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its been a struggle but a real labour of loveLeading lights from
Dunsfold and Solihull team up to recreate the original Series I
production line
FREE EVERY MONTH FROM YOUR LAND ROVER SPECIALIST
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LANDYTHE
EVERY MONTH 100% LAND ROVER 100% FREE!
ISSUE 14 APRIL 2015
Long-rAnge In A Short rAngeythree weeks in Morocco aboard a
bobtail? Its not an obvious choice for adventure travel, but a
shortened V8 turned out to be the ideal tool for taking on the
Saharan dunes Full story: Page 32
This might look like a standard 109. But underneath its a hybrid
of Range Rover and er, Peugeot Full story: Page 20
GETTING THE BALANCE RIGHTDaan Schreuders didnt go looking for
epic suspension flex when he built his hybrid.
Instead, his aim was to strike the perfect balance beteween
front and rear travel. He even used radius arms and a panhard rod
instead of a rear A-frame.
The result was an 88 coiler which took on some of the worlds
biggest off-road challenges and showed people that a well thought
out Landy can cut it with any number of megabuck super-trucks! Full
story: Page 16
When you set out to build a Landy you can see the world in, it
pays to start with a good one. And a 130 Wolf is a very good
oneFull story: Page 26
Theres no shortage of modified Td5s in the world. Not many of
them are as tidy as this one Full story: Page 26
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3Issue 14: April 2015w w w . t h e l a n d y . c o . u kWere on
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call Mike Casey on 01283 553244Evoque Convertible: Yes, Land Rover
WILL build it Land Rover is preparing to launch a production
version of the Evoque Convertible. As shown by a set of spy shots
which was recently punted around the mainstream motoring press, the
vehicle will look as good as identical to the concept model which
was unveiled at the 2012 Geneva Motor Show at which time Land Rover
said that no production plans had been confirmed.
The showroom version of the ragtop Evoque is expected to be
launched during 2015, possibly as early as this years New York Show
in April; the US will be a primary market for the vehicle. Sales
will commence with the 2016 model year, with dealer deliveries
expected to start this autumn, though right-hand drive production
may not start until a year from now.
Like the concept, the production Convertible will have a fabric
hood rather than a folding metal roof. This will retract
electrically to stow away beneath a hands-free folding tonneau
cover behind the second row of seats, so that theres no
interruption to the vehicles waistline. A pop-up roll bar will
operate instantaneously in the event of a rollover; while the
Evoque is only a token off-roader by Land Rovers traditional
standards, the companys engineers have been tasked with ensuring
theres no danger of accidental
deployments at extreme angles on uneven terrain.
While Land Rover has been making soft-tops since its first model
was created in 1948, the Evoque Convertible will be the first ever
cabrio in the Range Rover family. It will only be available in
three-door form and, as Land Rover will position it as a premium
product, will come with a limited choice of top-spec engines and
four-wheel drive as standard.
Those engines are likely to be revised at the same time as the
Convertible is launched, with JLRs new Ingenium units replacing the
old Freelander-derived diesel. The Evoque will be almost four years
old by the time the soft-top goes on sale in the UK; while its
looks will remain unchanged, interior trim details will be updated
and the latest 2.0-litre diesel from Land Rovers new Engine
Manufacturing Centre in Wolverhampton will give it a
level of efficiency to match its still-futuristic looks.
The Evoque range is also expected to be extended by a
high-performance version from JLRs Special Vehicle Operations unit.
Powered by a tuned version of the 2.0 Si4 petrol engine, this will
feature further evolved suspension using the magnetic dampers
already employed on the sportiest Evoques.
No timescale is yet known for the Evoque SVR, as its bound to
be
called, however a launch at next years Goodwood Festival of
Speed seems feasible. In the meantime, pricing for the Evoque
Convertible is sure to be the next big question now that the lid
has been lifted on Land Rovers production plans. A premium of
around 3000 over the equivalent tin-top is likely; with a general
price hike sure to be part of the facelift coming at the same time,
you can expect to pay in the region of 45-50,000 to get behind the
wheel.
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4 Issue 14: April 2015www . t h e l a n d y . c o . u k
ClubsAdventure WorkshopProducts VehiclesNewsHigh-speed passenger
rides from Race2Recovery to feature at Great British Land Rover
Show
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Above: Badging is a big deal on these three special-edition
Defenders, which definitely want you to know what they are. The
Heritage model (top left) plays on its link back to the original
Series I by reprising the HUE 166 number pate from the oldest
surviving Landy, while the logo on the wing of the Adventure model
calls up images of the Camel and G4 Challenge days as does the
orange paintwork on this particular example. Finally, the
Autobiography has an aluminium badge surrounded by LED lamps and
positioned next to a Sawtooth spare wheel seldom can overstatement
have been so understated
THE GREAT BRITISH LAND ROVER SHOW is delighted to announce that
Race2Recovery, the world-famous off-road rally team, will be
offering high-speed passenger rides throughout the event. The team,
which supports injured servicemen in their recovery and became the
first ever to finish the Dakar Rally with a disabled crew member,
will be running its Land Rovers on the little known off-road course
in the infield of Doningtons racing circuit and visitors to the
show will be able to buy tickets on the day for the ride of a
lifetime!
These are not available in advance, but on a first-come,
first-served basis on the day at the show itself. Race2Recovery
have set the cost at 20 per ride, with 5 of that going to an armed
services charity.
Dont forget that entry to the show itself is free after 12 noon
when you book in advance so buying a ticket for this unique
experience would be a great way to treat yourself with the
money you saved! Demand will be extremely high, however, so to
avoid disappointment it may be a wise idea to buy a morning pass so
you can beat the crowds. Even this only costs 5 in advance, though,
so its still a raging bargain just try comparing this price
with what youll pay at other shows of the same size!
You can apply for free and paid-for show tickets by going to
www.greatbritishlr.show.com. Book your place now and get ready to
grab a piece of the action!
Claim your FREE tickets today visit
www.greatbritishlrshow.com
THE LANDY SHOW THATS FREE TO ENTER!The Great British Land Rover
Show, at Donington Park on 26 April, is FREE to enter so long as
you book your tickets in advance. Tickets for entry from 12 midday
are FREE while stocks last when you register online (limited to two
per household). NB the show closes at 4pm
Advance tickets for entry from the shows opening time of 10am
cost 5 per adult Adult tickets on the door cost 10 at all times of
day
Under-16s go free
Advance tickets are available at www.greatbritishlrshow.com
High-speed passenger rides from Race2Recovery to feature at
Great British Land Rover Show
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6 Issue 14: April 2015www . t h e l a n d y . c o . u k
ClubsAdventure WorkshopProducts VehiclesNews
The Defenders time may be running out, but at least you can go
back in time and relive its early days thanks to Land Rovers new
recreation of its 1948 production line.
An authentic replica of Solihulls post-war manufacturing plant,
the Defender Celebration Line is part of a new Defender tour which
is now open to the public. It displays the different stages of the
vehicles production, using the exact same methods and components
that went into building the original Series I.
This nostalgic throwback to life in the automotive industry from
the late 1940s provides visitors with an insight into the type of
tools and planning that were employed at the home of Land Rover.
You can even slip yourself into an authentic cow gown as worn by
the engineers of 1948.
There is a section to learn more about Land Rovers founder too,
with previously unseen video footage of Maurice Wilks in an area
dedicated to telling the story of how the original Series I was
conceived.
Land Rovers Defender is still produced in one of the original
Solihull factory buildings, and the new Celebration Line lies in
the heart of
the plant. Land Rover is dedicating this year to celebrating the
Defender, having announcement three special-edition models last
month and now opening this historical attraction.
JLR Heritage Director John Edwards said: Land Rover has a rich
heritage based around the Series I and Defender models, and we
wanted to create something extra special that would give visitors
and enthusiasts a unique insight into how it all started.
It has been a huge task to recreate a production line from
almost 70 years ago, from sourcing original parts for the Series I
models to recreating the working environment and uniform of
employees who were here. The team involved has been meticulous in
their research, planning and creation of what is a fitting tribute
to the legendary heritage of Land Rover.
One man who knows plenty about rebuilding old Land Rovers is
Phil Bashall, who restored his first Series I at the age of 13. Hes
the curator of the famous Dunsfold Collection, home to the worlds
largest collection of Solihull products, and was responsible for
helping to bring the production line back to its former glory.
Its been a struggle at times, he admitted, but a real labour of
love to source all of the original parts needed
for vehicles that stopped production so many years ago.
After scouring his own Aladdins Cave of Land Rover spares, Phil
stockpiled more than 8000 original parts including rare brake
components, gaskets, clutches and pedals.
He then brought in the Land Rover Series I Club and a group of
skilled craftsmen to help him put together a replica chassis and
aluminium bodywork for the showcase models. Once all the necessary
elements were found, Phil and a mechanic set about reconstructing
the five Series I models.
The project was orchestrated by Mr Land Rover himself, Roger
Crathorne, who was born in Solihull and, after starting as an
apprentice in 1963, went on to serve Land Rover for more than fifty
years before retiring last spring.
No other car maker in the world has anything as authentic and
with such meticulous attention to detail as our heritage line, said
Roger. It has taken months of searching and dedication to put this
project together, but it has been worth it.
