcraft4x4.co.uk
AprIl 16 23
Morocco Libya Rally Fez

Morocco
www.libya-rally.com
AprIl 16 21
Midland Rover Owners Club

Caravan Rally & RTV/CCV/
Tyro Trial Eastnor, Ledbury
www.mroc.co.uk
AprIl 17 20
France - Ironman X-treme

4x4 Challenge
Montmorin, Hautes
Alpes, France
www.aventuregirousse.com
AprIl 17 21
Essex Land Rover Club
Easter Interclub event

Thrrock, Essex
www.elrc.info
Tel: 01757 638479.

www.yorkshire4x4tours.com
AprIl 17 21
Portugal - Waypoint Tours

Portugal extended tour
experience
www.waypoint-tours.com
AprIl 18 21
Qatar - FIA World Cup for

Cross-Country Rallies
Sealine Cross Country Rally
www.#a.com
Red Rose Land Rover Club

Easter Trial weekend
Kendal, Cumbria
www.landroverclub.co.uk
C4H, Convoy 4 Heroes (Land
Rover convoy on Sunday 20th)
Long Marston Air!eld,
Stratford upon Avon
convoy4heroes.org.uk
AprIl 18 21
Breckland Land Rover Club

Easter Interclub
North Walsham, Norfolk
www.brecklandlrc.com
AprIl 18 21
Southern Rover Owners Club

Tyro, CCV, RTV, JTV & Bike Trial
Salehurst, East Sussex
www.sroc.co.uk
AprIl 19
ukLANDROVERevents
Northumberland Tour
Northumberland
AprIl 19 20
Northern Off Road Club

Comp Safari
Kirton Offroad Centre, Lincs
www.norc.org.uk
AprIl 19 20
Yorkshire 4x4 Tours

4x4 Tour Yorkshire Wolds
Yorkshire
AprIl 19 28
AprIl 20 25
AprIl 20
Defender Challenge
Championship, Round 2
Somerset Stages Rally,
Minehead
www.somersetstagesrally.com
www.bowlermotorsport.com/
motorsport/defender-challenge
AprIl 20
All Wheel Drive Club

Britpart Comp Safari
Championship round 2
Aberbeeg, Cwm, Ebbw Vale
www.awdc.co.uk
AprIl 20
North Wales LRC

Trial Bryn Gwyn, Powys
www.nwlrc.co.uk
AprIl 20
Staffs & Shrops LRC

Open Comp Safari
Gwyddelwern Nr Corwen
www.saslrc.co.uk
AprIl 20
Woolbridge Motor Club

4x4 Trial
WorldMags.net
Winterborne Abbas, Dorset

www.woolbridge.co.uk
AprIl 20
ukLANDROVERevents
Tyndale Tour
Northumberland
AprIl 20
Sibbertofts Sunday
Pay & Play Day
Leicestershire
www.avalancheadventure.co.uk
AprIl 20
Skipton 4x4 &

Vintage Spares Day
Skipton Auction Mart, Skipton
www.4x4sparesday.co.uk
AprIl 21 29
China 13th Beijing

International Auto Show
Beijing, China
www.chinaexhibition.com
AprIl 21
Anglian Rover Owners Club

Trial Quainton
www.arocoffroad.co.uk
AprIl 26 MAy 3
Romania GPS Trophy

Romania 2014
Valiug, Caras Severin
County, Romania
www.xperienceromania.com
AprIl 26
GToN Kielder 4x4 Safari

Kielder Forest
Northumberland
www.gton.co.uk
WorldMags.net
Performance Springs
The right choice when replacing the old
sagging original springs!
Defender 90
Lift
Load
DA4201
Front
25mm
25kg
DA4202
Front
40mm
50kg
DA4203
Rear
40mm
Light
DA4204
Rear
50mm
100kg
DA4205
Rear
50mm
200kg
Defender 110
DA4201
Front
25mm
25kg
DA4202
Front
40mm
50kg
DA4206
Rear
40mm
100kg
DA4208
Rear
50mm
500kg
Defender 130
DA4202
Front
40mm
50kg
DA4208
Rear
50mm
500kg
Discovery 1
DA4201
Front
25mm
25kg
DA4202
Front
40mm
50kg
DA4203
Rear
40mm
Light
DA4204
Rear
50mm
100kg
DA4205
Rear
50mm
200kg
Discovery 2
DA4199
Front
40mm
20 - 50kg
DA4198
Front
40mm
50 - 100kg
DA4203
Rear
40mm
Light
DA4197
Rear
40mm
Medium
DA4205
Rear
50mm
200kg
Range Rover Classic
DA4201
Front
25mm
25kg
DA4202
Front
40mm
50kg
DA4203
Rear
40mm
Light
DA4204
Rear
50mm
100kg
DA4205
Rear
50mm
200kg
Note - Spring quantity 1 = 1 pair
Bar
Diameter
16mm
16mm
17mm
18mm
19mm
Rate
lbs/in
200
230
220
300 - 340
360
Free
Height
420mm
390mm
435mm
425mm
430mm
16mm
16mm
17mm
21mm
200
230
270 - 295
420
420mm
390mm
445mm
445mm
16mm
21mm
230
420
390mm
445mm
16mm
16mm
17mm
18mm
19mm
200
230
220
300 - 340
360
420mm
390mm
435mm
425mm
430mm
15mm
16mm
17mm
18mm
19mm
180
220
220
290
360
390mm
390mm
435mm
430mm
430mm
16mm
16mm
17mm
18mm
19mm
200
230
220
300 - 340
360
Britpart performance springs are high

quality, versatile and competitively
priced - the right choice when
replacing the old sagging original
springs.
420mm
390mm
435mm
425mm
430mm
Developed by one of the worlds top

spring manufacturers these high
quality, powder coated yellow springs
have been designed with the needs of
today's Land Rover owners in mind.
Britpart performance lifted springs
have the added benefit of improving
your vehicles approach and departure
angles which in turn allows you to
overcome more obstacles when
off-roading.
As Land Rovers are often working
vehicles as well as the family car,
uprated springs must offer the ability
to carry loads, handle off-road terrain
and provide a good ride on road. The
progressive springs offer a compliant
ride when lightly loaded, but firm up
as the load increases.
Britpart performance springs are

high quality, versatile and
competitively priced...
Britpart Performance - Standard Height Springs
Defender 90
DA4277
Front
DA4278
Rear
Defender 110
DA4277
Front
DA4279
Rear
Discovery 1
DA4277
Front
DA4278
Rear
Range Rover Classic
DA4277
Front
DA4278
Rear
Note - Spring quantity 1 = 1 pair
Bar
Diameter
16mm
18mm
Rate
lbs/in
225
285
Free
Height
390mm
385mm
16mm
19mm
225
330
390mm
415mm
16mm
18mm
225
285
390mm
385mm
16mm
18mm
225
285
390mm
385mm
Britpart yellow springs are designed for the enthusiast who wants a
performance spring without having to raise the vehicle. They offer a
firmer ride with less body roll, ideal for a vehicle with uprated
performance or one used for carrying heavy loads. The springs are
designed to offer full articulation off-road with a compliant ride.
Developed by one of the worlds top spring manufacturers these high
quality, powder coated yellow springs have been designed with the
needs of today's Land Rover owners in mind.
After lowering
NEW Britpart Performance

1 Lower Springs
Reduce the ride height of your
Land Rover by 1 (25mm) by fitting
these lowered springs. By lowering
your vehicle it will help reduce body
roll as well as giving your vehicle a
more sporty squat stance. The springs
are designed in line with the standard
spring rate specification. Finished in
powered coated orange paint.
DA4563
DA4564
Defender 90 / Discovery 1 / Range Rover Classic

Defender 90 / Discovery 1 / Range Rover Classic
britpart.com/springs
WorldMags.net
Front pair
Rear pair
Britpart Performance - Lifted Springs
PROJECTS
WorldMags.netR
L
MODIFICATION ADVICE
REPAIRS
DONT IGNORE
DASHBOARD
WARNINGS!
ast month I mentioned the infamous Td5 oil

pump sprocket bolt which caused a few engine
disasters in the Td5s early days. The bolt was
said to work loose due to lack of thread-locking
uid, losing drive to the oil pump and leading to
destruction of the engine. The affected vehicles
received a new engine or a new bolt, according to whether
the problem was caught in time.
It was TV news many years ago and the issue appeared
to have gone away, until reader Nick Voutt contacted me
recently to say he was currently xing a loose sprocket
bolt on his 140,000-miler Td5 Discovery.
It seems unlikely the original bolt would work loose after
this mileage, though there is no record of later engine work
when the bolt might have been incorrectly retted.
Fortunately, Nick noticed the low oil pressure light
coming on and stopped in time to save the engine. After
renewing the loose bolt (new bolts are supplied with thread
lock applied), his engine is now running normally.
This shows the importance of responding to dashboard
indications and warnings by stopping to investigate as
soon as its safe to do so.
An oil pressure light coming on could
mean imminent disaster. A high engine
temperature indication also needs fast
reactions because driving on, even gently,
with an overheated engine will rapidly
increase the chance of serious damage.
Our Td5 Hot Head series this month
clearly shows the penalties of ignoring
changes in the temperature gauge
reading. Youll also see that Td5 oil pump bolt in the same
feature, and Id be interested to hear from any Td5 owners
who have recently experienced the bolt working loose on
their own engines.
There are no such concerns for our Field Find project
starting this month. LRMs advertising man, Steve Miller,
has found himself a rare but derelict Series III V8, and
needs help bringing it back to life.
Its generated a lot of enthusiasm and excitement here,
and weve been pleasantly surprised to see just how much
of a Land Rover still works after being abandoned to
nature for 16 years. Weve made it our mission to bring it
back to life after all, its a signicant part of the whole
Land Rover heritage. I hope you enjoy the story.
This shows the

importance of
responding to
warning lights
TECHNM
ICAL
CONTENTS
182
182
Field Find Series III V8
188
Fitting a tank guard
192
Range Rover Sport suspension
198
Td5 engine rebuild
204
Classic Q&A
208
Freelander anti-roll bars
214
Product Test: pro jacks
222
Fix that leak!
Abandoned for 16 years in a eld but now

LRM is restoring this Stage One
Off-road protection for your fuel tank
Improve handling with new bushes
Is our Hot Head engine beyond salvation?

Land Rover problems solved by our experts
Transform your ride with this x
Off your trolley? We test the best
Keeping water out of your Defender
214
TECHNICAL EDITOR
ED EVANS lrmtechnical@gmail.com
WorldMags.net
www.britpart.com
WorldMags.net
PROJECTS REPAIRS MODIFICATION ADVICE
LRM AL
IC
TECHN
{RARE V8}
STEVE
MILLER
Tow ropes
Discovery retrieval vehicle,
Rose-tinted spectacles.
TIME
COST
12
HOURS
300
DIFFICULTY RATING
FIELD FIND
Farmers elds make romantic resting places for deceased Land

Rovers. But when the vehicle is a rare Series III Stage 1 V8,
theres no rest for any of us, as LRMs Steve Miller explains
here are many Land

Rovers out there, parked
up in barns and elds, in
various states of
disrepair waiting to be
discovered by an
enthusiast. We never know, even the
elusive Centre Steer may turn up one day.
However, I think Ive unearthed the next
best thing a Series III Stage One V8
model. Or rather, my grandmother
unearthed it.
When visiting a friend she mentioned
that I worked for LRM and the friend told
her there was an old Land Rover thats
been laying in the back eld for 16 years.
Nan described it to me as long and blue,
then added V8, and I was hooked.
I met with the owner Paul to view it,
expecting the worst. As he led me through
the gate into the eld I saw what
appeared to be a very straight-looking
vehicle with a huge amount of charm, and
that tantalising at front of a Stage 1 V8.
WorldMags.net
> FIRST IMPRESSIONS

ANY VEHICLE left to the elements like
that isnt going to come out of it
unscathed, so an inspection of the
chassis was rst on my agenda. I soon
noticed a distinct lack of outriggers, and
the rear crossmember was so rotten it
actually moved up and down as I grasped
the rear tow hitch. I found the chassismounted fuel pump laying in the grass
due to the fact the metalwork it was
originally bolted to had totally dissolved.
My heart sank as I realised the chassis
was too far gone, and beyond repair.
But then, there was the bulkhead.
Ironically, it was almost as good as new
with only a small hole in the passenger
side footwell. The seat box and rear tub
were solid too, aside from the rotted
battery box which had been a water trap.
Usually, on a vehicle in this state there is
likely to be lots of corrosion to the
aluminium, particularly where the body
meets the chassis, but there was no such
www.britpart.com
WorldMags.net
WORK SAFELY
When towing a wreck, use long
tow ropes in case the vehicle
lurches forward.
Temporary fuel system should be
tightly sealed and secured, with
re equipment to hand and no
sparks or ames present.
Dont rely on old brakes. Our
short test run was done in a
cleared car park in low gear with
handbrake and ignition key ready.
problem here. Paul explained that hed

had the engine rebuilt and then it had
passed its MoT, but that was back in
1998. He then parked it up in the eld
and never quite got around to using it.
I was in a dilemma. The Land Rover
was denitely worth saving, but it would
need a substantial amount of time and
money spending to restore it to its former
glory. I felt it was my duty to save it, as
its not every day that I discover a piece
of Land Rover heritage. Paul simply
wanted to recoup the cost of the engine
rebuild, so we struck a deal.
As enthusiastic as I was, in order for
me to take on another project I was going
to need some help. The next day I phoned
LRMs Steve Miller considers a

hundred good reasons to walk away
from the derelict Series III and then
buys it anyway.
The big bonus is that the bulkhead

appears surprisingly solid. Theres
no external rust up top, and only a small
hole in a footwell.
The aluminium seat box is solid.

Later models would have corroded
away in the corner near the seat belt
mounting. Seats are rotted.
The V8 engine and

distinctive at front
end is all correct for a
Stage 1 V8. But Steve still
checks with Land Rover,
and nds its all genuine.
A few new lights and ttings are

needed, and the tyres are sunk into
the ground. But the body panels are all
dead straight.
WorldMags.net
WorldMags.net
[LRM TECHNICAL]
Ed Evans, LRMs technical editor, and
explained what Id found. He was equally
enthusiastic about it, and we formed
a plan.
The main problem was having
somewhere to dismantle and rebuild the
vehicle out of the weather. Ed told the
story to the folk at Britpart, who were also
enthusiastic about the project and offered
us a corner of their workshop. Better still,
Britparts development mechanic, Steve
Grant, was also keen to be involved.
Between the three of us we could get
this rare vehicle back on the road. The
plan was to meet monthly for a few
concentrated days, taking parts home to
refurbish between sessions.
WHAT IS A SERIES III

STAGE 1 V8?
The steel battery box (the battery is

under the drivers seat on this V8
model) has rusted through, so that will
need replacement.
Lower down, much

of the chassis has
already fertilised the eld
below. Its well beyond
repair and a new one will
need to be sourced.
The leaf springs and the brakes are

all rusted solid and will have to be
replaced as a matter of course in making
the vehicle safe.
Leaky rear diff pinion seal is a minor

detail. Rear leaf springs have
expanded with rust. Oddly, the whole
exhaust system seems solid.
WorldMags.net
KNOWN in its day as a Land-Rover

V8, this Series III model is now
more commonly known as the
Stage 1 V8. The term Stage 1
refers to the rst stage of an
investment programme to develop
the Land Rover and Range Rover
brands, which helped bring the SIII
V8 to the market in 1979.
The Land-Rover V8 superseded
the SIII 2.6-litre six-cylinder model,
giving improved performance from
its Rover 3.5-litre engine (though
its not fast) and introducing
permanent four-wheel drive with
CV joints in the front axle. The
engine and transmission was
similar to the then current Range
Rover and the 101 Forward Control.
The only signicant body change
is to the front panel, which is
mounted forward in the style of the
later coil-sprung Ninety and One
Ten models.
But the chassis is unique to the
Stage 1, having its front
crossmember moved forward, a
bolted gearbox crossmember tted,
and other changes at the rear.
In brief:
Engine: 3528cc aluminium V8,
90bhp, 166 lb-ft torque at
2000rpm.
Transmission: Four- speed allsynchro, hi/lo transfer ranges,
permanent four-wheel drive,
vacuum-operated centre diff lock.
Performance: 0-50mph in 12.1
seconds, top speed 80mph.
Fuel: Tank 68.25 litres,
consumption 15 mpg on a
good day.
Rear end V8 badge is surrounded by

holes where the vehicle has been
used for air rie target practice part of
its history now.
10
www.britpart.com
WorldMags.net
> RECOVERY SQUAD
THE FIRST Job was to get the Stage 1 out
of the eld. Despite its tyres being sunk
into the earth, and brakes naturally seized
on, my Discovery 1 dragged it out on to a
rm track, where David Atkinson of ACH
Special Vehicles met me to transport it
the 150 miles to Shropshire. David runs a
specialist transportation company and he
used his on-board compressor to inate
its tyres. He did raise an eyebrow when he
saw the amount of rust in the chassis
he usually transports top-end race cars to
events around the world. The Stage 1 was
winched in and, by the time it had been
trailered to Britpart, enough rust had
vibrated out of the chassis to ll
two buckets.
Steves 300Tdi Discovery is hitched

up with twin tow ropes and slowly
drags the Series out of the soil and across
the eld.
As the relic reaches a rm track,

theres lots of banging and twanging
as the odd brake is forced to release its
grip, and the towing gets easier.
Steves son, Jenson, clears enough

debris out of the cab to squeeze in
and try the passenger seat for fun. Great
car, Dad honest.
The battered V8 is gently winched

into the waiting trailer, ready to be
transported to Shropshire and the
Britpart workshop.
ACH Special Vehicles Discovery 4

will tow the wreck for 150 miles to
Shropshire at speeds the Series III has
probably never known.
> WILL IT GO?

AT BRITPART we pushed the Land Rover
into the workshop where Ed and Steve
Grant did a full inspection. The nod of
approval from them both was a relief.
Ed was keen to see if the engine would
run and, if so, to have a short drive to
assess the vehicles condition before we
started the strip down. So we rigged up a
new fuel pump to a can of petrol tied on
the wing, and checked the oil and coolant
levels. The engine turned over on the key,
but we had to replace the coil and clean
up the ignition points to get a satisfying
spark from the HT leads.
After cranking over and listening to the
engine while the oil circulated, we
connected the ignition. Amazingly, the
engine sprang into life, running erratically
as if it didnt know what to do with itself.
Steve Grant was ghting with the controls
of the twin Stromberg carburettors to
keep the revs on for a minute or so before
the engine shut itself down.
It wouldnt re-start, but then Ed tried
with the accelerator held hard down to
clear any ooded fuel from the carbs, and
away it went again. It ran with the same
barely controllable tick-over, but we
quickly learned that by keeping the revs
higher and working the choke and
accelerator, we could just about keep the
old motor ring. Obviously, the carbs
needed some attention, but that could
wait until it was time for the rebuild.

