the landy october 14

I was gIven the choIce between a galvanIsed chassIs or a watchThe perfect birthday present? When its a new life for your Land Rover, its a gift that keeps on giving

Its still rare to see Mk2 Rangeys being used off-road. But a few have been built up for action and Paul Goldrings is one of the best. Full story: Page 22

OVERLANDING: IN A 90!

Which Land Rover would you choose for expedition travel?

It might be a 110 or 130. Maybe a Disco, or perhaps even a 101.

But Gareth Griffiths had other ideas. He wanted to build himself an overland truck based on a 90.

You wont see a Landy like this coming out of any of the big travel prep companies. And its all the more interesting for thatFull story: Page 30

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ISSUE 8 OCTOBER 2014

Staffs and Shrops LRCs Medlicott trial has a special place in the clubs heart. Because when the drivings over, everyone jumps on a bus to the Bishops Castle Beer Festival Full story: Page 42

We all love a nicely done Series I. And up in Scotland, Autoecosse has just done one very nicely indeed Full story: Page 20

3Issue 8: October 2014w w w . t h e l a n d y . c o . u kWere on Facebook: www.facebook.com/thelandyukTo advertise in The Landy, call Ian Argent on 01283 553242range rOver number One tO be auctIOnedYVB 151H comes up for sale after quarter of a century but could be lost to Britain

Mike TrottYVB 151H is an instantly recognisable registration to thousands of Land Rover enthusiasts. This is the first ever Range Rover, with chassis number 001 and after a quarter of a century in the same hands, its about to find a new owner.

The Range Rover is due to be sold at the Salon Priv Sale, hosted by Silverstone Auctions, in London on 4 September. Silverstone estimates that it will fetch between 100,000 and 140,000 though few would be surprised if it exceeds that.

YVB was built between 24 November and 17 December 1969, before finally being registered on 2 January 1970.

This was almost six months before the Range Rovers official launch, so it was inevitable that its first owner would be a Land Rover insider.

In the event it was Michael Furlong, producer of the two promotional films for the Range Rover at the time, who bought chassis number 001. He sold it on in 1975 by which time it had been resprayed in Bahama Gold and given a registration change.

At this point, 001 was lost for several years. In the end, however, it found its way to a friend of Peter Garside founder of the Land Rover Centre in Huddersfield.

Peters friend did all the restoration work, which took a few years and was

completed about 25 years ago, Sales Manager Mark Griffiths told The Landy. There were seven prototype vehicles, which were followed by this first pre-production model.

The restoration was a six-year ground-up job, with the body and mechanical components alike returned to as-new condition. The vehicle was returned to its original Olive Green colour as well.

Despite the extent of the work done back then, the Range Rover has managed to keep hold of its matching numbers (the chassis, engine, gearbox and axles) as well as the original aluminium bonnet and body shell. From 1997, the DVLA had reissued

4 Issue 8: October 2014www . t h e l a n d y . c o . u k ClubsAdventure WorkshopProducts VehiclesNewschassis 001 with its original registration plate, so by this time it was known as YVB 151H once again.

Having owned such a treasure of a car for 25 years, why has its owner chosen now to sell it now? Peter has owned it for the last 25 years or so,

Mark told us. But hes in his sixties now and feels hes had it long enough, and that its time for someone else to have a play with it.

Could that someone else in fact be Land Rover itself? The Land Rover Centre says it hasnt approached Jaguar Land Rover (We figure they will know where it is if they want it, said Mark), but the companys interest in acquiring vehicles important to its own heritage was made clear in July when it bought the James Hull collection, which had been valued at 100 million.

Speaking at the time, JLRs John Edwards said the companys objective in buying the collection was to keep it in British hands, and the sale of YVB 151H at auction does raise the possibility of the first ever Range Rover ending up abroad. When we asked Land Rover why it has decided against buying this piece of its heritage, the company declined to comment.

This issue of The Landy goes to press two weeks before the auction, meaning there will still be time for the Range Rover to be sold prior. At present,

however, it is still on track to go to the highest bidder come 4 September.

Speaking of the sale, Silverstone Auctions MD Nick Whale said: Its wonderful to be able to offer this iconic British model for auction at the UKs finest concours event. These cars are incredibly popular and we expect a significant amount of interest when it goes under the hammer.

While the auction does raise the possibility of this British icon being

lost to the UK, the funds it raises will at least be ploughed back into the Land Rover Centres ever-increasing collection of classic Landies.

Its been an on/off idea for the last four or five years, Mark Griffiths told us. Values have been good previously, but nothing amazing. Now is perhaps the best time. Peter has had a think and feels the money would be better off elsewhere. We could get five or six top Land Rovers for the money.

Land Rover already has a first-run Range Rover in its collection - though its history is a bit different to number 001s.

Built 15 cars later in the initial production run, YVB 166H is famous as the car in which Land Rover entered and won the first Senior Service Hillrally. It was driven by none other than Roger Crathorne who retired earlier this year after more than half a century with the company.