Starting in the body shop, visitors will embark on a three-hour
journey. Theyll follow on to the moment the engine and gearbox are
mated with the chassis, before glossy new paint panels finish off
the rebuild.
Opening day for the exhibit saw the Writtle family from South
Gloucestershire becoming the first to be taken back to 1948. We are
huge enthusiasts of this iconic vehicle, they said, and own 11
between us. It feels like we have won the lottery as we have
secured one of the few Limited Edition Heritage vehicles from
the recently announced Celebration Series.
We were amazed how little the Defender manufacturing process has
changed in the last six decades, with individual craftsmanship
still at the heart of each vehicle produced.
The family also witnessed Land Rovers quality control processes,
including the monsoon chamber test where vehicles are subjected to
343 high-pressure water jets for 14 minutes to ensure no water
leaks into them.
The Defender production line employs a 450-strong workforce,
which includes a family from whom three generations have all worked
on the manufacture of this iconic vehicle. Tours cost 45 per
person; to book a place, visit
shop.landrover.co.uk/driving-experiences/find-a-centre/solihull or
call 0121 700 4619.
Series I production line recreated for Solihull factory tour
Mike Trott
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7Issue 14: April 2015w w w . t h e l a n d y . c o . u kWere on
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call Mike Casey on 01283 553244
Land Rover is well aware of what its heritage is worth. It has
never been slow to boast of its former glories and, whatever you
think of its current and future models, thats very relevant to a
specialist manufacturer.
Its almost impossible not to think about the next-generation
Defender when I say this. But the ease (or otherwise) with which
Land Rovers past sits with its present runs an awful lot deeper
than just that.
There was a time when people who ran hybrids or went trialling
in old Series IIs would have a Range Rover or Discovery as their
everyday car. People for whom Land Rovers were a hobby had real
loyalty to Solihull. That does still exist today, but if you have a
90 for off-roading, a classic Series I or a 101 for military shows,
youre more likely to look at what Land Rover makes now and feel
like you live on another planet.
To some extent thats even the case with the Defender. I know
plenty of people whod sooner renovate a Tdi than buy a Puma, and
thats before you start talking about the DC100. To a lot of its
staunchest fans, Land Rover is just a luxury car maker now.
I actually think Land Rover is quite happy with that, too. They
even came out and said as much about the DC100: traditionalists
might not like it, but theyll have to live with it.
Compare this with the way Jeep relates to its fans in the US.
They might not buy new trucks, but the company values them, engages
with them and sees them for what they are an essential part of a
heritage that continues to thrive and grow today.
Jeep is proud of the people who modify its vehicles. By
contrast, the impression I get is that Land Rover is almost
embarrassed by the people for whom off-roading a modded 90 or
keeping a Series III alive is a hobby.
These are people who have an us and them opinion of the green
oval. But like it or not, theyre part of Land Rovers heritage. If
the company ignores that, one day it might wake to find that it has
no heritage left.
Alan Kidd, Editor
Comment
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8 Issue 14: April 2015www . t h e l a n d y . c o . u k
ClubsAdventure WorkshopProducts VehiclesNews
Cycling and road safety has become a massive issue in recent
times, following a spate of tragedies in London where more and more
people are being encouraged to get on their bikes. The debate has
been marked by no small amount of bitterness between drivers and
cyclists lobby groups, both of whom accuse the other of not doing
enough to address the dangers that come when cars and bikes share
the road but Land Rover should be immune to criticism of its
forthcoming products if its latest high-tech development is
anything to go by.
Calked Bike Sense, this a system using colours and sounds to
alert the driver to nearby hazards specifically cyclists or
motorbikes. In a modern vehicle, however, you can be assaulted by
no end of lights on the dashboard and beeps and bongs from all
around you so Jag Land Rovers high-tech boffins have come up with
something startlingly different.
The party piece is when you get a tap on either of your
shoulders from
the top of the car seat, alerting you to the fact that theres a
motorbike overtaking you or a cyclist coming past on the
inside.
Party piece? Youd better believe it. The tap will be backed up
by an audible tone not just another beep or bong but a bicycle bell
or a motorcycle horn, which will be played through the speakers on
whichever side youre being passed on.
While all this is going on, a set of lights will line the window
sills, dashboard and windscreen, first glowing amber and then
switching to red to indicate when the bike is approaching. The
pattern in which these lights dance around the inside of your Land
Rover will also indicate the bikes direction of travel.
Human beings have developed an instinctive awareness of danger
over thousands of years, said JLR tech boss Wolfgang Epple. Certain
colours like red and yellow will trigger an immediate response,
while everyone recognises the sound of a bicycle bell.
Bike Sense takes us beyond the current technologies of
hazard
indicators and icons in wing mirrors, to optimising the location
of light, sound and touch to enhance this intuition. This creates
warnings that allow a faster reaction as they engage the brains
instinctive responses. If you see the dashboard glowing red in your
peripheral vision, you will be drawn
to it and understand straight away that another road user is
approaching that part of your vehicle.
The systems sensors can tell the difference between a bike and
motorbike, and if several come at you together it will identify the
most immediate hazard and concentrate on
that. In addition, the door handles will illuminate and/or
vibrate if youre about to open your door at precisely the wrong
moment. The sensors can pick up bikes from the other side of a
parked vehicle, too so while you might not even be able to see
them, your Land Rover will.
Mike Trott
LRs latest tech means a safer ride for cyclists
Land Rovers work in cutting-edge technology has been recognised
by a Pioneer Award from two leading German magazines. The readers
choice Connected Car Award from Auto Bild and Computer Bild praised
JLRs InControl smart connectivity and infotainment systems which
allow you to access your vehicle remotely via a smartphone, for
example to check fuel levels or even pre-heat it before getting
aboard.
We are very proud to receive such an important technology award,
said JLR engineering boss Wolfgang Ziebart. It will inspire our
engineers to develop even more innovative and pioneering technology
to delight our customers.
Land Rover has welcomed the announcement of 11.3 million in
government funding for initiatives set up by the Automotive
Council. The award, which was announced by Business Secretary Vince
Cable, comes in recognition of the 19.1 million already invested in
the schemes by Land Rover and other major industry players.
Since being formed as a partnership between the government and
motor industry, the Automotive Council has introduced a series of
programmes designed to inspire the next generation of engineers and
technicians. Concentrating specifically on enhancing the skills
necessary for such careers, these aim to encourage young people
into the automotive industry and its supply chain.
Its Chair is Jo Lopes, Jaguar Land Rovers head of Technical
Excellence, who said: The Automotive Industrial Partnership brings
together industrys employers on an unprecedented scale. By working
collaboratively, we are ensuring that the UKs automotive sector can
grow and retain the talent that is so vital for the industrys
continued success.
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9Issue 14: April 2015w w w . t h e l a n d y . c o . u kWere on
Facebook: www.facebook.com/thelandyukTo advertise in The Landy,
call Mike Casey on 01283 553244First intake samples Land Rovers
training for ex-service personnelJaguar Land Rover has launched a
new programme designed to help ex-military personnel adjust to the
civilian workplace. Following on from last autumns Invictus Games,
the company has made good on its pledge to support ex-servicemen
and women by taking ten candidates on board a new bespoke training
course.
The aim of the programme is to provide ex-military personnel
with the opportunity to gain the skills and confidence that will
provide them with an opportunity to secure high-quality long-term
employment.
JLR recently announced plans for a further 1300 jobs at
Solihull, and the ten candidates will be looking to stake their
claim once they have completed the six-week programme.
First off, the group will spend four weeks at the Education
Business Partnership Centre, where they will attain qualifications
for working in the engineering and manufacturing sector. Following
on from this is a two-week,
hands-on work experience placement in the companys
state-of-the-art manufacturing facilities.
One of the candidates, 19 year old Michael Connolly from
Birmingham, said: I spent three years in the infantry and left as
my contract had finished. All I have known is the infantry and its
daunting to know how to find another career in the civilian world.
I am really excited about what Jaguar Land Rover has to offer and I
hope to one day climb the career ladder with them.
Unemployment is a major issue for former service personnel, and
JLR hopes to help ease that problem with its industry-first
Inspiring Tomorrows Workforce: Military programme. Last year alone,
24,000 men and women personnel left the armed forces, and many more
will be joining them in the search for employment this year.
Already at Jaguar Land Rover, we have recruited over 100
ex-military
personnel in the last year, the majority here in Solihull, said
plant Operations Director Alan Volkaerts. They have valuable skills
that can be directly
transferred to the automotive industry. Through working with
ex-military staff and helping them strengthen their employability
skills and relevant
work experience, we can make a positive contribution to society
as well as increasing the talent pool for our growing business.
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10 Issue 14: April 2015www . t h e l a n d y . c o . u k
ClubsAdventure WorkshopProducts VehiclesNews
Land Rover has unveiled the final model in its series of
special-edition Evoques for the export market. Once again taking
inspiration from a London postcode, this is called the NW8 thats
where youll find Abbey Road, home of the famous Beatles zebra
crossing.
The NW8 Evoque comes with Fuji White paintwork, 20 black alloy
rims and a Firenze Red roof, wing mirrors and bonnet lettering. It
had darkened headlamps and wing vents, and on the
inside theres a combination of neat embroidery and further red,
white and black touches see gear knob and headrests, for
example.
