LAND ROVER LIFE 101 The sun was still blazing and the sky was clear blue as we arrived in Lofoten, and lunch was on the cards. It didn’t take long for us to find a beautiful pit-stop but it turned out we weren’t the only ones with the idea. Within minutes our somewhat secluded spot turned into a busy car park bulging with huge campers. The stress of being around other people ensured it wasn’t long before we were ready to hit the road again, having eaten our fill of Norwegian pastries. That evening we were lucky to find a relatively quiet Airbnb, one of several renovated traditional fisherman’s cabins, painted in vibrant colours, a true art piece. We barbecued on the dock outside our front door, enjoyed local fish burgers and watched the sun set against a backdrop of the Lofoten skyline – absolutely stunning. The following morning we were keen to see more of the landscape, but the crowded roads prompted a change of heart. Feeling the need to escape the tourists and constant traffic – yes, we know that applied to us too – we boarded a ferry back to mainland Norway. The decision I N AS S O C I AT I O N W I T H Driving into the mist from the North Cape A calm day on Lofoten Island Enjoying Norway’s mountain tracks Wild camping Norwegian-style Jess, Laurens and Lucy at North Cape Finding some snow was tricky to revisit Sweden loomed, fuelled by the incentive of collecting the Land Rover parts we had delivered in Arvidsjaur. We made a beeline for Sweden and didn’t stop until trees greeted us on the horizon. The route we took back to Arvidsjaur changed slightly, so we could visit Arjeplog, which many Land Rover enthusiasts know as the test site for the Discovery 3, many other Land Rover models and, of course, the JLR ice driving experience. We immersed ourselves in the automotive history that surrounded the location. We hope to visit in winter some day. Once we arrived in Arvidsjaur, it felt like we’d arrived back home. We retrieved the parts that arrived too late the last time we were here from a local fuel station. We decided to spend one more night in Arvidsjaur for old times’ sake. We awakened energised and ready to leave our slightly disappointing Norwegian adventure behind us. The plan? Drive into Finland and take the Helsinki ferry to Talin, Estonia, sticking to our original plan of driving around the Baltic Sea. LRL
102 LAND ROVER LIFE 2020 Land Rover Defender 110 S D250 Owner John Pearson Owned Over three years Mileage 32,000 Work done Suspension sag sorted Somewhere in the UK there’s a D240-engined L663 Defender finished in Eiger Grey with black roof and various accessories that I’ve specified for it. These include a raised air intake, front undershield, wheelarch protection, advanced off-road capability pack (Terrain Response 2 and Configurable Terrain Response), plus the off-road pack (which includes Goodyear all-terrain tyres and electronic active differential). D240 means it has a four-cylinder 2.0-litre Ingenium diesel engine, which is one of the original power unit options the Defender came with when launched at the Frankfurt Motor Show back in 2019. I tested one for Land Rover Owner magazine at Land Rover’s Eastnor Castle proving ground in early 2020 and was so impressed with its off-road capability and road manners when out on the tarmac I decided to trade in my Discovery 4 for one. However, between me ordering the Defender and its delivery date, Land Rover announced that the fourcylinder Ingenium had been dropped from the range, and the diesel options would henceforth be the mild hybrid D200, D250 and D300 3.0-litre six-cylinder units. the Land Rover franchise in 2023, which it had held for 75 years, selling it to the Marshall Group. Although a thoroughly professional set-up, it was still a familyrun operation, which is increasingly rare these days. And the people there were genuine enthusiasts – Chris owns several classic Land Rovers. With all due respect to Marshall, it’s just a corporate operation and I won’t be doing a 90-mile round trip to Leicester when the next service is due. So, over three years on, what are my thoughts on the Defender? I can honestly say that it’s everything I thought it would be, and a bit more. That twin-turbo in-line 3.0-litre six is so smooth and delightfully torquey. I never lack for power when overtaking, blasting across country or motorway cruising. It’s a mild hybrid, which means that energy is harvested when slowing, then be deployed for the stop-start and to give acceleration a little help. That helps the engine’s smoothness and eliminates the flat-spot you can get with some non-MHEV JLR engines. I’ve clocked up over 30,000 miles now, averaging just over 33mpg. The WLTP (Worldwide Harmonised Light Vehicle Test Procedure) stated consumption is 33.1mpg, and that’s what it’s achieving. Which is a surprise because there’s usually a discrepancy between manufacturer OUR LIFE LAND ROVER SAGAS A change for the better More than three years have passed since John Pearson bought an L663 Defender as his everyday motor – at the second attempt That put me in a quandry; should I continue with the order, or cancel it and go for a six-cylinder? I decided upon the latter, plumping for the six’s smoothness, extra zip and better fuel consumption. The decision was also helped by the cooperation of Chris Sturgess, the boss at Sturgess Land Rover in Leicester, who was quite happy for me to order the big six, being confident that he could sell the D240 when it arrived. Which he did, and hence the four-cylinder Defender driving around somewhere that I’ve configured. Chris explained that I might have a wait of six to nine months for the D250, but it turned out to be fairly prompt, and I collected it on 2 December 2020, one of the first sixes into the country. It should have been ready the previous day, but various items like the raised air intake, wheelarch protection and front undershield had to be fitted by the dealer and they didn’t arrive in time. No problem; although I was keen to get it, one more day didn’t make much difference. And Sturgess treated me royally, sending a chauffeured Range Rover to drive me from my Cambridgeshire home to Leicester, where Chris personally handed it over. As an aside, it’s a shame that Sturgess decided for business reasons to give up ‘That twin-turbo in-line 3.0-litre six is so smooth and delightfully torquey’