For now, I was eager to see if it would
move under its own steam. Steve G had
released the last of the seized brake
drums so I climbed in, selected rst gear,
low range, and gently eased up the clutch
yes, even the clutch still worked.
Ed jumped into the passenger seat as
we drove shakily out of the workshop with
beaming grins.
I tested all gears as we drove cautiously
around the yard and it all seemed to be in
good fettle with no clonks or whines from
the transmission. We took it easy, as the
brakes werent ideal. Even the horn and
screen wipers worked and the engine oil
pressure gauge showed a comforting 25
psi at fast idle.
After conrming that all gears, and high
and low transfer box ranges, and even the
quaint vacuum-operated difock, all
worked, we accelerated boldly to the
pressure washer to blast away 16 years of
moss, lichen and mud.
Land Rover may have had its unfair
share of reliability problems during the
1980s, but the company certainly knew
how to build them when this wagon came
off the production line.
What other vehicle from the 1970s
could you expect to abandon in a eld for
16 years, and then drive it again after an
hours ddling with the engine?
WorldMags.net
Safely delivered to the workshop.

Classic Range Rover at rear,
belonging to Britparts Paul Myers, shares
similar powertrain with our Stage 1 V8.
Before we start the rebuild, theres

plenty of clearing out to be done in
the rear tub, and the cab is heaped high
in old seats and mould.
WorldMags.net
[LRM TECHNICAL]
The question for

now is: will it run?
Steve G and Steve M
discuss ways of safely
trying to re up the
engine using a novel
wing-mounted fuel tank.
A spare ignition coil is connected

and a fuel pump is temporarily
wired up and plumbed in. Mouse-infested
air lter and air ducts are removed.
Steve G and Ed stand back as Steve

M spins the starter. His grin tells you
that it red up. Only a Land Rover would
do that after 16 years.
The engine sounds good, except

that carburettor problems are
causing an erratic throttle. But we drive
away regardless, and smoke-free.
> NEXT MONTH
Steve M is so proud that he has to

give the old machine a power wash
err, but were going to take it to
pieces, Steve!
The test drive conrmed that the

steering, transmission and axles all
worked ne. That done,, the old stager
was laid up to dry overnight.
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ITS ALL serious hard work from here. We

only have this workshop space for a
limited time, so well be moving fast to
get the vehicle stripped off its chassis and
rebuilt onto a new one. Well be replacing
only what is needed in the name of safety
and reliability because owner Steve M has
other Land Rover projects to feed, so his
budget is limited.
But also, Steve wants the original
character of this vehicle to be preserved,
and even a re-paint will be avoided if
possible. Were aiming for a fast and
practical rebuild. Join us next month as
we dismantle the whole vehicle.
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LRM AL
IC
TECHN
Steel fuel tanks are tough,

but theyre vulnerable
off-road. Trevor Cuthbert
shows that protecting the
tank, and the fuel inside,
is a simple job
FIT A FUEL TANK GUARD

TREVOR
CUTHBERT
13mm spanners and socket wrench
Drill with 8mm bit
Trolley jack or transmission jack
TIME
ONE
HOUR
COST
125
FUEL TANK
GUARD
DIFFICULTY RATING
CONTACT
BLRC Tel: 02897 511763
y friend Matthew Spoerri

owns a Defender 90 that
is used mainly for
weekend fun with local
offroad clubs, such as
the Northern Ireland
Land Rover Club. He keeps it well
maintained and constantly strives to make
it as capable as possible and well
protected against breakdown. This is
because over the years we have had
occasion to do in-eld repairs or worse
recover one of our Land Rovers home
on the back of the trailer.
This winter, Matt wanted to carry out
some maintenance and improvements to
the Defender, and the rst of these was to
protect the fuel tank which he always
feared was going to get badly bashed in
the course of his off- road driving.
The fuel tank on a Defender 90 is
mounted on the centre right (viewing from
the drivers seat) of the Land Rover on
models up to the end of 300Tdi
production in 1998. For the Td5 and TDCi
models (1998 onwards), the fuel tank is
mounted at the rear. Both locations have
their vulnerabilities and there is an
extensive array of protection solutions
available from aftermarket suppliers to
prevent physical damage from rocks and
tree stumps, and on ramp-over exercises.

Matts 90 is from the 1980s and has been
retro-tted with a 200Tdi engine, so the
fuel tank is of the centre-mounted variety.
Our local Land Rover specialist, BLRC,
has plenty of underbody protection for all
Land Rover models and they supplied the
heavy galvanised steel tank guard to be
tted here.
This particular tank guard is a good
design from the tting point of view. It
bolts to the chassis in a very convenient
way, needing only two 8mm holes to be
drilled in a support bracket near the front
radius arm mount where it is attached
with two M8 bolts. The centre mount uses
an existing bolt on the chassis rail, while
the rear of the guard hangs rmly from
the tubular outrigger via two U-bolts.
The job of tting the tank guard takes
around an hour and is a very worthwhile
addition to a Land Rover thats used
off-road.
We took the time to clean the tank and
coat it with underbody sealant rst, as the
guard forms a new mud trap. Such a trap
holds moisture and therefore increases
the chances of premature rusting of the
fuel tank but, knowing Matthew, he will be
clearing out the mud at every
opportunity anyway.
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The main clumps of mud and dirt

were scraped away from the fuel
tank and the bracket, and then a stiff
brush was used to clean the rest off.
A liberal coating of underbody

sealant was sprayed over the
underside of the fuel tank, getting it well
into all of the nooks and crannies.
The dents and damage to the

gearbox crossmember illustrates
just how vulnerable the fuel tank is, in its
location at the centre of the Land Rover.
The heavy-gauge steel fuel tank

guard has been galvanised for rust
protection. It is a well-engineered and
very strong piece of underbody armour.
Fitting such a heavy piece of steel is

best carried out by two persons. If
using a vehicle lift, this transmission jack
will take the strain.
The front edge of the tank guard is

bolted to this radius arm mounts
reinforcing strut on the chassis, through
two 8mm holes drilled in the vertical face.
The tank guard

is offered up to
the chassis using the
transmission jack.
The job could also be
done on the driveway
with two people.
WORK SAFELY
The job of tting a heavy piece of
steel, such as a tank guard, is
best carried out by two people for
safety reasons.
Otherwise, the job can be done
by one person using lifting gear
such as a trolley jack on the
ground, or using a transmission
jack if the Land Rover is on a
ramp.
It is important to wear
appropriate protective clothing,
particularly safety boots when
working with heavy objects and
heavy tools.
The guard is slightly tilted on the

jack, and is almost aligned with the
support bracket on the chassis. It will be
easy to get the bolts in place now.
The rear of the tank guard hangs

from the tubular outriggers, using a
pair of U-bolts. These 51mm exhaust
clamps will do the job very well.
WorldMags.net
The main thing to be wary of

when tting the tank guard is
working with such a weight in an
essentially overhead position. The
job can be done on the ground,
as the Land Rover has enough
ground clearance.
WorldMags.net
[LRM TECHNICAL]
Now that the front

bolts are in place,
the jack is used to push
the rear up close to the
tubular outriggers, to
get the U-bolts through.
10
New nylock
nuts with
washers are tted
and partially
tightened. The larger
washers are a good
choice to cover the
elongated holes in
the tank guard.
11
The two front M8 bolts holding the

tank guard to the chassis bracket
are fully tightened, again using large
washers and new nylock nuts.
13
The sloped design of the front of the

tank guard should allow the Land
Rover to better skid over obstructions,
rather than becoming snagged on them.
14
The centre mounting bracket picks

up one of the existing bolts that is
present for the transfer gearbox mount
which passes through the chassis rail.
12
The new tank guard, plus existing

rock sliders and front differential
and steering protection, completes the
armour for this well-guarded Defender 90.
WorldMags.net
15
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LRM AL
IC
TECHN
FIXING FRONT
SUSPENSION
The condition of suspension bushes and joints is critical to handling,

tyre wear and safety. Alisdair Cusick shows a cost-effective repair
he Range Rover Sport

received much acclaim
for its great handling.
Much of that prowess
or Dynamic Agility,
in modern Land Rover
parlance comes down to the suspension
and drivetrain. Rather than live axles, the
Sport, in common with the Discovery 3/4
and L322 Range Rover, uses independent
suspension. There is an upper suspension
arm and a lower suspension arm,
attached to an upright strut. Roll is
computer-controlled by the Dynamic
Response system acting on an anti-roll
bar, linked via a control arm to the upper
suspension arm. Each of the bushes and
ball joints needs to be working correctly.
When one fails, it ruins the effect of the
suspension, causing tramlining (where
the steering follows camber in the road),
uneven tyre wear, or knocking noises
when the vehicle is driven.
Thats exactly what happened on this
2008 Range Rover Sport. The driver
noticed a knocking sound when braking,
and curious tyre wear on both inner edges
of the front tyres. On inspection, it was

clear a bush had worn in the front lower
suspension arm, and the knocking was
the bushs metal sleeves touching the
metal suspension arms when put under a
change of load such as when braking.
In the past, the arms would be
removed, the bushes pressed out, and
new bushes tted. Now though, with the
age of vehicle, it is not uncommon to
nd xings on suspension components
are seized on Range Rover Sport and
Discovery 3. So although it is possible to
remove the arms without causing damage
to them, economics dictate that it is often
easier, and quicker, to simply cut the arm
off and ret a brand-new arm.
RK Automotives Adam Ashford points
out that this also prevents the situation
where youve just changed one bush,
only to nd in a few months another
bush or the ball joint fails, and the same
difculty in removal is experienced. By
changing the whole component, two new
bushes and the ball joint are tted in one
operation. Here, we tackle the left side
front lower arm.
WorldMags.net
ALISDAIR
CUSICK
YOU WILL NEED...
Socket set, ring spanners, breaker
bar, pry bar, angle grinder with
cutting discs, copper grease
TIME
COST
1.5
HOURS
FROM
124.98
Time taken: 2.5 hours if seized
DIFFICULTY RATING
THANKS TO
to RK Automotive, Land Rover specialists in
Tamworth, for their help with photography for this
feature. Contact Roy Bickley 01827 63866
www.rkautomotive.co.uk
www.britpart.com
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> FRONT SUSPENSION LOWER ARM
The front suspension
lower arm is mounted
inboard to the chassis with
two bushes set by cam
washers, and outboard at
the hub knuckle ball joint.
WORK SAFELY
Looking under the vehicle from the

front, all the components, bolts and
nuts are fairly accessible, but corrosion will
be a problem.
Mark the front and rear cambered

washers against the chassis, to aid
re-tment. Clearly mark which washer is for
the front bush, and which for the rear.
Remove the engine cover, and the

front road wheel, supporting and
chocking where necessary using a suitably
rated axle stand if not using a lift.
Use a breaker bar to slacken the

cambered nuts on the front and rear
of the suspension arm. Undo the nut, NOT
the bolt head.
WorldMags.net
Avoid cutting into the exible

mountings. If this is inevitable,
ensure good ventilation, plus a
fan to quickly draw the fumes
clear of the working area. If
fumes or smoke build up, stop
working until they have cleared.
When cutting and grinding, wear
thick protective gloves and eye/
face protection, and we advise a
particle lter to avoid inhaling
particulates.
Support the vehicle on strong
axle stands on a rm level oor,
and with gear and handbrake
engaged. Work on one corner at a
time, with the remaining wheels
on the ground and chocked.
Undo the damper bolt, using a

breaker bar and a six-sided ring
spanner to avoid rounding off either head.
Tap bolt with hammer to remove.
WorldMags.net
[LRM TECHNICAL]
Crack off the lower ball joint nut

using a breaker bar. Leave the nut
on though, until you have assessed the
rearmost bolts on the suspension arm.
Make sure you use the correct ball

joint separator tool to split the ball
joint. A gentle tap from a hammer soon has
the ball joint out.
At the hub, open the locktab on the

driveshaft nut. Then, using a drift,
carefully tap the driveshaft inward to avoid
pulling the shaft from the diff.
Undo the trackrod end bolt,

and remove the ball
joint from the hub.
This is so you can
swing the hub out to
clear the driveshaft.
10
Assess the rear bolts. If youre lucky,

the rearmost bolts should rotate out
of the bush. If not, it will be seized, and the
bush rotates with the bolt.
11
Ours was seized, so the arm was

cut through from two sides using a
grinder with a cutting disc, leaving a short,
manageable section of the suspension arm.
12
Remove the front cambered bolt,

which was left in until now to take the
weight of the suspension arm. The cams
action is apparent.
13
To release the arm, start by pulling

the brake disc/hub outwards, until the
driveshaft can be cleared. Rotate the arm
forwards, and remove.
14
Using a cutting disc, carefully cut

the bush housing off the arm in
two places, so a section can be removed.
Ensure ventilation in case of rubber fumes.
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15
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Using a pry bar, open out the

suspension arm around the bush, and
remove. Considerable force may be needed,
or more cutting.
16
Cut through the bushs outer sleeve,

then pry that sleeve off to expose the
bush. Splash water will be retained in the
bush, hence the cause of corrosion.
17
Cut through the bush with a saw

blade, and pry that off. A sharp blade
may aid trimming any small pieces that
you missed.
18
Next cut
vertically
through the
remaining inner
sleeve and the bolt,
near the head end.
Rotate the bolt to
assist the cut,
if needed.
19
New and old suspension arms. When

parts are seized, its cost-effective to
cut and replace the arm complete with new
bushes and ball joint.
20
Fit the new arm by locating the ball

joint in the hub, and rotating the arm
inwards. Put the new nut on the ball joint to
aid locating the arm in the chassis.
21
Liberally brush the driveshaft end,

and the cam bolts, with copper
grease to aid retting. It will also help
prevent corrosion and future problems.
22
Ret the driveshaft into the hub by

pulling outwards on the brake disc,
then lift up the arm, and insert bolts into
the bushes front and rear.
23
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Locate the cam washers in their

grooves, using the original washers
in their original positions on the front and
back mounts respectively.
24
WorldMags.net
[LRM TECHNICAL]
Tighten, then torque up
the lower ball joint nut,
and do the same on the track
rod end ball joint, and also
the damper/strut bolt.
26
Locate the damper/strut into its

xing. A small pry bar is useful here,
as the arm often needs lifting up, and the
damper forcing inwards simultaneously.
25
Tighten and torque the driveshaft

bolt. Using a small punch and
hammer, fold over the small locktab on the
nut to nish the hub.
27
With two spanners, rotate the cam

bolts to align with their marks, then
just nip up the nuts enough to hold position
for now.
Ret road wheel. Drive the vehicle

back a cars length, to load and settle
the suspension, and raise it to road height.
Now, fully torque the cam nuts.
A FULL WHEEL wheel alignment is

needed after changing any suspension
component on a Range Rover Sport.
Alignment on earlier models can be done
at home using the traditional piece of
string method, with reasonable results,
but with the Sport/D3s variable camber
angles and toe settings on both front
and rear wheels, professional four-wheel
alignment is needed.
The modest fee charged by a geometry
specialist is well worth it to properly
set your vehicle to factory settings and
ensure accurate handling, safe braking
and correct tyre wear.
Despite setting the cam bolts and

washers to their original position,
four-wheel alignment should be carried out
after replacing suspension parts.
Target plates are accurately and

rigidly mounted to the rim to check
camber and castor angles, and toe against
Land Rovers current specications.
The information is interpreted

and displayed by a computer
which conrms the geometry and any
adjustments that are needed.
28
29
> WHEEL RE-ALIGNMENT
TOP TIPS
Though only one of the three
bushes in the arm typically fails,
one seized nut means it is often
quicker to replace the whole
suspension arm.
Liberal use of copper grease on
retting can help prevent
corrosion, and aids keeping
threads and bolts clean.
Before tightening the lower arm

bolts, set the halfshaft centre at
the correct distance from the top
of the wheel arch (462mm on
Sport 2007-09, but check your
manual).
After changing any suspension
component, a full wheel
alignment will be needed, to
ensure optimum handling and
tyre life.
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LRM AL
IC
TECHN
Ed and Steve dig deeper

into the Td5 engine to
reveal the cause of the
overheating, and then
dismantle the cylinder
block (just for interest)
{TD5 HOT HEAD}
DISMANTLING
THE ENGINE
PART 3
ED
EVANS
General workshop tools
TIME
COST
2-3
HOURS
NO
PARTS
SO FAR
DIFFICULTY RATING
hen we measured the

distortion of the cylinder
heads joint face last
month, the warp was
three times the Land
Rover minimum
recommendation of 0.1mm, conrming
the head was scrap. I decided to replace
the head and camshaft carrier assembly
with a new unit, rather than risk the
possibility of a secondhand unit having its
own defects.
But another issue was concerning us.
Our inspection of the head gasket and of
the cylinder head and cylinder block faces
which it seals, showed that combustion
gas from cylinders 2, 3 and 4 had been
escaping into the coolant passages. This
gas leakage had been severe, as indicated
by part of the head gasket being cracked
and burnt through. If this leakage had
been on the heads side of the gasket we
wouldnt have been concerned because
the head is being renewed in any case.
Unfortunately, all this leakage had taken
place on the underside of the gasket,
against the cylinder block face, so we
WorldMags.net
THE STORY SO FAR...

OUR TD5 DEFENDER was bought
cheaply with an overheated cylinder
head, mainly for the fun and interest
of sorting the problem and exploring
the Td5 power unit at the same time.
The head had been removed by the
previous owner, found to be warped,
and retted to sell the vehicle.
In part 1, the Defender was
transported to a corner of the Britpart
workshop where development
mechanic, Steve Grant, and I made a
preliminary check around the engine
to identify any typical Td5 problems
before stripping it down for repair. In
last months installment we removed
the cylinder head and found, as
expected, that it was warped beyond
salvage. Now, we turn our attention to
the cylinder block...
needed to carefully examine the block to

be sure it would seal with a new gasket
and new head, before committing to the
expense. While the cylinder head was off,
we also took the opportunity to inspect
the piston crowns and the cylinder bores,
looking for scoring from broken piston
rings, and for general wear in the cylinder
bores and that all looked good.
www.britpart.com
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> CHECKING THE CYLINDER BLOCK
And so, to the block face. Even with the
severe overheating this engine has
suffered, we wouldnt expect the cast iron
cylinder block to have suffered any
distortion on its joint face, and
measurements with a feeler gauge and
straight-edge conrmed it was serviceable
in this respect.
But despite carefully cleaning the face,
eventually using emery cloth on a at
backing plate, the leak depressions
between the cylinder bores and the
coolant passages could not be removed.
That meant a new head gasket was
unlikely to seal again in this area, and the
only way to solve that problem was to
have the cylinder block face re-machined.