The final Inspired by Britain Evoque was launched at the
Montreal Auto Show and, to set off all the other features, carries
a unique motif picturing that iconic zebra crossing. Only 1000
examples will be produced with precisely none of them set for the
UK market.
The stricken Hoegh Osaka cargo ship, which ran aground in the
Solent at the start of January, has finally off-loaded its cargo
including 1200 Land Rovers.
Discoverys, Defenders and Range Rovers of all varieties were
seen licking their wounds as they were driven off the ship and into
a compound at Southampton docks.
In the immediate aftermath of the incident, which saw the ship
list alarmingly before being beached to prevent it from capsizing,
there was strong speculation that the vehicles
on board would have escaped their lashings and slid into a pile
of wreckage.
This, however, appears to have been unfounded, as the majority
of the vehicles were relatively unharmed. A few displayed light
body damage to, but all appeared relatively unscathed and,
crucially, there does not appear to have been any ingress of sea
water.
In total, the Hoegh Osaka had 30 million worth of cars on board.
In addition to the 1200 Land Rovers, there were several Minis and
Porsches as well as a number of construction vehicles.
At the time of writing, Jaguar Land Rover had released no
official statement on its plans for the seasick vehicles. Back in
2006, however, the MV Cougar Ace capsized in the North Pacific with
approximately 4700 Mazdas aboard. From the outside, the vehicles
appeared to be in a similar condition to some of the Landies driven
off the Hoegh Osaka.
On that occasion, Mazda bosses in North America controversially
decided that all 4700 vehicles should be crushed. Whether that will
be the fate of these Land Rovers remains unclear.
Hope for Landies aboard stricken cargo ship
The latest publicity stunt in Land Rovers Hibernot campaign,
which encourages people to embrace winter and get outdoors whatever
the weather, was a BBQ for 250 people at the Broughton Hall estate
in North Yorkshire. The crowd were serenaded by brand ambassador
Pixie Lott while tucking in to special Land Rover burgers flipped
by TV chef and self-proclaimed petrolhead James Martin. There were
toasted marshmallows, inevitable selfies and, somewhere among it
all, a Discovery Sport apparently driving through some woods.
Hiberwhat?
Final Inspired by Britain Evoque gets Fab 4 theme
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11Issue 14: April 2015w w w . t h e l a n d y . c o . u kWere on
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call Mike Casey on 01283 553244
Editor Alan KiddAssistant Editor Mike Trott
Admin and Editorial AssistantGemma PaskArt Editor Samantha
DSouza
Contributors Dan Fenn, Gary Noskill, Paul Looe, Mark Bailey
Photographers Steve Taylor, Harry Hamm, Anthony Singer
Advertising Sales Manager Ian Argent Tel: 01283
553242Advertising Production Tel: 01283 553242Publisher Sarah Kidd
Email: [email protected] effort is made to
ensure that the contents of The Landy are accurate, however
Assignment Media Ltd accepts no responsibility for errors or
omissions nor
the consequences of actions made as a result of these
When responding to any advert in The Landy, you should make
appropriate enquiries before sending money or entering into a
contract. The publishers take reasonable care to ensure advertisers
probity, but will not be liable for any losses incurred as a result
of responding to adverts
The Landy is distributed by Britpart. Details of your
nearest Britpart dealer can be found at www.britpart.comWhere a
photo credit includes the note CC-BY-SA, the image is made
available under that Creative Commons licence. Details are
available at www.creativecommons.org
The Landy is published by Assignment Media Ltd, Repton House,
Bretby Business Park, Ashby Road, Bretby DE15 0YZ
2015Assignment Media Ltd
01283 553243 [email protected] www.thelandy.co.uk
www.facebook.com/thelandyuk
NEXT MONTH
PLUS If your grandad went out and bought a 90 for a paltry 800,
you might not expect the
consequences to be all that pretty. So prepare to meet
Supergrandad
NEXT MONTHS LANDY IS PUBLISHED ON 30 MARCHYou can pick up your
copy of our May 2015 issue from newsagents or Britpart dealers or
read it online at www.thelandy.co.uk
PREPARE TO BE DAZZLED Most Land Rover fans are being derogatory
when they talk about shinies. Its a bit different in the case of
this 88 Seies II, though
The Carmichael Range Rover is one of the most celebrated
conversions on any Landy. This ex-RAF TACR-2a firefighter dates
from 1985 and its one of the ones whose 200-gallon load never
managed to roll it over. No wonder its a hit at the shows
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12 Issue 14: April 2015www . t h e l a n d y . c o . u k
ClubsAdventure WorkshopProducts VehiclesNewsDRIVING A SERIES LAND
ROVER is something that one of lifes great joys and privileges. But
doing so in a world of modern traffic can be one of lifes great
terrors especially when some clown in a look-at-me Audi rounds off
an in-your-face overtaking manoeuvre by cutting in front of you and
slamming his brakes on, confronting you with a broadside of ABS,
ESP and all sorts of other high-tech acronyms while all youve got
between your front panel and his boot lid are four slightly moist
drums.
With this in mind, you may be interested in Wild Industries new
Series Disc Brake Conversion Kit. This is designed to let you swap
out your long-suffering old drums for the more modern disc set-up
from a Discovery or post-1992 Defender.
The parts in the kit have been put through extensive testing and
harsh treatment both on and off-road, says the manufacturer. Theyre
constructed from high- quality steel (and youd jolly well hope so)
and allow you to retain your original-style Series wheels or, if
youd prefer, later-style Wolf or Disco rims.
Wild advises that when fitting the kit, you should update the
entire system to the twin-line servo-assisted
set-up system introduced on late Series vehicles or, even
better, that from the early 90 or 110.
Included in the kit are two machined caliper brackets, two hubs
accepting Defender discs, two track correction shims (accounting
for the switch from drums) and four OEM caliper mounting bolts. You
also get the necessary high-tensile disc mounting bolts, bracket
fixing bolts and spring washers.
Will Donaldson, owner of Wild Industries, said: These components
are now in use on numerous Land Rovers. The first set has been in
use for over 50,000km and they are, as always,
pulling up very quickly and perfectly straight every time.
Buyers also receive fitting guidelines, along with a list of
part numbers of consumables and a guide to the different caliper
and disc options. This conversion is based around the use of
standard parts, which should keep things simple and cheaper when it
comes to finding spares.
There are options to choose, too, including longer wheel studs
and adaptor brackets to fit a Defender servo to the Series pedal
box. Leave these alone, and the standard kit will set you back
525.www.wildindustries.co.uk
You cant really put a price on having the right winch. In a
challenge event, its the difference between winning and coming
nowhere; on a lane trip, its the difference between getting home
with a story to tell and paying a farmer fifty quid for a pull with
his tractor; and out in the wilds of the world, it could be the
difference between coming back alive and never being seen
again.
Performance is a big deal in the world of winches these days,
but make no mistake over and above everything else, this is an
arena in which dependability is all. Efficiency to match the Swiss
railways and power to match a Eurofighter are all very well, but
most of all your winch needs to be as reliable as an old
Labrador.
Warn is no stranger to making winches that tick all the above
boxes.
And the latest addition to its range is the last word in
precious metal.
On sale from mid-March, this mighty new powerhouse of a winch is
called the Zeon Platinum. And it promises to have a line speed
thats 20% faster than any previous Warn unit.
Given that Warn isnt exactly famous for making slow winches,
thats one serious claim. But its not the only headline feature on
the new Platinum range. Because in an industry first, this winch
does without a manual clutch.
When the Zeon originally launched, we didnt think Warn would be
able to top it, says Phil Rawlings of UK importer Arbil 4x4. But
the new range definitely goes that step further. It is the remote
clutch that has got people the most excited, as the UK hasnt seen
anything like this before.
It doesnt end there, though. The Zeon Platinum has also been
tested and proved to be twice as durable as Warns previous
generations of winches. And when Warn is arguably already the best
out there, this is pretty impressive!
Bold words to say the least, and there are few manufacturers who
could say such a thing without being laughed at. But were talking
about the brand whose 8274 became a household set of digits in the
off-road world there aint many in this business who can shoot from
the hip with the same credibility as Warn.
To test the winchs new-found extra durability, it was put
through more than 400 hours of salt-spray testing. Youd expect its
aluminium structure to shrug that off, but its seals stood firm
too, keeping the interior in perfect nick.
To further combat corrosion, the winch is finished in a flat
black powder coat and held together by stainless steel fasteners.
The Zeon Platinum can also hold its drink much better, with an
enhanced waterproofing rating now certified to IP68 standard.
Inside, it has a stronger gear train and high-strength
sleeve-in-drum brake design.
The Zeon Platinum comes with a choice of two rated capacities,
10,000 or 12,000lb. Both come with wire cable as standard, but the
10,000lb model is also available with synthetic rope as an upgrade;
prices for the range start at around 1600.www.arbil.co.uk/4x4
The styling gurus from Bespoke Cars have come up with a new way
of scaring the guy in the car ahead of you, with a menacing looking
new lightweight Defender bonnet. Made from fibreglass and sculpted
with a huge power bulge and air intake feature with a Bentley-style
mesh insert, this is light in weight as well as being outrageous to
look at. The bonnet costs 995, but few other mods add as much
presence so easily.www.bespokecars.co.uk
The new Topchest and Rollcab Combo from Sealey is serious bit of
kit, with 14 lockable lift-latch drawers which glide in and out on
ball bearings. This pro-quality tool cabinet, which also has a top
storage area, combines a 7-drawer rollcab, a 5-drawer topchest and
additional 2-drawer chest; between these three sections, its
overall dimensions (W x D x H) are 660 x 435 x 490mm.