LAND ROVER LIFE 103 WLTP and what’s achievable in real world driving conditions. The Goodyear all-terrain tyres have lasted reasonably well, but are looking like they’ll have to be replaced during the next year. I’m currently deliberating whether to go for more of the same (especially as the spare is unused) or try something different. The Goodyears have performed well on-road and I have no complaints about their off-tarmac capability, having never got stuck or even got into difficulty in slippery conditions. Mind you, that can partly be attributed to the Defender’s awesomely capable traction systems and electronic active centre and rear diff-locks. It’s my everyday motor. I use it for bike in the back for mtb adventures in far-flung wild places. It even did sterling service as a support vehicle when my son was competing in the Scottish Six Days motorcycle trial. It’s commendably few misfuelling incidents with people thinking they must be behind the wheel of a petrol-engined vehicle. It’s also very comfortable, even on the long drive to Scotland from my Cambridgeshire home. I have taken it greenlaning on a number of occasions, but have to admit that I’m careful to choose lanes that won’t scratch the hell out of the paintwork and expensive plastic bits. As for taking it overlanding, I would fit a roof tent on top and use it for my overseas adventures – that is, if I didn’t already have an ex-G4 Challenge Td5 classic Defender 110 that I’ve modified over the years into the perfect expedition truck. I N AS S O C I AT I O N W I T H What’s reliability like? Now, it has to be acknowledged that Land Rovers consistently feature towards the bottom of vehicle reliability surveys. So, how’s this one been? The biggest problem I’ve encountered was sagging front suspension when parked. It needed several visits to the Marshall’s workshop at Leicester before they got around to replacing the dodgy front suspension units. I went into a sort of Groundhog Day loop of taking it into Marshall’s, them keeping it a few days, replacing a valve or two, then proclaiming it cured – only for it to slump down on its haunches again when back on my drive. Anyway, compartment cover, with its notoriously flimsy fixing straps, two of which broke. Incidentally, this recently begrudgingly spent just over £1000 on a year’s extended warranty. That’s a huge amount of money for something I hope I will never need, but with Land Rover’s reliability record there’s always the chance that something massively expensive like the engine or transmission could fail. The warranty also includes MoT test cover up to £750 and Land Rover Assistance for the UK and Europe. I’ve changed the registration from the original FL70 UDG to S123 LRO. I bought that number some time ago when working on Land Rover Owner, and decided to do the swap when LRO closed in 2023 in honour of the magazine I spent 22 years on. Defender has a completely different shape to other models in the LR stable Luggage cover straps are flimsy I’m pleased to say that the Defender is ageing well. It’s still quiet, with no unwanted clunks, squeaks or rattles. The driver’s seat hasn’t sagged and all controls work as they should. It’s survived several over-the-air software updates. I’m always filled with trepidation when it announces there’s an update due – based on a combination of bad experiences of computer software updates and the numerous software glitches I had with a Discovery 3 back in the day – but fortunately all have been successful so far. My only regret with the Defender is in specifying the basic LED headlights. They work fine straight ahead, but are less than diligent at illuminating the apex of tight bends. I wish I’d opted for the matrix LED light option, even though it would have been a £900 extra. I’m not planning to trade it in for a new one, but I thought I’d I thought I’d check how much it would cost if I did. This is an S model, which is no longer available, but based on the higher spec SE, with similar extras it would now cost me an extra £13,000 to get more or less like-for-like. Phew. And that explains why I coughed up for the extended warranty. LRL Plenty of room for a mountain bike Troubleshooting Occasionally there’s a glitch with the 10in Pivi Pro screen’s system, with the radio and other functions refusing to work. Fortunately, it has so far always rebooted after parking and getting back in the next day. I haven’t bothered to have that checked because I think the outcome would be an apologetic shrug of shoulders due to the dealer being unable to find anything wrong.
2024 DATES FOR YOUR DIARY ALL EVENTS ARE KINDLY SUPPORTED BY 7 Apr Newbury Showground 21 Apr Rutland Showground 22 Sep Rutland Showground 6 Oct Newbury Showground 13 Oct Ripon Racecourse 27 Oct Malvern, Three Counties Showground Book Early to SAVE £s! To book visitor or trade tickets scan the QR code or visit bit.ly/lrmevents1 For more info call 07586 023248 (trade) or 01778 395155 (visitors) PHOTOS: ALISDAIR CUSICK
I N AS S O C I AT I O N W I T H LAND ROVER LIFE 105 Q Are you allowed to carry people in side-facing seats in the back of Land Rovers? My Td5 Defender 110 station wagon has them in the back. A This one is one of those tricky-to-answer questions. Adults are allowed to sit in the seats, but for children it’s more of a grey area. According to the government website, ‘children must normally use a child car seat until they’re 12-years old or 135 centimetres tall, whichever comes first’. We’re not aware of any child seats that fit side-facing seats, and reasons given for not using a car seat are when they’re in the back seat without a seat belt if the vehicle doesn’t have one, or if there’s no room for another car seat. A Td5 110 station wagon should have belts for the forwardfacing centre row, so the children requiring car seats must use them in the middle row. If there are more children than forward-facing seats, then the rules do allow the use of sidefacing ones. But remember, in the event of an accident, lapbelts on side-facing seats won’t protect occupants as well as full belts and may even cause different types of injuries. Q 2018 and later Range Rover Sports and Range Rovers are getting the body control module update to reduce keyless theft. What about 2014-2017 owners? Are our beloved cars not worthy of it too? A We asked JLR about this and a spokesperson responded: ‘While the recent press release on this refers to vehicles from 2018 only, where there is any information regarding security relevant to clients of other vehicles, this will be communicated directly to the client either via their retailer or by JLR. ‘Aside from this, the security team have reiterated the importance of checking the car has successfully locked and has not been interfered with by a signal jamming device elsewhere [a telltale of a potential theft attempt]. We also advise clients to use the Land Rover Remote App subscription – the app alerts if the car is not locked and allows clients to lock it remotely via the app.’ Got a Land Rover-related question you’d like answered? It can be anything related to any aspect of Land Rover living. Drop Neil a line – email: [email protected] – and we’ll get an answer for you Your questions QI’ve been watching some programmes showing how things are built – is it possible to see Land Rovers going along the production line? A Yes. One of the areas the Land Rover Experience covers is factory tours at both UK vehicle production plants. You can choose to see the Range Rover Evoque and Discovery Sport being built at the Halewood plant in Liverpool, or the Range Rover, Range Rover Sport and Velar at Solihull. Prices start at £70 for adults and £50 for children (10-17 years) and the tour takes three hours. Both sites also have off-road driving experiences, so you can make a day of it. Those start at an additional £150 for the one-hour taster, or £160 for the Young Off-Roader Experience, which is open to 11 to 17-year olds. There isn’t currently a factory tour of the plant that Defenders and Discovery 5s are built in at Nitra, Slovakia. Rear seats aren’t for every occasion Check it’s locked when you leave it
