The Landy - September 2023

I REALLY DIDN’T THIN THE

Restoring Range Rovers is a very lucrative industry.

But the vehicles themselves can end up looking as formula-built as a new one.

This low-mileage Classic is different. Its builder set out simply to bring it into the modern world – but in doing so, he created a Rangey that drives like a new vehicle and is set to last forever.

Full story: Page 19

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Disco Sport gets mild facelift and new cabin

JLR HAS LIFTED THE WRAPS on a mildly facelifted version of the second-generation Discovery Sport. This is only subtly different to look at from the outside, however its cabin features a range of updates making it more luxurious than ever to travel in. This includes details like a new gear selector, a digital instrument cluster and gearshift paddles on all models and a simplified centre console. The latter is home to the undourbted star of the show, a floating 11.4 curved glass touchscreen running the latest version of JLR’s Pivi Pro2 infotainment system. Covering vehicle controls and functions such as media, volume, climate and navigation, this allows users to access 90% of tasks within two taps from the home screen.

The new media system takes care of various jobs previously done by physical controls, thus freeing up a huge amount of extra oddment storage space in the centre console. This now features wireless charging as standard, too. Each row of seats also has access to two USB charging points; the Disco Sport continues to be available in five

and seven-seat form, with every row also having its own climate control.

Staying with the in-vehicle climate, this now features enhanced air quality technology with the latest particulate filtration and CO2 management, promoting well-being for all occupants and heightening alertness for the driver. The system helps prevent odours, allergens and bacteria from entering the cabin, and allows you to monitor outside air quality at your location and, through an Air Quality Index app, your destination.

The 11.4 screen also carries images from a suite of exterior cameras, giving you the option of 3D surround and bird’s-eye views of the vehicle.

From the outside, the Discovery S gains full body-coloured lower sills, a new gloss black grille, silver skid plates and Bright Atlas Discovery script on the bonnet. Dynamic models come with a contrast roof and gloss black exterior accents, including the grille, wheelarches, lower sills and bumpers, and the range of alloy wheels grows to include new black and diamond-turned options in 19 and 21 . There’s also a new paint option, called Varesine Blue; JLR

describes this as ‘curated,’ though to us it appears to be a colour.

As before, the Disco Sport can be had with P200 and P250 petrol engines and D165 and D200 diesels. The P300e also remains –though its battery has been upgraded to deliver an improved EV range of up to 29 miles. Not too much more than a set of tweaks to what was already a winning formula, then –though in the cabin it will feel like a useful step both forward and upward. Prices start at 44,790, with the Dynamic HSE bumping that up to 57,850 in plug-in form.

Where the Disco Sport shall tread, the Evoque shall follow. And so the baby of the Range Rover family also now boasts the same 11.4” curved glass touchscreen, Pivi Pro2 and so on. Sophisticated cabin air quality tech? Check. Enhanced EV range? Got it? Completely spurious use of the word ‘curated’? Can’t believe you even had to ask. It’s like looking at a Discovery Sport, only one whose ‘optimised stance, taut detailing and Range Rover design DNA make it instantly recognisable’ as something you still associate with David Beckham’s missus.

The kit list is sky-high, obviously, and in addition the Evoque is available with ‘a comprehensive range of curated options packs.’ r ‘options packs.’

The revised Evoque range starts at £ 0,0 0 TR , with the top-spec P300 Autobiography hiking that to £ 0, 0. e went to the configurator on LR’s website and, no word of a lie, it presented us with the ‘trending’ model before inviting us to ‘accept this curation.’ They do say your choice of car says a lot about you…

User evidence sought in fight to save Blind Lane

by the local authority. But the capacity for greed and malign influence to make a mockery of logic runs deep and wide (and high, as the House of Lords demonstrated with NERC in 2006), so the Green Lane Association is calling on all motor vehicle users to rack their brains as to whether they may have used the lane in the past.

Blind Lane is an unclassified adopted highway near Grindleford in Derbyshire. Also known as Excelsior, it was the subject of a Definitive Map Modification Order claim some years ago – which Derbyshire County Council has been investigating ever since.

Having established the facts of the route’s history and usage, the authority recently confirmed that sure enough, it should be recorded on the Definitive Map as a Byway Open to All Traffic –giving official recognition to its status as a right of way to motor vehicles.

The decision was reached on the basis that the lane was reasonably alleged to be a public carriageway. But needless to say the usual selfinterest groups and hate campaigners immediately objected, saying it should only be recorded as a bridleway. The case is therefore set to go to a public enquiry, which is due to be held on 15 August at Hathersage.

The purpose of a public enquiry is to review the available evidence and make a decision based on the balance of probabilities. Logically, then, it will ratify the conclusion already reached

‘It’s sensible for us to seek additional evidence and maximise the user evidence available to the inspector covering use of motor vehicles in the 1980s onwards,’ explains Derbyshire rep Chris Mitchell. ‘If you have driven or ridden Blind Lane in a motor vehicle or on a motorcycle, especially in the 1980s, 1990s and or early 2000s, I would urge you to contact me (derbyshire.rep@ glass-uk.org) so I can send you a blank user evidence form to complete.

‘Any photographs or club records showing vehicles using the route in those days would also be useful,’ Chris adds. ‘To help jog your memory, the lane’s ID on Trailwise2 is SK2376-04. GLASS is also keen to hear from anyone would like to appear at the public inquiry to give verbal evidence regarding use of the route. ‘Such evidence is invaluable and inspectors often appreciate it even more than signed user forms,’ says Chris. It should be an open and shut case – but there’s never any room for complacency.

Somerset landowner’s antics illustrate importance of supporting Green Lane Association

EVERY NOW AND AGAIN, WE COME ACROSS A SOCIAL MEDIA THREAD which has started with someone asking if there’s an app ‘that shows where the lanes are. ‘The comments will invariably include one saying that Trailwise2 is the best… followed up by people moaning about how much it costs.

For the uninitiated, the site it’s a website, not an app is owned by the reen Lane Association and is available only to paid-up members. It’s the best tool by far for finding and researching lanes, and your LASS subscription funds an organisation without which countless lanes potentially all of them would no longer be open. et even then, we’ve seen people online asking if anyone knows a cheat code for getting round the password.

If you’re a green lane user, subscribing to LASS is the most worthwhile money you’ll spend all year. ere’s a little tale, told by the association’s Somerset rep Charlie Moore, which demonstrates the sort of effort the association is putting in, day in, day out, for the benefit of every lane user – not just those on four wheels, but all of us:

‘A lane near incanton had been brought to my attention as needing clearing,’ says Charlie. ‘So I went to walk it, starting at igher Clapton Farm – where I had a very informative conversation with one of the residents regarding the history of the lane and the associated court case. Finding a gate that was off its hinges, I managed to rectify the problem.

‘The section of lane that runs downhill to Lower Clapton Farm is overgrown. The area around the field gateway at the farm is partly flooded and very muddy. The land belongs to a farmer who previously tried to have the lane removed from the Definitive Map.

‘ nowing there were issues recorded against the footpath running south from the farm, I went to investigate. It was while I was climbing over the gate to follow the footpath that I was challenged by someone who claimed a footpath did not exist. After a brief exchange of opinion over the existence of the path, I continued with various insults and obscenities ringing in my ears.

‘The footpath has an open slurry pit across it. This and issues with the byway have been logged with Somerset Council. I will be making a visit to Taunton to inspect the Definitive Map and Statement for the byway and footpath.

‘My next step will be to meet the rights of way warden on site to agree a plan of action to resolve the problems. I am also planning to contact the Ramblers regarding the footpath.’

The latter organisation isn’t exactly famed for its willingness to co-operate with motor vehicle users, even if its rank and file members are often far happier to share the countryside than their leaders want them to be. For a rights of way vandal to bring the two users groups together certainly would be an achievement of some note – not to mention irony – and the effort GLASS reps put into cases like this surely demonstrates the importance of helping fund the cause by signing up.

The making of an icon

So blown away is he by a refurbed Series 2 spotted at his local tip, our columnist is moved to risk using a banned word…

SEVERAL OF THE NEWSPAPERS

I WRITE FOR HAVE LISTS OF BANNED WORDS. As a rule, the snootier the paper, the longer the list.