Re-facing the block was not in the plan.
For one thing, it would mean removing
the engine, ideally stripping the pistons
and the crankshaft out, getting it to a
machine shop and then rebuilding.
And if the engine was to be dismantled
that far, it would make sense to do any
other work that might be required a
question of how far do you go?
I didnt have the time for this and, as
Britpart had loaned part of their workshop
for us to do this job, I couldnt expect to
leave the vehicle there for the duration.
Plus there was still the risk that the
jointing compound, that the previous
repairer had inadvisably used on the head

gasket, would need to be ushed out of
the engine block to avoid it restricting
the oilways.
But hanging over all this was the
question of whether the cylinder block
face could, or even should, be machined.
As we said last month, the injector tips
and valve movements project below the
head face into the cylinders, with the
pistons rising close to them at the top of
their stroke.
The signicant metal removal needed
to produce a smooth block face may
cause contact between the pistons and
head components.
The cylinder bores were in good

condition with no undue wear and no
scoring. The piston crowns were clean and
showed no sign of heat damage.
...but localised
erosion between
cylinders and coolant
passages was relatively
deep, suggesting the
vehicle had been driven
many miles with the failed
head gasket.
Initial check of the cylinder block face

using an engineers steel rule and
feeler gauges showed distortion less than
0.05mm, which wasnt a concern
After more careful light re-facing and

cleaning, it was obvious that a new
gasket would not seal between the cylinders
and coolant passages.
Even the least affected cylinder would

need the block face re-machining to
guarantee a seal, and re-machining would
bring its own problems.
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> ALTERING COURSE

IN TRUTH, the whole thing looked bleak
and risky so, without going into the
geometric tolerances between the block
and head components, I made the
decision to call it a day on this engine
and instead, t another. But were not
leaving this particular engine yet, because
it still has its uses. Were still looking
forward to a full exploration of the Td5
cylinder head, how it is dismantled, how
the components work and what else can
go wrong. Likewise with the bottom end
of the engine, well be stripping this down
not only to see all the components and
what part they all play, but also to see
how 150,000 miles has affected this
engine and whether, as we expect, a Td5
is really good for double this mileage
given proper maintenance and minimal
abuse. We also still want to nd the cause
of this overheating problem, though now
it is purely for interest because the engine
will not be re-used. But rst, we need to
lift the mill out of the engine bay.
WorldMags.net
[LRM TECHNICAL]
> REMOVING THE ENGINE
WERE NOT going into the details of the
engine removal here because thats
explained in the workshop manual and
there are no great differences between
removing this or any other engine.
Also, the theme of this story is the
overheating issue and its cause. Its also
an exploration inside the Td5 engine to
produce the sort of illustration that cant
be found in the manual.
But plenty of interesting points were
noted during the engines removal, and
during its subsequent strip-down we
found encouraging news for Td5 engines
in general.
In clearing the way for engine removal,
the stain-damaged coolant expansion
tank and the leaking radiator were
removed rst, the latter exposing a
distorted and externally corroded
intercooler which will now also
be replaced.
We hit gold when Steve removed the
power steering pump, ready to ret it to
the replacement engine. The steering
pump is driven by the ancillary drive belt,
but the pumps shaft passes through the
pump to engage with drive dogs on the
coolant pump which is mounted directly
behind the steering pump.
With the pump out of the way, Steve
checked the drive dogs on the coolant
pump, and found they had sheared,
meaning the pump hadnt been driven at
all. We chalked that up as the reason for
the original overheating. Its an important
point to check if your Td5 coolant
temperature starts to rise or there are
discrepancies in the heater output.
WORK SAFELY
Ensure the vehicle is parked on a
rm at oor and securely
chocked with handbrake engaged
before working underneath
Use correct lifting equipment in
good serviceable condition and
correctly rated for lifting an
engine.
Use gloves or barrier cream to
protect skin from engine oils.
In clearing the decks before removing

the engine, the old coolant expansion
tank (stained by those leaking combustion
gases) was thrown away.
The engine bay

front panel was
detached to remove the
two radiator support
brackets. The radiator
had a conrmed leak,
so would be jettisoned.
When disconnecting
the radiator top
hose, we found more
sealant from the head
gasket had worked its
way into the thermostat
housing, causing blockage.
With the radiator removed, we could

see that the intercooler had been
distorted by overpressure long ago. The
bottom is corroded, too. It will be replaced.
The power steering pump was

unbolted from its bracket to be used
on the replacement engine, and also to
check the coolant pump drive behind.
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With the steering pump lifted off,

the coolant pump drive (arrowed)
is exposed in the front of the aluminium
mounting bracket.
Close inspection showed the drive

dog ring had cracked and the ring
had opened out, so that it was simply
spinning free on the coolant pumps shaft.
With the mounting bracket removed,

we took the rear cover off the coolant
pump. The partly seized impellor had
probably caused the dog ring fracture.
This is the front of the removed

coolant pump showing the central
drive shaft, and the drive dog now in two
pieces after a second crack opened.
After disconnecting, we jacked the

transmission until the engine could
be lifted off its mounting studs, then
removed the nal bellhousing bolts.
To make the lift simple, we loosely

retted the head to make use of its
lifting lugs. With the radiator already gone,
the engine slid up and out easily.
10
11
> EXPLORING THE CYLINDER BLOCK
With the engine out

and on its side, the
sump is removed to expose
the aluminium stiffener plate
with its integral chain-driven
oil pump (foreground).
THE CYLINDER block casting would be scrapped, but I

reckoned to partly dismantle it for two reasons. First, it
would be a great opportunity to have a look inside the
Td5 engine and show the various components in the
esh. Secondly, its an ideal chance to look at how the
engine has fared throughout its 150,000 miles life
because checking the state of the bearings, pistons
and bores at this stage gives a good idea of how long a
typical Td5 might last.
WorldMags.net
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[LRM TECHNICAL]
With engine righted, the front

underside shows the chain-driven
oil pump sprocket whose securing bolt
worked loose on some early engines.
The oil pump is chain-driven directly

from the crankshaft above. To the
right of the oil pump drive chain on the
crankshaft, is the camshaft drive chain.
The complex stiffener adds rigidity

to the bottom end of the engine and
also distributes the oil feed to the crank
bearings, galleries and cylinders.
After disconnecting the oil pump

drive chain, the stiffener assembly is
unbolted from the engine block to reveal the
crankshaft and its bearings.
To begin removing the pistons, we

rst release the conrods big-end
bearing cap bolts. After initial release, the
10mm socket spins them off by hand.
Considering the engine has covered

150,000 miles (with no record of
overhaul), the big-end bearing shells are in
ne condition with no scoring.
Likewise, the crankshaft big-end

bearing journals have retained a
reasonable surface. When measured they
prove geometrically good.
The crankshafts main bearings are

also in rst class order, suggesting
there was a lot of life left in this engine, if
only the top end had survived.
With the conrod big-end bearings

released, the pistons are hauled out
from the top of the cylinder block. Rings
and bores are in ne condition.
10
> NEXT MONTH

THE ANSWER to the Td5s warped
cylinder head problem is bigger than
expected instead of renewing the
cylinder head, the only cost- and timeeffective answer is to t a complete
replacement engine. But before sourcing
and installing the replacement, in next
months issue well strip the old cylinder
head, partly to see whats involved in that
job, and also to take a unique look inside.
Looking down into a cylinder, the
pistons oil jet is visible at the bottom
left. These spray oil onto the underside of
the pistons to cool them.
11
The engine block is scrap, but the

strip has produced plenty of spare
components for the stores, though I hope
they arent needed.
12
WorldMags.net
THANKS TO
Britpart for providing workshop space, and to

Steve Grant for his help and expertise.
www.britpart.com
WorldMags.net
WorldMags.net
WorldMags.net
CLASSIC Q&A
PROJECTS
REPAIRS
MODIFICATION
HORSE-POWER IS VITAL
Q
I have 3500 to spend on a Land

Rover. What would be the best one
for me to buy? I need it as a second
vehicle to tow a horse trailer with two
horses and use in bad weather, as we live
in a remote area of Scotland. I am retired
so insurance is not too much of an issue.
It needs to be diesel because the fuel is
available locally but petrol is not.
Automatic would be great as well, since
my partner cannot drive a manual.
W Wiggins, Highlands
Theres no single answer to the

question, but Id suggest a P38
diesel Range Rover would suit your
purposes and youll get a 2000 or 2001
model with plenty of change to spare.
They are really formidable in snow with
suitable tyres, and they tow well. The
diesel automatic has less than startling
performance with a trailer, but youre not
going to tow horses at warp speed
anyway. They always get there in the end.
Many of the niggling problems
associated with the P38 were sorted out
by this point in production, but lack of
use can make parts such as the
suspension, windows and door locks play
A late model P38a Range Rover that has been properly

serviced and used, will make an ideal all-weather tow car
up. Unlike some other LR models though,

corrosion is not an issue.
A Defender for the same money will
have a manual gearbox and be very tired
and will probably have rust issues, so is
best avoided. The same goes for a
Discovery which will have rust issues in
the body if its a Tdi and in the chassis if
a Td5, though they are available as autos.
A rust-free Discovery would be a good
alternative. A Freelander Td4 auto would
be good otherwise, but will not really tow
for you, assuming youll be above their
2000kg limit because your trailer will be
around 1000kg and the horses about
600kg each. Les Roberts
HP fuel pump is on the front

left side of the engine
easily seen here with the
inlet manifold and cylinder
head removed.
The high pressure injection pump has failed on my

2007 Ford Tdci engine in my Defender. A new one
is over 1000 but I can get a second hand one off a
Transit for about 150. Is it the same unit? It looks the
same, but I am worried that the internal settings may be
different. Ben Hardwick
It will t, and it is the same unit. But I would not
advise tting a second hand one because you might
get one that only has a short life left in it. I know the new
one is expensive, but it would be the best option. A sort of
half-way house measure would be to t a reconditioned
pump, because the wearing parts will have been replaced.
Reconditioned pumps cost around 400, so are more
expensive than the used item, but will last a lot
longer. Mike Manifold
NINETY IN THE RED
I have bought a Ninety that

has been run off-road using
red diesel. I plan to return it to the
road. Is there any way of cleaning
the system? Jean de Villiers, Bath
DEFENDER 2.4 INJECTOR

PUMP OPTIONS
ADVICE
If you drain the tank and

change the fuel lter and ll it
up with white fuel, the
contamination will be minimal, but
there may still be some present. A
more thorough job would be to
remove the return pipe and catch
the fuel returning from the engine
it will be red to start with as the
pumps and injectors purge
themselves. There will still be a little
left and that will be massively
diluted by the new fuel. If you are
unfortunate enough to get stopped
on this rst full tank then it may still
be detectable but low enough not to
cause a problem. By the second
tank it will not be detectable. Keep a
receipt for the white fuel and the
purchase receipt for the vehicle and
MoT certicate handy.
Mike Manifold
FULL JOINT SWAP

Q
My Land Rover
Whenever a drag link
joint (steering box to
failed the MoT
front of hub) needs
test on a few items,
renewing, the track
including a drag link
rod end joints (back
of the hubs) should
end. I replaced them all
be checked too
but, now on the retest,
it has failed again, this
time on a track rod end
on the same side. It has
only done 10 miles to
the testing station and
back. Can the joints
deteriorate in such short a time? I am thinking of reporting the
matter to VOSA, as now it needs a full test again and the garage
says that a full fee is payable.
B Stren, Grimsby
Yes, they can develop play suddenly, especially if the

vehicle has been stood unused for a while. The joints rust
inside and appear to be tight when tested because the rust is
jamming them up. With a short amount of use the rust falls out
and the joint develops play.
The most likely scenario is that the tester found the failed joint
but ticked the wrong box in the drop-down menu on the
computer when he was entering the results. It is, therefore,
probably human error, but hardly worth making a fuss over. Just
replace the joint and move on. It needs a full test again because
you are allowed only one attempt at a partial retest, and if it fails
that, a full test is required next time. Perhaps a quiet word with
the chief tester at the garage is appropriate in this situation,
because it might end up with them waiving the fee for the
second test, though I doubt if they will admit the error.
Mike Manifold
WorldMags.net
www.britpart.com
WorldMags.net
300 TdI
LOSES
POWER
MOT CALLS
FOR SILENCE
I have just bought a

Discovery 300Tdi and
someone has deleted the main
silencer and replaced it with a
straight through pipe. The resonator
is still there. Will I need to replace
the main silencer, as the MoT test is
due soon?
N Ackroyd
A new head gasket should x

things, but its worth inspecting
the head face for atness and
other problems while its off
My Discovery 300 Tdi is down on

power and I have been told the
head gasket has gone. It has not lost any
water. Please explain. John Milligan
The classic symptoms usually

quoted are water in the oil or vice
versa. Whilst this is true of failure on a
few engines, and signs of this can be a
precursor to total failure on such as the
Freelander 1s K-series engine, there are
other common ways a head gasket can
blow as well. The failure always starts in a
cylinder because thats where the
pressure is located. That pressure can

blow into a water passage, another
adjacent cylinder, an air passage, or to
the outside air. The Land Rover Tdi
engines do all four of these with equal
frequency. If its just low on power, the
gasket is probably blown between two
cylinders, and the chances are that
cylinder numbers 3 and 4 are causing the
trouble because this usually happens at
the back of the engine, which tends to run
hotter than the front. It matters little
though, as the head has to come off, and
all will then be revealed. Nick Spearman
Wolf wheels as seen on military Defenders

are not a straight t onto civilian models
The proper answer is yes, you

will need to replace it
because it probably should fail the
MoT test for being too noisy. But
MoT stations dont have any noise
measuring devices or data to
compare them with, so its a
subjective assessment. The rules
say it must have a silencer but the
resonator satises that aspect. And
the silencer must not be in such
condition, or of such a type, that the
noise emitted from the vehicle is
clearly unreasonably above the level
expected from a similar vehicle with
a standard silencer in average
condition. That just depends on the
tester then, and what mood the
tester is in on the day. The 300Tdis
turbocharger takes quite a lot of
noise out of the exhaust, so they are
not that noisy. I would suggest you
dont attempt a test if its a V8, as
that will certainly be too noisy to
pass, even if it does sound nicer
than the Tdi.
Mike Manifold
ONE TEN
WHEEL
OPTIONS
Q
I plan to use Wolf wheels on my

early 110. Are they a direct t on
my axles, as I know Land Rover standard
alloys will not t?
Ed Crawshaw
No, they do not really t properly.

The studs are too short on the
earlier axles, especially so on the rear
drum-braked ones. The studs are a little
longer on the later axles of the type that
are suitable for alloy wheels but, to be
right, they all need to have the longer
Wolf type studs tted.
If you dont want to change the studs, use

Discovery I wheels because the knave
plates are not quite as thick, and they are
a better t. They t some types of tyre
better, too, with the rim being wider at 7
inches as opposed to the 6.5 inch Wolf
rim. They perhaps are not so visually
attractive but are usually a lot cheaper to
buy. The studs you need for Wolf wheels
are 60mm long as opposed to the
standard 45mm ones and come under
part number FRC7577. They will cost you
a shade over 100 for a set of 20.
Mike Manifold
WorldMags.net
WorldMags.net
[LRM TECHNICAL]
FREELANDER
WHEEL SWAP
Q
I have tted the wheels from my

scrap 1998 Freelander to my 2001
Freelander Td4, but the rear wheels keep
coming loose no matter how tight I do
the nuts. I have had to put the old steel
ones back on for the moment. What am I
doing wrong? S Bennett
You cannot t later post-2000

Freelanders with wheels taken from
early models because they are not
scalloped out enough at the back to clear
the bigger brakes on the later models.
You can t late wheels to early models
though. Its often suggested you need to
use a thin wheel spacer to get the
clearance, but thats not something I
would recommend because you lose
some of the threads that the nuts run
down. Even a 5mm spacer will reduce the
holding power of the nut by quite a
margin. I did once nd some tted with a
couple of at washers per stud, but that
is clearly not acceptable and they had to
be replaced on safety grounds.
You will have to swap the tyres and live
with the steels or buy some proper Td4
tment wheels if you want to have alloys.
Mike Manifold
Later Freelander wheels

will t on earlier cars,
but not vice versa
FIRST GEAR TRICK

Q
My Discovery R380 gearbox is reluctant to go into rst

gear when the weather is cold. It is ne otherwise but it is
just the initial moving off that is difcult. Is there a solution?
D Wright
Reconditioning the gearbox will x this, but it is an

expensive solution. A dragging clutch will also cause this,
especially if it has been contaminated by oil. Changing the
gearbox oil might help, especially if the wrong grade has been
used. You might try adding one of the proprietary additives
designed for gearboxes, though working around it may be best
at the moment.
I have a customer with the same problem in a P38 Range
Rover and he starts the engine, runs it for 30 seconds or so,
then switches it off, pops it into gear and restarts the engine with
the clutch depressed. He only does it for the rst
start of the day for the cold months and says
it is less effort than earning the
cash for a
reconditioned
gearbox. His
vehicle is only
worth around
1500 and the
invoice would
be almost that
much for me to
supply a gearbox
and new clutch.
Mike Manifold
The lter is one part of

the depression limiter
valve assembly which
can be reached after
removing the air lter
and repositioning the
injector harness
RANGE
ROVER
BLOWS OIL
Q
My 2004 TD6 Range Rover has just started to blow

oil out of the dipstick tube, and I get spots of it
blowing round and settling on the back window. It also
smokes under acceleration. I am worried the turbo is
about to expire and leave me stranded, and then leave me
stranded and penniless when it is repaired. Am I best off
getting a new turbo tted now, or should I wait until
it breaks?
Fi Clements, Ayrshire
I would not do either. I suggest you replace the

crankcase breather lter, as its probably blocked and
causing these symptoms. They cost less than 30 and are
easy to t. If you run the engine for long with the lter
blocked it will damage the turbo. Its a well known problem
on most BMW petrol and diesel engines of this era. The
Td4 Freelander suffers the same problem.
Mike Manifold
WorldMags.net
www.britpart.com
WorldMags.net
PROJECTS REPAIRS MODIFICATION
ADVICE
PROTECTING AN ORIGINAL CHASSIS

Q
I am thinking of rebuilding my
1986 One Ten 2.5-litre petrol van
with a 200 Tdi engine. It needs a new
quarter chassis, but the rest is sound. I
am thinking of galvanising it at the same
time. Is this worthwhile?
Jamie Simms
No, galvanizing old metal is not

worth the time and effort as it
cannot be done properly. Hot dipping in
molten zinc is great for new clean steel
and would be my nish of choice if I was
rebuilding something like this on a new
chassis, but for everything else it is a
waste of time and money. As your chassis
has lasted for 31 years already, theres a
strong chance it has wax or grease inside
which will be impossible to clean off
effectively to allow the zinc to adhere. You
can blast and clean the outside and it will
look pretty, but you still need to wax the
inside as that will not be covered
properly. The chassis tends to rust from
the inside outwards, so this is the real
area that needs protection. If any areas
are double skinned from repairs such as
the quarter chassis that you intend to
sleeve over the original, it will probably
blow out and distort when it hits the hot
Galvanising a chassis is the

best way to preserve it, but
only when it is new and not
rusted (Td5 type shown)
zinc. It is also a very big and expensive

job, as the large number of failed rebuild
attempts that end up on eBay as projects
amply testify.
Changing the engine is a great idea
because it will make the vehicle cheaper
to run and give it more power. I suggest
you repair the rear end, and spend some
SI INSURANCE TIPS
money on proper cavity wax such as