106 LAND ROVER LIFE Buying Guide Series I 1948-1958 £5000-£25,000+ The original and (arguably) the best. While six-figure sums are sometimes paid for highly original 1948 examples with impeccable provenance, most aren’t nearly so collectable. Expensive restorations have been common in recent years, but these days a little honest patina and an interesting history can go a long way, especially when coupled with a period 1.6 or 2.0 engine rather than a later transplant. The early lights-behindthe-grille 80in examples collect the most ‘oohs’ at shows, followed by gawky 107in Station Wagons and Tickford station wagons (extra-costly to restore). All have been welded, sometimes decades ago, so the quality of any restorative work is key, and you’ll need to decide whether any ‘upgrades’ are intrusive or a welcome part of the car’s story. Series II/IIA 1958-1971 £3000-£22,000+ Often said to be the best-looking Land Rover, the Series II introduced the barrel sides that stayed part of the vehicle’s design right through to the end of the classic Defender. Rust is the killer, but on the other hand a lot have had a replacement chassis and bulkhead repairs. Expect any hedge-finds to be in a very poor condition as the better ones have mostly been snapped-up. Engine swaps are common, especially to Land Rover Tdi units, so bear that in mind if you’re after originality. Beware of Series IIIs being sold with Series II/IIA identities; loads had their identities stolen to benefit from free road tax. If you’re buying into the Series II/IIA experience you want the dials in the centre of the dash, not in front of you. Prices are starting to cool. Series III 1971-1985 £2500-£17,000+ These represent the most affordable route to the bouncy world of leaf-sprung Land Rovers. They’re marginally safer and easier to drive than earlier examples thanks to servo-assisted brakes, all-synchromesh gearbox and padded dash with instruments in front of the driver, but it’s still a very agricultural experience. A few parts have become costly to source, especially that padded dash, so restoration isn’t as cheap as it used to be. Beware dodgy wiring and amateur welding dating from the years when Series IIIs were cheap and disposable. As with previous generations, a rotten chassis and/or bulkhead are your biggest potential headaches; replacements cost thousands. But if you keep a watchful eye, big bills are unlikely to come from out of the blue, unlike with modern Land Rovers. 101 Forward Control 1972-1978 £5000-£20,000 With their awesome ground clearance, low gearing, surprisingly compact footprint and bulbous 9.00x16 tyres, these ex-military workhorses are huge fun offroad and can be very versatile, but motorway driving is a chore. History and period-correct details bolster their collectability. Some parts are now difficult to find, but there’s a very enthusiastic support network to help. The 3.5-litre Rover V8 engine tends to crack its exhaust manifold when installed in a 101. Despite a glorious soundtrack, their monstrous mpg may make you consider a Tdi conversion. Fortunately, accessibility for maintenance is excellent. Most are GS models (rag-top) or ambulances, some of which have been converted into impressive campers, and there are also radio-bodies and a very rare Vampire. Ninety/One Ten/127 1983-1990 £4000-£14,000 Despite many similarities, these aren’t as utilitarian as the Defenders that followed, thanks to less powerful and thirstier engines. Until quite recently they lacked any classic status, resulting in many receiving later Tdi engines transplants and aftermarket upgrades. Nothing wrong with that, unless you want period charm. The 2.5 naturally-aspirated diesels are pretty sluggish though, and the 1986 addition of a turbocharger introduced crankshaft reliability problems. There were V8s too, which always raise a smile, until you have to fill them up… Keeping these models original isn’t always easy, and certain parts can be hard to source, but if you can find a good, original one and keep it that way, it might go up in value – especially if it’s really early. Defender 1990-2016 £4500-£60,000+ There’s a spectrum of sophistication, grunt and driveability ranging from Tdi (1990-98) to TDCi (2007-on), with Td5 in the middle, but all feel fundamentally similar. Aftermarket options are endless, and no vehicle feels better suited to driving off-road. Some areas of body corrosion resistance improved over time, as did overall insulation. TDCis are superb haulers, with a very low first gear and six-speed cruising; beware that the MT82 manual likes to strip its output shaft, but upgrades are available. These also brought forward-facing rear seats and the popular Utility Wagon bodystyle. Many higherpriced Defenders at classic auctions have gone unsold in recent months. 2.4 TDCi models are Euro 4 compliant; 2.2s are Euro 5 but can be made Euro 6 compliant using an aftermarket exhaust system (cybrand.co.uk). Got your heart set on a Land Rover? Here are a few things you should know INSURANCE FOR THE INDIVIDUAL Call 0344 728 0417 Authorised & regulated by the Financial Conduct Authority Call 0344 728 0417 Authorised & regulated by the Financial Conduct Authority INSURANCE FOR THE INDIVIDUAL
LAND ROVER LIFE 107 Defender L663 2020-present £40,000-£95,000+ Nothing like the original, but that’s just what many buyers want. The 90 is too short for most utilitarian needs, while the 130 looks too long outside the USA, but the 110 is just right. These are as impressive behind the wheel as they are on paper, full of well thought-out ideas, and Land Rover’s accessories catalogue is chunky. Most are air-sprung but some buyers opted for coils with a diesel engine; MHEVs and PHEVs are available, the latter only making sense for shorter journeys. While the L663’s capability is immense, niggling faults are sadly quite common, sometimes taking a long time for Land Rover to sort out. Early examples are now coming out of warranty, so it’s worth buying an extension. Residual values are starting to drop as more enter the used market. Classic Range Rover 1970-1996 £2250-£35,000+ Timeless, classy and dripping with appeal, the original Range Rover is as much of an icon as the Defender. Collectors home in on 1970-72 chassis suffix-A models and 1991 limited edition CSKs. Extra legroom can be found in the long-wheelbase LSE variant, and for those needing better mpg there are late Tdi examples with manual gearboxes which can command a slight premium because of their rarity. Be careful what you’re letting yourself in for, restoration is very expensive especially if badly corroded. Headlinings sag, electrics play up, and the V8s demand a meticulous servicing regime. They are lovely though, and admit it, you do want one… Auctioneers haven’t had much success with original Range Rovers this year. Many have gone unsold, primarily in the upper price brackets. Range Rover P38 1995-2002 £1500-£8000+ Increasingly retro rather than just old, and now that electronic woes are the norm P38s don’t seem as scary as they once did. No one’s paying much for them though. Breakers’ yards still have plenty of second-hand bits, which helps. Water leaks need to be taken