One, for example, has a dislike of the word ‘iconic’. Fair enough, you could say, as it’s often misused. Strictly speaking, if something is ‘iconic’ it means it’s an item that carries deeper meaning, as in a religious ‘icon’: something earthly that’s also transcendent. So when used to describe film stars, clothing or even cars, it’s almost certainly not being deployed properly. Plus, it smacks of cliché, which newspaper editors always despise.

But, just occasionally, it’s worth smacking of cliché and misusing a

word. Because it conveys a meaning for which no other quite suffices.

Take the beautiful light Ggreen Series

2 I pulled up alongside at the tip last weekend. It was recently refurbished, stunningly square-edged with gleaming rivets and immaculate canvas tilt. We spotted it, my family and I, the moment we joined the queue for the big old skips into which, Saturday by Saturday, we disgorge the contents of whatever outbuilding we’ve emptied that week.

I’ve had some trouble at the tip in the past. Road-testing a pick-up? Don’t go near the tip because they’ll assume you’re trade and request a permit.

Borrowing a Range Rover Sport for the week? Don’t go near the tip because they’ll assume you’re trade and request a permit. Driving a Transit Tourneo?

Don’t go near the tip… well, anyway, you get the picture.

But this bloke, the one with the Series 2 that was square-edged and lovely, he wasn’t having any trouble at all. The tip workers were falling over themselves to help him. So, too, were many of the other punters who’d finished clearing their own boots and were now more than happy to carry his mixed waste across the site in exchange for a brief ogle of his classic car, maybe even a chance to sit behind the steering wheel and, vicariously, live their dreams.

The chap took it all in good heart. ‘It’s the fulfilment of my life’s ambition,’ he explained to me as I helped him heave an old armchair into the Residual Waste container.

I didn’t have time to ask about the circumstances that had enabled him to fulfil his dreams. But my family spent a happy half hour on the way home speculating. A windfall from a beloved aunt, perhaps, who specifically bequeathed him just the sum needed to source and restore a Series 2 like the one his parents drove while working as missionaries in Africa? Selling the tutu-making business he’d built since leaving school and deciding now was the moment to treat himself? A battered piggy bank on his bedroom bookshelf since youth, filling gradually, a tenner here, a score there, until, at the age of

66 and recently widowed, he was finally able to afford the vehicle he’d always pined for?

Maybe I’ll never find out, though I’m hoping against hope we’ll coincide at the recycling centre some other weekend. There’s so much I want to ask him, so much I want to know about his vehicle, his dreams, his hopes and fears. When you think about it, that’s the deepest stuff of life, right there among the old batteries and manky discarded carpets. And all thanks to an old Landy, with its gleaming rivets and squareedge bodywork. Seems pretty iconic to me.

To

The

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Not a family car but part of the family

One of the things about car culture is that it’s usually about one man and his motor. The man might be a woman, of course, and the motor could be anything from an Austin 7 he restored to an angry hot hatch he takes to street cruises, but car culture tends to be about the bond between the car and its driver.

Of course, many of the stories you hear about in the world of Land Rover culture follow exactly those same lines. But something great about our little world is that Land Rovers bring people together in a way few other makes of vehicle can do.

They’re not fast, for starters, so they don’t scare your passengers. And thus people don’t dear travelling with you. And they last forever, if treated right, so they become part of the family the way few other cars can. How often have you heard people comment that their old Landy is less like a vehicle and more like a much-loved pet?

And the whole family thing is right at the heart of what makes Land Rover culture different to everyday car culture. They’re maybe not couples’ cars the way hot rods and classic cabrios are, but there is nothing, at all, that can beat them for getting the kids on board. It’s such an absolute cliche, but when your family motor is a 90 or 110 every trip truly is an adventure. Will we take a detour over the hills? Will the ford be deep today? Are we going to run a wheel bearing?

It’s loud, bumpy, uncomfortable and cramped – a million miles away from the smiley happy image of 4x4 adventure you see in every ad there’s ever been for an SUV. Which makes it real, and that’s why it rings true with parents and kids alike.

The story in this issue that inspired me to think about this stuff actually involves a man and his kids in a Disco rather than a Defender, but the same thing applies. As it does in Tim Gibson’s column opposite – which shows that even other people’s Land Rovers are capable of bringing families together. It’s almost as if owning one could be seen as a form of public duty…

Land Rover Chassis

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The LEADING LAND ROVER AND RANGE ROVER 4X4 ENGINE REBUILD SPECIALISTS

Although specialising in Range Rover and Land Rover our experience covers the full spectrum of vehicles which enables us to service and repair any make and model. We bring a wealth of experience from Land Rover main dealer, but with a friendly local garage approach. No job is too big or too small and all servicing and maintenance work will be fully explained and priced to meet your needs.

Defender plays tour bus to headline acts at Glastonbury

Land Rover (sorry, JLR through its Land Rover trust mark) has associated itself with many different events down the years. But the Glastonbury Festival is a new one on us.

Nonetheless, the Official Vehicle Partner of this year’s Glasto was the Defender. Yes, the Pop, Blues and Folk Festival of 1970 is now a thing with an Official Vehicle Partner. Anyway, JLR supplied the festival organisers with a fleet of 20 Defender 110 plug-in hybrids which were tasked with transporting acts to and from the iconic Pyramid Stage. Not a job for any old vehicle, as you’ll know if you’ve endured Glasto in one of its muddier moods; no such worries this year, as it happens, but even so JLR points out that Defender’s air suspension can

switch to off-road height to clear festival obstacles. We don’t know what a ‘festival obstacle’ is, save possibly from someone passed out on the ground, and we’re not sure if even 145mm of extra ground clearance would be enough for that, but Elton and Co made it to their gigs on time so obviously it all went off alright.

Glastonbury has a long association with the Defenders, a vehicle which the event’s legendary founder Michael Eavis has been seen to drive regularly on his farm. The venue is

home to a range of low-emission energy sources including a 250kWp solar array, which is responsible for saving 123 tonnes of CO2 each year, and it was power from these sources that kept the 110s’ batteries fully charged during the event – allowing them to carry the likes of Guns’n’Roses in serene silence. If only, huh?

Group Editor Alan Kidd

Art Editor Sam D’Souza

Contributors Tim Gibson, Herman Buys, Alan Idle, Dan Fenn, Paul Looe, Tom Alderney, Gary Martin, Olly Sack

Photographers Steve Taylor, Richard Hair, Harry Hamm, Michelle Thruxton, Vic Peel

Advertising Sales Manager Colin Ashworth Tel: 01283 742969

Publisher Sarah Moss mail: sarah.moss@ assignment-media.co.uk

While every effort is made to ensure that the contents of The Landy are accurate, 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

Products

The latest and best equipment, parts, tools, accessories and more for Land Rover owners

Brighter light and faster charging as Ring makes major improvements to MAGFlex Twist workshop inspection lamp

Price: £39.99 RRP From: Ring stockists

RING HAS UPGRADED ITS MAGFLEX TWIST INSPECTION LAMP to conform with the latest EU laws – and provide a better, brighter lamp for motor industry professionals.

We’ve featured the MAGFlex Twist before, and a powerful bit of kit it is. With this latest upgrade to its spec, however, it takes a significant jump into the future by adding USB-C charging. This brings it into line with an EU directive stating that by the end of 2024, all consumer electronics must use

this kind of charging – though as Ring points out, USB-C has quickly become an industry standard anyway and so this is also just a case of giving the market what it wants.

As you’d expect from Ring, besides, they didn’t stop there. So a new charging port is just the beginning. The new MAGFlex Twist has not one but two light outputs – high (450 lumens) and low (250 lumens). In addition, an updated charge status indicator makes it clear how much battery life the lamp

has and whether it’s going to need additional charging.

Best of all, perhaps, if it does need to be charged, this will no longer take four and a half hours. Now, brimming the battery will take a much quicker two and a half hours.

Despite all this, the MAGFlex Twist is now slightly smaller than before, making it easier to fit into those small gaps when you’re working on your engine. It still retains its extremely useful magnetic base and back, however,

making it as easy as possible to use hands-free in exactly those situations, and also has a hook if that’s going to work out easier.