Dinitrol 3125 for the inside and 4941 for
the outside. Dont skimp, as you are going
to need around 250 of materials to do a
good job. These are more expensive than
some products, but they work better,
being designed for professional use.
Les Roberts
Regardless of
condition, any
driveable Series 1
needs to be insured
for its real value
I have a 1957 Series I that I have

owned for about 40 years. It is tidy
and original, but it has not been restored
and is a bit careworn around the edges.
What sort of value would it hold? I dont
intend to sell it, but I need to know for
insurance purposes. It has a nice
registration number, too, would you know
what that is worth. Andy G
The vehicles true value is probably

8000 to 10,000. But it would
probably cost more than that to replace if
it was stolen or written off, so it needs to
be insured for about 12,000.
The registration number is always best
left with the vehicle, and the plate does
have a value that is a signicant
proportion of the vehicles worth. The
registration number you have given me is
worth around 2500 to a number plate
dealer. This is a value over and above the
vehicles value.
I would suggest you deal with a
reputable broker used to dealing with
classic cars. Although doing this may cost
a little extra, you will be better served in
the event of a claim. They also provide
insurance cover while the vehicle is laid
up and off the road, such as during winter
storage when you do not drive the SI.
Mike Manifold
WorldMags.net
WorldMags.net
LRM AL
IC
TECHN
{FREELANDER 1 Td4 2002 04}
REPLACING
FRONT
ANTI-ROLL
BAR LINKS
Defective anti-roll bar links cause front

end knocks and judder, and will fail the
MoT test. But theyre an easy DIY
replacement, as Dave Barker explains
DAVE
BARKER
General workshop tools,
jack and axle stand,
19mm spanner, Allen key
or hexagon bit
TIME
COST
ONE
HOUR
7-24
Parts: Front anti-roll bar link: RBM100172

Nuts FY110046 (upper), ANR5116 (lower) 2.10
DIFFICULTY RATING
The front suspension of

the Freelander 1 has an
anti-roll bar mounted to
the vehicles front
subframe. The bar helps
to limit body roll on
cornering; it also help to reduce the steer
effect which is common with this type of
suspension on Freelander 1. The anti-roll
bar is rubber-mounted to the vehicles
subframe, and the ends of the bar are
connected to the front suspension struts
by a drop-link assembly.
These links have ball joints at both
ends, which connect the link to the roll
bar at the bottom, and to the suspension
strut at the top. Its through these links
that the movement of the suspension is
transmitted to the anti-roll bar. The ball
joints are part of the link assembly and
cannot be individually replaced. All ball
joints wear with the amount of movement
they are subjected to which, in the case of
these, is considerable due to the large and
almost continuous suspension movement.
Wear of the joints often causes a knocking
noise up front, but they are also subject to
corrosion and sometimes the ball will
seize in the joint, meaning the link no
longer moves correctly. This will have a
detrimental effect on the suspension and
handling of the vehicle. Wear can have a

very noticeable effect on the suspension
of the Freelander 1, which seems to react
badly to any problem in any of its
suspension parts.
In this case, the owner of the Freelander
reported that the steering was juddering,
and over the past month it had become
progressively worse. A worn or seized ball
joint would also mean an MoT test failure.
On this Freelander, the front off-side
anti-roll bar links upper ball joint was
found to be seized during a pre-MoT
inspection, and was replaced.
Replacing the anti-roll bar drop-link is a
simple and inexpensive job, but the effect
of having a correctly functioning anti-roll
bar is very noticeable when driving
a Freelander 1.
WorldMags.net
WORK SAFELY
Apply the Freelander handbrake,
then jack up the vehicle. Securely
support the vehicle on axle
stands before removing the
front wheel.
www.britpart.com
WorldMags.net
The anti-roll bar link has ball joints

at each end and connects the
Freelanders anti-roll bar to the front
suspension strut/damper
A new anti-roll bar link is available

from various suppliers, but they do
not come with new securing nuts, which
need to be purchased separately
In this case it was the top ball joint

that was seized. Before undoing
them, soak the upper and lower nuts with
penetrating oil
As the upper ball joint nut loosened,

it was necessary to use grip pliers to
hold the ball joint shaft while undoing the
securing nut
Use an Allen key or hex bit to hold

the lower ball joint stud securely
while you use a 19mm spanner to undo
the securing nut
Apply the handbrake, then jack the

vehicle and support it on axle
stands on a rm, level oor and t chocks
before removing the front wheel
Likewise, when undoing the

securing nut holding the top ball
joint to the front suspension strut use an
Allen key to hold the ball joint
WorldMags.net
With the securing nuts undone

remove the worn link. Before tting
the new link, apply some anti-seize grease
to the threads
WorldMags.net
[LRM TECHNICAL]
Position the new anti-roll bar link

in place between the anti-roll bar
and the mounting on the front
suspension strut
Its advised to always use a new

securing nuts, check you have the
correct nut (part number FY110046) and
t it onto the top ball joint
Fit a new securing nut in place to

hold the lower ball joint in position
on the anti-roll bar, always use the correct
nut ANR5116
Using an Allen key, hold the top ball

joint securely. Then using a 19mm
spanner, tighten the securing nut to the
specied torque.
Tighten the lower ball joint securing

nut with a spanner to the specied
torque while holding it securely with an
Allen key or hexagonal bit
The new anti-roll bar drop link is

now securely in position, check it is
tted correctly and not fouling the brake
pipes or sensor cable
12
10
13
WorldMags.net
11
14
www.britpart.com
WorldMags.net
Swiss movement, English heart
Made in Switzerland / Worldwide limited edition of only 500 pieces /

ETA 251.272 Quartz chronograph / 1/10ths second split- timing /
316L marine-grade stainless steel case / Anti-reective sapphire crystal /
Unique serial number / Toro Bravo leather deployment strap
WorldMags.net
WorldMags.net
YOUR
FAVOURITE
MAGAZINE
any time and

anywhere
AVAIL A BLE
ON THE
IPA D AND
ONLINE
LRM ONLINE
You can now purchase a digital

edition of your favourite Land Rover
magazine ready to read whenever
you want. Both single issues and
subscriptions are available and every
purchase is permanently stored in
your own magazine library, forever.
Visit the App Store for iPad or visit Zinio.com

WorldMags.net
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WorldMags.net
CT
RODUW
P VIE
RE
PRO
JACKS
James Stanbury explains

the types of jacks now
available _ and puts nine
to the test
JAMES
STANBURY
ost motoring enthusiasts

will, at some point,
upgrade from DIYstyle trolley jacks to
something bigger,
sturdier, and higher.
But owners of Land Rovers tend to
make that jump sooner than most,
simply because budget trolley jacks are
practically useless on such high off-theground vehicles.
With maximum saddle heights usually
scarcely more than 35cm, basic jacks
will, at best, just about reach some of the
lowest hanging drivetrain and suspension
components. That leaves precious few
inches of actual lift in some cases not
even high enough to remove a wheel
and tyre.
Short chassis jacks can be classed as
entry-level professional kit, and theyre
the obvious upgrade from DIY models. In
reality they often dont exceed the smaller
models lifting capacity which can be up
to 3 tons. But they are superior in every
other way.
The big bonuses for Land Rover usage
are a much-increased maximum saddle
height which is at least 45cm and the

added security of larger saddles and a
generally heftier, more durable build.
And, if you happen to have other cars
to work on, youll also nd that these
professional models slide under groundhugging sills and spoilers that will stop
DIY models in their tracks.
But short chassis jacks arent without
their drawbacks. First off, theyre a lot
dearer at least four times the price of a
DIY model.
Then theres the issue of weight and
size. At around 40Kg, these are not ideal
pieces of kit to have in your boot at all
times, so forget using them for emergency
wheel changes. In fact, you dont want
to be carrying them at all, which is
something to bear in mind if you dont
have a garage to store equipment in.
Regularly carrying one of these, from a
storage shed in a garden, would be
no joke.
Over the last few years, many
manufacturers have introduced
aluminium models, which are signicantly
lighter. However, most have limited load
ratings, and some arent signicantly
better than DIY jacks in the maximum lift
height stakes. But a recent development,
of combined alloy and steel jacks, may
be the ideal solution for owners of
Land Rovers. Or is it just an electrolytic
corrosion problem waiting to happen?
Read on to nd out...
WorldMags.net
TALKING RATINGS
The weight rating stamped on your
jack doesnt mean the jack can only
lift a vehicle of that rating.
So, if your jack can manage 1.5
tons, that doesnt mean you can only
jack vehicles up to 1.5 tons in weight.
A vehicles weight is shared between
its four wheels, so even a Land
Rover weighing three tons will only
be putting roughly a quarter of that
through each corner. In other words,
three-quarters of a ton.
So in theory youd only need that
amount of lifting power to jack one
corner up, and probably little more
than 1.5 tons if you intended to lift an
entire side.
But never forget that few vehicles
share their weight equally over all four
wheels. Generally, the engine end of
a vehicle carries signicantly more
weight than the other.
And despite this theory, in practice
the jacks load rating needs to be
safely above the actual load
being lifted.
If you cant quite get your jack in
under your vehicles suspension arm,
dont throw it away just yet! Try driving
it onto shallow pieces of wood. Or else
you can temporarily over-inate tyres
by a few PSI to give a bit of extra lift.
www.britpart.com
WorldMags.net
WHATS
IMPORTANT?
BEST
BUY
TEST 2014
PRODUCT
PRICE: 122.98
CONTACT: 01284 757500
PRICE FROM: www.pvrdirect.co.uk
WEB: www.sealey.co.uk
PERFORMANCE: 7/14
IS IT WORTH THE MONEY? 6/6
OVERALL SCORE: 13/20
SEALEY 3003CXQ
COMMENTS: Although a stalwart of Sealeys

range for some years now, this model continues
to be popular because it gets so much right. We
like the wide saddle 130mm diameter in this
case especially as it includes a protective
rubber pad. The very impressive max lift of
47.8cm is obviously a big bonus for Land Rover
owners too, though the min height of 130mm is
also pretty respectable for use with other cars
or under suspension components. A nal plus
point is dual hydraulics, which raise the paddle
swiftly until it hits load.
RECOMMEND
TEST 2014
PRODUCT
PRICE: 115.29
CONTACT: 0116 288 8000
PRICE FROM: www.cromwell.co.uk
WEB: www.cromwell.co.uk
PERFORMANCE: 6/14
KENNEDY KEN-503-7100K
COMMENTS: A snazzy offering from Kennedy, but

essentially this is a completely conventional heavy
steel professional jack with few frills, other than the
pivot-mounted lever to speed the saddle up to load
height. In terms of the all important maximum and
minimum heights, min saddle height is now up to
148mm. And this has a knock on effect of increasing
the max height up to 51.5cm. Again, that almost 15cm
minimum saddle height will limit use on low cars, but
the correspondingly increased max height is great
for Land Rovers.
WorldMags.net
VERSATILITY: Chances are that even

the most avid Land Rover fan will have
to work on other cars, so minimum
saddle height to slide under spoilers
and trim panels attached to sills is
an important consideration. As is
maximum lifting capacity.
LIFTING: The main reason people
upgrade from DIY-style jacks to
professional models is the latters
much improved maximum lift. So its
vital that any max saddle height here
is way above what cheaper DIY models
can offer. Pumping up the jack can
be a slow business, particularly if the
saddle has to be raised a fair distance
before it even reaches load. Its a big
bonus if theres a method of raising an
unloaded saddle up to working
height quickly.
SADDLE: Generally, the larger the
saddle is, the more securely it holds its
load. Its better, too, if the lugs around
the edge of the saddle are a good few
millimetres taller than the surrounding
metal. When jacking box sections or
subframes, making sure at least one
lug is behind the box is a surere way
of preventing the box and obviously
the vehicle sliding off the jack.
Bear in mind that if youre lifting one
side of a vehicle, the surface youre
jacking will become more sloping
as the jack gets higher. Some jacks
come with rubber pads as part of their
saddles. These are a bonus because
they reduce marking on the vehicles
jacking points. They also mean you
dont need to keep the time-honoured
block of wood handy!
EASE OF USE: Although jacks are
not complicated, some are nicer to
use than others. The weight of the
jack itself is well worth considering
for most home enthusiasts. After all,
unlike in professional workshops, it
may not be possible to simply wheel
the jack from place to place. Talking
of wheels, the quality of these varies
heavily from model to model. Some go
exactly where you want, whilst others
are noisy, leave marks, and generally
have a mind of their own.
Finally, the lowering mechanism
on some jacks is better than others.
Traditionally, most of these jacks
have used the main lever to control
lowering/raising. Simply twist the lever
clockwise to tighten the valve prior to
lifting, and twist it anti-clockwise to
open the valve and let the jacking arm
down. But trying to grip the circular
smooth metal lever can be a nightmare
with oily hands, particularly if you
unwittingly over tightened the valve in
the rst place!
WorldMags.net
[LRM TECHNICAL]
RECOMMEND
BEST
BUDGET
BUY
TEST 2014
PRODUCT
SEALEY 2200HL
COMMENTS: This is one hell of a tool, with easily the most

impressive lifting range in the group. Minimum saddle height is
right down there with those aluminium racing jacks, at 80mm.
But max lift is a staggering 81cm. Perhaps surprisingly, for
such a large model, max weight is 2 tons. The jack is a much
more professional item to use than most, too. At the rear,
theres a small pedal that allows you to pump the arm up to
load height very quickly. And we love the lowering/release
mechanism. Simply pull the jack lever up about a centimetre,
and rotate it to the left slightly to lower. As soon as you rotate
it back, the release stops. At no point do you have to physically
shut a release valve.
PRICE: 246.19 CONTACT: 01284 757500
WEB: www.sealey.co.uk PERFORMANCE: 9/14
DRAPER 31479
TEST 2014
PRODUCT
CLARKE CTJ2QLG
COMMENTS: The cheapest jack in the group, but a solid if

somewhat basic performer. The 120mm diameter saddle has a
minimum height of 120mm, which stacks reasonably favourably
against most of the professional style jacks here. Especially as
max lift is a whopping 52cm. As youd expect, only basic
hydraulics are used, but Clarke has supplied a foot pedal,
attached to the pivot, which brings the saddle to working height
quickly with a press of your boot. A good budget alternative to
Kennedys KEN-503-7100K, with the main difference being a
reduced maximum load of 2 tons.
PRICE: 83.98 CONTACT: 01992 565300
PRICE FROM: www.machinemart.co.uk
WEB: www.clarkeinternational.com PERFORMANCE: 5/14
IS IT WORTH THE MONEY? 6/6 OVERALL SCORE: 11/20
SEALEY 2000LEQ
COMMENTS: Heres a great idea: a hybrid

aluminium and steel model. On the plus
side, this is a lightweight jack with a
much more realistic max load capacity
than purely aluminium models: 2.5 tons
in this case. But before we get too carried
away, perhaps we should dene
lightweight. This isnt like the baby
aluminium racing jacks that weigh in at
not much more than 10Kg. Actual weight
is closer to 30, so this is still a hefty lump
to carry albeit around 10Kg lighter than
a fully steel model. Take away the weight
issue, and the rest of the spec is pretty
average. The 47.5cm max lift is okay
rather than exceptional.
COMMENTS: Like Drapers 31479, this is

another jack thats part aluminium and part
steel. And, once again, were not sure
whether its the best of both worlds or
simply neither one thing nor the other. The
2.5 tons max load is a bonus over purely
aluminium models. But the overall weight
has drifted up to 26Kg, which means this is
not a true lightweight. Max lift is a
reasonable 465mm, and min saddle height
is actually good at 100mm. But the biggest
problem this SIP model has is its Draper
competitor which is every bit as able, in
all ways, but costs over forty quid less.
COMMENTS: With a minimum saddle

height of 77mm, this is obviously a very low
entry model. But just look at the overall
design. The whole jack is super low until a
few inches before the lever assembly. In
other words, not only will this t under the
sills of even the lowest-slung cars, it will
actually sneak right under to the centre of
the underside. And thats really what youre
paying for with the premium price. Take
that out of the equation and youre simply
left with a pricey jack with a disappointingly
low max height of 36.5cm. We did, however,
like the super-fast dual hydraulics. But
unless your vehicle is extremely lowered or
modied, we cant recommend this for Land
Rover usage.
PRICE: 129.53
CONTACT: 02380 494333
PRICE FROM: www.lawson-his.co.uk
WEB: www.drapertools.com
PERFORMANCE: 6/14
PRICE: 172.91
CONTACT: 01509 500300
PRICE FROM: www.toolite.org.uk
WEB: www.sip-group.com
PERFORMANCE: 5/14
OVERALL SCORE: 6/20
PRICE: 233.23
CONTACT: 01284 757500
PERFORMANCE: 7
/14
OVERALL SCORE: 8/20
SIP 03904
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www.britpart.com
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WEBER WDK20
PRICE: 247.20
CONTACT: 01787 476319
PRICE FROM: www.pteonline.co.uk
WEB: www.weberuk.com
PERFORMANCE: 7/14
OVERALL SCORE: 8/20
COMMENTS: One of the few jacks in the group

to be designed and made in Europe rather than
the Far East. And, we have to say, it shows! On
paper, this is a reasonable performer: min
height 80mm, max height 47.5cm. But, in use,
its in a league of its own. Like Sealeys
2200HL, lowering the saddle is simply a case
of lifting the lever slightly and rotating it a
fraction to press on a spring release button at
the base of the jack. Again, you never
physically tighten any valves prior to jacking.
We love the wheels, too, which boast a central
O ring. This grips even the wettest or
smoothest oors, making the jack much
smoother to move than most. But, for the
money, wed expect dual hydraulics at least.
THE TESTS
VERSATILITY: We checked each
products maximum allowed load and
awarded up to two points to the best
performers. To get both, we feel that
a jack has to support up to 2.5 tons.
Another two points are for grabs for
each jacks minimum saddle height.
For a full house, this must be 80mm
or less.
LIFTING: Another two points are
available for each jacks maximum
lifting height. To get both of the two,
max saddle height must be at least
50cm. We also award up to two
points to jacks that make it quick and
easy to raise the saddle up to load
height whether thats through a rear
mounted hydraulic pedal or dual stage
hydraulics. One point goes to models
with pivot mounted pedals, because
whilst effective sometimes they can
be difcult to use if the jacks pivot is
positioned a fair distance in under
the vehicle.
SADDLE: We appraised each products
saddle and awarded an extra point to
the best ones. We considered size, the
height of the lugs, and whether any
form of pad was supplied.
EASE OF USE: We weighed each
jack and gave up to two points to the
lightest. In order to get both, the jack
must weigh in at no more than 15kg.
Another two points are for grabs for
the best wheels as tried out on
tarmac, smooth concrete, and even
wet smooth tiled surfaces. Finally, an
extra point goes to any jacks tted
with a better lowering mechanism
than the usual twist the lever anticlockwise method.
VERDICT
PRICE: 104.98
CONTACT: 01284 757500
PERFORMANCE: 4/14
OVERALL SCORE: 7/20
SEALEY 2500LE
COMMENTS: This is another low entry model. But