5Issue 8: October 2014w w w . t h e l a n d y . c o . u kWere on Facebook: www.facebook.com/thelandyukTo advertise in The Landy, call Ian Argent on 01283 553242Invictus Games makes sporting heroes out of war heroes with help from Land Rover

Jaguar Land Rover has unveiled the British team for the Invictus Games, a new international sporting event for wounded servicemen and women.The British Armed Forces team will

compete against thirteen nations in nine sports and a competitive driving challenge once the Games open in London on 10 September. Help for Heroes and the Ministry of Defence have been supporting members of the Armed Forces in their training.British captain Dave Henson lost

his legs in Afghanistan. When I was injured I thought that was it, my life was over, he said. The confidence boost that sport gave me was huge and to be selected as part of the British team is a huge honour. Its going to be a truly inspirational event.Daniel Whittingham, who has also

been selected, said: After finishing the Dakar rally last year with Race2Recovery, I was keen to explore further ways to focus my recovery. Having the chance to compete with other servicemen and women, who have been through similar hardships and who have come out on top despite all odds, is a massive personal honour.There has been so much effort

behind the scenes, not just in training but also in adjusting to daily life with our disabilities. I am proud to represent the British team and look forward to the Games in September.Over 400 injured and wounded

servicemen and women will get their chance to shine in the Queen Elizabeth Olympic Park and the Lee Valley Athletics Centre, courtesy of the Mayor of London, the London Legacy Development Corporation and the Lee Valley Regional Park Authority.We have been inspired by the

passion with which Prince Harry has championed this visionary idea, said JRL CEO Dr Ralf Speth. Were also exploring ways of enhancing their employment prospects and those of other service personnel when moving into civilian life to create a lasting legacy from the Games.

6 Issue 8: October 2014www . t h e l a n d y . c o . u k ClubsAdventure WorkshopProducts VehiclesNews60 years of Red Cross LRsLand Rover celebrates six decades of co-operation with lifesavers around the world

Land Rover and the British Red Cross recently celebrated their 60th year of working together. And the Green Oval continues to play a pivotal role today in helping medics deliver more first aid around the globe than ever before.

The relationship started in 1954, when Land Rover donated a Series I to a Red Cross team in Dubai. That was the first of 120 vehicles given away at the time, and Solihull says it has now helped the International Federation of Red Cross and Red Crescent Societies

(IFRC) to directly support more than 900,000 people.

Land Rover itself only celebrated its 60th birthday back in 2008, of course, At that time, 60 vehicles were donated to the British Red Cross which now carry out their duties around the world, providing vital supplies and aid to those in need of it most.

There have been many memorable projects during Solihulls history as a Red Cross supporter, none more so than one of the most recent 2012s

Journey of Discovery expedition. This saw a convoy, including the millionth production Discovery, undertaking a gruelling 50-day, 8000-mile expedition from the UK to Beijing with the purpose of raising money for the Uganda Red Cross sustainable water and sanitation projects.

The epic voyage broke its target of raising 1 million and, in the process, increasing awareness of the important work being done by the IFRC in the areas of water and sanitation. Seven

new boreholes have been created using money donated as a result of the journey, which also funded essential education in personal hygiene and sanitation as well as training volunteers and publishing information material.

Such a project will give direct help to more than 45,000 people and indirectly benefit a further 66,000. So its definitely not just about responding to disasters these days, the IFRCs work is very much about preventing problems from happening in the first place, too.

Global Brand Experience Director Mark Cameron said: We at Land Rover are proud of our long association with the International Federation of Red Cross and Red Crescent Societies.

Earlier this year we committed to continue our support of the excellent work it does to bring help and relief to people in need by extending our partnership for a further five years.

By working together through Jaguar Land Rovers new Global Corporate Social Responsibility Programme, the IFRC is contributing towards the creation of opportunities for 12 million people in our local and global communities by 2020.

With the use of Land Rover vehicles we are also able to help the Red Cross and Red Crescent Societies access remote territories that would otherwise be hard to reach. This is often where the most vulnerable people are and therefore need support.

Land Rovers most powerful production vehicle yet has set a blistering time around the infamous Nrburgring to become the fastest production SUV ever to lap the circuit.

The Range Rover Sport SVR lapped the Nordschleife circuit in Germany in a rip-roaring 8 minutes and 14 seconds during its latter stages of development.

A Land Rover test driver clocked the time while testing what will be the final production version that goes on sale next year, kick-starting a wave of performance machines from Jaguar Land Rovers new Special Vehicle Operations team.

After stunning the crowds of the Goodwood Festival of Speed in June on its first public outing, the SVR made its way to the 13-mile circuit surrounding the village of Nrburg to continue its extensive development schedule.

Using an enhanced version of Land Rovers supercharged 5.0-litre V8, the Range Rover Sport SVR will put out an

asphalt-melting 543bhp. Thats a lot of power for any vehicle, even if it weighs in excess of two tonnes. Bear in mind that to lap the Nordschleife in less than eight minutes, you need to be driving something like a Ferrari, Porsche 911 or Chevy Corvette.

Many modern performance vehicles are developed for production around the Nrburgring and the SVR has been thumped round to tackle the undulating Green Hell - as it is sometimes labelled to achieve the best handling characteristics possible.

Mike Cross, Chief Engineer Vehicle Integrity, said: The Nrburgring is a benchmark for vehicle development and testing, and cars become stronger, more durable and faster over its 13 miles and 70-plus corners. We wanted to see whether an SUV could behave like a performance car in this challenging environment. The results are spectacular and the Range Rover Sport SVR has demonstrated outstanding performance capabilities.

While the vehicle has been designed to pioneer a series of new fire-breathing JLR vehicles, the SVR will still retain the characteristics and attributes a Land Rover should always have. The usual class-leading all-terrain capabilities will be ever-present thanks to the latest version of Terrain Response and despite its performance focus, the SVR remains a true Range Rover with a twin-speed transfer case and 850mm wading depth.

8 Issue 8: October 2014www . t h e l a n d y . c o . u k ClubsAdventure WorkshopProducts VehiclesNewsSVR posts Nurburgring recordHigh-performance Range Rover Sport is fastest-ever SUV around the Nordschleife

It wasnt a performance model in the same was as the SVR, but the new vehicles spiritual ancestor was the Mark I Range Rover Sport HST. This added an aerodynamic bodykit and an electronic auto-locking rear diff, as well as various styling and luxury cues. It was popular with footballers, apparently.