In addition to being a suitable tool for professional use, the MAGFlex Twist is ideal for DIY mechanics – and if your place of work is your driveway, the good news is that it’s IP65 compliant and can therefore be used outside in the rain. A reassuring feature if it’s part of the kit you pack when you’re going off-roading, too.

Summit roof bars for Freelander 2

Price: ca 110 plus VAT

Available from: Britpart dealers

GOT A FREELANDER? There was a time, not so long ago, when asking that in polite company would have been like spilling someone’s drink and saying ‘want a fight,’ but times have changed and people are starting to look at Land Rover’s baby as a serious prospect for adventure travel.

If that’s you, or you just need to carry the sort of stuff not even a Solihull SUV can swallow, these Summit roof bars from Britpart are likely to be up your street. Rated to carry 75kg, they come fully assembled and ready to fit to any Freelander 2. They’re made from steel, have a 20 x 30mm profile and come with a non-slip coating.

The bars are manufactured to TUV standards and carry a reassuring threeyear guarantee.

THE LATEST ADDITION to the Lucas Classic range is this ignition switch for petrol-engined Series IIIs. The switch is also suitable for use on 90s and 110s with petrol engines without the interlock starter. You’ll pay about 50 plus VAT.

To advertise in The Landy, call our team on 01283 553244

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Britpart ranges AVM freewheeling hubs for Series trucks – and Defender and Discovery, too

Price: ca 250 inc VAT, ca 400 inc VAT (Defender Discovery fit)

Available from: Britpart dealers

FREEWHEELING HUBS ARE A FAMILIAR SIGHT ON LAND ROVERS OF A CERTAIN AGE. The originals are not immune to wear, however –hence these replacement items from AVM, which recently became available through the Britpart network.

Britpart offers these for the Series I, II, IIA and III. ‘AVM freewheeling hubs serve as a robust, reliable, and superior substitute for the hubs originally installed on your vehicle,’ the company says. ‘They’re utilised to either connect or disconnect the front driveshaft assembly on part-time 4WD vehicles.

They are also very useful in the event that you break a front drive shaft on a Series vehicle. Simply disengage the front hubs, put your transfer box back in the 2WD position and you can then drive home.’

The hubs are designed with an inner drive member which is installed on to the driveshaft’s output splines. Surrounding this is an outer drive member, which is linked to the roadwheel, with a clutch to separate the two. The familiar control knob on the exterior of the hub operates the clutch by engaging or disengaging slanted grooves cut within it. When you twist the knob from ‘4x2’ to ‘4x4’, the operation of the clutch causing the inner and outer drive members to lock together.

Even with the drivetrain in the 4x4 position, the front wheels will only be driven if the FWHs are engaged. Many an off-roader and, er, Land Rover magazine editor, has ended up with a red face because of this…

Conversely, with the hubs locked the front wheels will still not be driven if the

drivetrain is in 4x2. However the front drive shafts, diff and prop will continue to be turned by the action of the roadwheels as the vehicle moves. This uses energy, and therefore fuel; by unlocking the hubs, then, the vehicle can operate more efficiently.

It’s extremely unusual to see freewheeling hubs on vehicles with full-time four-wheel drive, however Britpart also offers a AVM unit to fit versions of the Defender and Discovery 1 with the 300Tdi engine. ‘(The hubs) can also be retrofitted to permanent 4WD

models with stationary hubs to prevent unnecessary differential spinning and the subsequent wear it incurs,’ the company explains.

AVM’s hubs feature a heat-treated steel clutch ring for accurate and reliable torque transmission. Made from materials resistant to corrosion, they promise good positioning of the clutch ring, with fully independent springs to engage and disengage the unit as it operates. In addition, Britpart promises that they will be simple and straightforward to instal.

The hubs are available in 10-spline and 24-spline format, with a separate model to suit the later Defender and Discovery models.

www.thelandy.co.uk

Issue 117: Sep 2023

Safety Devices roll cages

Price: Ca £2250 inc VAT

From: Britpart dealers

BRITPART’S RANGE OF SAFETY DEVICES

ROLL CAGES NOW INCLUDES this 8-point bolt-in option for the Defender 110. Spanning from the B-pillar to the rear of the vehicle, this is designed to have the same profile as traditional hood stick supports.

The cage is supplied with mountings for door frame hardware. It doesn’t come with padding, however – though Britpart says it strongly recommends adding some of this before use, because that’s some very solid metal sitting perilously close to your passengers’ heads.

These cages were originally designed by Safety Devices for supplying to the British Army. So even without chassis mounting, you can safely assume they’re going to be up to the job.

for 110 soft-top

A wide range and great offers on Terrafirma camping equipment

Travel the world with Terrafirma’s inflatable roof tent

Price: £895 inc VAT (was £1699.99)

From: maltings4x4store.co.uk

TERRAFIRMA’S INNOVATIVE 2.2M

X 1.45M INFLATABLE ROOF TENT occupies the smallest possible roof space on top of your Land Rover, as its base folds into three sections. When folded, it measures just 1500mm x 800mm x 260mm – and lightweight, too, at only 62kg. The tent is expedition ready, with 420D PU coated Oxford fabric in grey with black trim with mesh and clear PVC windows. Approximate internal dimensions are 2.2m x 1.45m x 1.2 metres high.

A fire pit in your Landy

Price: £88.71 inc VAT (was £97.39)

From: maltings4x4store.co.uk

IT WOULDN’T BE CAMPING WITHOUT A CAMPFIRE. But the last thing you want is it to get out of hand, whether you’re in the middle of Africa or just having a backyard barbie.

Please be seated

Marshal Stool: £8.92 inc VAT

Director’s Chair: £44.92 inc VAT

Terrafirma’s portable fire pit is the perfect solution. It’s3mm stainless steel sides provide a two-stage adjustable cooking area of up to 35x40cm, within which a galvanised steel ash

tray and stainless grill allow you to cook up a storm. Then once the embers are cool, the whole thing comes back down to pack flat in the useful carry bag you get with it.

Available from: maltings4x4store.co.uk

TERRAFIRMA’S FOLDING

MARSHAL STOOL is ideal for watching motorsport, fishing, camping and just chilling in the garden. It measures in at 42cm high, with a 42x28cm seat, and its steel legs mean it’s both strong and large enough for adults – though it’s also sufficiently light and manageable to be used by youngsters. It folds flat for storage, too, making it ideal to pop in the back of your Land Rover for future forays.

THIS LIGHTWEIGHT FOLDING DIRECTOR’S CHAIR, also from Terrafirma, is ideal for camping and expedition use. With padded arms and a convenient drinks holder to the side, you can settle into it for a long night round the campfire – and when it’s time to move on, it comes complete with a handy carry bag with strap and drawstring closure.

The tent can be erected in less than two minutes using a high-performance pump, with 90mm inflatable tubes giving it a sturdy, wind-resistant framework. Inside, the mattress is also inflatable up to 35mm for additional comfort. Further useful feature include interior storage and an exterior shoe storage pocket.

Access is from a 2.3m extendable ladder – just right for lifted Landies. The tent is supplied with a roof rail rack mounting kit, and when folded is protected by a heavy-duty vinyl cover.

Flip-up window panels from Terrafirma provide easy access through the side of your Defender

Price: £918.90 inc VAT

Available from: maltings4x4store.co.uk

TRYING TO REACH ESSENTIAL EQUIPMENT DEEP IN THE LOAD SPACE OF YOUR VEHICLE CAN BE DIFFICULT, especially when it’s riding on lifted suspension and larger tyres. The solution? Terrafirma’s flip up alloy window panels, which provide easy access through the side of the vehicle.

Made from high grade aluminium and finished in classy satin black powder coat, these utilise a combination of premium quality hinges and lockable catches for a beautiful flush fit. The rigid internal structure, which incorporates a ‘molle’ panel for additional oddment stowage, ensures they are leak and draught free. Not only that, but the universal foldable shelf can be used for anything from simple storage to food prep when you’re out camping or on an expedition.

To advertise in The Landy, call our team on 01283 553244

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The ride of Frankenstein

Words: Tom Alderney

Of all the various leaf-sprung vehicles Land Rover made during its first 35 years, the Lightweight has a special place in the heart of many enthusiasts. It’s a rarity now, because the enthusiasts in question tended to beat them to death

www.thelandy.co.uk

Issue 117: Sep 2023

off-road, but there was a time when they were ten a penny and cutting one up wasn’t the equivalent of lighting your smoke with a tenner.