unlike the premium 2200HL, on a much more realistic
budget. Sadly, were not sure thats a concept that
actually works. The min height of 90mm is lower than
most traditional style jacks, but its not a universal go
under practically anything level of low, like the 80mm
most ali-racing jacks manage. And keeping the price
down seems to have had a detrimental effect on other
areas of the jack. Such as very small rear castors,
unusably tiny lugs on the saddle, and very slow single
circuit hydraulics which took no less than 11 pumps
to raise the saddle by 20cm.
WorldMags.net
EFFECTIVELY, we have three very

similar jacks that take the top three
awards. Sealeys 3003CXQ Best Buy
is the best all rounder, balancing an
impressive maximum saddle height
against a very respectable minimum,
and featuring fast operating dual
hydraulics to boot.
Close behind is Kennedys
Recommended KEN-503-7100K, which
is cheaper, slightly higher, but only has
basic hydraulics.
The third model is Clarkes CTJ2QLG
Best Budget Buy. This is considerably
cheaper than the other two but,
compared to the Kennedy, the only
real drawback is a lower max lifting
capacity of 2 tons.
Our nal award winner is Sealeys
premium 2200HL. At close to 250,
this is a lot dearer than the other three
award winners. But its dramatically
higher maximum lifting height makes
it well worth the money for traders and
serious enthusiasts.
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LRM AL
IC
TECHN
PART2
HOW TO
CURE
LEAKS
Preventing rain water from getting into your Defender is a quick
and simple job Les Roberts reveals the tricks of the trade
et interiors are common

and often regarded as
normal with Defender
bodywork. It need not
be so however, and great
improvements can be
made for relatively little expenditure of
money and time. I cant guarantee a
perfectly dry interior, but we can have a
good go at achieving one. There are two
types of leaks: those coming in when the
vehicle is stationary and those on the
move. We are dealing with curing the
stationary leaks here.
In wet weather a 110 may have to shed
more than 400 litres of water per day
from its outer roof skin and, if just one
per cent enters the vehicle, thats four
litres a day. As most Defenders are not
that wet inside, were only dealing with
small quantities of water in relation to the
amount they shed. But that small amount
permeates the seats and carpets,
producing an unpleasant damp interior
and misted windows.
There are two methods of entry for
water and we need to understand the
mechanics of them. The main one is
simply leaking through an air gap. The
main area of concern is the front screen
pillar because, if the vehicle is on a slight

side slope, most of that daily 400 litres
runs over one of the screen pillar-to-door
areas, and usually some leaks in. The
other method is by capillary action
through small gaps where at panels are
joined together. The roof top is made up
of seams that can leak in this way. The
water is drawn into the joint by surface
tension and drops down inside. This does
not bring in much volume, but any that
can be stopped is worthwhile, especially if
it prevents it falling on your head.
LES
ROBERTS
PU adhesive/sealant tube and
applicator gun. Black, grey or
white, as appropriate
Duct (Gaffer) tape
Door seals as required specic to
your Land Rovers VIN
White spirit, scraper, craft knife
Small hammer and simple
hand tools, Hot air gun/hair dryer
TIME
WORK SAFELY
Ensure adequate ventilation when
working with adhesives and
sealants
Wear eye protection when
working overhead and when
cleaning old sealant away
Use suitable gloves when working
with sealants
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COST
UP TO 2
HOURS
FROM
40
DIFFICULTY RATING
www.britpart.com
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> TACKLING THE ROOF SEAMS AND GUTTERS
THE ROOF needs inspecting along all the
seams to identify areas where the sealant
is cracked or broken, but dont disturb
good areas. Use a sharp tool to scrape
out the old sealant from the joints; this
will probably open the joint slightly. Use a
hot air gun to drive moisture from the
joint and to pre-warm the panel by
carefully using a paint-stripping gun on
low heat, or a hair dryer. Do not use a
naked ame blowlamp because the
sealants are inammable.
The replacement sealant is
polyurethane panel adhesive and sealer. It
is made by several companies, and Tiger
Seal is a well-known brand. Choose black,

grey or white, to suit the roof colour. You
can paint over it when dry, so a small
touch-up brush can disguise the repair.
One tube is sufcient to seal most roofs.
Work the sealant into the joint with the
end of the nozzle and push it with a
vinyl-gloved nger to avoid skin contact.
Now gently tap the roof skin back into
place with a light hammer or mallet.
Remember it is soft metal. I use a light
panel hammer which has a large surface
area. Sealant will exude into, and out of,
the joint.
Leave it for about 45 minutes and then
wipe away the excess with a rag liberally

soaked in white spirit.
In the roof gutters, rake out any loose
sealant and blow-dry the area with the
hot air gun. Trim the nozzle back on the
sealant tube so it will leave a bead about
10mm wide. Wipe it into the gutter using
your index nger in a glove. Wipe it
carefully as you dont want to draw the
sealant out of the gap where it needs to
be. You will not be cleaning this joint
afterwards as it is out of sight, so do it as
neatly as you can.
That is all that is needed to have the
roof seams and gutter water-tight.
This is the main roof joint that leaks.

Its the cross vehicle seam at the
point where the at roof angles down to
the front.
Gently prising the joint open will

allow the scraper to get inside and
remove more of the failed sealant from
between the panels.
Using a ne nozzle, force as much

sealant as possible into the gap
between the panels, and keep working it to
force it in further.
On the gutter,
remove only the
damaged sealant. It is
usually caused by carrying
a roof rack at some point
in the past.
Your nger is the best tool in the box

to push more of the sealant into the
gap. Vinyl gloves are thin, yet will protect
your skin from chemicals.
Lay the sealant

down and work it
into place with the gloved
nger, again to a nished
state. The excess does not
need to be cleaned off.
Gently tap the layers of metal closer,

forcing sealant in, and out. After 45
minutes max, remove excess with rag and
white spirit before it sets.
WorldMags.net
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[LRM TECHNICAL]
> DOOR SEALS
DOOR FRAME and bottom seals are
available from Britpart stockists, quoting
your VIN or chassis number. The main
sections of the front seals simply pull off,
revealing the anged edge. There are four
body joints on this ange which need
sealing before the new seal is tted. But
rst, get the new seal out of its bag and
lay it out on the bonnet so the rubber
relaxes a little and its proper shape is
regained. The four joints are: where the
tub meets the body side panel; the body
side panel to roof; the roof to screen; and
the screen to bulkhead.
The edges need to line up, and the body
side panel can be moved on its mount
slightly by removing the xing nut and
replacing it when the side is in the correct
place. Note the washer with the offset
hole that is tted to allow you to align
properly. If this is not enough, then gentle
bending of the ange is required, as is the
case for the other three joints.
With the ange lined up, the rubber
seal will t over them but it leaves a gap
at the back, and water will come straight
through. The answer developed by Rover,
and still used by Land Rover, is to tape
the joint and use mastic to bulk up the
tape in the gap. The tape needs to be
fabric-reinforced, such as duct or gaffer
tape. The original mastic was Eldros Dum
Dum putty, no longer available. A similar
alternative is Strip Caulk made by 3M, but

Tiger Seal is just as effective as a
semi-exible bulking agent for the tape.
First dry the joint to ensure the tape
sticks. Cut a strip of tape about 60mm
long with scissors from the roll. Dont tear
it, as it distorts the tape and it may not t
inside the rubber. Place it on the back
side of the joint and press down hard. The
tape adhesive is pressure-sensitive and
needs to be pressed hard to stick. Squirt
enough mastic to ll the gap onto the
tape and then fold the rest of the tape
over to cover it and stick to the outside of
the ange and the face of the body.
Repeat on the other seams.
Fit the door seal by pushing it well into
one of the top corners, then the other
corner and the top section in between.
Push on by hand, and gently tap it into
place if it is a bit reluctant. Use a hammer
shaft but do NOT use the metal end as it
will distort the seal. Run down the rear
edge next, feeding it into place as you go,
and then t the front. Take care to follow
Wet interiors are

regarded as normal.
It need not be so
the rounded section below the waist.

The doors lower strip is now replaced
by simply drilling out the securing rivets
and riveting the new strip on with 3/16th
[three-sixteenths] inch pop rivets.
Shutting the door reveals how well it
ts. The lock striker may need adjusting
to get the outer door skin tting ush with
the rear tub or B-post. Once this is right,
check the front of the door. I use a piece
of polythene cut from the seal packaging.
Trap it in the door when you shut it, and
pull. If it is difcult to pull out, then the
pressure is ne. But if it slips out easily, it
will not fully seal.
There is no inward adjustment
available, but you can shim the door-end
of the hinges with extra gaskets to put
pressure on the seal if needed. The
critical area is the part adjacent to the
screen pillar, and here it is a matter of
gently twisting the door frame to tighten it
up. Go easy it is better to bend it in
increments than having to unbend it.
Jam the middle with a piece of wood
and support the bottom with your knee
and leg, and gently push on the top. You
will probably not feel it move but it will
have done so, so keep checking it before
you go too far. The critical area is about a
third of the way down the screen from the
top. Concentrate on getting this right and
the rest will probably then be okay.
The old seal was hard and split, and

had broken at the corner joints, so
was well past the point at which it should
have been changed.
Worn out door seal

needs replacing,
but the four body joints
(arrowed) need sealing
rst, or your effort and
expense is wasted.
WorldMags.net
New Britpart seal is more supple, but

needs a few minutes out of its packet
to relax and regain shape. Save the bag, as
you will need it.
www.britpart.com
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The seal ange needs to be aligned

perfectly before tting seal. This one
can be adjusted by loosening the roof side
and moving it over
so loosen the xing bolt inside and

remove it with its washer. Push the
top over and ret the washer, split washer
and nut
noting the special washer has a

shaped hole in it so that it will t
comfortably over the pin in many positions.
If you cannot move

the panel all the
way, bend the ange
slightly to line it up using
a tool like this panel
hammer, or simple pliers.
Dry the area and stick a 60mm

length of tape to the back of the
anged edge. Run some sealant into the
gap as required.
Fold the tape over and gently work

the sealant to evenly ll the void. Use
pressure on the areas in contact with metal
to make the tape stick well.
Push the seal into place and tap it

home with the hammer shaft. Dont
be tempted to use the metal end or you will
ruin the seal.
10
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The lower (door bottom) seal is

simply drilled off and retted with
rivets. There is a metal section within it
pre-drilled at the appropriate spacing.
11
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[LRM TECHNICAL]
Shut the door on a

piece cut from the
packaging. It should be
quite difcult to pull out if
sealed at the lower end of
the screen.
12
The top pulls out easily and offers no

resistance here, so the door needs
tweaking to make it t better, as this is the
critical area.
Jam a piece of wood against the

bulkhead and the door just below
window level in such a way that it holds the
door bottom
then push gently on the top of the

frame. It takes less effort to bend
than youd imagine, so go easy and dont
go too far.
This time it passes the tug test and

is tight enough on the seal. It might
loosen as the seal acclimatises, needing
further adjustment.
A well-tting door with panels in

alignment dont look for perfection.
If you want knife-edge gaps buy a
Freelander or Discovery 3.
A bucket of water thrown on to the

roof shows why this part is leak-prone
it all runs down over the door seal by the
windscreen.
13
16
14
17
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15
18
www.britpart.com
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> TAIL DOOR
THE TAIL DOORS main seal is fairly

standard but the bottom seal varies, so
order it quoting your VIN. Unscrew the
lower plate to renew this bottom seal.
Remove the main seal by starting in one
lower corner and working around the
aperture. The seal is retted after taping
the four gaps and reshaping the ange,
which is prone to damage when loading
cargo. There is little adjustment available
on the door, other than to move the lock
striker inwards slightly to align the door
skin with the rear of the tub. If the hinge
side is proud, t washers under the hinge
bolts to push the door into the aperture,
making it tighter on the seal.
The rear seal ange is usually

damaged and needs to be bent back
into shape before you begin tting the
replacement seal.
The rear lower

seal is renewed by
unscrewing the xing strip
along the oor and pulling
it up to reveal the old seal.
The four tail door joints are sealed

and taped as before. The big gap to
the side needs a plug of sealer when lling
the tape.
Start tting the new seal in the lower

corner on the hinge side. This seal
ts close to the bodywork with no gap, so
should be waterproof.
> REAR FITTINGS

REAR VENTS on early roofs need to be
sealed too. Remove the headlining end
piece from inside, then clean and
blow-dry the vents. Run a bead of sealant
around the outer edge and ll the vent
slots with sealant, smoothing it with a
gloved nger. The sealant will be hidden
when the headlining is retted.
> NEXT MONTH
If you can see daylight (arrowed)

1 through this side panel to tub joint, it
will leak. A new seal might not work if there
is body distortion.
Its quicker to squirt PU sealant into

2 the gap from the inside and the result
is guaranteed. The white sealant is not
visible from outside.
YOUR VEHICLE should now stay dry when

standing in the heaviest rain. But driving
it on the road brings more opportunities
for water ingress, which well tackle next
month.
If you have roof vents like this, they

will leak. The water travels forward
inside and comes down towards the front of
the front doors.
This is the inside view of the vent,

showing the tell-tale sign of water
running down the rear panel and into the
inside rail channel.
Run sealant around and ll the vents

using a gloved nger to push it in.
Interior trim will cover it, or use black with
a smooth nish.
WorldMags.net
[Range Rover Classic Survival Guide]
WorldMags.net
here's something very special about Range Rover

Classics. When they were launched in 1970 they
took the world by storm and they were still as
popular as ever when they went out of production
more than a quarter of a century later.
In fact the public loved the original Range Rover so much,
Land Rover hadn't got the bottle to discontinue it, even after
the company launched the second-generation P38A model, in
1994. The original was always going to be a hard act to follow.
Land Rover continued selling them (by now renamed Range
Rover Classics) for a couple of years after the P38A was
launched and Ive been told that they were still selling more
Classics, right up to end of production in 1996.
Despite being designed in the 1960s, the Classic doesn't look
at all dated and is a head-turner today, 44 years since it first
burst onto the scene. I wasn't even born then I'm only 22
but it's my favourite car.
There aren't so many around today. The bodywork is prone
to rusting and many were sadly lost under the Government's
scrappage scheme a few years ago. But it's relatively easy to get
your hands on most secondhand parts and the simple
construction, particularly of the early models, means they are
ideal if you are a DIY mechanic. If you're handy with a welder,
even better...
My own love affair with Range Rovers began when I was

about six or seven years old. Next to the village school was a
house where a 1971 J-plate two-door Range Rover was usually
parked. It was in Lincoln Green and it just stood out. It was
already pretty old then (this was the late 1990s) but it looked
perfect to me.
Around the same time, a friends mum had a D-reg silver
four-door Range Rover, which she used to pick him up from
school. I would rush out of school just to hear her turn the key
so I could listen to the engine. If I was in the car with my
parents, Id be looking out for Range Rovers. If one overtook
us, Id wind down the window just to hear it roar past. I
decided all those years ago that I would own one myself one
day preferably just like that Lincoln Green two-door.
When I was 18, I got my first Range Rover. It was an F-reg
and old Classics were within my price range at that time. It
needed a new transfer box and Dad had a friend who used to
break Range Rovers, so we went to see him. I got the transfer
box I needed, but while I was looking round I spotted the back
end of a green Range Rover I recognised. It was the same twodoor that I remembered from primary school days! It belonged
to my Dads friends father, who was in his late 80s. I said that
if ever he decided to sell it I would be interested in buying it.
Sadly, a couple of years later, the old man passed away, and
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living
with a
classic
The original Range Rover is

the perfect Land Rover for
enthusiasts, says Tim Hammond
Photography: Dave Phillips & Land Rover
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engines
3.5 V8 petrol (carb): UsUal V8 problems, especially
camshaft wear. They are old now but parts are readily
available. The carbs need a bit of setting up to get them
running correctly and electronic ignition is a sensible upgrade.
3.5 V8 petrol (E): Its the same engine, but without the
carb to set up. There are still the wear issues of camshafts,
though. Rover V8s didnt like high mileages.
3.9 V8 petrol: This is a better engine. land Rover had
addressed the camshaft problem by now.
4.2 V8 petrol (LSE): There are reports of some being prone
to dropping their cylinder liners, but I love these engines
they are so quiet and rened.
VM 2.4 diesel: These Italian-made turbodiesels were slow but
acceptable when new, though by 80,000 miles most of them
started to play up. There were so many problems that land
Rover replaced some of the later ones under warranty with
the newly-introduced 200Tdi. Ironically, because so many
were scrapped, they are now very rare and fetch high prices
secondhand! avoid.
200Tdi 2.5 turbodiesel: Brilliant turbodiesel designed by
land Rover. The only serious issue is the cylinder head will
warp if it gets overheated. Now getting rarer.
300Tdi 2.5 turbodiesel: Just as good as the 200Tdi, but carry
a spare lift pump, as they are prone to sudden failure. Plenty
of secondhand engines around at bargain prices from
scrapped Discovery 1s.
his son rang me to ask if I still wanted to buy it. Of course I did!
But I had to sell my F-reg to get the funds and buy the Range
Rover of my dreams.
It was still MoTd just. It had plenty of battle scars. The
body was rusted beyond repair. The main structure was plated
and patched so much, there was nothing left to physically
weld to. Luckily the chassis was in brilliant condition totally
original and had never been welded. It turned out to be
chassis No 723.
I had already decided to restore it. I managed to get hold of
a Suffix A body of the same age. It is red at the moment, and is
waiting to be fitted, but eventually I will paint it Lincoln
Green, the same as the original.
When I bought it, it had a Perkins diesel engine under the
bonnet, but I am replacing that with a 3.5 V8 petrol, like
it would have had when it left the factory.
I am restoring it to the condition it would have been when it
left the factory in 1971. I had hoped to get it finished by the end
of the summer, but realistically it will take a bit longer to get it
how I want it. The most expensive part will be the interior,
which needs a complete refurbishment. Seats and door cards
alone will cost about 2000.
Ive just repainted the chassis and after Waxoyling it Ill
start building it up.
My original plan was to use it for my everyday transport, but
it will be too precious for that and I will use it as a classic car
for special occasions like Land Rover shows, instead.
My everyday Range Rover is a 1986 C-plate four-door,
retrofitted with a 300Tdi engine and R380 gearbox. It came
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problem areas
out of a soft-dash Range Rover in the late 1990s, which was