9Issue 8: October 2014w w w . t h e l a n d y . c o . u kWere on Facebook: www.facebook.com/thelandyukTo advertise in The Landy, call Ian Argent on 01283 553242

Perhaps this has something to do with being Scottish, but Ive always identified with underdogs. As a kid, I wasnt interested in Celtic or Rangers: it was Meadowbank Thistle (aka Meadowbank Nil) for me; I always wanted to see the little guy win, whether it was in sport or politics, in the movies or whatever. Peter Sellers was in a film once called The Mouse That Roared, and I loved it for its name alone.

Of course, one of the things about always rooting for the underdog is that you normally see him lose. Without wanting to get all political, I suspect thats something well see during this copy of The Landys time on the shelves, when Scotland votes on independence. And it was driven home for me in heartbreaking style when my club, Meadowbank Thistle, was put to death by a businessman who wanted to make money by moving them to another town.

What does all this rambling have to do with Land Rovers? Well, a leaf-sprung Lightweight going head-to-head with the cream of the winch challenge circuit in their state-of-the-art machines has got to count as a David-and-Goliath sort of tale.

Yet thats what Willie Davenhill did, back in the days of the Argyll and Tay Forest Challenges. His Lightweight wasnt very standard, with a V8 engine, auto gearbox and portal axles, but it did still ride on leaf springs. And over the course of five seasons, it was never out of the top two places in the most demanding of winch challenges the UK has seen.

Actually, of course, it wasnt really an underdog. The Lightweight may have been a leafer, but it had been developed and developed until it was ready to take on the best. In the process, Willie demonstrated just how much can be achieved with the humble leaf spring something the Americans know well but us Brits tend to overlook.

Willies Lightweight was a truck that should inspire every Landy fan. It wasnt a mouse: but it sure did roar.

Alan Kidd, Editor

Comment

10 Issue 8: October 2014w w w . t h e l a n d y . c o . u k ClubsAdventure WorkshopProducts VehiclesNews

Keeping a vehicle in showroom condition is easy. You buy it, store it in a nice heated garage, put a cover over it and in twenty years time its still the way it was when it was new.

Thats all very well if youre a reclusive billionaire with a passion for owning Ferraris you never drive. But in the real world, theres nothing better than turning up a Land Rover thats stood the test of time so well its still as good as new despite having been in regular use.

The word treasure is bandied about a bit too much when it comes to old relics like this, but we defy you to come up with a better description of the gem of a 90 which has just cropped up at the Land Rover Centre in Huddersfield. Its for sale at 24,995 almost as much as a brand new example, and if all the 90s in the world were marked on a map, this could well be the X that marks the spot.

This 26-year-old beauty has only had two owners from new, and between them theyve only put 22,500 miles on it. And those numbers certainly show, too. Its white paintwork is as bright as a tube of Aquafresh, and the interior looks as pristine as your house

does after your mums annual spring cleaning frenzy (its not just mine that does that, right?)

It also manages to make the Defenders classic 1980s interior look like its actually a nice place to be. Classy, even. This factory-fresh 90 has been used sparingly which is pretty obvious, with its total mileage being so low. But its been used regularly, too, not locked away in a barn for twenty years then rolled out to do 20,000 miles in a few months.

Weve got all the MOTs back to 1992; its averaged just under 1000 miles a year and was actually over-serviced by the first owner, says Mark Griffiths, Sales Manager at The Land Rover Centre.

The last owner only serviced it every couple of years because of the low miles and only had it done when things needed doing with it. It has effectively been someones toy for the last 26 years.

As toys go, this is one youd be more than happy to put on your Christmas list (and happier still, not to say fairly stupefied, to see emerging from within Santas sack). Its rare enough to come across a pre-Defender 90 in good condition, let alone an original V8 Station Wagon which even today would

dwarf the newest of Land Rovers with its immaculacy.

The second owner, who sold it to us, went on to a 50th Anniversary V8 he got from Japan, and theyre pretty rare anyway, continues Mark. But this old 90, I cant imagine another one in the world like it.

Its totally original inside and out. The only thing that has changed slightly is behind the drivers seat,

where a bit of the bulkhead has been chopped. I love these vehicles personally if fuel was 50p a gallon wed all be driving around in them.

We couldnt have said it better ourselves. Maybe in another couple of

dozen years time, when this vehicle has an anniversary of its own, well dig it out of whatever treasure chest its been stored away in. By then, it might even be time to see how the next 20,000 miles have panned out

Mike Trott

More than a quarter of a century after it was built, this time-warp example of a V8 90 CSW has just come up for sale. With two owners and just 22,500 miles on the clock, its got to be one of the best preserved 90s on the face of the earth

To come across a Land Rover of this age in such a clean, unmolested condition is extraordinary. For it to have been in regular use throughout its life and still be as-new is truly staggering


Editor Alan KiddAssistant Editor Mike Trott

Admin and Editorial AssistantGemma PaskArt Editor Samantha DSouza

Contributors Dan Fenn, Robbie Ronson, Olly Sack, Gary Noskill, Paul Looe, Vince Pratt

Photographers Steve Taylor, Harry Hamm

Advertising Sales Manager Ian Argent Tel: 01283 553242Advertising Production Tel: 01283 553242Publisher Sarah Kidd Email: [email protected] effort is made to ensure that the contents of The Landy are accurate, however Assignment Media Ltd accepts no responsibility for errors or omissions nor

the consequences of actions made as a result of these

When responding to any advert in The Landy, you should make appropriate enquiries before sending money or entering into a contract. The publishers take reasonable care to ensure advertisers probity, but will not be liable for any losses incurred as a result of responding to adverts

The Landy is distributed by Britpart. Details of your

nearest Britpart dealer can be found at www.britpart.comWhere a photo credit includes the note CC-BY-SA, the image is made available under that Creative Commons licence. Details are available at www.creativecommons.org