The golden age of hybrids may be sadly in the past, but you do still see them being built these days. By and

large, it’s because people want a 100 Land Rover and there’s no other way of getting one.

That’s kind of what happened in the case of Frankenstein. It’s a 1989 Range Rover underneath, but up top it’s something altogether different.

Most hybrids are done because their builder has identified a specific need that they want to address, but in this case the project happened because while the Range Rover’s chassis was sound, its shell was rotten. Not the first time that’s happened. But as is

‘I wanted to make the truck I always wanted, with no compromise,’ says Carl of the hybrid. It was only a single-cab when he bought it, however, and he wanted to be able to fit a third seat and a toolbox in the back, so he first job was to extend it backwards. This was made no easier by the presence of a four-point roll hoop, whose stays now exit through the back wall of the cab before dropping through the wheel boxes. While he was about it, Carl also bobtailed the vehicle, trading a slightly worse carrying capacity for a much better departure angle

normally the case, there was a bit more to it than simply replacing one body with another.

What it originally became was a 100 pick-up. And nothing wrong with that. It had 4 of lift, coming from +2 ProComp springs and shocks augmented with 2 on the body mounts, as well as a four-point rear roll hoop, and with a set of Insas under its arches it was pretty much able to drive over anything.

But actually, it was driving over nothing. As time went on, its original builder decided that since he was doing next to no miles in it, he’d let it go.

These days, anyone embarking on a hybrid build almost certainly does it because they want a Land Rover with a 100” wheelbase. That’s how Frankenstein came about – though it’s been through a number of phases on the journey from a rotten Range Rover to this distinctive looking crew-cab

Which is when it stopped being a pick-up and started being what it is now. ‘I purchased it in 2020 and set to work to make it into what suited me,’ explains Carl, its current owner. ‘I decided to bobtail the back end, to lose the overhang, and made it into a crew-cab instead of a single-cab so it would have room for a seat and tool box inside.’

Simple enough, however the panel work had to be done around the cage, which is never going to be a five minute job. He got it looking the part, though, before adding extended wheelarches and spraying the whole thing a fetching shade of DAF grey.

As well as the Pro-Comp springs and shocks, down below the truck has cranked radius arms from T and poly

bushes all round. So it’s not just tall – it can flex, too. And the axles doing the flexing are 24-spline Discovery units, which went on earlier this year after not one but both of the diffs let go in the original Range Rover units.

The wheels are turned by the original 3.5-litre twin-carb V8, which spins a manual gearbox and Borg Warner transfer case. The engine is pretty standard, though it’s running twin K&N air filters, a Facet fuel pump, silicone hoses, NGK plugs and 8mm HT leads, as well as standard tubular manifolds and a side-exit tailpipe, giving it what Carl describes as ‘a nice bark.’ It’s cooled by twin electric fans pulling air through a Transit rad.

All of this would be moot had Carl stuck with what was his original Plan A, which was to lose the V8 altogether. ‘I bought a 300Tdi engine, box, transfer box and everything I needed to convert it. I was going to put in the new engine after rebuilding the truck, but I couldn’t bring myself to lose that V8 noise!’

Above: Earlier this year, these Range Rover axles were replaced with 24-spline Discovery units

Below: Bulkhead is a Series unit. Steering wheel is by Sparco, seats are Recaros from an Astra GTE

uite right too. Though he will be losing that V8 noise soon because, having not been hearing it nearly enough, he’s put the hybrid up for sale. The buyer can have it with the Tdi engine and all too, if they want, which sounds like a pretty tempting package.

They’ll also get a vehicle with a sump guard, T wrap-around diff guards,

The hybrid’s engine is the original 3.5-litre V8 from the Range Rover that gave its life to the cause. It’s still pretty standard, having just been warmed up a little with twin K&N air filters, a Facet fuel pump, silicone hoses, NGK plugs and 8mm HT leads, as well as standard tubular manifolds and a side-exit tailpipe. It’s cooled by twin electric fans pulling air through a Ford Transit radiator. Behind it is the original manual gearbox and a chain-driven Borg-Warner transfer case. Carl actually came close to replacing the whole drivetrain with a 300Tdi engine, R3 0 gearbox and late LT230, but couldn’t bring himself to do it because he likes the sound of the V8 too much. Good lad

rock sliders, all-round recovery points and a T-Max 9500 winch on a tubular bumper. There’s a certain amount of chequer plate in the usual places, as well as Halo headlamps, a light bar and spots, again in the usual places.

The Recaro seats and harnesses from an Astra GTE are in the usual place too (unless you define the usual place as an Astra, obviously), as are the Sparco steering wheel and gear knob. The cabin is definitely functional, though Carl says there’s space for two seats in the back so if you wanted to turn it into a family motor it’s definitely got that in the locker.

You can only imagine the man hours that have gone into making this truck, not to mention the money that’s been spent on speccing it up. The same could be said for any hybrid, of course – even a really ragged one will have taken up unbelievable amounts of someone’s time and readies. So as always, these are Land Rovers that deserve respect.

‘I really didn’t think the day would come where I would have to sell this,’ admits Carl. ‘But I hardly use it and I would rather it be used for what it was built for.’ Which may be your cue for action. Frankenstein is based in Gloucestershire and is in the Classified section of this issue, with an asking price of 10,500. Monster of a deal…

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Past perfected

Words and pictures: Dan Fenn

Not long after Jimmy Whitmore finished building his 1986 Range Rover Classic, he drove it into his local town and parked up to go to the shops. As he was getting out, a young couple came walking past.

‘That’s nice,’ remarked the woman, gesturing at Jimmy’s truck.

‘Yes,’ said the man. ‘It must be the new Range Rover.’

This was at a time when what’s now known as the L460 (if you care to know it at all) was on the horizon. Perhaps the chap knew more than he seemed and thought it might be a cleverly disguised development mule. Or maybe he was just dazzled by the standard of the rebuild Jimmy’s done and, oblivious to what Range Rovers have become

over the last couple of decades, thought it really was a new one.

Either way, it’s safe to Jimmy was pretty happy with what he heard. He didn’t rebuild his Rangey as an outand-out off-roader, or an out-and-out street machine, or an out-and-out concours classic, but as a nice old fourdoor made right and brought into the modern world.

There are people who have learned how to make a living by restoring Land Rovers to a formula and putting huge tickets on them. Jimmy is not like that. Coming from a family with a seam of engineering brilliance running deep and wide through it, he combines enormous knowledge with a maverick spirit and, in particular, a heartfelt love of cars.

He’s got time for any vehicle with a bit of character to it. Which of course means he’s mainly into older ones. When we visited his yard, on a farm near Exeter, we were greeted by a sight to stir the soul: classic Jags, Mercs and a Rover P5 all in various stages of being brought back to life, a couple of Japanese 4x4s, a Volkswagen Caddy with a very colourful history involving everything from winning a race against an F-Type SVR to being used as a makeshift bedsit… His current daily is a first-generation Scirocco. In the workshop, the remnants of an early SLClass Merc are being grafted on to a Mk4 Chevy Corvette. You get the idea.

‘I’m not so much into off-roading now,’ he says, ‘but it was a big part of

my life growing up and as a younger adult. I had epic times on enduro bikes, including a Yamaha XT600 called Wendy the Wonder Bike which I rode coastto-coast in the US when I was 20 – a solo trip, all off-road or back roads, on the northern route through California, Oregon, Idaho, Montana, North Dakota, Minnesota and so on. I’ve driven 4x4s

all over Europe, especially Scandinavia, and the USA, and I also had a mental Baja Bug that spent a lot of time airborne in the Rocky Mountains!’ His story includes plenty of Land Rovers, too – most of them capable of making a rivet-counter’s blood run cold. Most of the vehicles Jimmy builds have a touch of the street fighter about

Restoring original Range Rovers is not exactly a new thing. But in an era when the industry has learned how to create bespoke vehicles with production-line regularity, a truly unique vehicle built by a man with a vision is still a noteworthy thing – especially when it sets out to bring the grand old icon right up to date

The engine is a 3.5 EFi with a little extra help from a K&N air filter and Piper mild road cam. That’s not all, though – it’s been fully rebuilt, with all the shells, bearings, rings, lifters, timing chain and so on replaced with OEM quality parts. All cast components were chemically cleaned, too, while the heads were also rebuilt and the timing case was replaced with a new unit. Further upgrades include a high-capacity oil pump and metal head gaskets. The LT77 gearbox behind it has been completely rebuilt with new main, lay and primary shafts, whie the transfer box has been upgraded to a new chain-driven Borg-Warner unit with a viscous coupling

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Chassis corrosion? Here’s the thinking man’s answer…

Every now and again, we come across something the likes of which we’ve not seen before. Not bimetallic corrosion on Land Rovers – we’ve D FINIT L seen that before –but the use of a galvanic anode to prevent it.