seriously because electrical maladies are very common and not easy to put right, although they’re usually fixable (there are specialists who can sort a dodgy body computer and return it by mail, for example). Sunroof drain tubes block, and rain gets into the footwells via the two pollen filter housings. Anything involving dismantling the dash is a big job. The mechanicals are robust, as long as you’re fussy about the service regime for the thirsty Rover V8s. LPG conversions are less popular now that gas is being phased out in the UK. Range Rover L322 2002-2012 £2500-£12,000+ Increasingly described as ‘peak Range Rover’, the L322 offers all the comfort, quality and power you could hope for, in a remarkably accessible package. Budget carefully though – although prices can be temptingly low, tax is high and most models come with the risk of expensive faults (rather than lots of niggles). For example, a common problem with the Ford TDV8s is turbo failure, resulting in a roughly £5k bill which is sometimes more than the car is worth. Meticulous service history is therefore vital. The earlier BMW Td6 (up to 2007) is a safer bet, though less enjoyable. Lusty petrols came from BMW or Jaguar, depending on year. The rear ends of the sills corrode and the tailgates can bubble, but severe rust elsewhere is rare. Range Rover L405 2012-2022 £15,000-£110,000+ Weight saving was the biggest achievement of the L405. Despite being packed with tech, the aluminium monocoque makes it half a tonne lighter than the L322, and you can really feel it. The effect was lost with the late PHEV models, but their running costs are impressively low on shorter journeys. For many buyers the punchy 4.4-litre SDV8 makes the most sense. There are reports of fewer niggles on post-2015 vehicles, and overall the L405 has a decent reputation, if you don’t count its very high maintenance bills when things do go wrong. Avoid 22in alloys if you value ride comfort, and before setting your heart on an Autobiography, consider whether you actually want massage seats, remotecontrolled heater etc – it’s more to go wrong… Range Rover L460 2022-present £95,000-£250,000+ Like all previous generations of Range Rover, this one’s all-new, but with those svelte looks and extensive use of aluminium, you could think of it as an L405 turned up to 11. The latest generation is exquisitely luxurious and packed with driver aids that make a doddle of everything, including off-road driving. Rear-wheel steering made its debut with the L460, giving a great turning circle as well as improving high-speed stability. There’s also a seven-seat option in the LWB variant – a first for Range Rovers (excluding aftermarket seats). Prices are colossal, and repair bills will be similarly steep, so not many are leading very dramatic lives. They’re also vast – too vast for some. A fully-electric model is expected for the 2024 model year. INSURANCE FOR THE INDIVIDUAL Call 0344 728 0417 Authorised & regulated by the Financial Conduct Authority INSURANCE FOR THE INDIVIDUAL Call 0344 728 0417 Authorised & regulated by the Financial Conduct Authority Example insurance quotes supplied by: 1. 1971 Series IIA (£20K value): £86 basic premium | Comprehensive cover with a £150 excess 2. 1980 Range Rover (£15K value): £142 basic premium | Comprehensive with a £200 excess 3. 2001 Range Rover P38 (£5K value): £240 basic premium | Comprehensive Cover with a £250 excess Quotes based on a 45-year old with access to another car, no claims or convictions, club member, 3000 miles per year, living in the SP postcode area. Includes Insurance Premium Tax Disclaimer: Policy benefits, features and discounts offered may vary between schemes or cover selected and are subject to underwriting criteria. An additional charge may be payable. Quotes generated on 21/11/2023.
Freelander 1 1997-2006 £750-£4000 The Freelander 1 marked a bold and popular new direction for Land Rover. Although ground clearance isn’t great (unless modified) the all-round independent coils are great off-road. Get familiar with their limitations and you’ll find these dependable, affordable and fun to own. The famous K-series head gasket weakness is rarely an issue these days, but the transmission’s IRD and VCU are expensive failure points that commonly become cooked if tyre sizes are mismatched. Check the history for transmissionrelated interventions, including removal of the propshaft to mask IRD/VCU failure. The Td4 engine offers the best blend of capabilities, while some swear by its rarer and simpler L-series diesel predecessor. Post-2004 facelift cars have fewer niggles. Freelander 2 2006-2015 £2000-£16,000 The Freelander 2 brought major advances in strength, comfort and driveability compared with its predecessor, as well as excellent reliability that endears it to Land Rover enthusiasts and general motorists alike. They’ve held their values extremely well but we’re no longer seeing £20k+ asking prices and honest older examples are available for well under £5k. Terrain Response appeared on all but the base S models, and for towing or off-road use you’ll want an auto to avoid having to excessively slip the clutch. The four-cylinder diesels offer decent power and economy, making them more popular than the fruity but thirsty Ford i6 petrol. If you don’t need low-range, 3.5-tonne towing ability, seven seats or big ground clearance, there aren’t many reasons not to choose a Freelander 2. Discovery 1 1989-1998 £1200-£5000+ These are quite difficult to find now in unmolested form, so if you can buy a good one it’s something to cherish rather than modify – even though the potential for doing so is huge. Their biggest weakness is body corrosion, made worse by leaking sunroofs. Sills suffer too. Repair panels are available and most surviving Disco 1s now have been welded up, after a hard life covering high mileages, but the mechanicals can take it if well serviced. The 1994 facelift saw the 200Tdi replaced with the 300Tdi and the LT77 manual gearbox replaced with the R380. All models are largely devoid of intrusive electronics, one exception being the alarm system’s ‘spider unit’ in later models, but this can be bypassed quite affordably. A genuine Camel Trophy Discovery 1 sold in France last June for €89,400. Discovery 2 1998-2004 £1500-£6000+ Beam axles with a Defender drivetrain and restrained use of electronics made the Discovery 2 the last of the old-school breed. Most have rear air suspension which adds comfort and is welcome for towing, and the ACE cornering system uses hydraulic anti-roll bars – very effective but expensive to fix when the pipes rust and the valve block fails; if they’re crusty, budget for a swap to standard anti-roll bars. Unlike Disco 1s, corrosion attacks the chassis worse than the body; many have received new rear chassis or even entire galvanised replacements. Interior volume is identical the to D1, but the boot is bigger thanks to an extended rear overhang which isn’t so great off-road. Clean, low-mileage ones are rare, and arguably still undervalued. A few are now being imported from Japan. Discovery 3 2004-2009 £1500-£8500 Versatility is the big buzzword here. There’s huge carrying potential, with seating for seven that folds