The Landy is published by Assignment Media Ltd, Repton House, Bretby Business Park, Ashby Road, Bretby DE15 0YZ

2014Assignment Media Ltd

01283 553243 [email protected] www.thelandy.co.uk www.facebook.com/thelandyuk

NEXT MONTH

PLUS In the never-ending battle to build the blingiest Defender, we think we

might just have found a new candidate

DONT FORGET THE LANDY IS FREE EVERY MONTH!Pick up your copy of our Nov 2014 issue from 26 Sept its available from Britpart dealers and free to read online at www.thelandy.co.uk

A LIFE ON THE TRAILS Living in a Landy is something you dream of doing for a couple of years. But when youve done it for 20, youve got a story to tell

Cutting up an old Rangey to go off-road would now count as butchering a classic. Its a different story with the Disco 1, though but what happens when your everyday lane truck develops a mind of its own?

12 Issue 8: October 2014www . t h e l a n d y . c o . u k ClubsAdventure WorkshopProducts VehiclesNews

The list of things people like about Land Rover Defenders is almost endless. It contains a lot of things. But headlights doesnt tend to be among them.

Hence Rings new 7 Complex Surface Reflector headlamp, which is available as a simple upgrade. The bulb directs light towards the back of the headlight, which is then reflected and concentrated into a beam pattern providing better visibility.

To improve the light output even further, the lamps come fitted with Rings award-winning XenonUltima performance bulbs. These produces 120% more light compared to a standard bulb, helping you pick out road signs more easily and, indeed, spot hazards if night-time off-roadings your thing.

The crisper and whiter light coming from the headlamp helps modernise the trucks look as well. Ice Blue sidelight bulbs have also been added, no prevent these lights from producing an ugly yellowish light.

The headlamp units come as a pair, as youd expect. Both have the XenonUltima bulbs and IceBlue sidelights fitted and have full dip and main beam functions. The headlights come with a three-year warranty and carry a RRP of 69.99. www.ringautomotive.co.uk.

Also new from Ring is a range of 95mm signalling lamps designed as an upgrade for Land Rover Defenders. These use LEDs to provide longer-lasting and more efficient lighting and being 20mm wider than standard, theyll be better at catching the eye of the guy behind you too.

Despite the extra size, Ring says the lamps are easy to fit you just use a 95mm surface mount base.

The reason for creating the 95mm lamps is that recent Defenders now have reverse and fog lamps of this size. To stop them from looking mismatched, the company made all the other tail lights in this size too.

The range of lamps includes units with red and amber reflectors, specifically for brake/tail and indicating. And if youre after a more uniform style, the range also includes all the signal functions with clear reflectors. The 95mm lamps can be used as front indicators, too.

Suggested retail prices for the 95mm range start at between 8.99 and 9.99. Definitely an interesting alternative to going down the NAS route. www.ringautomotive.co.uk.

Theres no shortage of options in the world when it comes to selecting a steering guard for your vehicle, but Invision 4x4s new INV4x4-001 unit is a bit different in that it was created to be stylish as well as functional. Designed specifically for the Land

Rover Defender market, it might have a bit of an uninspiring sounding name but that doesnt stop it looking very cool indeed.

The guards basic design is familiar enough, with a pair of chassis brackets supporting a protective plate

thatll stop rocks and tree stumps from leaving your drag link and track bar looking like that pesky dried-on bit of spaghetti you find welded to your plate while stacking your dishwasher the morning after. But between them, the two brothers who founded Invision 4x4 styled it to complement the range of original and aftermarket grilles you can get, giving the Defender a more distinctive front-end profile.

Getting down to the nitty-gritty, the mild steel guard is constructed from 6mm protective plate braced using 8mm legs, all of it crafted using a precision laser cut design. All the radii and folds were made using a 100-ton press, allowing it to retainin a one-piece construction that provides increased torsional strength.

As standard, the guard is finished in a satin black powder coat, but as you can see from the picture on the left there are other looks available. It retails for 169.95 and if you quote The Landy in your order before the end of October, youll get free UK shipping thrown in. www.invision4x4.com.

Were writing this in mid-August, but already were hearing the dreaded words winter promotion. So it must be time to start avoiding X-Factor and fetching out the Christmas decs.

The promo in question is from SIP, whose Price Avalanche covers more than 680 products. These include several new additions to the companys line-up, ranging from floodlighting to heaters and, as always, lots of choices in the field of welding kit.

This features a number of new transformer-based units as well as wheel-mounted Autoplus MIGs designed for use on thin body panels.

The promo also covers SIPs Force range of professional hand tools, which carry a lifetime warranty. Its enough to make you want to go looking for jobs to do, just for an excuse.www.sip-group.com

XCP Green One is a new alternative to WD40 thats made from more than 99% bio-based materials. The company claims it will out-perform the old favourite at freeing off rusted-up bolts and that its less flammable.

As much as people want to use environmentally friendly products, says XCPs Scott Sutherland, many believe that they simply dont work as well as traditional products. We invested years of research and development to prove that you dont have to compromise by using a high-quality environmentally friendly product.

Green Ones is available on Amazon and in your local DIY shed, with a 400ml aerosol can currently retailing at an introductory price of 4.00.

13Issue 8: October 2014w w w . t h e l a n d y . c o . u kWere on Facebook: www.facebook.com/thelandyukTo advertise in The Landy, call Ian Argent on 01283 553242If the Land Rover in your life is the kind that could be described as an SUV and doesnt currently ride on off-road rubber, chances are your thoughts are turning to winter tyres. These were all the rage a couple of years ago, on account of Britain actually having had a winter worthy of the name, but thinking of them as snow tyres is a common mistake as their main feature is that theyre designed to work in lower temperatures irrespective of whats on the road.