Price? A good tool chest is pretty much priceless, actually. But
since that fact isnt a great deal of use when you earn a living by
selling them, 339.95 plus VAT sounds like a very good
investment.www.sealey.co.uk
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call Mike Casey on 01283 553244
Its possible to spend a small fortune on seat covers for a
Defender. But if all you want to do is cover up the splits, fag
burns and dog-chew damage, or youd like to plonk your posterior on
something a bit more pleasant than the harsh vinyl of the
originals, something cheap but tough might well suffice.
Something like Britparts new range of Inner Seat Covers, which
are designed to slip over the Defenders standard two-piece seat
units and stay in place using elastic ties. Simple, robust and all
most people will need and cheap enough that if they get ripped,
eaten, stained to death or totally ingrained with mud, you can just
lob them in the bin and buy a new set.
Cheap enough? With prices starting at 29.99, its a lot better
than springing for a new seat.www.britpart.com
Its always good to see new products for old Landies. So
Britparts new Brake Pipe Set is very good, because its for the very
oldest.
These UK-made copper nickel brake lines come pre-cut for 80 and
86 wheelbases. Theyre supplied with solid brass unions and are
pre-marked to show where theyre meant to go on your vehicle. Where
required, the kit also includes fitting clips and brass in-line
connectors.
Prices start at 69.99. Shopping around might score you a bit of
a discount on that, but for a set of tailor-made brake lines that
wont rust it already sounds like very decent
value.www.britpart.com
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14 Issue 14: April 2015www . t h e l a n d y . c o . u k
ClubsAdventure WorkshopProducts VehiclesNewsThe latest addition to
the range of Hutchinson wheels available at XS4x4 is the WA0604
Rock Monster Beadlock, in a 16x7.0 size designed specifically for
the Land Rover Defender. Fully government-approved as a road-legal
accessory back home in the US, this allows you to run your tyres at
ultra-low pressures all the way down to 0psi without breaking them
off
the rim, allowing them to spread the maximum possible footprint
in search of traction on difficult surfaces.
Beadlockers have been common for a long time in America, but
they remained rare in the UK until relatively recently when winch
challenges took over as the primary form of competition. Theres a
lot of options on the market, but Hutchinson is at the top end as a
price tag of 470 per wheel from UK importer XS4x4 illustrates.
Hutchinsons range includes a variety of fitments covering a wide
range of vehicles, so if yours isnt a Defender (or, indeed, a
hybrid with Defender axles) theres probably still something in it
for you. The WA1352, for example, is another heavy-duty road-legal
beadlocker with the same price tag, but this ones flagged up as
being suitable for the Mk1 Discovery too.www.xs4x4.parts
If youve got a Discovery 3 or Range Rover Sport with the
2.7-litre TdV6 engine, or a 2005-2009 Sport with the 3.6 TdV8,
youre also the owner of a Webasto fuel burning heater. And
Britparts latest box of tricks is a controller module which allows
you to switch it on an off using the vehicles own key fob.
This runs the heater for 30 mins, warming the engines coolant to
a target temperature of 76 degrees. Particularly useful if your
glow plugs are on the way out, but just generally a brilliant idea
if, like everyone else in Britain, youve spent the last couple of
months scraping ice off your windscreen and driving your kids to
school in a self-propelled fridge and youd very much like not to
have to again next winter.
Installing the controller is a relatively simple matter of
mounting it up and connecting four wires (live, earth, heater and
headlights), then setting the follow me home function as shown in
your vehicles handbook. Pressing the third button on the key fob
will now activate the headlights for a few seconds and this is
where the control unit gets its command to turn on the Webasto
heater.
Britparts RRP for the unit is 219. Not the cheapest accessory in
the world, then but divide that by the number of times youve
shivered your way to work this winter, then factor in the extra
engine wear youre saving by not running it cold, and youve got an
open and shut case.www.britpart.com
Britpart has introduced a range of back door cards for Land
Rover Defenders from 1987-2006 fitted with rear wash-wipe (yes,
such things exist). Available in Slate Grey, Dark Granite and
Black, these are coded to the vehicles chassis number there are six
different fitments in the range. Theyre not exactly cheap at around
140, but theyll make your Defender look a lot more
cheerful.www.britpart.com
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When Landy owners build suspension set-ups for the toughest
off-road events, they normally try to max out on flex. But Daan
Schreuders chose to take another route. The result was an 88 hybrid
with modest articulation but a perfect balance between front and
rear
16 Issue 14: April 2015www . t h e l a n d y . c o . u k
ClubsAdventure WorkshopProducts VehiclesNewsWinch challenge
vehicles tend to have ridiculously big tyres, stupidly flexibly
suspension, bodies suited only to bashing off trees and more power
than is good for them. Daan Schreuders 88 hybrid is an everyday
usable Land Rover first and foremost, but its been places most
hardcore winch trucks havent Ladoga and the Rainforest Challenge,
for example.
It was, however, in the altogether more domestic surroundings of
Tixover that the Landy first came to fame, when a chap with a
camera happened to be in the right place at the right time to catch
it somersaulting backwards down the hill Daan was trying to get up.
That was
Hanging in the balance
Words Gary NoskillPictures Steve Taylor
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17Issue 14: April 2015w w w . t h e l a n d y . c o . u kWere on
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call Mike Casey on 01283 553244a good test for its rollcage, if
nothing else which, as an automotive CAD designer, is a subject he
knows a lot more about than most of us.
Before any of this started, the vehicle was an everyday Series
III with the steering wheel on the left. Daan is orig-inally from
Holland, and he brought it with him when he moved to Britain before
rebuilding it with a 90 chassis and 300Tdi engine.
Hybrid building was well past its peak by this time, but that
wasnt the point. I am a big fan of Series Land Rovers, explains
Daan, but Defend-ers are better technically. This vehicle combines
both.
It does so using a NAS chassis that came direct from Land Rover
without ever having been used. The perfect starting point for a
project, naturally, even if cutting a brand new unit down to 88
inches must have seemed a little odd when most hybrid builders used
to make do with the frames from crusty old Range Rovers. Daan didnt
just shorten it, however he also replaced all the crossmembers to
suit his needs, before sending it off to be galvanised.
Overall, Daan reports, cutting it down saved 30kg: Ive tried to
keep the vehicle as light as possible, he says, and very simple for
easy fixing in the field.
Fitted to the chassis is a suspension system using 220kg Old Man
Emu front and 170kg Range Rover rear springs, which gives a lift of
about one inch. Identical shocks are used at each corner to cut
down on spares; all are 10 Pro-Comps, with the rears fitted
coil-over style for protection.
Both axles run radius arms, with rubber bushing all round. The
fronts are Range Rover units, drilled to save weight, while those
at the rear are fabricated in T45. Unusually, the rear axle doesnt
locate using an A-frame: instead, Daan has fitted a panhard
rod.
This illustrates that hes not one for trying to achieve
crowd-wowing levels of articulation which, unless youre into rock
crawling, dont actually do all that much in the real world. Theres
no dis-location, he says, but proper ten-inch travel, very well
balanced between front and rear. Its not unusual to see vehicles on
which one axle does way more work than the other, with drivers
constantly banging their diff-locks in and out to try and
compensate, but Daans theory (and its a sound one) is that two
axles working in harmony is worth more than any of that.
The axles themselves are both Defender units, with 4.75:1 KAM
ring and pinions, Ashcroft halfshafts and 110 CV joints. Belt and
braces? Ive never broken anything, says Daan, which more or less
answers that. A Gigglepin diff-guard beefs up the axle case at the
front, where Daan has also
made his own heavy-duty sleeved steering rods.
The steering system is otherwise standard, using a four-bolt PAS
box, but the same doesnt go for the brakes. Needless to say, its
discs all round, vented at the front, with very early 110 front
calipers chosen for their larger pistons and stainless steel
construction. Braided hoses are fitted all round, while the
handbrake is a transmission unit with an AP Racing caliper acting
on a Vauxhall Astra disc.
Providing the get-up-and-go is the aforementioned 300Tdi, run in
standard form, which is mounted about 10 further back to improve
weight balance. Breathing in through an inswept snorkel, whose
design means it wont be getting the tug from any trees, this feeds
out via a Defender 130 heavy-duty clutch to a Defender LT77S
gearbox and 1.2:1 Discovery transfer case. Beyond this are Defender
90 front and Series III rear props, which turn the axles via a
Detroit Locker in the back and Truetrac in the front.
The vehicle is designed to be able to run without any electrics,
says Daan. If the electrics fail, you can remove the plunger from
the fuel solenoid, bump start the vehicle and it all still works:
engine, diff-locks, front winch, cooling, none depend on
electricity. So if the electrics let you down, you can still
continue. This in turn allows the electrical system to be very
simple; juiced by a single Discovery battery, its basically
standard but for an upgrade to waterproof relays.