probably accident-damaged, as it wouldnt have been broken
up at that age unless it had been in an accident.
I get between 30 and 36mpg from my 300Tdi Range Rover,
which is hard to beat. I dont understand why the Range Rover
is so much more economical than a Discovery 1 with a 300Tdi.
You'd be lucky to get 30 mpg from a Disco, even though it's on
the same chassis. I guess it must be something to do with the
body shape. Perhaps the stepped roof of the Disco is
less aerodynamic.
Of course, economy isn't what you normally associate with
Range Rovers. Most of the early ones were built with very
thirsty V8 petrol engines and mpg was in the teens low teens
if you had an early three-speed automatic gearbox!
Right from the time it was launched in June 1970, customers
wanted a diesel engine that was more economical than the V8
petrol. Unfortunately it was many years before Land Rover
obliged, so all sorts of conversions were undertaken some
professional and some questionable bodge-jobs.
Perkins diesels were most popular in the early days and
were very slow, but the worst early conversion Ive ever seen
was in a two-door Range Rover a huge Ford D-Series sixcylinder oil-burner that was so long it was touching the
bulkhead at the back and the front crossmember had to be cut
out and a new one welded in.
In the 1980s and 90s, Japanese diesel engines were popular
for conversions, particularly Nissans turbo versions from the
Patrol 4x4 and non-turbo from the Laurel saloon cars. But
every sort of diesel imaginable must have put in an appearance
Above:
Momo steering
wheel isn't
original but
enhances
plush interior
Chassis: some,
like the 1971
two-door im
restoring, are in
brilliant condition.
Most are in
reasonable
condition,
compared to other
Land Rover chassis
of similar vintage.
Most likely to rot
close to the fuel
tank, the swan
neck and the
crossmember under the rear seat. Nothing
that a procient welder cant put right.
inner wings: Often dreadful. The main
culprit is the plastic lining between outer
and inner wings, where mud really builds up.
it rots the inner wings and footwells, too. My
advice when restoring and replacing is dont put the plastic liners back in. This will
enable you to use a pressure washer to keep
these areas clear of mud.
Footwells: The front door pillars form part
of the footwells and where the rot is severe
can end up no longer attached to the car!
From 1987 onwards, drain pipes were tted
inside the door pillars, but ended suddenly
halfway down. Rust is the result. Footwells
can rust all the way up the bulkhead to the
windscreen.
Bulkhead: Not usually too much of a
problem in the early models, but better
sound deadening in the 1990s trapped
moisture and the inevitable rust got hold.
soft-dash models particularly prone.
sills: inner and outer sills are box sections
that trap water and mud and can rust
spectacularly as a result. Believe it or not,
they were never painted on the inside at the
factory. Fill them with Waxoyl and drill some
drain holes to allow moisture to escape.
Bonnet: all but the very early models were
made of steel, which rusts especially when
chipped by ying stones, etc. That means
the front, the corners and any curved areas,
plus around the hinges.
Outer wings: These are made of alloy, but
you need to take them off to assess the
damage within.
Tailgate: Upper tailgates notorious for
rusting away. aluminium replacements last
for ever. Lower tailgates usually repairable.
Electrics: Later models with more
complicated electrics can be problematic.
That means aBs (1989 onwards) and
electric seats, which are never easily
repairable. secondhand control units fetch
200 each on eBay.
suspension: air suspension can be
troublesome, and many owners opt for an
easy life by converting to coils and springs.
Transmission: Early models were tted
with the LT95 four-speed, which is pretty
bombproof. it was later replaced by the LT77
ve-speed, which can be prone to spline
wear and lubrication problems. Late models
were tted with the R380, which can suffer
synchro wear on second gear.
all the auto boxes tted to the Range
Rover were excellent. The original threespeed (ex-Chrysler) was very reliable,
although not the best for economy. The later
four-speed has no real issues.
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If they had brought out a good diesel

earlier they would have sold loads
classic timeline
1970: June 17, Land Rover launched the Range
Rover with a 3.5-litre alloy V8 engine, coil
spring suspension, disc brakes and full-time
four wheel drive. List price: 1998.
Demand was so great and waiting lists so long,
secondhand models were selling for more than
new ones!
1971-72: Range Rovers took part in the British
Trans-Americas Range Rover expedition and
managed to traverse the notorious Darin Gap.
1973: Power steering introduced.
1981: Four-door Range Rover offered.
1982: Automatic transmission was an
optional extra.
1983: Five-speed manual gearbox introduced.
1985: The V8 engine got fuel injection.
1986: A diesel option at last! The bad news - it
was the notorious 2.4-litre VM diesel.
1987: Range Rover nally entered the North
American market.
1988: The Vogue SE model introduced.
1989: 3.9 V8 petrol offered.
1990: VM diesel expanded to 2.5 litres.
1992: Big changes! These included a 108-inch
long wheelbase model, a 4.2 V8 petrol and the
200Tdi replaced the unloved VM diesel. A new
transfer case was introduced, with a viscous
coupling on the centre differential. Air-bag
suspension was now an option.
1994: Second-generation Range Rover (P38A)
released, but the original continued in
production as the Range Rover Classic.
1996: The nal Classic rolled off the Solihull
production line in February. By the end, 317,615
had been built.
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This page:
Original 1971
models as good as
ever, photographed
in Morocco in 2012
in a Range Rover at some stage!

Solihull's first factory diesel was the horrible Italianmade VM, which became an option in 1986. Let's just
say it wasn't one of the company's success stories.
When Land Rover finally put the 200Tdi in the Range
Rover in 1993 three years after it made its debut in the
Discovery it was a bit late, which was a shame. If they
had brought out a good diesel engine earlier, they would
have sold loads.
INTERIORS
Interiors can suffer, especially on older vehicles with
high mileages. But what do you expect from a vehicle
that went out of production nearly 20 years ago?
The biggest issue is probably sagging headlinings.
The original headlining was made of fibre board,
which breaks down over the years. The foam between
the board and the material goes crisp and the material
then sags.
Luckily a replacement made with fibreglass backing
is available which is much better than the original and
should last for ever.
SHOULD I BUY ONE?
Only if you think one is enough! I've got one for
everyday driving and another for best (once I've
finished restoring it). Plus I'm always on the lookout for
scrap Range Rovers as donor vehicles for my
own fleet.
If you can sort the rust issues, you're going to be the
owner of a brilliant, timeless Classic, by name and
nature. And with a bombproof Tdi under the bonnet, it's
affordable, too.
Now is a good time to buy one, as they are getting
scarcer and prices are climbing. These two events aren't
coincidental, as it is obvious many are being snapped up
by collectors who are taking them off the road and
storing them ready for restoration. A few years ago, offroaders were picking them up cheap to convert them
into bobtailed triallers, but those days are gone.
If you want a good project to work on, a Range Rover
Classic is ideal. At the end of the day you'll be the proud
owner of a stunning vehicle that will most likely have
appreciated in value.
At that stage you may decide to sell it, but my advice
would be to keep it and enjoy it. There's no better
vehicle for putting a smile on your face.
contact
RANGE ROVER PARTS
Tim Hammond is a lifelong Range Rover fan and runs a
business sourcing and selling Range Rover Classic parts.
Email: tim.hammond50@yahoo.com or phone: 07825 490149
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Advertise your Land Rover FREE at FoRsalE.landRovERaddict.com
under 1000
1000 - 2999
3000 - 4999
SERiES ii
300Tdi ENGiNE
1996 Discovery 2.5 Land Rover engine,

72,000 miles, can ship at cost, complete
including turbo, minus starter motor and
alternator, 495, Waxham, 07902243462
dEFENdER 90
SWB station wagon, 1989F, ex Discovery

2.5 turbo diesel engine, six seats, respray
2005, jackable sills, adjustable towball,
Michelin 205/80R16XPCs on modular
wheels, suspension lift, FSH, taxed to
July, MoT to August, reluctant sale,
1500, 07974 806644, Wrexham.
dEFENdER 90
200Tdi, Ashcroft gearbox and transfer

box, replacement bulkhead, heated seats,
carpeted throughout, Waxoyled, MOT
December 2014, Tax April 2014, owned
for 10 years, selling due to growing family,
3500, 07724 159167, Wiltshire
1959, 88in, 200 Ttdi, LT77 gearbox with

Range Rover axles, disc brakes all round,
parabolic spring, rebuild 8 years ago,
engine, gearbox and axles done two
years ago, lots of new parts, tax and MOT
exempt, will come with 12 months MOT,
roll hoop full soft top and bikini top, 4500,
07925063103
SERiES iii
1974 Series III LWB petrol, new galvanised

chassis, overdrive, parabolic springs,
2.5-litre engine, full hard top rear safari
door, 2750, 07745131990, Cheshire
SERiES iii
110 Hi CAP
1975, 4X2, 24V, ex-Belgian Army and

Dunsfold collection, SORN, runner, good
tyres, 995, 0117 9690552, Bristol.
SERiES iii LiGHTWEiGHT
Soft cabtruck, new galvanised chassis,

new coil springs, V8 Discovery engine,
running gear with disc brakes, Wolf race
alloy wheels , roll bar, very straight body,
no dents, drives like a Defender 90,
4750, 02380891280 or 0779922807.
SERiES 1 107
RANGE ROVER CLASSiC
107recoverytruck,runninganddriving,needs
resto,needsrearcrossmemberandpatching
variousplaces,brakesneedattention,same
ownersince1962,threeownersfromnew,frosty
craneallworking,verystraight,offerswelcome,
Somerset,07824333794
1985, 37700 miles, extremely reliable, great

workhorse, ready for work, needs cosmetic
improvements to body and interior of
cab, would make a great project, 200 Tdi
engine, hoop sticks, new spare wheel,
currently off the road, but no problems in
passing MOT in mid-October, new gearbox
and transfer box, good chassis, no patches,
rot-free, loads of new parts, 3500, Exeter,
07443 586838.
Very good bodywork, no rust, excellent

engine, 2.4 diesel, some gearbox problems,
800, reg OIL5006, 07952 253407, Essex.
dEFENdER 90
to place your
classiFiEds
in our online
for sale section visit
lRm.co.uk
SERiES iii
1975, 69,000 miles, rare South African

import, registered in GB 1979, RHD, new
MOT, new brakes, SORN, parabolic springs,
rear ladder, rare electric bonnet cooling fan,
2500, Cambridge, 07932884654.
1992, 200Tdi, Blue, 123,500 miles, MOT

Jan 15, TAX Aug 14, kitted for off-roading,
starts rst time, high and low range
works as they should do, a few dents on
the panels, small amounts of rust, good
chassis, !oor pans repaired and tidy,
small rust hole on bulkhead, good solid
Land Rover, basic service every year,
lots of extras by previous owner, loads of
extras tted and work done to it, 4950,
Hayle, 07810861989.
dEFENdER 90
1988, 69000 miles, tax till August,

MOT November, inspection welcome,
spent 8k so far on it, no issues, new
turbo, stunning vehicle, open to decent
offers, 07955783008, 4400, Wales,
07955783008
5000 - 9999
RANGE ROVER
1989 MODEL, 3.5-litre petrol auto,

Bearmach 2 lift, steering, sump and diff
guards, front winch bumper, 285x75x16
Bronco Grizzly tyres, Diff Upgrades, no tax
or MOT, new hobby (grandchildren) forces
sale, 975, 01924 871971
RANGE ROVER
dEFENdER
172,000 miles, 1993 LSE, 4.2 V8 with LPG,

new MOT leather seats, newish tailgate, tax till
,
end of March, sell or exchange for Discovery
commercial or 110 van, these very rare now,
needs TLC, 2095, Redruth, 07563 652363.
1992 Defender 90 200Tdi, Ashcroft

gearbox and transfer box, replacement
bulkhead, heated seats, carpeted
throughout, waxoyled, MOT December
2014, tax April 2014, owned for 10 years,
selling due to growing family, 3500, 07724
159167, Wiltshire
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SERiES 1
1952 80in ex-military, original 1.6 petrol

engine, on the road, tax and tested,
5295 ono, 01204 364035 or 07974
714764.
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CLASSIFIEDS
RANGE ROVER VOGUE SE
1990, Plymouth blue, on SORN, low

mileage, 36,865 miles, garaged, auto,
four-door, one owner from new, 9,000,
01453 549520, Gloucester.
LIGHTWEIGHT
Rare 1970 IIA, Tax exempt, has an

MoT, nut and bolt restoration in 2007
on new chassis, 12V 2.25 petrol, new
hood, tyres and seat belts, it is in
great condition, one of the best you
will ever see, 7995, 01983 613 480,
Isle of Wight.
NINETY
2.5TD, 1987, 157,000 miles, great vehicle,

well cared for, drives well, front central
locking, immobiliser, power steering, new
alternator and belt, new battery and glow
plugs, polybush recently done, waxoyled,
Discovery transfer box with better gear
ratios, tax April, MOT July, recently serviced,
reliable driven most days for work, new
brakes, two sets of keys, two central locking
fobs, roof rack available, LEZ exempt,
5500, London, 07837205558.
Read LRM on-line

eveRy month go to
zinio.com
& seaRch foR
DISCOVERY 2
Land RoveR
2.5 Td5 ES, 7 Seats, 2000, green, 62,039

miles, family owned since new, garaged
for much of its life, excellent condition, no
off-road use or towing, FSH, MOT 19/5/14,
Tax Apr 14, includes cruise control, ES
Premium Pack, bodystyle side runner, tyres
7mm tread, 5500, Cranwell, 07932640711
OVERFINCH RR
Range Rover Vogue, 5-litre Over nch,

2004, silver,114,000 miles, high
speci cation and performance, 5.0
Over nch factory upgrade, including
gearbox, brakes and twin exhausts,
upgraded Bentley style interior with
additional walnut and cream/blue
leather, 22" Over nch wheels and privacy
glass, together with Over nch body
trim and door plates, plus full Vogue
re nements, additional rear facing seats,
integral telephone and tow bar, one
owner from new with extensive service
history, 15,000, 07885 493816 or 01522
813688.
To oRdeR
fRom oUR Range

of LRM pRodUcts go to
LandRoveRaddicT.
com/shop/
DEFENDER 110
DEFENDER
1993 Defender 200tdi, CSW, 97,000

miles, converted to soft top, new mohair
hood, polar white, 7 seater, genuine
Moreland trim, Wolf wheels and tyres,
Californian beach SVX style, never off-road,
long MOT, stunning condition, bargain
5,995, 07753 182882, South Bucks.
County, 2001, 167,000 miles, nine seater,

regularly serviced and looked after, some
modi cations to improve looks and MPG,
leather seats, alloys, Wrangler tyres with
loads of tread, KBX bonnet, grill, light
surrounds and front bumper, side step
bars, chassis and bulkhead never needed
welding, can email pictures, open to
sensible offers, MOT Aug 14, for right price
will put 12 months on, never used for offroading, 9500, Perthshire, 07980 403630.
OVER 10,000
CAMEL TROPY DEFENDER
RHD, 1994 genuine example, used as

support vehicle in Mundo Maya, 110,000
miles, MOT and taxed, all original CT
equipment, in great condition with
almost FSH and receipts, 01325 333852,
15,000, Durham.
DEFENDER
2000, Td5, 140,000miles, converted to

camper van, fully insulated, side openings
in rear on both sides with gas struts, double
bed which slides into a two seat chair,
leisure battery with power inverter and
240V plugs, BF Goodrich AT tyres, snorkel,
power take off Superwinch, steering guard,
chassis and bulkhead in good cond, tax
and MOT, perfect for road trips anywhere,
6750 ONO, East Sussex, 07817593811.
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DEFENDER 90
2011, 20,000 miles, mint condition,

grey CSW, one owner, FSH, tow pack,
running boards, mud "aps, front and rear
mats, full sound proo ng installed by
Noise Killer, never towed, never off-road,
20,000, Middlesbrough, 07706489284.
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DEFENDER 110 G4 EDITION
2005, orange, 58,000 miles, rare G4

Defender was used as the press car in
Thailand, one previous owner, Warn lights
on the roofrack, Warn winch tted, rear
windows are tted with Mantec grills, full
service history, very reluctant sale, has
been the most reliable vehicle, MOT and
Tax, number plate of K99MUD included
in price, many admirers, 17,500,
Wooburn Green, 01628 810498.
SERIES III
Hard top SWB, MOT Sep 18, 2.25 diesel,

1981, 88, new tank, bumper, FWH,
33271 miles, new clutch, 07926453262,
Somerset, 15,000.
TO PLACE YOUR
CLASSIFIEDS
IN OUR ONLINE
FOR SALE SECTION VISIT
LRM.CO.UK
DEFENDER 50TH SE
Defender 50th Special Edition, 4.0 V8

number 199/385, 1998, 124,300 miles,
RANGE ROVER VOGUE
1984 Caspian Blue, 71,000k, sale due to

unexpected change in circumstances,
no expense spared in ground up rebuild
to showroom condition, cost more than
34,000, full history, 24,000, Hampshire,
07973 668539
DEFENDER 110
XS Custom BLR, black, 11,450 miles, one off

custom built Land Rover Defender by BLR
Land Rover really stands out, fantastic to drive
,
both on road and off-road, if new these cost
nearly 60,000 new from BLR, low mileage
September 2011, Land Rover warranty until
September 2014, some unique styling and
extras, performance upgrade to the engine
resulting in more BHP and torque, 31,250,
Billericay, 07734477862.
SERIES III
1972 SWB, tax exempt, fully rebuilt,

galvanised chassis, bulkhead, doorframes
and front panel, reconditioned engine,
gearbox, overdrive, steering, axles,
brakes, suspension and electrics, MOT
till December, 15k spent on parts, fully
documented and receipts rebuild, 11,995
ono, 07581029935.
SELL YOUR
LAND ROVER
FOR FREE
From Series Ones &
Range Rovers to Discos
& Defenders, weve got
1000s online. If youre
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weve got the dream
Land Rover for you!
DEFENDER 100
County Station Wagon, 12 seats, 2000YM,

73000 miles, in great all round condition,
low mileage, service history, taxed and MOT
to the end of the year, great bodywork,
tidy interior, three owners from new,
roof resprayed, Discovery transfer box
professionally tted, otherwise standard,
sunroof, side steps, boost alloys with 4
good tyres, dog guard, front steering guard
tted, ne vehicle, no problems or issues,
11250,Farnham, 07980 915420.
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CLASSIFIEDS
PARTS
LanD rover DefenDer
50th Special Edition - 4.0 V8 Number

199 of 385. Restored.
SParS for SaLe
DefenDer 90 TD5
2005, 50,700 miles, XS pack includes; Air

Conditioning, Heated Seats, Half Leather,
Quick-Clear Screen, ABS, Traction Control,
CD Player, Remote Alarm, Remote Central
Locking, Tow Pack, Rear Wash/wipe,
Metallic Paintwork, Power Steering, Electric
Windows, Stainless Steel side bars, bene"ts
from a GKN Overdrive unit & Dastec power
Chip giving 160+bhp & returns 30mpg, 2
owners current owner since 2005, service
history independent garage, 50,600 miles,
MOT Oct 2014, Tax Mar 2014, Good Clean
Condition, 01752691181 or 07776262808,
16750, Plymouth, 01752691181
LT95 gearbox and Rover V8 engine,all

in good order, ex-Range Rover 4 speed
gearbox, comes with all vacuum pipes and
switches, 80, approx 60k miles, also have
rebuilt Rover V8, going for cheap, 01929
434 918
DISCoverY 2 SPareS
4 black doors, in good condition, complete

with all electrics for mirrors and windows,
25 per door, plus 1 rim and tyre(205x15)
to "t SIII 9mm tread, 35.
110 CanvaS
to place your
classifieds
in our online
for sale section visit
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DefenDer 110
1996, Green, 80,360 miles, County Station