Anyway, a recent addition to the market is the Toyo Open Country W/T, whose newly developed silica compound promises excellent handling and performance on wet and snowy road surfaces. In particular, Toyo claims that the tyre can help you achieve shorter braking distances, particularly on vehicles equipped with ABS.

The tyres tread combines wide circumferential grooves to expel water, long lateral biting edges for traction and an extensive pattern of sipes to enhance stability and wear resistance.

Sipes are also credited with helping tyres grip when winter gets serious, as they hold on to snow which is what grips to the snow on the surface of the road. In effect, its the opposite of self-cleaning which is one reason why hardcore off-road tyres arent nearly as good in snow as people whove got them often assume theyre going to be.

Back to the Open Country W/T, sorry. The tyres tread compound gives it a wide operating temperature range from minus 15 to 23 degrees, so its suitable for more than just the depths of winter. Its available in T, H and V speed indices and in sizes from 15 to 20, so theres not an awful lot of Land Rovers it wont fit, and it features a high rim strip to protect your alloys from the effects of any kerb-related indiscretions.

Best of all, the range starts from about 80 each. Prices will climb as you go up into modern Disco and Range Rover sizes, but this could still be a very good investment. www.toyo.co.uk

Hawke Styling has some new nuts for you to sample. These arent the KP variety youre used to scoffing in the pub, though.

You certainly wouldnt want to get them confused, either. Because biting down on one of these would taste rubbish. And earn you some expensive dental work.

Thats because theyre constructed from steel with aluminium caps. And theyre designed to replace the standard nuts on all genuine Land Rover wheels from 2006 onwards.

Youd need to be pretty keen on making a statement for this to matter to you (and the statement wouldnt be I do trialling), but a set of wheel nuts could just be the finishing touch your Defender is looking for. All the nuts in the Hawke range are finished in satin black, with a set of 20 for the Defender costing 120 including VAT. Nuts for the Range Rover, Range Rover Sport and Discovery will cost you 94 for 20.

Black locking nuts are also available (except for the Defender), with a set of four plus the key priced at 70. Wheels from older trucks require a slightly smaller shank on the nuts, which is why these are only sold as being suitable for the later models. www.hawkestyling.com

You see people at shows wearing T-shirts saying Mines a Series I and so on, but heres something for people who really, really like to winch. Warn has launched its own range of gloves complete with Kevlar reinforcements, pull-tight straps and, of course, Warn logos to go with the one on your winch.

The new gloves are designed specifically for the harsh challenges hands face when winching, says Warns UK importer Arbil. The gloves are designed to add valued protection whilst still remaining breathable.

Two sizes are available, Large and XXLarge, and the gloves come with an ID tag to prevent confusion breaking out in the back of your truck. Prices start at 20; per pair, well assume. www.arbil.co.uk/4x4

whats your definition of the perfect wife? how about one who buys you a galvanised chassis for your birthday


If youre familiar with burning the candle at both ends, fettling away into the night on rusted metal, stubborn engines and rotted bodies (the vehicular kind, not the neighbour you buried in the garden last summer), well, its all in the pursuit of happiness.

In any case, its good to have a supportive spouse. Someone who can pat you on the back for the hard work youve been putting into a Landy which may be no nearer to chirping into life than six months ago. But they dont mind because its what you love doing.

Happily, there are some partners out there who go to extreme lengths in showing their support. Like Mrs Jackson, for example.

Mrs Js husband Ian has loved Land Rovers for almost as long as hes loved his wife (could be longer, but well play it safe). A few years ago, Ian hit the big 4-0 and was presented with a dilemma for his birthday.

I was given the choice between a galvanised chassis or a watch, says Ian. I think I was very lucky to be offered either! You may well be thinking something similar too.

Needless to say, as any self-respecting, sane person would, Ian went for the chassis. This special gift was placed on to his 1960 Series II. Even before this, the Landy already had a couple of notable features of its own including a very big one located in the engine bay.

The engine is a Rover V8, originally fitted to a Range Rover. It has been fully rebuilt with a reground crank, new camshaft, new valves etc. Its also

running twin SU carburetors with a custom stainless steel exhaust.

Ive had this vehicle for about ten years. She has been repaired, upgraded and restored; shes a very pretty vehicle now and gets a lot of attention wherever I go. The chassis was replaced with the

galvanised one, and the bulkhead and front panel have been repaired and galvanised too.

Is Mrs Jackson as appreciative of the Series II as Ian? We may have to put this one to the jury.

My wife is very supportive of my hobby she knows where I am (if not all the money Im spending) and can see the results. Shes not a massive fan of the Series ride quality and the first time I took her out in it we got a puncture, then the second time the fuel pump packed up in the middle of a green lane. Needless to say, shes only been in a handful of times since! She much prefers the comfort of our Freelander 2, and also the P38.

My son, however, loves it and has been on a couple of green laning trips. Hes seven now and is starting to get the car bug. Hopefully, Ill be finishing a Toylander for him shortly.

Going back to the adult-sized version, there are a few more elements to the vehicle worth mentioning. To keep that V8 in check, Ian has fitted the brakes from a Stage 1 V8. Hes also swapped the standard diffs for Rover P4 units, giving the vehicle more civilised road manners. The Polybushed suspension and 205x16 Bridgestone radials compliment this further.

The Series II has also received a new Autosparks wiring loom, and has a genuine Land Rover seatbelt bar fitted. Ian is particularly proud of the original Lucas headlight units too, which took him two years to find and have HID lights installed.

As original as these lights may be, though, there is clearly one thing that stands out for Ian above all else. There is nothing I dont like about her, he explains. But, as a petrol head, Id have to say the sound is my favourite part. The custom stainless steel exhaust

The engine, which came from a Range Rover, has been fully rebuilt and now runs twin SU carbs. You could eat your dinner off the bodywork around it

makes a lovely rasp and sounds superb. People hear the noise and arent sure where to look. They dont expect it to come from my Land Rover, especially when you go past them at 70mph on the motorway!