As weve just revealed, the front winch doesnt rely on
electricity for power or switching. Which can only mean one thing:
its driven by a PTO. Even then, however, its no normal mechanical
unit in fact, its a Koenig high-speed job with a 9:1 reduction
ratio, making it a staggering five times faster than standard. The
Superwinch EP9 paying its Plasma 12-strand out beneath the rear
crossmember looks positively normal by comparison, which is of
course because it is. Neither winch is fitted using any tricks to
let its cable out at silly angles, just a basic hawse ring which
fits in with Daans philosophy of keeping it simple.
Protection comes from galvanised rock sliders, an aluminium bash
plate for the standard fuel tank and a steer-ing guard which flows
down from that fabricated bumper. Chequer plate wing tops seem a
little trivial by comparison but while were talking about the
ve-hicles bodywork, its worth going into greater depth on an area
in which its much less standard than first appears.
The panels are all Series III, as is the front bulkhead as
illustrated by the classic split-screen appearance of a leafer. The
roof has been lowered by
Top, above left: Yes, this is the rear axle youre looking at.
Daan was more interested in achieving the same level of
articulation front and rear than freaking everyone out with how
high he could life one wheel with a Hiab, so he did away with the
traditional A-frame and used fabricated radius arms with a panhard
rod. The shocks are housed within the coils to protect them, so
theres no dislocation going on eitherAbove right: More coil-over
mounting up front, this time with Range Rover radius arms which
have been drilled to save weight. Bushing is by bog-standad rubber
all the way round, too if youre looking for clever tricks, youll be
a while. It all results in what Daan describes as proper ten-inch
travel, very well balanced between front and rear and talking of
resuts, it helped the hybrid show the cream of the worlds winching
talent a thing or two at the Ladoga Trophy and Rainforest
Challenge
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18 Issue 14: April 2015w w w . t h e l a n d y . c o . u k
ClubsAdventure WorkshopProducts VehiclesNews
Daan designed and assembled the roll cage himself, which is a
thing you only do if youve got the sort of know-how you can trust
with your life (he has, and the Land Rovers been over several times
to prove the fact). The exo part meets the rear hoop via spreader
plates in the roof, and the main stays are positioned as wide as
possible to retain a usable level of luggage space in the back very
necessary on self-sufficient events like the Rainforest Challenge.
This means they dont run down to meet the main chassis rails;
instead, Daan fabricated a set of outriggers to support them. We
said he designed and assembled the cage, but for the bit in the
middle he bought a load of T45 tube and took it to the Safety
Devices factory, where they bent it up for him as this
demonstrates, knowing what to do can sometimes mean knowing when to
let someone else do it
65mm, however, and the internal bulkhead shifted backwards by
75mm to create more legroom. The pedal box is 40mm further forward
for the same reason (Daans 6ft 7in frame wasnt made to fit in a
standard Landy), and the front panel is 20mm ahead of its original
position to create room for the Tdis intercooler remember, the
engine itself is 10 further back from
its standard mounting position. This meant extending the bonnet
to suit, which Daan has achieved without making it look like a
lash-up.
Further body mods include Defender wheelarch spats and a grille
mesh to prevent the radiator from clogging up. This, of course, is
removable for clean-ing, as a hardcore event will quickly turn it
into a solid wall of baked mud.
Elsewhere, the tub has been heavily chopped about to clear the
wheels on full bump (remember, the vehicle has only one inch of
suspension and no body lift at all), and also to provide more
stowage space.
This allows Daan to carry a pair of 20-litre jerry cans in front
of the spare wheel, with two waffles creating a false floor beneath
which live the rear winch
and, ahead of that, all the spares and recovery equipment he
needs. The fact that this includes a high-lift jack illustrates
just how much space hes managed to find.
This is all the more impressive when you consider the amount of
space some designs of roll cage can eat up. As we mentioned
earlier, Daan designed and built the hybrids himself, using T45
tube which was bent up at the Safety Devices factory; his design
uses an internal rear hoop which runs down to outriggers rather
than the chassis rails so as to minimise the amount of space robbed
from the cargo area.
Rollover protection of another kind comes in the shape of a
stout mesh guard attached behind the internal hoop and cross-brace.
No small matter,
Below left: In among all that armour is a Series III rear prop.
The axle it turns started life on a Defender, and the handbrake you
can just about see part of at the top of the picture is a one-off
which Daan made using a disc from a Vauxhall AstraBelow right: With
the engine being mounted 10 back from its standard position, and
the vehicles wheelbase not resembling anything Land Rover ever made
with a 300Tdi in it, a custom transmission cradle was always going
to be necessary. Another large tick against Daans welding skills
here
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19Issue 14: April 2015w w w . t h e l a n d y . c o . u kWere on
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call Mike Casey on 01283 553244this, when you consider that in the
sort of endo Daan knows about all to well, on top of all the other
stuff weve already mentioned theres going to be a shovel, chainsaw
and set of ammo boxes doing their best to break free.
Less frightening interior fittings in-clude a pair of Volvo
seats and a laptop for GPS navigation, the latter mounted on a
frame attached to the dash. The floors are chequer-plated for
hose-out ease of maintenance, and theres a second lever next to the
transfer box control for operating the PTO winch.
When we talk about the PTO winch, by the way, were actually
referring to the second to be fitted on the vehicle. Various people
have experimented with centre-mounted winches, routing the cable
cleverly to let them be used at the front or rear, with various
levels of success. Daans among them but hes one of the ones for
whom the level of success wasnt high. Not high enough to meet his
own standards, at any rate: I tried a middle PTO winch which could
work to the front or the back, but I didnt get on with it. Since
than, Ive had the two winches.
As this illustrates, Daan has long since reached the stage with
the Land Rover where hes happy just to refine and improve it.
Theres no such thing as a finished project but this is one hybrid
thats about as close to it as youll ever see.
Above: Here is the aforementioned 300Tdi. Being mounted so far
back, theres a shroud guiding air to the radiator youll be familiar
with this sight if you own a 90 with the 2.5 nat-asp dieselBelow:
The PTO-driven Koenig winch is geared for very high line speeds.
Being 100% mechanical, it will keep going even in the event of a
total electrical failure
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Seeing a late Series IIA in a nice, straight condition isnt the
rarest of experiences. But theres no such thing as a Land Rover
without a story to tell, and this 109 hides a lot beneath its
pleasingly straight body. Like a stretched Range Rover chassis, for
example and a 2.5 turbo-die-sel engine from an old Peugeot. Not a
classic in the conventional sense, then but a fine example of what
a classic Land Rover can become
Like a classic old song thats been digitally remastered, or a
seventies blockbuster which has been meticulously restored using
the latest technology, theres a certain kind of Land Rover that
manages to look ancient and modern at the same time.
These are the Landies which have been restored but not back to
their original condition.
At some point in your life, you may have looked up the
definition of the word restoration. Well, maybe. Most likely when
you were intoxicated at
Christmas, because it seemed like the fun thing to do at the
time.
On stumbling your way through the R category of your dusty
Oxford English Dictionary, youd read: The action of returning
something to its former owner, place or condition. Riveting stuff.
Your hazy eyes would then drift down to resuscitate, but thats
another story.
The point is that while the vehicle we have here certainly did
start off in need of restoration, what happened to it was a little
less easy to qualify. The word restification has been coined for
trucks
that start out as a wreck and end up as a hardcore off-road
warrior, but this isnt that either.
No, here the term modernisation (bringing something up to date
using modern methods and techniques) fits the bill much better.
Intrigued?
From the outside, this looks like a normal 1969 Series IIA 109.
So far, so unremarkable, even if it looks in good health. Some
years ago, however, this classic piece of British engineering went
through a revamp, the idea being to keep it moving with the times
while preserving its looks and character.
Actually, by some years ago were talking about 1997. So
modernisation might not quite be the right word. No Transparent
Bonnets or Hill Descent Control in this Landy, thank you. All the
same, it can be tolerated for much longer distances than it once
was.
Generally, if you asked someone what their daily drive was and
they replied with the words Series IIA, youd assume that he or she
is on first names terms with a chiropractor. With this Landy,
though, thats not the case.
Its been modified and updated to enable it to be used on a daily
ba-
20 Issue 14: April 2015www . t h e l a n d y . c o . u k
ClubsAdventure WorkshopProducts VehiclesNews
Words Mike TrottPictures Martin Traynor
This is the modern world
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sis, says Martin Traynor of Chiltern Motors. The body now sits
on a Range Rover chassis, which means you now have coil-sprung
suspension, so its significantly more comfortable to drive.
The more eagle-eyed among you (or in actual fact, anyone whos
awake) will have spotted that since the 109 is still a 109, the
Range Rover chassis cant still be a Range Rover chassis. Well, not
an original Range Rover chassis. So what youre looking at is a
stretched Rangey supporting a very tidy long-wheelbase Series IIA
van.
It was the Landys previous owner who did the conversion, but
Martin can verify that the extra comfort is definite-ly there. Not
because he just whizzed it round the block before putting it up for
sale, either.
As a testament to its ability, he says, I took this 45-year-old
vehicle down
to Southern Germany some months ago to deliver a Series I on the
back of a trailer. It never missed a beat and was just great, with
plenty of power and pulling ability, and happily sat on the
Autobahn all day long.