Wagon, one careful owner serviced regularly,
,
garaged all its life, resprayed to a high
standard, MOT to 29.06.14, taxed to 31.05.14,
offers about 9,000, Angus, 07740066631
wAnTed
Full length canvas, khaki green, modi"ed as

has aerial $aps, brand new, been dry stored
for a few years in original package, 150
ono, Kent, 07875 111218.
SerIeS I
1951, 80" 1.6, rebuilt on a galvanised

chassis, thousands spent, receipts and
history, Cox and Turner rebuilt 1.6 engine,
rust free bulkhead from Australia, new front
wings, new interior and canvas, engine
and underside all detailed, new bushes,
nuts and bolts used, all work carried out
about "ve years ago, hardly used since,
16,950.00 ono, Dorset, 07909562246.
SerIeS III ParTS
Hard top, LWB, with tub, rear door and

straight sides, 350 ONO, Defender seats
and frames, Series III windscreen, some
Series II parts, West Yorkshire, 0794
6881079.
SofT ToP WanTeD
300Tdi, 90, galvanised chassis, boost

alloys, safety devices external roll cage, will
travel for the right vehicle, cash paid, 07931
857 604, Kent.
DefenDer WanTeD
90 hard top, galvanized chassis, safety

devices roll cage, R380/300Tdi, BF
Goodrich tyres, will pay cash, waiting for the
right vehicle, 07931 857604, Kent.
SToP PReSS!
DefenDer 90
County hard top, 2009, 66,000 miles, full

spec - intercooler & ECU re-vamp, wheel
spacers, xenon head lights, LED rear lights,
aluminium undershield & diff guards,
internal roll bar, wood and chequer plate
lined load space, expedition roof rack,
rear step bumper & side runners, alloys,
dealership maintained, 14,500, St Fillans,
01764 685371.
Bespoke Defender Builders, Tuners and Suppliers

icon@neneoverland.co.uk
T: +44 (0) 1733 380687
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Contact Andrew Harrison-Smith

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Nene Overland, Manor Farm, Ailsworth,

Peterborough Cambridgeshire PE5 7AF
NE110A/08/13
We are continuously looking for: Defender TDi, TD5, TDci, County,

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PRICE CHECK
The latest prices updated
HAS SERIES BUBBLE

FINALLY BURST?
Rarity has boosted values of early Series vehicles, but are things changing?
Words: Dave Phillips
PRICES of early Series Land Rovers have

skyrocketed in recent times, mainly due to
the leaf-sprung models becoming coveted
by classic car collectors. For the past
two or three years it has seemed the sky
was the limit, but the recent failure of a
stunning time-warp Series II to reach its
reserve at auction has caused some to
wonder whether the bubble has burst.
The 1958 Series II 88-inch on offer
at Barons sale at Sandown Park was a
totally original example that had covered
just 36,000 miles from new and had been
in the same family ownership for the past
29 years.
It had never been repainted or got
at in any way, had the original green
vinyl seats (in perfect condition) and had
covered just 7000 miles in the past 30
years. It was estimated to fetch 12,00015,000, but bidding didnt reach the
10,000 reserve.
So has the surge in interest in Series
Land Rovers peaked? Barely a decade

ago, even very early 80-inch Series Is
were deemed of little value except to
triallers, who loved the manoeuvrability of
the short wheelbase and shoehorned V8
petrol engines under their bonnets to give
an unrivalled power-weight ratio. These
days they are far too valuable for that
sort of abuse and many of those weekend
warriors are now being returned to their
original state to help meet demand for a
nite resource.
WIth Series Is in short supply, Series
IIs and SIIAs have also been climbing in
value to meet the demand for early Land
Rovers. There appeared to be no sign of
this demand abating, although this recent
auction op probably demonstrates that
collectors are no longer prepared to pay
extortionate prices for them.
Although the bubble hasn't burst yet
buyers are getting canny and are looking
for value.
WorldMags.net
Price CHECK
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FREELANDER 2 PRICES
SET TO TUMBLE... SOON
Are Freelander 2 values over-inflated with Freelander 3 on the way?
Words and photographs: Dave Phillips
EVER since Solihull launched the original
Freelander back in 1997, the smallest
member of the Land Rover has been a
huge success with the motoring public,
consistently outselling all other 4x4s in
Europe and picking up plenty of awards in
the process.
Yet there is a huge disparity in prices
between the original Freelander 1 and its
2006 replacement, the Halewood-built
Freelander 2. The former is now cheap as
chips and can be picked up for very low
prices, while its successor is holding its
value very well indeed. Some would say
too well.
Nobody can deny that the Freelander 2
has been phenomenally successful since
its launch, with both new and used cars
very much in demand.
But that very high demand means
prices have been unrealistically high. The
fact that folk are willing to pay 10,000
for an eight-year-old secondhand car is
testament to Freelander 2's allure. This

is a vehicle that appeals to the general
public. School-run mums who'd never
dream of a Defender, Discovery or Range
Rover just love the Freelander 2.
Yet it's a love affair that won't last for
ever. These daylight robbery price levels
are aided and abetted by the simple fact
that old Freelander 2s look very much
like new ones. There was a bit of a facelift
last year, as is to be expected on a model
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that's nearing the end of production, but the

original 2006 Freelander 2s still don't look
dated.
It's only when an all-new model is
launched looking very different from all
that went before, that the value of its
predecessor plummets.
That, of course, is why Freelander 1s are
currently fetching pocket money prices.
They don't look anything like Freelander 2s,
so nobody really wants them. And as they
don't suffer from any serious rust issues,
there are a lot still around. Supply exceeds
demand and we all know what that means.
Admittedly, the petrol-engined Freelander
1s do have a poor reputation for mechanical
reliability, but the late Td4 F1s are very good
cars that still represent excellent value for
money. They're also economical to run.
But most car buyers let their hearts rule
their heads and that's why they are prepared
to pay inated Freelander 2 prices.
However, if you have just spent a lot of
WorldMags.net every month

The latest prices updated
money on a secondhand Freelander 2, you
might live to regret it soon. The launch of
the Freelander 3 is imminent and the
bad news for Freelander 2 owners is that it
looks very different indeed to the current
model.
The 'spy' photographs I've seen of the
pre-production vehicles on test look like
an unholy cross between an Evoque and
a Japanese hatchback. That could be
because they are heavily disguised, but
it could also be because that's what they
actually look like.
Once the new Freelander 3s are in the
showrooms, the Freelander 2 will look
dated overnight. They will no longer be the
darlings of the !ckle car-buying public.
And with a huge supply of secondhand
ones in the system, prices will plummet.
That's good news for impoverished
enthusiasts like me. I don't like paying
in#ated prices for my wheels, so I've never
considered a Freelander 2, despite the fact
that I really rate it as an economical tourer
with suprisingly good off-road ability. But
I do like buying brilliant vehicles at rockbottom prices and that's exactly what
Freelander 2s will be in a year or two.
Talking of the new Freelander, there's
no guarantee that it will be called that.
Word on the streets in Solihull is that
the Freelander is to become the baby
Discovery as Land Rover re-arranges its
products into three sectors: luxury (Range
Rover), leisure (Discovery) and utility
(Defender and its replacement).

So the new model may be called the
Discovery Freelander, or indeed something
entirely different.
What is known is that it will have a
longer wheelbase, with room for seven
seats for the !rst time (which will be an
option) and it will get one of the !rst of the
all-new super-frugal Hot!re diesel engines
currently being built at JLR's new factory
near Wolverhampton. The entry-level
version is expected to have a CO2 rating
below 119g/km.
A petrol-engined variant is expected to
follow a few months later, but it is a racing
cert that diesels will outsell them in the
UK and Europe, if not in some important
export markets like the US, the Gulf states
and China.
The vehicle itself will, like Freelander
2, be assembled at Jaguar Land Rover's
factory at Halewood,on Merseyside, with
nearly all of the platform and upper body
made from high-strength steel. The roof
and bonnet will be aluminium, while the
front wings and tailgate are likely to be
made from composites.
But it wont come cheap unlike
Freelander 2s.
now decimating numbers of Disco 1s, the

early 200Tdis (1989-94) are now fetching
higher prices than later 300Tdis (1994-98)
in similar condition.
There are two reasons for this. The !rst
is the rarity value of the originals, and the
fact that collectors are especially fond
of the striking Conran-inspired interior
design of the early models.
The bright pastel colours and
golfball-patterned plastics are certainly
distinctive and if you can !nd a model
with the original detachable picnic bag
(it sits between the front seats, where
you'd expect to !nd a cubby box) it is
particularly desirable to collectors.
The second reason is that 200Tdi
engines are more adaptable than 300Tdis.
They are easier to retro!t into Series Land
Rovers and pre-Tdi Ninetys and One Tens.
And they are also in short supply. If you
come across a good one, it's worth the
investment.
n There was a time not so long ago when

200Tdi Discovery 1s fetched low prices
compared to the later, and rather more
re!ned, 300Tdi versions.
But with serious bodywork rust issues
LRM PRICE CHECK

our guide to Land rover values and specications
SERIES I
80" 1948 1953
CHARM. ORIGINALITY. AUTHENTICITY. The 80-inch

Series I has got the lot. It also has an eye-watering price
tag, which makes it hard to believe that little more than
a decade ago these vehicles were being converted into
cheap triallers. Early examples are the most sought-after,
with pre-production and historic examples fetching big
money. The Holy Grail of Land Rovers is the centre-steer
prototype from 1947. If it still exists (as some say) it's
worth a fortune. Post-1950 models are better value.
SERIES I
86", 107", 88", 109" 1953 1958
IF YOU CAN'T afford an 80-inch, the later Series Is are

less pricey but there's no such thing as a cheap Series
I any more. The less numerous models, such as the long
wheelbase pick-ups, have more of a niche market and,
at the present time, represent good value. The distinctive
107-inch Station Wagons, which look like they're built from
giant Meccano, are extremely sought-after and should
be judged on an individual basis. Not many come on the
market, either.
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SpecificationS
1948-1951: 1.6-litre four-cylinder

petrol, 55 bhp, 83 lb-ft torque. Fourspeed manual, two-speed transfer
box with permanent four-wheel
drive (to 1950), later selectable.
1951-1953: 2-litre four-cylinder
petrol engine, 52 bhp, 101 lb-ft.
price Guide
project: 2000 4500

average: 4500 6000
Good: 6000 12,000
excellent: 12,000 50,000+
SpecificationS
2-litre four-cylinder petrol engine,

52 bhp, 101 lb-ft torque.
Also, from 1957, 2-litre four-cylinder
diesel, 52 bhp, 87 lb-ft torque.
Four-speed manual, two-speed
transfer box with selectable
four-wheel drive.
price Guide
project: 2000 4000

average: 4000 6000
Good: 6000 10,000
excellent: 10,000 30,000
PRICE CHECK
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SERIES II/SERIES IIA
88" AND 109" 1958 1971
IN 1958 the introduction of the SII heralded the classic

Land Rover shape with a few curves to soften the
austere at sides of the Series I. But if you want one, snap
it up fast. As Series I prices go stratospheric, Series IIs
are becoming ever more popular classics especially the
pre-1961 Series II and MoT-exempt models. Some have
been retro-tted with Tdi engines, which aren't authentic
but make them easier to keep up with modern trafc. A
late 1960s diesel is a very slow beast...
SERIES III
88" AND 109" 1971 1985
THE DAYS of bargain basement Series III are gone. Many

have been scrapped in recent years and they are now
getting rarer with prices to match. Tattier examples
can be seen as the affordable entry to Series ownership,
as parts are still available and reasonably priced. They
make ideal projects. Tidy originals command high prices
especially station wagons. The distinctive Stage One V8
is particularly sought-after especially the ultra-rare short
wheelbase version.
RANGE ROVER CLASSIC

1970 1996
AN AUTOMOTIVE legend that appeals to Land Rover and

classic car enthusiasts alike. Early two-door examples
command the serious money, but rarity is pushing prices
up as rust takes its toll of the survivors. Bodies rot badly
and some body and trim parts are now getting difcult to
source. V8s are expensive to run, but 200Tdi and 300Tdi
diesels make great daily drivers. A late Vogue SE in good
condition is an extremely desirable car and more so the
4.2 LSE.
101 FORWARD CONTROL

1972 1978
MANY LAND Rover enthusiasts dream of 101 ownership,

but the reality isn't for all tastes. They are a no-nonsense
military gun tractor and they drive accordingly. Soft-top
GS (general service) examples are the most common and
best fun, although ex-ambulances make great camper
conversions. Some parts are hard to nd, but theres
a good club back-up with loads of enthusiasm. Like all
V8s they're not cheap to run, but if you're looking for
something different, look no further.
ONE TEN
1983 1990
THE FIRST of the coil-sprung utilities still retained the

veteran 2.25 engines from the outgoing Series III. They
were soon replaced by 2.5 units, plus a 85 bhp turbodiesel
in 1986. Prone to rust if not looked after, but good ones
defy the years and continue to perform. No shortage of
spares. Many retro-tted with later Tdi engines. These are
the classics of the future and prices are rising not least
because examples more than 25 years old can be legally
exported to the USA.
WorldMags.net
SPECIFICATIONS
1958: 88s, diesels to 1961 and all

transmissions same as Series I.
petrol, 77 bhp, 124 lb-ft torque;
2.25-litre four-cylinder diesel,
62 bhp, 103 lb-ft torque. 1967-1971
(109 only): 2.6-litre six-cylinder
petrol, 81 bhp, 132 lb-ft torque.
PRICE GUIDE
Project: 1200 2000

Average: 2000 3500
Good: 3500 6000
Excellent: 6000 14,000
SPECIFICATIONS
2.25 petrol/diesel and

transmissions as Series IIA, 2.6 sixcylinder produced up to 1979.
1979-1985 Stage One V8 (109
only): 3.5-litre V8 petrol, 91 bhp,
166 lb-ft torque. LT95 four-speed
manual with permanent 4WD.
PRICE GUIDE
Project: 500 1500

Average: 1500 2750
Good: 2750 5000
SPECIFICATIONS
1971-1983: 3.5-litre V8, 125 bhp,

185 lb-ft torque. 1986-on
3.5 EFi: 165 bhp, 206 lb-ft.
1989-1996: 3.9 EFi V8, 185 bhp,
235 lb-ft or 4.2, 200 bhp.
1986-1992: 2.4 VM turbo diesel,
112 bhp, 183 lb-ft, later 119 bhp 2.5.
PRICE GUIDE
Project: 1500 2500

Average: 2500 5000
Good: 5000 7000
Excellent: 7000 50,000+
SPECIFICATIONS
3.5-litre V8 petrol, 128 bhp,

185 lb-ft torque. Four-speed
LT95 gearbox with permanent
four-wheel drive.
PRICE GUIDE
Project: 2250 3750

Average: 3750 5000
Good: 5000 7000
SPECIFICATIONS
1983-1985: Engines as Series III/

Stage One V8. LT77 ve-speed
tted to four-cylinder models. 19851990: 2.5-litre petrol, 80 bhp,
129 lb-ft torque; 2.5 diesel, 68 bhp,
113 lb-ft; 3.5 V8 petrol, 113 bhp,
185 lb-ft, 134 bhp from 1986. LT85
ve-speed tted to V8 models.
PRICE GUIDE
Project: 1500 2300

Average: 2300 3700
Good: 3700 6200
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NiNETY
1984 1990
THE ORIGINAL Ninety quickly established legendary

status as an off-roader and it has remained a rm
favourite ever since. Original engine options were as the
One Ten and a Tdi conversion is an attractive option.
There are lots of converted hard tops around posing as
station wagons, so dont pay over the odds as a genuine
County will have a premium price. Prices are on the rise,
but check over carefully before parting with your cash, as
some models have led a hard life.
DiSCOVERY 1
200TDi/300TDi/V8 1990 1998
LAND ROVERS don't have to be expensive. If you're

looking for a bargain, the Disco 1 is the most affordable of
all. The original Discovery is capable off-road and re ned
on it, but terminal rust is a big problem. 200Tdis and
300Tdi engines are more or less bulletproof if regularly
serviced. V8s are thirsty but some have LPG conversions.
Lift the rear carpet to assess rear "oor corrosion and
check out the chassis and inner wings. If you're handy
with a welder, there's nothing that can't be sorted.
DEFENDER
200TDi/300TDi 1991 1998
THE EVERGREEN Tdi Defenders are as popular as ever

because they are reliable, simple and easy to modify.
Biggest demand is for the short wheelbase 90s LWB
110s are usually cheaper. Rust can be a problem
chassis, bulkheads and doors are all prone. Abused offroaders and farm hacks are best avoided, and dont pay
over the odds for a converted van or pick-up. Good ones
hold on to their value and will always be easy to sell, but
they are theft-prone, so invest in good security.
RANGE ROVER P38A

1994 2002
MUCH BETTER than some would have you believe,

the much-maligned second-generation Range Rover's
reputation for unreliability is often undeserved. Prices are
very low for a luxury 4x4. If you are handy with electrics
and a laptop computer, you can use diagnostic software
to solve most problems, although replacement parts can
be pricey. The diesel option is a BMW six-pot turbo a
bit underpowered for such a heavy vehicle. The exterior is
now looking a bit dated.
FREELANDER 1
1997 2006
EUROPE'S BEST-SELLING 4x4 in its day, and better offroad than many care to admit, but looking dated now. The
petrol engines are best avoided unless very cheap. The
more valuable older diesel is reliable, economical and not
complicated, but make sure it has been properly serviced,
with particular attention to timing belt renewal. The later
TD4 is more complicated but is chain-driven so no timing
belt worries. It is expensive to x, but being a BMWderived unit that is a rare occurrence.
WorldMags.net
SpecificationS
1984-1985: Engines as Series III.