completely flat to give a cavernous loadspace. All four corners are airsprung, and Terrain Response made its production debut at launch enabling capabilities that defy the vehicle’s significant heft. Sadly there’s a risk of chassis rust requiring body-off intervention. Running costs are high because of their appetite for bushes and ball joints, and labour-intensive jobs such as removing the electronic park brake module or the TDV6’s Rear Accessory Drive Belt (READ). This belt needs replacing every seven years or 105k miles, and if its tensioner bolt is over-tightened the casing can crack, causing major damage. In short, check all these jobs have been professionally done. Most are now sold privately, typically for under £5000. Discovery 4 2009-2017 £4500-£30,000 Arguably Land Rover’s best-ever stab at upmarket versatility, the Discovery 4 is a subtle but effective evolution of the Disco 3, with a much plusher interior and a more sophisticated eight-speed drivetrain boasting ‘flappy paddle’ option. Despite the extra capacity of the 3.0-litre SDV6, which makes the 442lb ft Disco 4 even better at towing than the already superb D3, these big beasts are still capable of 30mpg. There’s a good range of aftermarket gear too. The Disco 3’s main failure points were generally sorted. Listen for knocks indicating worn bushes, and make sure that any hard-working example has been serviced on the dot by specialists. If you need Euro 6 compliance for ULEZ entry, you’ll need a late one with AdBlue, introduced for the 2016 model year. Discovery 5 2017-present £18,500-£85,000 Expect oodles of tech and Range Rover levels of sophistication, as the D5 shares the L405’s impressive architecture. You’ll need to check the options list carefully to know exactly what you’re getting, and scrutinise the history for any ongoing issues. Common problems include leaking windscreens – not pretty. The running gear isn’t prone to premature wear, but as more examples head beyond 150k miles, expensive replacements could be ahead. For lighter use there’s the supercharged 3.0 V6 petrol and a not-much-less thirsty 2.0, but the Ingenium diesels make the most sense. Be wary of early 2.0-litre diesels which can suffer premature failure, and examples with very low mileage which haven’t given their Diesel Particulate Filters (DPF) the longer journeys they require to regenerate. Buying an extended warranty isn’t a bad idea. All Disco 5s are Euro 6 compliant. INSURANCE FOR THE INDIVIDUAL Call 0344 728 0417 Authorised & regulated by the Financial Conduct Authority 108 LAND ROVER LIFE Call 0344 728 0417 Authorised & regulated by the Financial Conduct Authority INSURANCE FOR THE INDIVIDUAL
Discovery Sport 2015-present £8500-£50,000 The range is bookended by two-wheel drive diesels at one end and 290bhp Si4 petrols at the other. Early 2.2-litre diesels are Euro 5 and therefore not ULEZ compliant, unlike the Ingenium engines which arrived in late 2015. Even the base SE models are well-appointed, while the top-end HSE models can feel quite lavish. Fortunately, any electronic woes can usually be cleared with a software update from Land Rover. Their popularity with families means exterior car park dings and interior ice cream splodges are common, but there are plenty to choose between so you can afford to be fussy. The second generation in 2019 brought slightly better refinement, more storage space, new gizmo options such as ClearSight rearview mirrors, and new MHEV and PHEV drivetrain Range Rover Evoque 1 2011-2018 £6500-£25,000 Land Rover diehards seldom have use for them, but the Evoque brought premium chunkiness to the masses. Their cost today doesn’t seem so excessive – in fact, they’ve held their value quite well and the design doesn’t feel too stale. Electrical maladies aren’t as bad as other contemporary Land Rovers, although some examples are getting long in the tooth and potentially costly to maintain – a noisy rear diff is one major thing to listen for. Transmission oil changes in the history are a good sign. Drivetrains range from fairly frugal fwd-only eD4 to a quite fruity 290bhp Si4 petrol. Front-seat occupants are served better than those in the rear, especially in coupé models with their lower roofline. You’ll get a tiny boot in the Cabriolet, but for gentle greenlaning or cruising to Monaco, maybe that’s a price worth paying. Range Rover Evoque 2 2019-present £19,000-£50,000+ Outside changes were few (the retractable door handles are the biggest clue) but the updated Evoque is completely new – a bit longer, with slightly better legroom, a more practical boot, bigger infotainment screen, better quality materials and even more gizmos to play with. New drivetrain options arrived too, including mild hybrids offering up to nearly 40mpg, and now there’s a plug-in diesel-electric hybrid on the scene too, with a full electric version on the way. Standard wheels are 17-inchers, but most owners prefer bigger rolling stock. Towing capacity ranges from 1600kg to 2000kg depending on the engine fitted. Few have been maintained outside the main dealer network yet, although early ones are now out of warranty, so that will undoubtedly change. Range Rover Velar 2017-present £20,000-£70,000+ Land Rover imagined a huge hole in the market and plugged it with the sleek, high-tech and very capable Velar; bigger than an Evoque but more attainable than a Sport. Off-road ability is hampered by a vulnerable front splitter, low-profile tyres which leave the expensive alloys vulnerable to curbing, and the lack of low-range gearbox. Few owners will care about that though, especially in the D300 diesel with its 300bhp and 516lb ft of torque. Hybrid versions arrived in 2020, and there’s also a 5.0-litre V8 option, if your pockets are deep enough for the fuel bills. Handling is excellent, especially for those equipped with the optional adaptive air suspension. Entry models use coils instead. Velars don’t wear scratches well, so car park damage is an excuse to haggle hard. Range Rover Sport L320 2005-2013 £2500-£14,000 First-gen Sports are derived from the Discovery 3 platform but they’re more fun to drive. Not many worked as hard as Discos so they’re easier to find in good condition, though many have been thrashed. Mintcondition early ones are starting to acquire a ‘modern classic’ aura, especially in Vesuvius Orange. Like the Disco 3, chassis corrosion can be a problem, but Sports tend to see less mud. The 2.7 TDV6’s crank bearing shells have been known to slip and block oil supply, with catastrophic results; the 3.0-litre SDV6 is a better bet, and things got even better with the TDV8 in 2007. Servicing costs are high and Brembo brakes (where fitted) are particularly costly. A proper test drive is essential, ensuring all gears select cleanly and there are no knocks from the running gear or drivetrain. Range Rover Sport L494 2013-2022 £13,000-£70,000 The second iteration of the Sport truly lived up to its name, thanks to a much lighter and stiffer monocoque shell. Although servicing costs can be high (some have 22-inch rims, and tyres like that aren’t cheap…), the L494’s reliability record is decent, with the main concern being catastrophic timing belt failure on the 3.0-litre diesels. SVR models