These are common in the maritime industry, and as a way of protecting metal structures designed to be buried under the ground. They work by introducing a third kind of metal into the circuit, which needs to be more ready to give up its electrons than the existing two.

In this case, we have the mild steel of the Range Rover’s chassis and underbody and the aluminium of its panels. elded to one of the main rails is a 5mm plate with a magnesium anode mounted to it via two M12 studs. Copper cables run from the anode to the chassis, body, engine and battery earth terminal.

‘This stops electrolytic action happening where different metals make contact in the vehicle structure,’ explains immy. ‘It also stops a galvanic reaction from happening on the electrical contacts, which makes the vehicle’s electrical system reliable. This was my own idea – it’s the best thing you can do to protect an aluminium bodied vehicle against corrosion.’

alvanic anodes are also known as sacrificial anodes, because it’s the material you’ve introduced into the circuit that does the corroding. This does mean they need to be replaced every now and again the McDuff unit you see in the picture above, which is intended for use on inshore boats, costs about thirty quid to buy and in an application like this can be expected to last long enough between replacements to basically count as free rustproofing.

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• Manual includes full component and body cutting dimensions

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The

Box-section rock sliders with lugs for a high-lift jack tell you that while this is a slickly revived Classic, it’s also fit for purpose

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them – that P5, for example, is going to go back together with the 4.6-litre V8 from a let’s-go-mental-era Rover 75 under its bonnet. And when he starts talking about the rear-wheel-drive, TVR-engined Series IIA he built for a friend who wanted something for destroying Porsches in London, you know you’re dealing with someone who’s in it for the love of driving.

That’s not the only one he reimagined, either. ‘I had a military 110 which I rebuilt with a custom rear crossmember and powder-coated chassis,’ he tells us. ‘It ran a Cumins 4BD1T tuned with large turbo and intercooler (300bhp and 610lbf.ft), Santana 5-speed gearbox, LT high-ratio transfer box and high-ratio Salisbury axles front and rear. It would do 115mph at 3100rpm!

‘I drove it all over Europe and Scandinavia many times. But it ate gearboxes, so I moved away from Land Rovers and big power.’

What followed was a lengthy spell back in the worlds of classic restoration and hot-rod building. But you’re never

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The cabin is pretty original and in excellent condition, though the wood trim on the floor console is non-standard, as are the matching turned gear knobs. Whether you like them is very much down to personal taste (the original timber on the doors is rather more muted, certainly), but one thing everyone can get down to is the sound system, which has been upgraded to one from this side of the millennium

recovered, only recovering, and so it proved when a temptingly low-mileage Range Rover came up for sale.

‘It’s got 43,600 original miles and three owners including me,’ says Jimmy. ‘It had spent most of its time hanging out in a hay barn, as the original owner did the gearbox output splines by towing a heavy horsebox around in high range.

‘I bought it from a copper in East London. It had the hookiest MOT on it I’d ever seen and I thought it was going to kill me numerous times on the drive back to Devon. It turned out he’d changed a number of parts like A-frame ball joints and radius arm bushes and had failed to do anything up more than finger tight…’

Time for a chassis-up rebuild, then. Not something you’d expect to be necessary at 43,600 miles, but that’s 35 years of abuse, neglect and rubbish maintenance for you. The chassis itself has never been welded, so having been stripped right down it was shot-blasted and repainted to make it like new.

What you won’t see under the vehicle is a layer of wax. That’s because Jimmy has installed an unusual modification he learned about while working on boats. A 5mm sacrificial plate is welded to the chassis with two M12 studs to mount a magnesium anode; copper cables run from this to the chassis, body, engine and battery earth terminal. ‘This stops electrolytic action happening where different metals make contact in the vehicle structure,’ he explains. ‘It also stops galvanic reaction happening on electrical contacts, which makes the vehicle’s electrical system reliable. This is the bet thing you can do to protect an aluminium-bodied vehicle against corrosion.’

The Range Rover’s body was in almost as good a condition, with no more than a bit of minor welding being needed behind the headlights and front inner arches. The panels were all stripped, with the old paint chemically removed, and fully etch-primed before being repainted. The colour, which you’re unlikely to recognise, is Dark Bronze Mist metallic – it’s from the

Cadillac palette, and Jimmy chose it because he wanted something more modern that still didn’t look a million miles away from an original Range Rover hue.

Under the bonnet, the 3.5 EFI engine was fully rebuilt with all the cast components chemically cleaned. Jimmy used OEM-quality parts throughout – things like the shells, bearings, rings, lifters and timing chain – and added a Piper mild road cam, metal head gaskets and a K&N air filter to make it go nicely. Which it does – while also making a lovely noise. He describes it as sounding like ‘a baby TVR,’ which might seem to be the wrong way round but, when you consider the racket a Griffith or Tuscan was capable of kicking up, is actually quite accurate. It’s restrained but not muted, rude but not obscene. This points up the importance of relatively small things in getting the best from an engine. It’s easier to count up the number of people who’ve not done a K&N, but the metal gaskets are less of a well known way to get more power from your engine. Similarly,

Has it occurred to you yet that

Jimmy has installed Sumo steering bars – not because he intends to go off-roading in the sort of conditions that need ultra-strong components here, but because they help give the vehicle more feel on turn-in. If you’re dismissing this in your mind as a load of waffle, we drove it and you’re wrong – the only Range Rover we’ve ever experienced that handled as sharply as this one was factory-built in the 1980s for a works entry into the Paris-Dakar Rally which, sadly, never came to fruition.

The LT77 gearbox was completely rebuilt, too, and the transfer case was upgraded to the later Borg-Warner chain-drive unit with a viscous coupling. Jimmy says this ‘dramatically improves roadholding and off road ability,’ and that along with the sacrificial anode it’s one of the best things he’s done on the vehicle.

Another is the castor-correction bushes on the suspension, which went on when the axles, brakes and so on were being built back up. So too did +25mm front and +50mm rear springs, Gaz shocks and a full poly bush kit

a

in this

before?

from Powerflex, giving the Range Rover a subtly tougher stance and tightening up its handling still further.

The result? A Range Rover which still looks acceptably original but is also somehow more modern in its appearance – and dramatically improved in the way it drives. It’s definitely cool, but it’s not a tart’s handbag the way some resto-mods can be, with an interior that’s largely original and none the worse for it. You could use this Rangey as a daily driver, a work truck or an offroad toy, or indeed as all three, and it would be in its element in each case.

As we said at the top, there are people who have learned how to make a living by restoring Land Rovers to a formula and putting huge tickets on them. While Jimmy does sell the cars he builds (including this one, which went to a new home last year), that’s not his style.

You could pay through the nose for a company with a fancy website to build you a Range Rover with an interior that looks like Lady Gaga’s wardrobe, or you could cut corners and get one

that’s been bodged. If you can afford the former, fair enough, but don’t underestimate what it takes to get an old Rangey right. ‘I’d have made more working with the slaves in the hand car wash,’ laughs Jimmy. ‘These things are a stupid amount of work and money to make good.’

At the same time, his engineering mind is way too active for him ever to play the formula game. You won’t find him churning out identikit restos with six-figure tickets, but for unique old motors with real individuality he’s your man. ‘If you want something building which isn’t gash, I’ll make it,’ could win an award for the pithiest marketing slogan in the history of the car world. So is that it for Jimmy and Land Rovers now? No, actually, even if working down the car wash would pay better money. His future plans are almost too many to list, but here’s one: ‘Build a 110 with Dana axles, a Corvette C5 LS1 power plant and Allison air shift box. Much better!’