Unfortunately, this is where the story doesnt drive off into the sunset and live happily ever after. Ians Series II is up for sale. Ive got too many toys really. I want to build a kit car and have been given an ultimatum by the wife.

Thou shalt giveth and yet taketh away or whatever ye olde English saying is. It seems a man can have too many toys, at least when he starts running out of room to keep them anyway. Renting a field or a hangar could be beneficial, but then so is a trip to Barbados. And you know which one even the most supportive other half would rather invest in.

I will be very sad to see her go. Ive done most of the work on her, with the machining work done by Evenden Engineering. I tried to stick to the same philosophy of the original looks, but with more modern running gear to make it easier to live with. This could be used everyday and will be a great Land Rover for somebody.

There is some work still to be done. The back body could do with a little attention there has been some filler work done previously, but it needs redoing now. Ive put a new swivel on the one side, as the previous one had pitted. The body has been partly resprayed, but the rear section will soon be painted to match the front.

Mechanically, shes in great condition; just needs the last finishing touch.

It may not be the fairytale ending for Ian and his Series II, but for someone its going to be the start of some great new adventures with a V8 providing the theme tune. Meanwhile, Ian can get started on another project. And we doubt itll be long before his Series II finds a new home. Its got a galvanised chassis, you see, and those ones always sell easily. Smart move, Mrs J

15Issue 8: October 2014w w w . t h e l a n d y . c o . u kWere on Facebook: www.facebook.com/thelandyukTo advertise in The Landy, call Ian Argent on 01283 553242This 20 million development off the M6 north of Coventry is about to become home to the most exclusive vehicles Land Rover has ever produced

Jaguar Land Rover has announced that Prologis Park in Ryton will be the new home of its Special Vehicle Operations Technical Centre. The new facility, close to the M6 on the north side of Coventry, will become the companys global centre for developing high- performance and super-luxury variants on its model range, as well as bespoke creations for its wealthiest customers. And thats very wealthy.

A total of 150 Jaguar Land Rover specialists will be based at Ryton, with around 100 of those being new positions for highly skilled engineers and technicians. Construction is set to start in the next few months, with 20 million being invested into the installation of specialist equipment and a commissioning suite for customers.

The Special Vehicle Operations project was first announced in June this year, with John Edwards at the helm. The Technical Centre will be Land Rovers blue riband engineering facility, working on the companys most prestigious vehicles such as the forthcoming Range Rover Sport SVR (see page 8), which was presented to the public for the first time at Americas exclusive Pebble Beach Concours shortly after Prologis was confirmed as Special Vehicle Operations home.

The VIP customer-commissioning suite will be used for tailored services and an area for premi-um personalisation. Also included will be flexible workshops, inspired by Formula 1, and a specialist paint studio.

We are excited by the capability and potential that this new facility will give us, commented Edwards. We will be creating truly iconic vehicles

that reinforce the global reputation of both Jaguar and Land Rover brands as we expand our product portfolio and fulfil our ambitious plans.

This 150-strong team of specialists will help to produce these halo vehicles at the Oxford Road location, further extending the investment Jaguar Land Rover has made in the Midlands over the last decade. This Special Ops unit will be in addition to the companys design and testing facilities at Whitley

and Gaydon, together with a new Jaguar Heritage workshop at Browns Lane in Coventry and the companys advanced manufacturing facilities.

Jaguar Land Rover is set to continue investment over the next five years into its various growth plans, including an input of 1.5 billion towards the all-new advanced aluminium vehicle architecture expected to underpin the Discovery Sport when it goes on sale in 2015.

SUPER EXCLUSIVE: The Range Rover Sport SVR will be the first Land Rover to get the SVO treatment. With 550bhp and handling to match, itll get close to supercars in terms of both pace and price.

you just cant break a halfshaft, no matter what you do

Ten years ago, what looked like an unassuming Lightweight had just embarked on a spell of dominance in top-level off-road competitions that was to last half a decade. And it did it on leaf springs albeit with some very clever tricks behind them. Not to mention two very special axles

Theres something special about Lightweights that makes them appeal to everyone. Whether youre into classic Landies, military motors or just good old leafers, they tick all the boxes. Off-roaders have long coveted them for their narrow, trials-friendly bodies. Hybrid builders loved putting them on Range Rover chassis. And if youre a rivet-counter, each and every one has a unique and interesting story to tell.

But they dont come much more unique than the remarkable Lightweight which once dominated the top end of the extreme off-road scene. Over the course of five years, from

2004 to 2008, Willie Davenhills animal of a Land Rover won three times and finished second twice in the Argyll and Tay Forest Challenges precursor to the Scotia, and generally held to be the toughest off-road events in Britain. And it did it all on leaf springs.

Not that it was by any means standard. In fact, this was one of the most radical Lightweights of all time. Not so much for its springs as what sat under them a pair of portal axles from a Volvo C303 Laplander.

Prior to these going on, Willie ran a set of Series axles with Ashcroft 4.1:1 diffs, 24-spline shafts, a rear Detroit Locker and an ARB up front. Thats

a tasty set-up already, but he kept grounding out his diff housings on terrain more modern Landies were covering with ease. Research told him that the Volvo conversion is popular in Malaysia no great surprise when you learn that the C303 was made under licence there for military use. And thats where he sourced a set to ship home.

Combine them with the 35 rubber the Lightweight was able to wear after the portals went on, and you get a total of 17 clearance beneath the diffs even with those tyres running at just 6psi. Thats good going by anyones standards and when Willie says that the work turned out to be a lot easier

to do than you might expect, it looks better and better all the time.