offer supercharged 525bhp or 575bhp shenanigans, but there’s a large range of petrols and diesels to choose between, including MHEVs and PHEVs. Interior options are also plentiful and some even have a seven-seat configuration, though the third row is cramped. If you need low-range, bear in mind that not all were specced with it. There’s also a risk of theft and crash damage, so an HPI check is advisable. Range Rover Sport L461 2022-present £80,000-£130,000 Like its full-fat brother, the latest Sport is a subtle but comprehensively rethought evolution of the recipe, with savagely powerful drivetrain options designed to fend off the German rivals and four-wheel steering enabling great agility. The interior is more minimalist and digitised than ever – cleverly done, but the screens have been known to freeze. Under the bonnet, entry-level models get a 296bhp straight-six Ingenium diesel, while the latest SV gets a 626bhp twinturbo V8 mild hybrid giving a bonkers 0-60mph time of 3.6 seconds. The optional handling pack brings an electronic diff, torque vectoring by braking and adaptive anti-roll bars powered by 48v electrics. None of this is going to be DIY-friendly, but that’s hardly the point. INSURANCE FOR THE INDIVIDUAL Call 0344 728 0417 Authorised & regulated by the Financial Conduct Authority INSURANCE FOR THE INDIVIDUAL Call 0344 728 0417 Authorised & regulated by the Financial Conduct Authority LAND ROVER LIFE 109
INSURANCE FOR THE INDIVIDUAL Call 0344 728 0417 Authorised & regulated by the Financial Conduct Authority 110 LAND ROVER LIFE Call 0344 728 0417 Authorised & regulated by the Financial Conduct Authority INSURANCE FOR THE INDIVIDUAL Series IIA 1964, 45,000 miles. LWB. Original chassis, no damage or welding ever required, original running gear and body. Perkins 4203 3.3-litre diesel engine. Freewheeling hubs. Twin 12V batteries and alternator. Re-cored radiator and new thermostat recently fitted. Fitted with foldout front steps. Excellent rear tub condition with two original squabs for crew benches. Two former keepers. Advisory-free MoT to Sept 2024. Always garaged. £14,500, Great Bridgeford, Staffordshire, 01785 282244. Defender 110 1984, 145,000 miles. Station wagon. Much loved and molly-coddled, with very minimal offroad use. First production year of wind-up windows but still lift-up door handles, so reasonably rare. Resprayed from red to white in late 1980s. Perkins 4.182 engine conversion in 1991. Galvanised chassis (2006), with Polybush bushes. Roamerdrive overdrive fitted 2010. BFGoodrich A/T tyres with good tread. Second row seats reposition for better legroom and visibility. Many individual enthusiast alterations for comfort and functionality. Passed MoT no problem. Current reg not part of sale. £19,000, Maldon, Essex, 07766 765665. Defender 110 200Tdi 1993, 242,000 miles. 200Tdi CSW. Original engine nd gearbox, Discovery transfer ’box, Allard intercooler, steering guard and diff guards. Body undersealed and Waxoyled regularly. Raised air intake, snow cowl, side steps, Clim-Air wind deflectors, rear window guards, spare wheel carrier, BFGoodrich A/T tyres. Heated door mirrors, heated front seats, lockable front cubby box, extended second row seats, rear side benches, removeable rear tow hitch, rear work light. MoT to February 2025. £15,000, Dumfries, Dumfries and Galloway, 07762 152755. Defender 90 1996, 197,000 miles. 300Tdi. Fully restored by myself in 2016-17 to look like the last Defender built. Have been avid restorer for 40 years. 4500 miles since rebuild. Garaged all the time and does not get out in rain or winter. Rebuilt on new Marsland chassis and as many steel parts as possible have been galvanised: axle casings, radius arms, A-frame, bulkhead, slam panel, radiator cradle, body cappings, wheels etc. Kunifer brake pipes with brass fittings and stainless flexi hoses. Most body panels replaced with new. Canvas hood is as was fitted to the last Defender. Engine also rebuilt – bored, new pistons, shells, head reconditioned etc. Painted in original 1948 light green. A real head-turner. Registration now P978 KSC. MoT to May. £20,000, Galashiels, Scottish Borders, 07765 532347. Defender 130 Ambulance 1998, 104,000km. Ex-military, Pulse ambulance. Fully rebuilt 2016 to 2019 to off-grid camper spec. Galvanised chassis and black powdercoat, mainly new parts including brakes, suspension, drivetrain, all new hoses and pipes, Allard Intercooler, twin electric fans, X-Eng handbrake, six new BFG tyres, custom stainless exhaust, etc. Replacement engine fitted in 2023. Comprehensive list of all work carried out along with a pile of receipts and leaflets. MoT to August 2024. Open to sensible offers. £36,595, Doncaster, South Yorkshire, 07946 270643. Defender 110 Td5 2002, 115,000 miles. Td5. Previously owned by the Forestry Commission and Welsh Police. Current owner 3 years. Used regularly and runs great. Bodywork and chassis also good. No expense spared on maintenance, most recently had an ECU rebuild, new clutch, exhaust silencer, and various ancillaries. Bills as evidence of work done. Signs of age and use, but very honest beast with nothing hidden. Everything works, MoT to 2025. £17,000, Falkirk, Scotland, 07963 621882. Defender 110 Td5 2003, 174,000 miles. Td5. Pro respray 2019 with new wings and doors. Discovery wheels with good offroad tyres, hydraulic two-speed winch on Land Rover bumper, rock sliders, engine and diff guards. Strobes, working lights, reverse camera. Panelled in rear. RX-8 seats. £13,750 ono. Oxfordshire, 07776 333400. Defender 110 2006, 107,538 miles. £20k Twisted upgrades, including Twisted alloys fitted with BFGoodrich A/T tyres, Twisted remap. Heated Recaro seats, fully sounddeadened. Professional Raptor underseal on original chassis. Heated front screen. LED headlights. Uprated suspension, new discs, pads and calipers. Clutch pedal lock and other security upgrades. Fully serviced, 12 months MoT, 12 months tax band £320. Bench seats available for fitting on request. £29,995, Macclesfield, Cheshire, 01625 800900. Defender 90 2007, 53,750 miles. 2.4 diesel TDCi. Low mileage, Heritage styling. Exmoor canvas seat covers. FSH, starts first time. Excellent bodywork and interior, no dents or scratches. Virtually new Continental tyres. LED lights. Electric windows. Heated seats. Kenwood Bluetooth radio. Perimetric/volumetric alarm. Land Rover cargo floor liner. Sound-deadening and headliner. Heated rear screen with wash wipe. Tow ball. Mud flaps. Two keys. MoT to September 2024. £21,500, St Albans, Hertfordshire, 07780 356346. Forecourt Advertising your cherished Land Rover is FREE here on the pages of LRL