As we said, you’re never recovered, only recovering…

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In 2005, Land Rover launched the Range Rover 4.2-litre Supercharged Vogue SE. With 396bhp and 420lbf.ft, this came with Brembo calipers, sports suspension and 20-inch alloys – and it could nail the 0-60 sprint in a staggering 7.1 seconds.

None of this sounds like anything to write home about these days, but in 2005 it was enough to make your head spin. As was the price. The Range Rover had long since become an impossibility for all but the wealthiest by now – but even then, £73,000? Ouch.

Today, the best examples of the 4.2 Supercharged shouldn’t cost you more than ten grand. And what a lot of car that is for the money. A lot of grief when it goes wrong, too, but Land Rover specialists know how to work on these Rangeys. Unless you get a very early one, you’ll be shafted for £695 on the road tax. Still, if that worries you the 17.7mpg average fuel consumption will horrify you. More importantly, this is a glorious, luxurious

Series I (1948-1958) £5000-£85,000

and fast Range Rover. And as the dawning of the supercharged era, you could even call it a modern classic of sorts.

Insure a RR 4.2 Supercharged with Adrian Flux from £375

• Based on a 2005 Vogue SE. Valued at £9500, up to 8000 miles per year. 50 year old driver, fully comp, £500 excess

Series II/IIA (1958-1971) £2500-£45,000

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

all Land Rovers. Its engineering and design give it real charisma, but parts aren’t readily available. Restoration projects require deep pockets, but see it through and the result will be worth mega bucks. Gone are the days where you could use a Series I as an actual Land Rover. Because with restored examples changing hands

for millionaire money, preservation is the aim of the game. The earlier the vehicle, the more it will be worth. The sky’s the limit – but can you really put a price on such an icon?

Pros: Heritage, charm, a true classic, the original Land Rover Cons: Availability of parts, price tag on early 80s

Series III (1971-1985) £2500-£30,000

terms, keeping the same 2.25-litre engines throughout the length of its production run.

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

much of that early charm. Prices are on the increase, however, as these vehicles start to come into their own as collector’s items.

A 2.25 petrol 88” would be our pick, as the diesel engines were underpowered and rather noisy.

The Series II/IIA has a wider stance than its predecessor and adds an extra (thin) layer of

refinement. While the engines have excellent longevity, they need to have been maintained properly. Be thorough in your checks, both under the bonnet and underneath the body.

Pros: A sound investment to restore. Some now MOT exempt

Cons: Bulkheads and chassis rot, springs prone to seizing

Series IIA/IIB FC (1962-1971) £2500-£15,000

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

In 1980, the engines switched to a more durable five-bearing crank rather than the old threebearing setup. The transmission also received syncromesh on all forward gears to make it easier to live with.

They still carry the simplicity of earlier Land Rovers, but can be obtained for a fraction of the price... for now.

Pros: Most affordable way into Series ownership. Still has the Series pedigree. Parts still widely available

Cons: Not yet as desirable as the earlier Series models

Lightweight (1968-1984) £3500-£22,000

Land Rovers. To mimic the civvy Series machines, the Series III model built from 1972 onwards, also had its headlights switched out to the wings.

out from the crowd. They’re a rare breed, though – so if you’ve got one, it’s worth keeping hold of.

These military vehicles can easily be distinguished from regular

Lightweights add an extra dimension to owning a Land Rover. Their military history and details mean you get a truck with more stories to tell – and that stands

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

rarity – with all the cachet, pride and immense awkwardness that comes with this status.

By ‘rare’, we’re talking about less than 2500 Series IIA FCs in total. And they tended to have a very hard life, so not many have survived to tell the tale.

Forward-Control models differed from everyday Series IIs by

having heavy-duty ENV axles, but engine-wise they had the familiar 2.25 petrol and diesel lumps. So, don’t expect performance – but do expect to be given an ‘interesting’ time in the workshop…

Pros: A Land Rover like no , ’

Cons: E ,

101 (1972-1978) £7500-£26,000

Pros: Not like all the other Land Rovers out there. Military background. Lovely 2.25 petrol

Cons: A ’ ’ E

over regular models means they command a price premium

90/110 (1983-1990) £3500-£35,000

also take you just about anywhere in the world.

Early 90s and 110s are starting to be a real collector’s item. But you’ll likely be searching far and wide for a pristine example.

These Land Rovers had coilsprung suspension, new engines and a world-beating level of rugged off-road capability.

A very early 2.25 petrol 90 is a rare thing, and a beautiful one too. But perhaps try for a 2.5 natasp diesel: they’re robust and as simple as they come.

Pros: EE U

potential for mods and restos

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

Only ever sold to the Army, the 101 became a cult vehicle when

the time came for demob. They were flogged off at very low prices and turned into off-road toys –not something you’d do with one today, given the rarity and classic value they’ve taken on.

Compared to the IIA/IIB FC, the 101 is more fun thanks to its V8 engine. It’s still a military tool, though – some still have fixtures

and fittings from their Army life, which adds interest. This is a vehicle for enthusiasts, though, with costs that are sky-high even by Land Rover standards.

Pros: Master of the road. Lovely V E sees one loves it

Cons: Monumental running E ,

127 (1985-1990) £6500-£27,000

took 110 chassis and stretched them. It was designed for military and commercial users and came as a high-capacity double-cab.

The 127 was

These days, it’s very rare to find a 127 that hasn’t been hammered, restored and/or converted, or all three. People looking for a work truck tend to go for a later 130, so the 127 is more of an enthusiast’s

motor. It’s popular for homebrewed overland conversions, too. Almost all 127s have had an engine conversion by now, too. Lots to be wary of, then – but it’s a hell of a lot for your money.

Pros: E limitless potential and character

Cons: U S had a colourful life

Defender 200 Tdi (1990-1994) £4000-£38,000

decades if it’s looked after. Find one that’s had all its oil changes (a tall order) and it’ll go round (and round) the clock.

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

The good thing about the earlier 200Tdi is that it’s simpler than the later 300. What you gain here you lose in refinement, but this is seen by many experts as the best Defender of them all.

Defender 130 (1990-2016) £12,500-£35,000

The LT77 gearbox in the 200 Tdi is more truck-like than the later R380, and these vehicles didn’t come with bling. Just be sure it’s an original Tdi you’re getting, not an old Discovery conversion.

Pros: The perfect combination of tradition and modernity

Cons: Lots of horrible and/or deceptive ones around

Defender 300 Tdi (1994-1998) £4500-£43,000

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

The arrival of the 300 Tdi also brought with it the R380 gearbox. This used to have a terrible reputation for relability, but most have been put right by now and they’ve

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

130 that changed the most. That’s because unlike the old 127, it was built on a proper chassis of its own rather than a stretched 110 frame.

The advent of the Tdi engine was the making of the 130, too. At last, Land Rover could make them pull properly without returning single-figure fuel economy by using a hard-worked V8.

As a result, you’ll find many more original(ish) 130s than 127s. Some are even still in service with the utility companies they were built for. If you want a Defender for overlanding, look no further.

Pros: A proper truck with huge capabilities in every area

Cons: I ’ ’ actually need that much size

Defender Td5 (1998-2007) £5000-£40,000

become sought after for their light clutch and better shift action.

It was during the Tdi era that Defenders started getting things like alloys, too. You might even find one that’s not been off-road…

Pros: Strength and simplicity.

P D

Cons: Sure to be very different to when it left the factory

Defender TDCi (2007-2016) £8500-£195,000

smooth six-speed gearboxes, They still had phenomenal off-road ability and were even okay to sit in. Famously, this was the Defender that actually had a dashboard

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

a strong performer. It does lend itself to being tuned though, so watch out for abused ones and knackered examples that have been pushed beyond the limit.

As with all Defenders, you’ll need a rear crossmember sooner or later – or even a new chassis.

Despite having more electronics than the Tdi, a Td5 Defender can

still be a DIY machine. Parts are in plentiful supply, as is specialist knowledge – and it’s one of the best Land Rovers ever.