LT77 ve-speed tted to fourcylinder models, permanent fourwheel drive. 1985-1990: As One Ten.
LT85 ve-speed tted to V8 models.
2.5 turbo from 1986 has 85 bhp,
150 lb-ft torque.
price Guide
project: 1800 2600

average: 2600 4400
Good: 4400 6600
excellent: 6600 13,000
SpecificationS
200tdi: 1989-1994. 2.5-litre turbo

diesel. 111 bhp, 195 lb-ft torque.
LT77S ve-speed transmission.
300tdi. 1994-1998. 2.5-litre turbo
R380 ve-speed transmission.
V8s as Range Rover Classic.
price Guide
project/trade: 300 900

average: 900 2500
Good: 2500 4000
excellent: 4000 6500
SpecificationS
200tdi: 1991-1994. 2.5-litre

turbocharged, direct-injection
LT77S ve-speed transmission.
300tdi: 1994-1998. 2.5-litre
turbocharged, direct-injection
R380 ve-speed transmission.
price Guide
project: 1800 3100

average: 3100 6000
Good: 6000 7900
SpecificationS
4.0: 4-litre V8 petrol, 185 bhp,

235 lb-ft torque.
4.6: 4.6-litre V8 petrol, 225 bhp,
277 lb-ft torque.
2.5: 2.5-litre six-cylinder turbo
R380 manual or ZF four-speed
auto, permanent four-wheel drive.
price Guide
project/trade: 500 1200

average: 1200 2500
Good: 2500 4100
SpecificationS
petrol: 1.8-litre four-cylinder

petrol, 118 bhp, 121 lb-ft; 2.5-litre
V6 petrol, 177 bhp, 177 lb-ft torque.
diesel: 1997-2000. 2-litre Rover
four-cylinder turbo diesel, 96 bhp,
155 lb-ft torque. R380 ve-speed
transmission. 2000-2006:
2-litre BMW Td4, 110 bhp, 192 lb-ft.
price Guide
project: 400 800

average: 800 2000
Good: 2000 3500
Price CHECK
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DEFENDER
tD5 1998 2007
THE FIVE-cylinder Td5 was the last Land Rover-derived

diesel and its introduction coincided with the era when
Defenders started to become trendy and the typical
Td5, with metallic paint and alloy wheels, was often
seen in city centres. There are a good number of special
editions to choose from and, if you are after a utility
vehicle, a huge number of truck cabs and hard tops are
always on sale. Generally reliable, but check the service
history. Unlike Tdis, prices are falling. Good value.
SpecificationS
2.5-litre ve-cylinder turbo

R380 ve-speed transmission,
permanent four-wheel drive.
price Guide
poor: 2900 3900

average: 3900 6700
Good: 6700 8000
DISCOVERY 2
SpecificationS
MUCH MORE than a revamp of the original, the

Disco 2 kept the stepped-roof looks and basic shape,
but little else. An improved chassis, bodyshell and
suspension, along with new engines and axles made
this the best-handling Land Rover in its day. Thousands
were sold so there are plenty to choose from, with many
special editions and high-spec models. Bodies last
well but chassis can suffer serious corrosion, so cheap
examples warrant a careful inspection before buying.
price Guide
1998 2004
RANGE ROVER L322

2002 2012
PRICES ARE dropping fast now RR4 is on the scene, but

this remains a vehicle to aspire to. Earlier examples are
good value, but dont underestimate the running costs.
The Td6 can be improved by tuning. An LPG conversion
makes the thirsty V8s viable, but insist on a certicated
tting. Drivetrain and electric problems are not unknown,
but most electronics can be sorted with modern
diagnosis equipment. Do your research and you should
end up with a great vehicle.
td5: 2.5-litre ve-cylinder turbo

V8: 4-litre V8 petrol,
R380 manual or ZF four-speed
auto, permanent four-wheel drive.
poor: 1500 2100
average: 2100 3200
Good: 3200 5300
SpecificationS
2002-2005: 4.4-litre BMW V8

petrol, 282 bhp, 325 lb-ft torque.
2002-2007: 3.0-litre BMW
Td6 turbo diesel, 177 bhp,
287 lb-ft torque.
price Guide
poor: 3500 4500

average: 4500 7000
Good: 7000 22,000
excellent: 22,000 50,000
DISCOVERY 3/4
SpecificationS
TOP TOW car in the world and a true all-rounder, the

Discovery 3 is brilliantly versatile and practical. Running
costs can be high, however, particularly if you take the V8
petrol route. The 2009-on Discovery 4 has more grunt
thanks to the 3.0-litre diesel engine and a level of luxury
hitherto reserved for Range Rovers. Top family transport
and theres a growing list of aftermarket equipment and
accessories, too. Beware of worn suspension and tired
manual gearboxes.
price Guide
2004 pRESENt
RANGE ROVER SpORt 1

2005 pRESENt
THE SPORT performs the fast premium 4x4 role with

much more style than its rivals. It is in essence identical
to a Discovery 3/4 underneath and just as impressive
off-road. A great long-distance cruiser and entertaining
on the right roads, but if you need load-carrying
capacity a versatile Discovery is better. Tyres, brakes and
suspension tend to have a hard time, so buy carefully
there are always plenty on sale. Prices now falling with
the launch of second-generation Sport.
WorldMags.net
d3: 2.7-litre V6 turbo diesel,

4.4-litre Jaguar V8 petrol,
300 bhp, 313 lb-ft.
d4: 3.0-litre V6 turbo diesel,
poor: 3000 5500
average: 5500 8900
Good: 8900 18,000
excellent: 18,000 40,000
SpecificationS
2005-2009: 2.7-litre V6 turbo

diesel, 190 bhp, 324 lb-ft. 4.4-litre
V8 petrol, 300 bhp, 313 lb-ft.
Supercharged V8 390 bhp, 406
lb-ft. 2009-on: 3.0-litre V6 diesel,
244 bhp, 442 lb-ft. 3.6-litre TDV8
diesel, 272 bhp, 472 lb-ft.
price Guide
poor: 5600 7900

average: 7900 11,400
Good: 11,400 15,900
excellent: 15,900 40,000
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DEFENDER
TDCi 2007 pREsENT
SIX SPEEDS, an all-new dashboard and a four-cylinder

Ford turbo-diesel borrowed from the Transit van were all
in 2007s major revamp. The loss of front air vents and
the distinctive humped bonnet arent to everyones taste
but the brilliant off-road ability remains. Not everybody
loves the six-speed gearbox, though. The original
2.4-litre engine was replaced for 2012 with the new 2.2
another Ford lump with improved emission controls. Due
to be replaced in 2015.
SpecificationS

turbo diesel, 122 bhp,
221 lb-ft torque. 2012-on: 2.2-litre
four-cylinder turbo diesel, 122
bhp, 265 lb-ft torque. Six-speed
MT85 gearbox, permanent fourwheel drive.
price Guide
poor: 6000 9000

average: 9000 12,000
Good: 12,000 17,000
excellent: 17,500 25,000
FREELANDER 2
SpecificationS
A BIG improvement on Freelander 1, it was also the rst

Land Rover built at Halewood, on Merseyside. Lack of low
range and ground clearance remains a disadvantage to
serious off-roaders, and the towing capacity is just 2000
kg compared to the 3500 kg of bigger Land Rovers, but
it's a worthy alternative to a Discovery reasonable
on fuel and has a decent-sized boot. Reliability can be
patchy on earlier examples, so look for good dealer backup when buying.
price Guide
2006 pREsENT
RANGE ROVER EVOquE

2011 pREsENT
LAND ROVER'S LRX concept vehicle was unveiled in

2008. It became a reality a year later when the British
Government awarded Land Rover a 27 million grant to
build a new model. The rst one rolled off the production
line at Halewood in 2011, and has been a huge success
with the general motoring public, although it has not
been universally accepted by Land Rover enthusiasts
especially in two-wheel drive form. It handles well on the
road, but few would bother testing its off-road ability.
2.2-litre four-cylinder turbodiesel, 150 bhp, 295 lb-ft torque.

Six-speed manual gearbox with
optional stop/start (eD4)
or six-speed automatic.
Permanent four-wheel drive.
poor: 4000 6500
average: 6500 9900
Good: 9900 17,000
excellent: 17,000 25,000
SpecificationS
2.2-litre four-cylinder turbo diesel,

147 bhp or 197 bhp; 2-litre petrol,
237 bhp. Six-speed manual or
automatic gearbox. Two-wheel
and four-wheel drive.
price Guide
poor: 9000 15,000

average: 15,000 19,000
Good: 19,000 25,000
excellent: 25,000 43,000
RANGE ROVER 4 (L405)
SpecificationS
THE FOURTH GENERATION Range Rover with its

aluminium chassis means it's 420 kg lighter than its
predecessor and, coupled with efcient new diesel
engines, it's more frugal than any previous Range
Rovers. Taking depreciation into account, it will
be several years before secondhand models offer
economical motoring. At present, though, the few
secondhand examples are holding value well.
price Guide
2012 pREsENT
RANGE ROVER spORT 2

2013 pREsENT
Freshly launched and not yet available on the

secondhand market, but a new RR Sport 2 may prove
tempting to the would-be buyer of a secondhand Range
Rover 4. After all, the performance, handling and
economy are all better than its big brother... and a new
one is 20,000 cheaper. Although few are likely to try
it, it's a brilliant off-road performer, too, and can answer
all the questions in the rough. We predict this capable
all-rounder will be a future classic.
3-litre V6 (258 bhp) and 4.4-litre

V8 (339 bhp) turbo-diesel
engines; supercharged 5-litre V8
petrol (510 bhp). Eight-speed
automatic gearbox.
poor: N/A
average: N/A
Good: 45,000 65,000
excellent: 65,000 100,000+
SpecificationS
3-litre TDV6 (254 bhp) and SDV6

(288 bhp) turbo diesel engines;
supercharged 5-litre V8 petrol
(503 bhp). Eight-speed automatic
gearbox.
price Guide
poor: N/A
average: N/A
Good: N/A
excellent: 51,000 75,000
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AB Parts 139
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Parts Ltd 203
Real Steel 219
AC Automotive 213
Double S Exhausts 16,17
Landiman 187
Rebel 4x4 165
Academy Insurance 171
Draper Tools 121
Liveridge British 4x4 Ltd 241
Rimmer Bros 32
ACME Wild Side 219
Drop Zone 252
Longranger 243
Shearwater 172
Adrian Flux 167
Duckworth Land Rover 161
LR Series 191
Shop 4 Autoparts 102
AJD 242
Evans Coolant 59
Machine Mart 220,221
Silkstone 243
All 4 Wheels 60,61
Extreme 4x4 131
Marlow Ropes 49
Silverline 27,84,85
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F&R Commercial 252
Matt Savage 163
Simmonites 4x4 77,78,79
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Midland Transmission
Stuart Gilbert 252
Automotive Components 203
Footman James 168
Services 242
TGE Ltd 157
Bearmach 45
Four Plus 4 139
MM 4x4 46,47,48
The Man for Land Rovers
Beaulieu 219
Frontrunner 2
Mobile Storage 149
10,11,123
Bell Auto Services 103,123
Gibson Auto Services 159
Morroch Lettings 253
The Turbo Centre UK Ltd 252
Ben's Cabinemeubels 252
Goodwinch Ltd 256
Mud UK 102
Thunderpole 163
Bespoke Cars 33
Graham Sykes Insurance 170
Neil Goddard 253
Trakkers UK Ltd 157
Blackline 49
Hallam Bros 241
Nene Overland
Trek Overland 259
Bristol Transmissions 161
Heritage Land Rovers 242
20,21,95,97,109,115,139,171
Turner Engineering 163
British Parts 29
JE Marsland Chassis 165
Norton Insurance 169
Tyres Direct Online 164
Britpart 67,180,260
John Craddock Ltd 153
Nurburg Cars Ltd 13
Vehicle Wiring Products 242
Caranex 253
K&N Filters 32
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Waypoint Tours 253
Churchill Insurance 170
Kahn Design 6,7
Omega Automotive 164
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Country Vehicles 241
Kalimex 187
P A Blanchard & Co 244
Witham 243
Croytec 242
KBX Upgrades Ltd 49
P Senior Trading 253
CWS 203
Lancaster Insurance 166
Paddock Motors Ltd 68,69
Dakota 253
Land Rover Centre 50,51
Raptor Engineering 191
Foley SpecialiSt VehicleS ltd

Tel: 01279 793500
your local
Servicing SpecialiST
HertfordsHire
Foley Specialist Vehicles 23
AJD 242
cambridgesHire
Nene Overland
20,21,95,97,109,115,139,171
sussex
The Man for Land Rovers
10,11,123
devon
Devon 4x4 25
LincoLnsHire
Duckworth Land Rover 161
West midLands
Liveridge British 4x4 Ltd 241
YorksHire
Four Plus 4 139
Trek Overland 259
WorcestersHire
MM 4x4 46,47,48
Work inWorldMags.net
Show us YOUR project that YOU are working on
progress
SEnD
US YoUr
SHoTeS!
to featur your
Want
email
project in LRM? .uk
trick@lrm.co
pa
[Ade FiSher, CuSTomer ServiCe irB, ATherSTone]
DEFENDER DOUBLE CAB
So what's the story?

After $ve years of family camping trips,
greenlaning, much daily use and a quick
look at the rotten chassis, I realised
that the time had come for a total
rebuild of my much-modi$ed 110
Double Cab (aka Betty).
and fuel pump just to move her along at

a nice pace. Betty was a real head
turner, always getting attention wherever
we went.
Tell us about Betty...

I bought her after selling my Gangstastyle P38 and slowly transformed her
into my ideal Defender. She was
originally converted from a V8 County
Station Wagon and $tted with a 300Tdi
engine and new Td5 body panels.
What about the rebuild?

I inherited a galvanised Td5 chassis,
onto which Ian welded some 300Tdi
mounts. Work could commence!
With the promise of beer and food my
two brothers gave me a hand to strip
Betty down till nothing remained. By the
end of the weekend we had a new rolling
chassis and loads of bits to weigh in at
the scrapyard.
What happened next?

After getting her home I set about
adding stuff like rear mohair black hood,
snorkel, QT front radius arms, 5in lift,
winch and bumper plus MT tyres. Over
the years other mods were done. Ian
from IRB and Tim from Mobilecentre
were most helpful. Fortunately I was
able to get some of the things at a
reduced price. Betty also underwent a
total engine rebuild with a hybrid turbo
What jobs are you now working on?

The last few weeks have been very busy.
We modi$ed a County Station Wagon
rear tub for the DC so that we would
have extra room at back of the rear
seats. I also added a TDci bulkhead/
dash. The R380 box was rebuilt by
A W Transmissions and altered so the
Puma dash can stay. The engine and
box were $tted, along with fuel tank and
B pillars. I'm now getting somewhere.
Are you happy with the progress?

I'm slowly getting there, but still have
loads to do. Time, weather and funds
are conspiring against me. It is tough
with my shift patterns at work, plus the
Land Rover show season is fast
approaching us.
I hope to get the body $tted soon and
then get the electrics sorted so that I
can use TDci clocks in the dash.
Will Betty get a paint job?
No idea on $nal colour yet but de$nitely
something retro with a bit of vinyl
wrapping in places. I still have loads of
extras to add. For now they are in my
home workshop.
Any other projects on the horizon?
Once I am done with Betty we have to
take a look at Dads 1967 Series IIA
88in. It has been a family friend since
new, as Dad used to maintain it for a
farmer friend of ours.
We eventually purchased it from him
when he bought a new Series III in the
early 1970s.
NORTH AMERICA POSTAL: Land Rover Monthly Magazine (USPS 022-287) is published monthly by Dennis Publishing Ltd, London WC1T 4JD, UK. Annual subscription price is 55. Airfreight and mailing in the USA by agent named Air Business Ltd,
c/o Worldnet Shipping Inc., 156-15, 146th Avenue, 2nd Floor, Jamaica, NY11434, USA. Periodical postage paid at Jamaica NY 11431. US Postmaster: Send address changes to Land Rover Monthly Magazine, Air Business Ltd, c/o Worldnet Shipping
USA Inc., 149-35 177th Street, Jamaica, New York 11434. Subscription records are maintained at Dennis Publishing Ltd, London WC1T 4JD. RETAIL DISTRIBUTION WORLDWIDE: Seymour, 2 East Poultry Avenue, London EC1 9PT Tel: +44 (0)207
429400 PRINTED by BGP, Bicester, Oxfordshire LRM is published in the UK by Dennis Publishing Ltd 2013 Dennis Publishing Ltd. All rights reserved. No part of this magazine may be copied or reproduced in any form without written permission
of the publishers. Every care is taken in the production of LRM but the publishers will accept no liability for claims arising from any errors or omissions. Opinions expressed by the contributors are not necessarily those of the publishers.
WorldMags.net
Now launched: the new Britpart website...
www.britpart.com
Britpart are pleased to announce the launch of our new website. We hope you like the fresh new look of our site and the
user experience of browsing for your Land Rover accessories. Why not visit britpart.com today? From there youll be able to > Browse our extensive accessory catalogue and then request a price from a Britpart stockist.
> Join our mailing list to keep up to date with all the latest product releases and news.
> Find your nearest Britpart stockists.
> Request a copy of the Britpart accessory catalogue.
(Sorry UK addresses only).
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WorldMags.

AFRICA PROVEN ADVENTURE GEAR FOR LAND ROVERS AND MORE.

Land Rovers 200Tdi and 300Tdi turbodiesels

his year is a big one for Land Rover birthdays,

Without these engines

Hes been exploring

LAND ROVER MONTHLY ||| 3

Tdi Birthday Special

Foley 300Tdi 110

Forward Control for life

Win our Project 90!

Third-axle Supacat is blue-light favourite

1971 Range Rover

Military Land Rovers

Range Rover Classic

Work in progress: Defender 110

One careful owner, from new!

Has the Series price bubble burst?

4 ||| LAND ROVER MONTHLY

Stage One Field Find

Fitting tank guard

Td5 engine rebuild

Anti rollbar link swap

Product Test: pro jacks

Cure leaking Defender

Were saving a derelict V8 rarity

LAND ROVER MONTHLY ||| 5

CHELSEA TRUCK COMPANY | LAND ROVER DEFENDER WIDE TRACK

X-Lander Front Grille including Headlamp Surrounds | Front Bumper Replacement

LAND ROVER DEFENDER 90 & 110

WIDE TRACK COMPONENTS:

Front & Rear Sports GTB Seats

1948 DEFEND 8x16

1983 RS DEFEND 8x18

LAND ROVER is supporting the

BLACK... AND SILVER

LAND ROVER enthusiasts who have

black heavy-duty wheel.

EDS BOWLED OVER

THE INAUGURAL round of the Defender

a few interesting moments on some of

EVERYBODY knows that the Land

All your views

ALSO MAKING its debut at the Geneva

FIND HERBIE AND

WITH summer around

TOOLS supplier Sealey

LAND ROVER MONTHLY ||| 9

THREAD OF THE MONTH

like before. Ive got a Disco 200Tdi in mine.

actuator and take off the big circlip holding

12 ||| LAND ROVER MONTHLY

out the gearbox, transfer box and

Rik Bishop Unfortunately my

The transformation of a timeless classic into a contemporary masterpiece.

The URBAN TRUCK 90 SW Black Edition

5 x 18" BOOST ALLOY WHEELS (IN CHOICE OF FINISH)

34,995.00 Inc VAT

Tel: 01908 749570

STAR LETTER PRIZE

14 ||| LAND ROVER MONTHLY

about anything and everything,

Defender, but if I win the Project