INSURANCE FOR THE INDIVIDUAL Call 0344 728 0417 Authorised & regulated by the Financial Conduct Authority INSURANCE FOR THE INDIVIDUAL Call 0344 728 0417 Authorised & regulated by the Financial Conduct Authority LAND ROVER LIFE 111 Defender 90 2.4 TDCi 2009, 42,000 miles. 2.4 TDCi XS Station Wagon, Euro 4, three-door. Low mileage. Striking City Blue exterior, plenty of luxuries like Bluetooth, sat nav, air conditioning, electric windows, heated seats, Momo steering wheel, rear privacy glass. £44,595, Macclesfield, Cheshire, 01625 800900. Defender 110 2009, 38,519 miles. 2.4 TDCi station wagon. Zermatt Silver. 7-seats. One previous owner. New clutch and slave cylinder in 2020. Alloy wheels, Goodyear Wrangler tyres. Extras including light protectors, side and rear steps, Alpine radio and central cubby box. Front-facing individual rear seats. Original book pack and handbook. Central locking, ABS, electric windows, unmarked grey cloth interior and five-spoke alloy wheels. £34,950, Macclesfield, Cheshire, 01625 800900. Defender 90 2009, 56,000 miles. Pick-up, fitted with rear hard top. Low mileage, well looked after, good condition. £20,000, Keston, Bromley, Kent, 07932 958541. Defender 90 2010, 48,000 miles. 2.4 Diesel. New chassis in 2022. New exhaust system, new dampers, etc. Sawtooth alloy wheels. Many extras. Good looker. MoT to Jan 25. £28,950, West Wales, 07971 803483. Defender 110 2010, 55,700km. 2.4 TDCi hardtop. One owner, low mileage. Australian import. Ordered as poverty pack, hence no ABS or traction-control. Rustproofed on delivery. Full dealership window tint. Factory snorkel. Factory light guards (need a touch up). Steel snow cowl for heater. Fitted with Supagas dampers and springs. Four new Michelin 7.50x16 XZL tires. Self-centring steering damper. Carpeted throughout, no marks. £23,495, Penicuik, Midlothian, 07526 670087. Defender 90 2.4 TDCi 2010, 85,000 miles. 2.4 TDCi Hard Top three-door. Diesel Euro 4 (122bhp). Galway Green. MoT just passed and completed by LRS Engineering. Full set of like-new tyres. Quick-shift, which makes the world of difference. Alive Tuning remap for performance and fuel economy. Halo LED running lights. Masai 4x4 rear panoramic glass. Masai 4x4 tubular roof rack. Fixed tow bar. Airconditioning. Electric windows. Touchscreen media system including Bluetooth for music and telephone. Reversing camera. Large centre console including two cup holders. Excellent history record/paperwork with original manuals. Reluctant sale. £24,995, Ipswich, Suffolk, 07807 603095. Defender 110 XS 2011, 92,000 miles. XS. Very good, original condition. Seven seats, AC, heated front seats, service history, carpets and rubber mats, alarm plus keypad Sigma immobiliser. MoT to Jan 25. £19,995, Leighton Buzzard, Bedfordshire, 07812 222590. Defender 110 XS 2014, 90,094 miles, XS TDCi station wagon. Two previous owners. Sat nav, heated seats. Upgraded sound system. Half-leather seats. Two keys. Tool pack, locking wheel nut, metallic-black alloy wheels, air-conditioning, alarm, central locking, electric windows, heated front seats, heated front screen, spare wheel, side step running boards, sevenseats, service history. Excellent condition. Two previous owners. Serviced in a Land Rover garage with stamps. £27,500, Liverpool, 07791 029526. Defender 110 2015, 59,000 miles. County Station Wagon. Seven Seat. Superb condition. One owner since dealer. Silver with black interior, cloth seats and rubber mats. Steps all-round. Well looked after and viewings and full inspections are welcomed. Really great example of its type. £34,000, Tintagel, Cornwall, 07793 743337. Defender 90 2022, 57,000 miles. 3-door Commercial , as seen in LRM, LRO and Land Rover Life. Wheelarch protection. Raised air intake. Matt black 90 bonnet decal. Exterior side-mounted gear carrier. Rear towing eyes. Rear bumper protection. Rear quarter protection. Heated steering wheel. Heated seats. Surround cameras. Auto high beam. Cold climate pack. Front spotlights. Detachable tow bar. 18in Anthracite alloy wheels. Expedition extras: Mud UK rear door shelf, rear door, and interior LED light, ProSpeed rack, Terrafirma 12,000 lbs concealed winch, tree sliders, rear ladder, wheel spacers. Devon 4x4 underbody protection, Ralf Sarek 2in lift and HD springs, Camp Cover storage, Defender cubby box, fire extinguisher, glass hammer, door mirror protectors, Falken Wildpeak all-terrain tyres. Full service history, oil change every 5000 miles, balance of manufacturer’s warranty. Tent and private plate not included. £39,000 plus 20% VAT, Selby, North Yorkshire, [email protected], 07974 356516. Wheels and tyres 2022, 5 x 16in Dakar alloys (black) shod with 265/75 R16 BFGoodrich All Terrains. Incudes nuts and security nuts. Also available at extra cost if required – wheel spacers for early Defenders. £1000, Dumfries, Dumfries and Galloway, 07762 152755. Send us your free listing Website: landrovermonthly.co.uk Use our easy self-listing form on the site and we will also include your listing here for FREE. Email: [email protected]. Include vehicle photo, your name, address, contact telephone number or email. You can include up to 40 words in your description. Warners Group Publications Ltd uses a layered Privacy Notice giving you brief details about how we would like to use your personal information. For full details please visit our website warnersgroup.co.uk or call us on +44 (0)1778 391000. If you have any questions please ask as submitting your details indicates your consent, until you choose otherwise, that we and our partners may contact you about products and services that will be of relevance to you via direct mail, phone, email and SMA. You can opt-out at any time by logging into the website and checking or un-checking relevant boxes to adjust your marketing preferences or by following the opt-out links on any marketing message sent to you or by contacting us at any time.
112 LAND ROVER LIFE EVENT LIFE WHERE TO GO APRIL 7 Newbury Land Rover and 4x4 Spares Day, Newbury Showground, Berkshire bit.ly/lrmevents1 21 Drive It Day, Events around the UK driveitday.co.uk 26-28 Land Rover Series One Club Southern Spring Rally, Surrey lrsoc.com 26-4 May Santana Trophy, Morocco santanatrophy.com MAY 3-5 Land Rover Global Gathering, Market Harborough, Leicestershire lrgg.co.uk Upcoming Land Rover events 4-5 Gaydon Land Rover Show, Warwickshire britishmotormuseum.co.uk 10-12 Castlewood 4x4 Show, Cheshire castlewood4x4.co.uk 18-19 Land Rover Monthly Live, Malvern, Worcestershire bit.ly/lrmevents1 24-27 ALRC National Rally, Whaddon, Buckinghamshire alrc.co.uk JUNE 8-9 Under the Stars Adventure Trek Weekend, Dunkeld highlandoffroad.co.uk 21-23 Land Rover Series One Club Jorvik Rally 2024, Yorkshire lrsoc.com 29-30 Billing Off Road Show, Northamptonshire thebillingoffroadexperience.co.uk JULY 7 Simply Land Rover, Beaulieu, Hampshire beaulieu.co.uk 11-14 Goodwood Festival of Speed, Sussex goodwood.com AUGUST 1-4 Land Rover Series I, II, III Club Rally, Leicestershire series123club.co.uk 8-11 Series 2 Club Rally, Fakenham, Norfolk series2club.co.uk 18 York Land Rover Show, Yorkshire yorklandrovershow.co.uk 23-25 Silverstone Festival, Northamptonshire silverstone.co.uk 24-25 Leafers at t’pit, Apedale Railway, Staffordshire avlr.org.uk SEPTEMBER 6-8 Goodwood Revival, Sussex goodwood.com 14-15 International Autojumble, Beaulieu, Hampshire beaulieu.co.uk OCTOBER 4-6 Land Party, Spain landparty.es k Get the latest Land Rover news, shows and information direct to your inbox. Sign up here for FREE bit.ly/lrmsignup23 Sign up here for FREE - bit.ly/lrmsignup23 Sign up to free emails and enjoy: 9Reviews of new Land Rovers as they are released 9Exclusive news, features and special offers 9Event updates and savings 9Plus much more! Stay connected Join our community SCAN ME!