Pros: Off-road capability, power, overall reliability. Very well

Cons: Rear chassis, premium prices, monstrous road tax on later vehicles

Defender (2020-on) £55,000-£165,000

The last Defenders gained modern 2.4 and 2.2 TDCi engines and

Many people dislike the TDCi, especially the earlier 2.4, but they still change hands for huge money – especially when the likes of Kahn or Twisted have been

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involed. You will always pay a premium for a Puma, and a Tdi or Td5 may turn out to be a better purchase. Even then, though, look after it and you may well never see depreciation.

Pros: E ,forts, off-road prowess

Cons: Price, electronics, TDCi engine is unloved

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

to steer it away on to something safer. Like Brexit, for example.

Much as it may infuriate purists, however, the Defender is actually a very wonderful thing. It’s kind of like an old one, only with space, comfort and equipment.

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

making modifications – a market Land Rover wants to take back and have for itself. It won’t hold its value long-term the way an original-shaper does, either. But this is still a superb vehicle.

Pros: Comfort, capability,

Cons: Not cheap to buy. Lacks ’

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Freelander (1997-2006) £400-£5500

It’s also a notable classic in its own way, as it heralded the start of the company’s modern era. It has its issues, though. The viscous coupling is expensive to replace and can be upset simply by running mismatched tyres.

The 1.8 petrol used to be notorious for head gasket failures. Today’s replacements are much

Freelander 2 (2006-2015) £2000-£17,500

more robust, but a late diesel is your best bet. Even these can go calamitously wrong, though. This was a more complex car than it needed to be, and buying one for sweeties now doesn’t change that.

Pros: Cheap to buy, no big rust issues, surprisingly able off-road Cons: All sorts of things can go wrong, some very expensively

Range Rover Classic (1970-96) £4000-£275,000

are people who do just that, preferring to invest new-car money in a restoration than spending it on a current model.

The Freelander 2 was a massive improvement on the model

it replaced. It’s a refined and affordable SUV with a strong engine, good equipment and a decent level of practicality.

It’s become one of the most reliable Land Rovers out there, too. But do be aware of the rear diff and Haldex unit for costly outlays.

The 2.2-litre diesel engine is a strong performer, though for a

bargain search out one with the unpopular 3.2 petrol unit. Either way, it’s a fine SUV to drive. Prices have fallen since the production ended, too – £10,000 now gets you one worth having.

Pros: R , , economy of diesel engine

Cons: Transmissions can wear quickly if used for towing

Range Rover (1994-2002) £1000-£28,000

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

It’s a smart policy, too. An early two-door can cost mega money, but any Classic will appreciate in value if kept in good condition –and sought-after rarities like the CSK and LSE can be a gold mine.

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

Pros: Most usable classic Land Rover, V8 power, ride quality

Cons: Rust, availability of parts for early models

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

own, even today. The problem is that they’re very complex and very, very good at going wrong.

Air suspension failure is the norm. Head gaskets can let go. Electronics are laughably flaky. And parts can cost the earth – as will the labour bills. Perhaps worst of all, nowadays it’s very hard to find one you can be sure hasn’t

spent at least part of its life being worked on by idiots

Still, you’ll get a classy motor with proper off-road and towing skills. It’s becoming a classic, too, and prices are still tiny considering everything you get.

Pros: Luxury, price, a Land R ’

Cons: E B

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

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

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

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

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

Cons: Very complex. Huge running costs

Range Rover (2022-on) £99,000-£220,000

to greater extremes than ever, with lavish equipment and endless opportunities for personalisation.

It’s a supreme lifestyle wagon for the rich: to many of Land Rover’s traditional fans, on the other hand, it’s the supreme irrelevance.

If you can afford one, few cars could be as pleasing. However if you can afford one and you love

Land Rovers, you’re likely to be thinking about how many real ones you could buy with this sort of money. It wouldn’t make a bad way to tow your collection about the place, though…

Pros: Immense prestige, and sublime both to be in and drive

Cons: To at least 99% of people ’

Range Rover Sport (2013-22) £19,500-£140,000

the original, meaning it’s almost economical to run. It feels really nimble and agile on the road, too, and it comes with a range of engines giving it a brisk turn of pace.

Some won’t like the flamboyant posture, while others will love it. Either way, inside the cabin it’s very nearly as luxurious as the full-fat Range Rover.

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

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

It’s startlingly capable off-road, too, even if getting one muddy would feel like bad form. Most that leave the tarmac probably do so only when their owners are in the mood to blow some grouse out of the sky.

Inside, the Range Rover’s cabin is superb, with sumptuous trim and cutting-edge equipment. Prices are, of course, as immense as the vehicle itself. But if you can afford it, so too is the presence a Rangey will give you.

Pros: Class, luxury, engines, vast all-round capability

Cons: Price

Range Rover Sport (2005-2013) £9500-£20,000

a supreme off-roader as well as being a funky road ride. It doesn’t handle like a sports car, but is agile enough for an SUV.

A Discovery of the same era is far more practical, however, while a full-fat Rangey has more class.

The Sport is still a massively able tow barge, though, in addition to all its other virtues.

You’re looking at a car which many people associate with rich chavs and criminals, however. And being based on the Discovery 3, it can’t help but share that vehicle’s reputation as a money pit.

Pros: Decent performance and all-round dynamics

Cons: A Disco 3 is more usable. E

Range Rover Sport (2022-on) £80,500-£145,000

The only stumbling block with such a fine motor is going to be how to pay for it. Depreciation has started to bring down the purchase price – though you’ll never run one on a shoestring.

Pros: P , , glorious interior

Cons: Marmite image. Pricey to buy and run

Range Rover Evoque (2011-19) £7500-£41,000

the masses. Given that it was the company’s fastest-selling vehicle, they clearly hit the brief, even if it wasn’t for the traditional Land Rover owner.

It’s actually still a capable thing off-tarmac – but it’s definitely more at home on the road.

Hilariously, this is what counts as the affordable way in to owning a

new Range Rover. The Sport is less about being chauffeur driven and more about lording it over other aspirational school runners, but once again it’ll be lovely to drive.

Like the full fat Range Rover (a phrase which has never felt more appropriate), the Sport is available with an old-school V8 engine that gives you racecar performance in

return for NASA-level emissions. Most UK customers with opt for an altogether healthier plug-in hybrid, but they’ll still get a vehicle that’s brutally fast a well as being able to do the normal Range Rover stuff.

Pros: S , , and game for a laugh, too

Cons: S ’ proceeds-of-crime image

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

Nevertheless, it is economical by Land Rover standards and

because there are so many out there, used prices are tempting. There’s a Convertible model, too, as well as three and five-door tin-tops. We say stick to the latter, and be sure to get one with 4WD.

Pros: E , , concept-car image

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

Most Range Rovers all look the same at the front now, but the new

Evoque has adopted a similiar back end to the larger Velar. It’s not just the exterior that mimics the looks of the larger vehicle, however, as the Evoque has gained the latest Touch Pro Duo tech and a hike in quality.

The main highlight of the new Evoque is the fact the majority of the range is made up of mild

hybrids, available with diesel and petrol engines combining to an electric motor. Only the base D150 Evoque escapes the electrification, and we’d avoid it as it doesn’t have four-wheel drive.

Pros: Feels like a proper Range Rover inside

Cons: Petrol engine is poor on fuel economy, even as a hybrid

INSURANCE FOR THE

Range Rover Velar (2017-on) £27,500-£75,000

because of its particularly handsome exterior. It’s based upon the same architecture as the Jaguar F-Pace but has greater off-road ability and is available with a wide choice of engines, most of which combine good economy with usable everyday performance.

Discovery (1989-1998) £800-£18,000

other models expected to follow the Velar in due course.

But is there a whiff of style over substance? Well, it’s a very good SUV. But you don’t half pay a premium for those suave looks...

The Velar a competent cruiser and has received numerous accolades

The interior is Land Rover’s most advanced cabin to date, with

Pros: Stylish design, chic cabin, excellent tech features Cons: Feels like an indulgence, especially at such a high price

Discovery 2 (1998-2004) £1000-£11,000

most reliable units ever. It drives well, too – mated to a manual box it has more guts even than the V8 option, which is surprisingly bland but predictably thirsty.

Whereas the Disco 1 was prone to body rust, the D2 is fine here. Instead, its chassis rots like a carrot, especially towards the back end. Also at the back, seven-seat

models had air-suspension, with all the horrors that brings. Mainly, D2 owners will tell you about rogue electronics. And leaky sunroofs. They still love their trucks, though, which says a lot.