Easier? Surely not. Well, the Laplanders axles are about the right length to go under a Lightweight, so long as you dont mind extending its wheelarches a bit. The diffs are on the same side, too (approach with caution here, though, as they werent all made the same in this respect). But what Willie found really amazing was that the propshafts married up exactly all the way down to the bolt holes on the flanges, which aligned perfectly.

Adding an extra 5 to your ground clearance is obviously the main attraction of taking the portal route,

but its not the only one. C303 axles run ultra-low 7.1:1 diffs, which is ideal for slow off-road work and leaves plenty of room in the trucks overall gearing for tyres far taller even than those 35s, and front and rear units alike have mechanical diff-locks as standard.

On the original vehicle, these were vacuum-engaged, but Willie modified them using brake cable from a mountain bike. A pull of the cable and bang, locked: a flick of the spring- loaded lever and click, open again.

One drawback with the C303 axles compared to using limited-slip diffs, ARBs or similar is that they need to be turning for the teeth in their locking


words Gary noskillPictures steve taylor

A heAvyweIghT AmOng lIghTweIghTs


mechanisms to engage. Another is that theyre drum-braked as standard, and converting them to discs costs enormous money.

If youre planning a portal build, you should also bear in mind that the C303 was leaf-sprung. That played right into Willies hands in this case, but using them on a coiler adds a major chunk of work to the job as you have to strip them and weld on all the brackety to locate them. They wont bolt up to Land

Rover wheels without an adaptor either, which means widening their track further still if you want to run tubeless and beadlocked.

On the plus side, their very rugged nature and simple design means theres very little in them to go wrong and this is backed up by the whole axles immense strength. They are practically impossible to destroy, Willie explains. You just cant break a halfshaft no matter what you do.

However good your axles are, however, they wont help much if theyre not pressed to the ground. And a major secret of the trucks success is that while everyones being blinded by the mere fact of it having portals, the really clever stuff is in the suspension bolted to them.

As weve already mentioned, this Lightweights successes were all the

Continued overleaf

Above: Pivot mounts on the front springs rock from side to side with the movement of the axle, allowing it to articulate without binding the springs themselves. They can be locked off for road use to keep the vehicles handling from getting too wayward.Right: At the back of the rear springs, Revolver Shackles from Teraflex open out as the wheel drops with the terrain and fold up as it comes back. Adding greatly to the axles droop, this is basically the leaf-sprung equivalent to dislocating suspensionBottom: As you can see here, the Volvo portal axles add several inches in ground clearance - as well as creating more room under the wheelarches for taller tyres. Another advantage in situations like this is that they come complete with locking diffs, which Willie rigged up to be operated by the tug of a mountain bike brake lever


more remarkable as it achieved them on leaf springs. TI Console Parabolics, to be precise, giving it an extra 2 of height and, in combination with 32 Pro-Comp ES9000 shocks on custom upper and lower mounts, vastly improved articulation.

To make the most of this potential, Willie hit it with everything he could get his hands on to free up wheel travel. Up front, pivoting mounts (also known as spring rockers, though youll see them with various names) were fitted to counter the natural bind you get in a leaf pack when the axle articulates allowing them to move more freely with the terrain.

At the back, a set of Teraflex Revolver Shackles was used to a similar end. These open out as the terrain drops away beneath the wheel, allowing greater droop basically, the leaf-sprung equivalent of dislocating suspension.

Between them, these tricks also had the benefit of allowing a substantial increase in travel without requiring a giant suspension lift. The centre of

gravity that goes with this is something you definitely dont need when theres already a pair of portals beneath you.

All this extra height and articulation meant the original propshafts had to go, with custom jobs going on to replace them. How does 9 of travel at the sliding joint sound? No messing.

The result of all this? I think I take the wheel travel a little bit for grant-ed nowadays, Willie jokes. Maybe I should drive a standard coil-sprung 90 for a while by way of a reality check!

Talking of reality checks, theres a carbed 3.5 V8 under the Lightweights bonnet. Willie built the truck in the days before speed became part of winch competition, so most of his rivals were Tdi or Td5 powered, and you know which youd prefer in water.

Or do you? He already had air on board from his ARB days, so he ran a line from the compressor to the distributor cap allowing him to pressurise it at will. This does rely on the driver not forgetting to hit the on switch before entering water, which

you can imagine happening in the heat of competition, but if Willies haul of trophies is anything to go by, thats not a problem hes often suffered.

Also of note is whats bolted to the back of the engine. Willie stuck with the Lightweights original four-speed manual at first, but found that he kept stalling until one day when, having had an off-road drive in an automatic Range Rover, he saw the light. In went a Borg-Warner 66 three-speed from a Jaguar, mated via an Ashcroft converter to a Series transfer case.

The old V8-and-an-auto combo means you can just steer and drive, and the box is your first line of defence against wheelspin, but its famous for giving you the engine braking of a sledge. Famous, that is, among people who dont have 7.1:1 diffs in their axles. Itll more or less stand on its nose, says Willie. Its probably still not quite as good as a diesel, but its not far off.

Following its all-conquering heyday, Willie sold the Lightweight to a buyer down south. It was subsequently broken up, with its axles living on beneath

another top-class winch vehicle. There was a lot more to it than just those Volvo units, though - weve not even mentioned that it only weighed 1800kg, nor that it did so despite having two hardcore winches and batteries, a cage and a custom chassis made using higher-gauge steel plate.

Inevitably, despite all of this, Willies truck is remembered on the off-road scene as the portal Lightweight. Theres something special about the old Air-Portable cutwing, alright and this one was very special indeed.