Not many people used the words plenty of power in relation to
the 2.25-litre petrol or diesel engines that went into new Series
IIAs as they came out of Solihull. And Martin isnt bucking that
trend. Under this ones bonnet is 2.5-litre Peugeot turbo-diesel,
installed using a Steve Parker Land Rover conversion kit and mated
to a five-speed Discovery manual gearbox to go with it.
The original Series vehicles are cracking motors, says Martin.
They have those classic looks, but often drive pretty horribly.
This one is deceptive though the work has been done so
well, you wouldnt realise unless you drove it. So you now have
retro looks with much more modern running gear, reliability and
comfort.
The man speaks the truth. No, those seats wont be winning any
style awards, but they beat sitting on a park bench wrapped in
vinyl. And then theres the handbrake; it sits by your hand and
doesnt force you into a game of heads, shoulders, knees and
toes.
As well as the logical improvements in the cabin, the bodywork
also re-ceived a full restoration when the new chassis and other
modifications were made. Not surprisingly, it acquired a full
repaint as well.
Back in the nineties, when hybrid building was in its heyday,
this must have been quite a machine. It still is,
Continued overleaf
These days, putting a Peugeot engine in an otherwise original
Series IIA would be like dancing on the grave of a precious
classic. But back when this 2.5-litre turbo-diesel went in, it was
simply a good way of making an old Landy drive nicer. Installed
using a Steve Parker conversion kit, the engine mates to a
Discovery manual gearbox making the 109 much stronger to drive as
well as allowing it to cruise comfortably (and a lot more quietly)
at motorway speeds
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actually IIAs are rare enough now that the time for modifying
them like this is in the past, so youre unlikely to see any more
getting this kind of treatment now.
At the very least, when the work was done this Series IIA would
have stood comparison to the 90s and 110s of its time. Youd expect
it to have been among the least punishing on your body, too.
Yes, it is hybrid, at least of sorts. But depending on your take
on things it could be one of the best out there not an off-road
killer, but a straight old one revised to be more like they would
have been, if only Land Rover had had access to more modern
engineering back then.
I wouldnt have driven it down to Germany if I thought it was
going to be unreliable, concludes Martin. I couldnt have something
hindering me and it didnt! You could do it in a big, shiny 4x4
perfectly well, but the IIA is just something different.
Quite. Today, old Series IIAs are way too rare and precious to
chop around (and Q-plates are enough of a pain in the neck to put
you off anyway). But this one is the sort of truck it was possible
to create back in those happy days of more freedom and less red
tape. Its not in its original state, no. But if theyd all been like
this, running a Series truck as a daily driver would be as normal
as anything.
Chiltern Motors currently have the IIA up for sale, at an asking
price of 5750 ono. Call 0118 954 7818 or pay a visit to
www.chilternmotors.co.uk
22 Issue 14: April 2015w w w . t h e l a n d y . c o . u k
ClubsAdventure WorkshopProducts VehiclesNews
One of the nicest things about this IIA is that although its
been changed very fundamentally in terms of its engine, chassis and
suspension, nobodys tried to make it into anything its not. The
cabin is still a basic, robust, functional place to sit, even if
its gained a pair of seats you can actually sit in on a journey
without having to spend the next day learning how to walk again. In
the back, its just a clean, tidy van, boarded out and ready to do a
days work the same sort of days work its been doing since the
Beatles were still together
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26 Issue 14: April 2015www . t h e l a n d y . c o . u k
ClubsAdventure WorkshopProducts VehiclesNews
If you want to go and see the world aboard a Land Rover, there
are plenty of companies wholl happily see you on your way by
relieving you of a large pile of cash. You get what you pay for, of
course, and many of these outfits turn out vehicles wed all be
proud to pilot across continents far and near, but theres another
kind of overland wagon too the kind whose owners take self
sufficiency to a whole new level.
This hefty 130, for example, was prepped for overland travel a
few years ago by Ian Daly. A lot of overlanders arent that into the
more extreme side of the off-road game, but this particular Landy
shared its driveway with a
hardcore playday toy hed take out when he wasnt going
long-range.
Two very different vehicles, then, for two very different kinds
of fun. Overlanding is a great pastime, Ian told us, because it
offers such a rich experience. My wife cant stand off-roading in
this country, but she loves the long-distance stuff where theres
something new to look at every day and a real sense of
adventure.
The 130 was a no-brainer when Ian started planning his build,
and that didnt change when he went looking and found one in Wolf
spec at the right price. It came with air-conditioning and a diesel
heater, he says, but the
rear was just an empty box when I took delivery of it.
It wasnt empty for long. With the Wolf being so well sorted from
scratch, Ian was able to concentrate on the living quarters which
contain a fold-down double bed, copious storage space and a dining
table which four of us were able to gather round for a brew without
anyone feeling cramped.
It was, he admits, an intensive job which took months of solid
work. But the results are staggering.
Ian was eager to test the 130 in gentler conditions than the
desert when the build was first completed, just to make sure
everything worked the
When Ian Daly longed to get out there and explore the world, he
decided to base his build on the longest Landy there is. When he
found a 130 Wolf at the right money, he knew hed chosen well
its tempting to go with bells and whistles, but thats not always
the best thing on an overland vehicle
A SENSE OF LONGING
words gary noskillpictures steve taylor
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way he wanted. So off he went, first to Scotland and then to
Switzerland.
Whoever heard of a shakedown run for a camper van, huh? Well,
its just as well he did, because the batteries ran flat first time
out something he was able to remedy back home before setting forth
again. Naturally, he was happy to have discovered the issues with
the initial arrangement before heading out on the sort of
expedition where a problem like that could prove to be much more
serious.
The 130 is a heavy old bus even in standard form, and with a
self-propelled home on the back this one tips the scales at almost
four tonnes more when fully laden with water and spare fuel. Given
that it was built to go places where deep sand is the most common
type of terrain youll find, Ian went for the widest tyres he could
get 265x85R16 BFGoodrich All-Terrains. I like the AT tread pattern
for its all-round capabilities, he said. But I think an even wider
tyre would perform better in desert conditions.
Being a Wolf, the 130 has a 300Tdi engine turning an R380
gearbox. The engine runs a raised air intake and has the usual
24-volt heavy-duty alternator, but Ian left it well alone in terms
of mods. The perfect choice for an overland truck is one thats very
strong as standard and doesnt need any enhancements at all, so you
dont have to go messing about with the drivetrain and suspension
and this Defender proved absolutely ideal.
Being on 24-volt throughout actually suited Ian rather well, as
the electrics for the living quarters could be kept entirely
separate from those in the engine bay. He used 12-volt for the
domestic stuff because of
its compatibility with conventional appliances, and a second
24-volt system went in to serve as a back-up for the engine. The
last thing you want is to be stranded in the desert with no power,
he comments. So its worth adopting a belt-and-braces approach.
Talking of belt-and-braces, going off-road in anything that
weighs this much is going to ask questions of your suspension. Many
people fit upgrades here, whether or not they actually lift the
height of the vehicle, but Ian didnt need to because Land Rover
already had the answer itself.
This was, of course, to fit big springs and really big shocks.
The Wolf being the Wolf, total dependability is what it was all
about, so youre looking at a set of impressively over-engineered
components here.
As weve said, keeping it standard as possible is always a good
idea on an expedition machine. If you keep with stock componentse,
confirms Ian, its far more likely youll be able to find
replacements when youre travelling. Its tempting to go with bells
and whistles, but thats not always the best thing on an overland
vehicle.
Aside from that, of course, theres the age-old argument that the
trucks manufacturer put a lot of time and effort into designing it
so all the components would work together. Start modifying it away
from standard and, while it might perform better in the short term,
eventually somethings going to object.
Thats why a 130 is a great choice, and a 130 Wolf is a brilliant
one. Ian took this Landy and turned it into a top-class home from
home. But deep down, in the bits that make it go, its still the
same Landy it always was.
The perfect stategy for an overland build is to start with the
strongest truck you can find, so you can leave it as standard as
possible and concentrate on just prepping the camper-van part of
it. Thats what Ian did with the 130 and they dont come much
stronger than a Wolf model, which meant an original-equipment
300Tdi under the bonnet with a factory-fit raised air intake and
24-volt alternator. The domestic electrical system is all 12-volt,
and thus completely separate, and it provides power and light to a
home based around a fold-down double bed and remarkably spacious
dining table
-
I came back to It once and someone was lyIng underneath!
In a world of Porsches, Evos and Caterhams, a Defender will
always look like the geeky kid at the back
of the class who never gets the girl. But when the time comes to
shine, Land Rovers finest scrubs up very
well indeed and when it does, nothing else gets a look in
ADefender is rarely what youd consider to be a smart vehicle.
These are the Land Rovers most at home on the land where, whether
for work or play, they never look better than when theyre covered
in mud.
The Defender is like the kid at school who doesnt hang out with
the cool crowd. Rather than spending the sum-mer getting wasted at
endless house parties, hed sooner be off hiking.
But then, when the whole school comes together for prom night,
what happens? The odd kid turns out to scrub up better than anyone
could
imagine and ends up stealing the show. And the girl,
obviously.