Pros: Td5 power and reliability, great all-rounder, lots of choice Cons: Chassis rust, electronics, leaky sunroofs, air suspension

The original Discovery was based on the Range Rover of the time,

with the same 100” wheelbase and a slick body containing a spacious, flexible cabin. It was well equipped and refined, and it came with the wonderful Tdi engine.

Over time, the Disco’s epic ability meant almost all of them were hammered at playdays. Lower body rust is a big killer, too. So it’s rare to find a good one now,

and when you do they tend to be priced with a lot of optimism. Very early ones in tip-top condition are full-on classics, too. For a sound one to own, we’d look for a tidy 300Tdi.

Pros: Price, practicality, parts E

Cons: T ’ been doused in sea water

Discovery 3 (2004-2009) £1850-£16,000

and capable off-road, genuinely luxurious and a giant of a tow truck, and as well as being able to seat seven adults it can be turned into a van with a totally flat rear load area.

handbrakes are big sources of woe, cam belts are a body-off job to change and rust is becoming more of an issue. Get a good one, though, and it’s all the car you’ll ever need.

Somewhere

is basically an evolution of the 3. It looks similar and is still a practicality monster, as well as being hugely impressive on and off-road and a hero in front of a trailer, but despite being only subtly tweaked inside feels far more luxurious.

That hasn’t prevented it from suffering all the same issues as time has gone on. You need to

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

start off by buying the best you can possibly afford – and at the top of the market, they don’t come cheap. Get it right, though, and this is as good as a modern Land Rover has ever been.

Pros: M LR ’ a Range Rover should be like Cons: Still a potential money pit, and the best are expensive

monster. As an all-rounder, at

But it was also astonishingly complex, and these days it has a reputation as a money pit. Air suspension and electronic

launch it was the most capable Land Rover on sale – the new Defender will be going some to wrest that crown from it.

All the engines in the range are refined and flexible, and its chassis is remarkably supple for such a big vehicle. There’s no end of electronics working away in the background, but the effect is very

Pros: Good at everything. Lots of accessories available now

Cons: As fragile as you expect, and then some

convincing – as is an interior that might make you wonder why you’d bother paying more for a Range Rover. Just be careful not to go wild with the options and end up paying more for a Discovery…

Pros: Immense blend of comfort and practicality

Cons: Feels more like a softroader than a proper Discovery

Discovery Sport (2019-on) £21,000-£62,000

body and dishes up an appealing all-round blend of comfort, kit and general driving manners.The third row of seats is only suitable for little ‘uns, though, and off-road it’s a Discovery in name only.

It’s a more practical proposition than the closely related Evoque, and you won’t need to live with the fear of Posh Spice jokes. You

might shudder at the price if you’re buying new, though – but on the used market, there are some tidy looking deals to be had, even on high-spec examples.

Pros: More practical than an E , S seats. Capable enough off-road Cons: Back seats only for small mammals. Price of top models

after the first. That’s because once again, it’s related to the Evoque, which was ready for a full new model in 2019.

The Sport is a premium midsized SUV with seven seats and a decent level of off-road ability. It’s a massively popular choice for the school run – and, with the arrival of a plug-in hybrid option last

year, as a company car. Quality has taken a step up from the first model – it’s now a convincing premium vehicle, and the range offers enough choices to suit anybody with the means to buy one.

Pros: Classy and practical cabin, all-round good to drive

Cons: You can get a Defender for the price of some models

Series III 88” (1977). 2.25 petrol. Luminition ignition, new Zenith carb, dumb irons, rear crossmember, parabolic springs, props, exhaust, brakes, canvas and more. Always MOT’d. £9000. Norwich. 07752 578611 09/23/004

Series I 80” Hard-Top (1951). Restoration project, believed sat since early 80s. Repairable rot. 2.0 engine for rebuilding. Comes with second bulkhead. Carb, air filter and some gauges missing. £5250. March. 07818 119461 07/23/002

Series IIA 88” Van by RJ Searle (1969). 200 Tdi, excellent box, quiet Fairey Overdrive, 3.54:1 RR diffs. Light, precise steering. Safari roof. Solid chassis and bulkhead. Galv FC wheels. £9500. Gloucester. 07942 752929 07/23/003

Series IIA 88” Truck-Cab (1966). 2.25 diesel. Resto project. Needs new chassis and bulkhead. Engine wants rebuilding. Gearbox not seized. Body fairly good, original dash included. £1000. Machynlleth. 07548 959362 07/23/004

Products Vehicles News

Adventure Workshop

Buyers

Defender Wolf Scout (1998). 83,000km. Very rare. Sand ladders, water and fuel containers, dash cover, tool set, ariel, commander’s seat. All Wolf upgrades. No rust, drives well. £15,000. Redditch. 07904 523913 08/23/009

Defender 90 Td5 (2006).

Galvanised chassis, panoramic windows, roof rack, heated seats, air-con, electric windows. 6-seater. VGC overall. 52,000+ miles since rebuild. MOT Feb. £20,999. Stixwould. 07947 203325 08/23/001

Defender 90 Soft-Top (1989).

117,441 miles. 2.5 Turbo Diesel engine. Immobiliser. Rear seats with belts. Same owner for more than ten years. Very clean example. MOT April. £12,000. Broadstairs. 07810 281957 09/23/003

Defender 90 2.2 TDCi Chelsea Truck (2012). 5” suspension, 20” alloys, twin exhausts, Pioneer media. Hand-stitched tan leather, billet door handles and seat inserts. MOT April. £74,995. Swansea. 07921 675842 09/23/005

Defender 90 2.2 TDCi HT (2012).

92,103 miles. CD, electric windows.

BFGs, Bluetooth, new Exide

Premium battery, reversing camera. Tow hitch, folding rear step. MOT Sept 23. £17,495. Cobham. 07590 544884 08/23/003

Defender 90 TD5 XS (2004). 93,000 miles. Air-con, leather, cage. EGR delete, turbo upgrade. Split-charge. Exmoor seats. Masai windows. Cage, rear ARB, Adrenalin suspension. MOT Oct 23. £29,950. Egham. 07919 152652 08/23/004

Defender 110 2.4 TDCi Utility XS camper (2011). 97,600 miles. Air-con, heated seats. No rust, mechanically excellent. Raptored body. Roof tent, bespoke interior, red leather seats. £23,950+vat. Carlisle. 07735 091078 08/23/007

Defender 90 2.4 TDCi HT (2010). 134,000 miles. Full SMC Overland trim inc 20” alloys and custom leather cabin. SVR paint, LEDs, Momo wheel, Corbeaus, snorkel. FSH. MOT Oct 23. £25,495. Hornsea. 07487 703824 08/23/002

Range Rover Vogue (1989). 3.5 V8 Auto bobtail pickup. Super solid chassis, all steel bumpers, guards etc, full exo cage, big lift, snorkel, PAS, cranked arms, little work needed for MOT. £4195. Devizes. 07900 997969 07/23/001

Range Rover 3.5 V8 EFi (1986). 76,000 miles. Solid underneath, presentable paintwork. New gear selector cable, ATF and filter, battery, front shocks and tow hitch. MOT May. £6995. Barnsley. 07970 083002 08/23/008

rack, snorkel, LED, much more. Mercedes OM 606 conversion (engine needs attention or replacing). £4000.

Usk. 07704 633641 07/23/003

Discovery Td5 ES auto (2003).

133,422 miles. Overland camper. Rear lights, stowage, cooking area, double bed. Galv rear chassis, winch, new gearbox. Everything works. FSH. MOT Sep. £8250. Watford. 07745 134757 07/23/001

100” hybrid (1990). 3.5 V8 manual. RR chassis, bobtailed crew-cab body SII bulkhead. Massive spen inc cage, 2” lift, 9500kg winch, 24-spline Disco axles. Recent top end refresh. £10,500. Lydney. 07930 259448 09/23/002

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Bikini Hoods o er a stylish alternative to the full hood providing protection from the elements whilst o ering an almost open top driving experience. The Bikini hood can be removed and put on in under a minute, a fuss free alternative so you can enjoy driving your Land Rover ‘Hood Free’ but still having the reassurance of adequate protection from showers and sun.

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