Next issue On sale 19 June 2024 Upgraded L405 You don’t often see many modified fourth generation Range Rovers, but this one’s a real peach Oz by Perentie Epic five-week, 9000-mile drive across Australia, timed to coincide with the massive Cooma Land Rover meet Italy by classic James and Bonnie Robb’s Range Rover (p94) learns the reason it had seen the recent loving attention Take out a subscription – not only will you save cash on the cover price, but your copy will be delivered to your door See page p30 for details *Contents subject to change LAND ROVER LIFE 113 SUBSCRIBE NOW!
114 LAND ROVER LIFE Replacing the rear axle A-frame ball joint on a beam-axle Land Rover is one of those jobs that filled me with dread, especially as my Defender was one of those fitted with the self-levelling units. Mine wasn’t particularly worn, but the seals on the self-leveller had failed and that was swinging around, clunking into the exhaust pipe when I drove over bumps or went round corners. Rather than tackling it myself I again booked the Defender in with Simon Sagar at SS 4x4 Performance and left the potential headaches to him. Somewhat surprisingly, apart from having to remove copious quantities of rustproofing from the fixings, everything came apart fairly easily – they didn’t need to cut through any bolts, and even the bushes pushed out cleanly. You can’t buy replacement selflevelling units any more – though I do want to see if I can find someone to rebuild my one – and I’ve already fitted progressive springs (RKB101111), which work nicely for my loading, so there wasn’t a problem with fitting a standard unit. Simon’s top tip when refitting the A-frame is not to build it up first, but to attach the ball joint fulcrum to the axle, then the arms to the chassis, then line up the arms and fulcrum for the bolts – and it certainly works. The clunking has gone and it’s another job ticked off the list. Watty’s World I’ve been A-framed It’s not what you know… Flooding has caused masses of problems over winter, with areas affected across the UK. Where I am, roads often get closed after heavy rain – they cross the floodplain and the area does what its name suggests. I did get a call asking me to help recover a van from some floodwater, along a road that often floods. The driver had gone in a bit fast. Because the vehicle was in water, none of the recovery companies would go in and get it, but when I arrived it was only sitting in a few inches of water – nothing serious. The only problem was that I had to reverse down to it. In the dark. And not able to see the road. Needless to say, my next upgrade will probably be uprated reverse lights. Flood misery I’m constantly surprised by things that happen when I’m driving my Land Rovers – and then I’m surprised again that I’m not the only person that it has happened to. Like this month when I was driving along an A-road (see greenlaning, p48) and my sunroof inexplicably exploded. I like to think that I might have spotted something dropping onto the sunroof with enough power to smash the glass, and that I was just unlucky that it hit the glass without damaging the aluminium roof, but it turns out I’m not the only person it’s happened to recently. Chatting to Steve, owner of Optimill, and he said he was driving along the motorway in his BMW, when his sunroof did the same. Then Martin, editor of sister mag LRM, saw a post on Facebook about someone’s Discovery 3 sunroof going pop too. In all three cases, none of us saw anything which may have landed on it. Steve said he tried to claim on the glass cover on his insurance, but they said that only applied to the window glass – he would have to put in a full claim for the sunroof. It didn’t even occur to me that I might be able to claim on insurance. Instead, I racked my brains for where I could get a replacement from. I felt sure I’d be able to get one from a 4x4 Spares Day (p104), but I’d have to wait a month until the next one. I did find a brand-new one for sale, but £700 was a bit steep for my wallet, given that the roof has plenty of dents in it. So I considered buying a complete roof with the correct sunroof to replace mine, or without one for more of a chance of keeping water out, but most I found were more dented than mine. Land Rover Life editor Neil has owned Land Rovers for more than 35 years and the vehicles have played a significant role in his life and still do. What’s he been up to recently? Although I have winches on a couple of my Land Rovers, I don’t use them that frequently, but the other day having one proved its worth. Walking to the shops, I found a council Ford Transit tipper stuck on some wet grass. It was softer than they thought, the front wheels sank and the rear tyres couldn’t gain enough grip. They tried recovering it with another van, but failed. Being community-spirited, I offered to get my Land Rover, so trotted home, grabbed the 88-inch Series IIA and drove round. Attaching the back to a sturdy tree and the rope of the Superwinch Husky to the van – the first time I’d used the winch since getting it rebuilt by Goodwinch – and the Transit was soon back on firm ground. Job done. Every winch way New A-frame fulcrum is fitted Neil drops the replacement sunroof into place Then I thought back to a conversation that I’d had with Mick Outhwaite from Pennine Overland (lrbits.co.uk). The pop-top camper conversions the company fits require a cut-out in the standard roof, so the sunroof has to be removed. And, as luck would have it, he had a take-off item in his storage unit. A deal was done and I popped up to Yorkshire to pick it up. Despite it being a newer version – mine had black dots to darken it, this was black glass – it fitted perfectly. The only issue was that Mick and I started talking pop-tops and I’ve almost convinced myself that I need one. I just need to talk my long-suffering wife round to the idea now.
Offer is open to UK residents and closes on 30 June 2024 Call 01778 392033 quoting LRM/LRLF/ISSUE4/24 For just £5 subscribe to 5 issues of Land Rover Monthly - SAVING £24.95! Or get 13 issues for £49.99 Subscribe now bit.ly/lrlf424lrm SCAN ME Don’t stall on your latest project... ... is packed with tech advice to keep you going! As well as expert technical advice, Land Rover Monthly includes the best: • Overlanding • Buying guides • Restorations • Reviews and much more!
Drive your Land Rover up the legendary Shelsley Walsh