Sorry. Maybe I watched a bit too much American kids TV when I
was a teen myself
Anyway, here have that odd kid, moments before he loosens his
tie at the end of the night and whisks the prom queen away to jump
knee-deep into the mud together. Alan Webber is father to this
particular show-stealer, and on the whole hes pretty proud of what
hes got.
Part of the reason why he may be so happy is that he didnt raise
this Defender himself. He merely took it on
from someone whod done all the hard work already!
I bought this truck off my broth-er-in-law, who had kept it for
about a year himself, says Alan. It was my brother-in-law and my
best mate that actually got me into the off-roading side of things;
we all love them and Ive had loads of different Defenders over the
years.
They say that the first step towards rehabilitation is to accept
that you have a bit of a problem (Im not speaking from personal
experience). And Im glad to report that Alan has completed this
first step
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words and pictures mike trott
SCRUBBING UP AMAZINGLY
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Im a furniture maker by profession, but I also do a bit of
part-time trading on Land Rovers. It started off as a hob-by
really; its getting out of hand now though! continues Alan.
Ive had at least 20 Defenders and another couple of Range Rovers
over the last half a dozen years. I think once theyre in your
blood, you are doomed.
Alan may change his Defenders like he changes his socks, but
thats nothing new to him. Ive had everything, from Porsches to Evos
to Subarus but I just keep coming back to Land Rovers. I had a
lovely Caterham Seven before and people used to ask me questions
wherever I went in it but I kid you not, this Defender is ten times
worse!
I came back to it once and someone was lying underneath it! I
said, Excuse me, what are you doing? Youll go a long way to find a
car with more char-acter than the Defender.
Theres probably a reason why Alan found someone under his daily
drive, because this Td5 has been smartly
Continued overleaf
Above left: Suspension uses +3 Pro-Comp springs and shocks
throughout. Above: Some of the decor on this 90 is more street chic
than off-road cred, but you can never go too far wrong with a good
bit of chequer plate. Below: Elsewhere notably underneath the
vehicle, which is of course where its most vulnerable stuff like
the Matt Lee diff guard, Equipe bash plate and Shadow winch bumper
are heavy-duty and nothing less
Its the same Pro-Comp springs that youll find at the back. Here,
however, instead of being fitted coil-over style theyre non-captive
at the top where dislocation cones helps them re-seat themselves
after a flexing session
-
enhanced for exactly the sort of thing he enjoys a touch of
gentle green lan-ing and a chance to let off some steam at the
occasional playday.
A lot of the vehicle has remained unmolested, including its
brakes, transmission and axles, which simply have a set of diff
guards bolted on. Lets face it, a Td5 is a good starting point rear
disc brakes had become standard by this point, the axles were good
and strong and the powertrain is one of the most reliable ever to
exit the magic factory on Lode Lane.
Kids are terrible for losing things, of course, and this one has
misplaced its EGR valve. Better performance and fuel economy in one
easy stroke? Dont mind if I do. Combine that with the stainless
steel sports exhaust at the other end of proceedings and you have
yourself a smoother, more efficient Land Rover that also enjoys
stretching your facial muscles.
Its off the tarmac, however, where this odd kid starts to show
its ma-turity. Wide-angle propshafts work with a 3 Pro-Comp
suspension lift and dislocation cones to make sure it can travel
across the majority of terrain. The steering has been given a
revamp with a Terrafirma damper and hardened steering arms, all
protected by that shiny guard at the front from Equipe 4x4. Should
things go wrong, a Superwinch S5000 inside a tidy Shadow tubular
winch bumper will make them right again.
Alan must go home and drive his family insane with all his talk
of Land Rovers. We say this because even his real offspring has
caught on to his obsession! My daughter Amy, shes ten now and she
keeps saying things like galvanised chassis and KAM diff
lockers. Cant think who she could have got that from!
While the Defender came to him already potty-trained, Alan has
made a couple of changes himself, most notably to its wheels and
tyres. It now runs on 33x12.50R15 Cooper Discoverer STTs, which
Alan says are the best all-round-ers hes found. These are glued
around a set of black modular rims.
Its in the bolt-on extras that this Defender has really gone to
town. You
could say its gone overboard, even, but it appeals to Alan
because it takes an already great truck to become a stupendous
one.
A G4 roof rack, chequer plating, wing vents, Puma bonnet,
heavy-duty side steps, spotlights and Exmoor Trim XS-style seats
should cover the options list. We did say that this vehicle has a
prom to get to, after all, so it was always going to need a few
accessories to go with its tuxedo.
As we mentioned, Alan tends to go through cars faster than some
people go through changes of underpants, so it wont surprise you
ever so much to learn that since we took these pictures he had
already moved on to his next Defender. This ones a Puma, and he
says its the most comfortable Defender hes ever owned.
Realistically, for me at least, the De-fenders are more of a
second car than something youd want to drive about
in every single day. But they are the ultimate vehicle for
having fun in.
Wed all agree with that. And when the time came for this odd kid
to shine and it danced around the off-road site at Muddy Bottom for
our photos, it was like the greatest prom night triumph ever. The
birds sat up and cooed with delight as did the sheep, and all the
other wildlife down there.
You see? They really do all scrub up well in the end.
30 Issue 14: April 2015w w w . t h e l a n d y . c o . u k
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The Td5 engine is still regarded with suspicion by some, but
desipte the electronics its one of the most reliable things ever to
come out of Solihull. You see some ludicrous tuning efforts going
on with it, but this one shows just what you can do by simple means
the EGR valve has been binned and theres a sports exhaust to ease
off on the back pressure, and thats just fine. In the cabin, this
generation of Defenders still had the old-school dashboard and amen
to that, say many of us but is less likely to have been destroyed
than something from the early Tdi era or beyond
-
One day before were due to leave for an overland trip to
Morocco, after two months frantic preparation, what hap-pens? My
Range Rover refuses to start.
Nothing for it but to call in the sixth emergency service. This
is Andy Pen-dragon, the organiser of our expedi-tion. He convinced
the Rangey to start, but offered no explanation as to why it hadnt
wanted to in the first place.
The following morning, I very nerv-ously went out and turned the
key. To my great relief, she fired up. All set for the trip of a
lifetime. But then, 25 miles
into that trip of a lifetime, she started misfiring again and
struggled to climb the slightest of hills.
By the time I arrived at the meeting point, I was ready to pull
out. The idea of travelling 3000-plus miles with this vehicle was
filling me with nothing but dread. But Andy is a laid-back kind of
bloke; he convinced me, somehow, that everything would be fine.
So I misfired my way to Portsmouth and on to the ferry, and
forgot about it for a while. Id suggest taking a good book for the
crossing, or at least a big
one. Whale and dolphin watching is extremely rewarding when you
get to see them, but you have to be looking out to sea at the right
moment and there are a lot of moments before you get to
Santander.
Once in Spain, Andy suggested we drain the Rangeys tank and
clean the fuel lines. I had serviced it to within an inch of its
life only a week before, so it had to be something silly. And
indeed, draining the fuel tank revealed water, mud, muck and bits
of metal how on earth did all THAT get in there?
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Words and pictures Mark Bailey
SEEKINGTHE SAHARA
The idea of taking a couple of years out and setting off around
the world is hugely appealing, but actually doing it is hardly what
youd call practical. For many Land Rover owners, the soution is
just a 35-minute ferry ride from the south of Spain. Joining an
organised convoy to Morocco gives you cameraderie, peace of mind
and instant access to a landscape and culture that might as well be
on the other side of the planet
NO TIME FOR A FULL EXPEDITION? TRY A THREE-WEEK CONVOY TO
MOROCCO INSTEAD
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Roger, one of the guys on the trip, had a small compressor,
which we used to blow out the fuel lines. The Range Rover misfired
on and off for a couple more tanks, then cleared up and started
running sweetly. What a relief at last, I could settle back and
enjoy our overland journey to Morocco.
The first thing you do once out of the port is climb a mountain
and what a mountain. More than 4000 feet above sea level, with
switchback after switch-back in first and second gear, it made for
amazing driving and a stunning view. What a way to start the
trip.
Once over this, you settle into chas-ing the horizon, across
flat plains cov-
ered in date plantations with mountain ranges away in the
distance. Northern Spain more than warrants a trip of its own but
our target was the south coast and our ferry to Morocco.
Two days of fantastic scenery later, we rolled into the port
only to be told that the days crossing was cancelled due to bad
weather. Not to worry, that gave us an opportunity to give our
vehicles a check-over. One of the group had had to replace a couple
of wheel bearings and UJs on his 90 on the way down, something that
quickly became a team effort.
It was still a little blustery the following day, but this time
the ferry
was able to set sail. It makes you realise how close together
Europe and Africa really are, because the crossing only takes 35
minutes.
Moroccan customs was an experi-ence in organised chaos, but once
out of the city the pace of life slows right down and the true
Morocco reveals it-self. Its only now that first-time visitors like
me can start to take things in and you quickly realise youre in a
totally different world.
After a fuel stop and caf break, we set off for our first
campsite, all the while trying to adjust to the unfolding sights,
sounds and smells of Morocco. Yes, smells: plantations of orange
trees,
NO TIME FOR A FULL EXPEDITION? TRY A THREE-WEEK CONVOY TO
MOROCCO INSTEAD
When your ferrys cancelled due to high winds in the Strait of
Gibraltar, what do you to to kill the time? Why, you get to work on
your Land Rover, thats what. Everyone gave their vehicles a general
check-over, but for one member of the group the adventure included
changing a couple of UJs and wheel bearings. When that turned out
not to be a big enough job to keep everyone occupied, he decided to
follow that up by changing the bushes in his 90s steering. And you
thought a three-week holiday wouldnt involve the sort of running
repairs that are part and parcel of fully fledged expedition
travel
King of the dunes? That would be the authors Range Rover. A
nicely tuned 3.9-litre V8 engine and auto gearbox had a lot to do
with that, though the truly ground-breaking idea of going on
expedition in a bobtail meant they didnt have as much weight to
haul through the sand
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dates and mint are intoxicating as you pass through with the
windows down and the wind in your face. You pass roadside stalls
selling brightly coloured pots, plates and crystals, with the
pro-prietors beckoning for you to stop and view their wares.
The further south you go, the more dramatic the scenery and the
sparser the population becomes. We covered on average 125 miles a
day but it wasnt just a follow-my-leader convoy drive. Andy gave
each of us a roadbook and let us all travel at our own pace,
stopping where and when we liked.
Our aim was to get to the desert in the south of the country,
but we did stop a couple of times to explore. The first of these
detours was to the cas-cades at DOuzoud, which are stunning. A
three-stage waterfall with a total drop of some 300 feet, theyre at
their best in April when the river is full. But they remain
extraordinary all year round as indeed does the whole of
Morocco.
Our second stop was at Marrakech. Much has been written about
the place, but nothing does it justice; the city square is full of
water sellers in all their finery, snake charmers and stalls
selling food, souvenirs and aromatic spices. The souks are an
experience in themselves, with stalls stuffed with colourful
lanterns, jewellery, clothing and slippers. Be warned, though, the
Moroccans are born salesmen!
Two more days driving, and at last we were on the northern
fringes of the Sahara. The scenery so far had been spectacular, but
we were about to go somewhere really rather special.
The first thing you notice is that the desert is not all soft
sand. In fact, vast areas are covered with rocks and mountains. You
pick your way though
the rocks, sand and clumps of bush; youre following ancient
tracks, but you still have to pay attention to where youre
going.
It was here that I got my only punc-ture. A word of advice about
changing a wheel in the desert: take it slowly!
Needless to say, the rules about trav-elling in convoy change
once youre off the beaten track and into the wilds. Out here, where
breaking down or getting stuck could have calamitous results, it
would be crazy not to stick together.
On the smooth, flat surface of Lak Iriki, a dried-up lake bed,
you can
travel at 50-60 mph with no difficulty at all. We spread out to
keep out of each others dust, with everyone having a whale of a
time. I spotted a dust devil and headed off to drive through it.
Next time, Ill remember to close the window first
After about an hour we were back on the track, but we soon
turned off into soft sand. This requires low box and diff lock due
to the drag as your tyres struggle to float over the surface, and
momentum is absolutely essential. I could feel the Range Rover
squirming beneath me as I fed in the power, and
If you visit Morocco on a hotel holiday, probably the only time
youll realise youre not in Europe is when you get herded on to a
bus and taken on a tour of authentic markets selling touristy tat
in sterile cod-ethnic surroundings. Go there for real and the
reminders are all around you: none of these photographs were taken
in zoos. If thats not reason enough to start planning a trip like
the one in this article, we dont know what is
Below left: Theres plenty of sand in the Sahara, but theres much
more to it than that. The desert has huge tracts of stony ground,
and its by no means all flat there are rocky outcrops and craggy
mountains erupting from the plains below, and many of the ancient
tracks pick there way through a landscape of boulders and clumps of
bushBelow right: Just when you think youve got the measure of
Morocco, check this out. The sun might beat down on the dry,
parched desert below, but up here in the High Atlas the climate is
defined by altitude. Yes, that really is snow on the peaks in the
distance
-
35Issue 14: April 2015w w w . t h e l a n d y . c o . u kWere on
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call Mike Casey on 01283 553244there was a delay following each
turn of the wheel as I steered. Its great fun I defy anyone not to
be grinning from ear to ear at this point!
The next day was even better. Wed had a taste of the desert and
now, after a lesson from Andy on how its done, it was time to hit
the sand dunes.
As it turned out, my Range Rover was the king of the dunes with
the combination of three-speed auto and 3.9-litre V8, she climbed
everything. Okay, you could say that the auto box took some of the
skill out of it. But who cares? What a blast! Thats not to say I
didnt get stuck, far from it. There is a technique to sand dune
driving, but the Range Rover made it look easy. I loved it.
After three days in the desert, it feels as if the trip is over
when you set off for home. Far from it, though. Our route went
through the High Atlas, which isnt called that for nothing. I
thought wed climbed some pretty big mountains on the way down
through Spain, and seen some stunning views, but nothing prepares
you for this place. One mountain in particular, Jebel Toubkal, took
three hours to climb and topped out at around 4100 metres. The
views? Mere words cant begin to do them justice.
By the end of the trip, I had covered some 3300 unforgettable
miles in three weeks. My advice is that if you have been thinking
about making a trip like this, you should do it soon; western
influence is gaining a foothold, and Morocco is changing fast. Its
not just Burger Kings and Pizza Huts, either Andy told us that some
of the tracks he had travelled on in previous years are now tarmac
roads.
And my other piece of advice? While solo travelling is perfect
for long-term expeditions, if you want to take a short-er overland
trip and make the most of every day it makes a lot of sense to go
with an organised party the way I did.
Using roadbooks on the way to the de-sert gave me the feeling
that I really was exploring on my own, yet I never had to waste
time looking for a campsite or worry that I was missing the best
scen-ery. Having a guide meant we could all just relax and enjoy
the trip.
Besides, it was Andy who settled my nerves before we even got to
Portsmouth and convinced me not to back out. And Ill always be
grateful to him for that because if he hadnt, something as stupid
as a grotty fuel tank would have caused me to miss out on the trip
of a lifetime.
Above: You almost never hear anything being described as exotic
without the reality turning out to be altogether more mundane, but
Marrakesh at its best really is worthy of the word. The souk in the
centre of the city comes alive at night it might be for the benefit
of tourists, but the effect is totally believable. After running
the gauntlet of the ever-present manic traffic that circles the
city, in any case, youll be quite happy just to be able to relax
and enjoy your surroundings for a while though the noise and energy
running through the place mean its anything but peacefulRight:
Something else that looks peacefully beautiful in a photograph but
is actually pretty deafening in real life. At the triple cascades
of DOuzoud, the Oued Tissakht river plunges 330 feet its the
biggest waterfall in Morocco, and the most visited attraction in
the region. Dont let that put you off, though, because all those
people rolling up in their coaches havent had the experience of
driving there on rough mountain roads in the Western High
AtlasBelow right: Many people have taken Land Rovers to Morocco.
Not all of them, it would appear, have brought them back
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36 Issue 14: April 2015www . t h e l a n d y . c o . u kSeries
I
Series I (1956). Petrol engine. Restored approximately six years
ago, fantastic condition, any viewing welcome. 10,000, 07973
131603
Series I 88. Has an early 2.25 engine fitted which runs on
petrol and LPG. Bulkhead totally rebuilt using galvanised
box-section, galv steel plate and new footwells. Not to original
spec but strong and rust free. Chassis repaired where needed to
make roadworthy. Parabolic rear springs with Polybushes. Items
still to do include front springs, speedo cable to fit, some rear
area windows which are cracked and hard-top painting, plus carpet
inside. For sale as is,
only because I have other projects to complete. 7000. Kendal,
[email protected]
Series II
Ex-MOD Series IIA Ambulance (1972). Camper conversion. MOT July
15 (no advisories). Tax exempt and cheap historical vehicle
insurance. Stretcher bays converted into beds/seats, but could
easily be returned to original for military shows. New 2.25 petrol
engine fitted by MOD prior to disposal; vehicle has only done 4500
miles since then! New tyres, brakes and pipes in last 3 years. New
lights, floor panels, wheel cylinders, coil and carbu-rettor.
Fairey overdrive. Chassis in excellent condition (Waxoyled). Window
washer system, phone changing points, DVD player and LED inside
lights added. Rear roof insulated and carpeted. Comes with a
drive-away awning for adding space when camping. A great
head-turner, and very practical Ive helped friends move house in
it, and you wont get stuck if you use it for camping
at a muddy festival! 3500. Cardiff, 07736 329789
Land Rover Series IIA (1969). 2.25 petrol. 48,389 miles. This is
a beautiful marine blue Series IIA 88 soft-top. In excellent
condition, fully serviced recently, newly repaired starter motor
and 10 months MOT. No need for road tax! Essex. 3000 ono. 07966
242402, [email protected]
Land Rover 109 200Tdi. Twin tanks, body-off refurb, chassis
checked and no welding required, HD military style crossmember, new
bespoke bumperettes, 3 coats of Shutz to chassis, tub and wings,
galv bulkhead and front panel, Defender front wiring loom,
professionally wired rear, new LED standard style
lights, high level brake light, LED camping/reverse lights and
internal strip lights, Pioneer CD, Toro overdrive, P38 PAS box on
12mm plate weld