The Lightweight came into the world with a 2.25 petrol beneath its bonnet, but a 3.5-litre V8 is better suited by far to the rigours of heavy-duty winch competition. However, the truck was built in the days before events like the Monster Race and King of the Valleys, when challenge comp meant torturing your vehicle in yards-deep water while event organisers took sadistic delight in watching your winchman slowly succumbing to hypothermia, and theres nothing a V8 hates more than water. To help keep it going in the wet stuff, Willie took advantage of the air compressor he already had on board and ran a line into the body of the distributor cap after that, all he needed to do was always remember to flick the switch in the cabin before going for a wade, and the pressure inside the dizzy would keep it completely dry. Another point to make about V8s is that they dont give you the sort of engine braking you get from a diesel, especially not when theyve got an auto box bolted to the back of them. Converting to portal axles would be rather a drastic solution on its own, but 7.1:1 diffs sure fix the problem

4000Typical asking price for a good pair of Volvo portals with disc brakes and full off-road prep


As things become older, little remains in its prime state. Your favourite comfy sofa becomes lumpy and collapsed; great actors switch to cameos and move away from the characters that won them all those Oscars in their younger years; a house falls to neglect and becomes outdated, unloved and unwelcoming.

Come to think of it, Id say its only whisky and wine that seem to get better with age. And cheese until it goes bad, and then how can you tell?

This doesnt have to be the case. Everything will undoubtedly age, but with a few touch-ups and a sprinkle of attention, the results can be astounding. Best to just bin the cheese, though.

Up in Scotland, beyond the ken of most of the UKs population, there is a place where old Land Rovers are given a new lease of life. Like giving your grandpa a tiny blue pill before bedtime, some might say

Richard Lawson is the man behind Autoecosse Autobodies. Based in Broughty Ferry, just outside Dundee, the company does the usual sales and servicing stuff as well as accident repairs and the bit were interested in: restoring classic cars. See, they dont come much more classic than this.

The days are long gone when people would cut up a Series I to build a

trialler or plonk on top of a Range Rover chassis. Its still the case that the 80 is the classic among classics, but any example of the original Land-Rover (note the hyphen) counts as a collectable rarity now.

And the one were looking at here is definitely a rarity, if for no other reason than its been rebuilt to such a high standard.

I have personally been an avid classic car enthusiast for many years and owned a Series I Station Wagon some years ago, says Richard. We had also restored a Series I Hard Top around ten years ago, which turned out to be an original Post Office specification Landy.

Our restoration business was undertaking a number of projects last year and we had a number of components left from the Post Office project. So I was seeking a chassis and parts to undertake a new Land Rover project with, when I spotted a number of rolling chassis for sale on eBay.

One of the sellers had a new chassis and also a complete Series I, so we packaged up the lot and 2773 HK came to Scotland.

This particular Land Rover left the factory in December 1957. Richards research showed him that it was an early diesel version, but it had been converted to a petrol engine at some point during its life.

In reality, it has had very few owners in its life and I would love to hear from anyone who may know more about this Series I. It looked a genuine example when we were buying it, and was complete apart from the missing hood, but it was in running order.

The photographs did perhaps over-glamorise the condition. The seller did say it had been hand-painted, but when we got her home it was evident that hed neglected to add the word badly! However, the rest of it was sound, especially the chassis apart from the rear crossmember which had to be renewed. The bulkhead was complete but showing the normal signs of corrosion and the rest of the panels had various dents, again as one would expect.

Once back at the workshop, the fun could begin, first by removing the engine and gearbox, then by stripping down of the body and chassis. The rear crossmember was renewed and the chassis shot-blasted and powder-coated.

Next up were the body and panels, to be stripped to bare metal with the bulkhead removed to effect repairs. All the panels and tub were painted as individual components, as they would have been when the vehicle was originally built. We sent the engine to Agra Engineering in Dundee, which Ive been using for a good many years

Mike Trott

When professional restorer Richard Lawson found himself with a collection of Land Rover parts lying about his workshop after finishing a job, he knew he had to put them to good use. So he went looking for a Land Rover to put them on and ended up creating one of the most beautiful Series I resto jobs youll ever see

my pleasure came from watching the vehicle come back to life and to its former iconic glory


and is a leading expert in classic and vintage engines.

Then came the task of reassembling the old girl, bit by bit. As they did it, Richards team made sure every component was in the best possible condition. Any parts requiring replacement were purchased from Land Rover specialists items such as brake drums, brake cylinders, springs and hoses were all renewed.

The guys in the workshop then re-installed the bulkhead, and slowly the jigsaw came together. The glossy panels reappeared, with galvanised items being stripped and re-galvanised, before finally on went a new canvas top.

We have a team of very dedicated technicians who love working on these older vehicles and take great pride in the work they do, says Richard. My pleasure came from watching the vehicle come back to life and to its former iconic glory.

Were not surprised he sees so much work, either, with a 15,000 square foot facility to play with complete with paint ovens and areas to allow all the cosmetic elements to be completed in-house. Our own team of mechanical and panel technicians and paint specialists undertook all of the work, except for the engine rebuild.

So, how did the work go? The bulkhead is the challenge on early Land Rovers. As new bulkheads are almost impossible to source in a short time, you have to be prepared to invest a lot of hours in rebuilding this key component. The rest of the technology is quite straightforward, but attention to detail is critical and there cant be any shortcuts. Overall, though, there is minimal complexity.

Richard says most parts are relatively easy to source apart from the dreaded bulkheads, of course. A good tip is to know that the Series I Club is a useful source of information.

And what does this lifelong admirer of classic vehicles in general, whose workshop is a treasure trove of marvels,

make of the venerable Series I? I think they epitomise the era of the post-war period. They demonstrate a new and unique development of four-wheel drive perhaps in a very basic format no luxury, but a robust and wonderful workhorse that revolutionised the ability of off-road vehicles and was unprecedented in its day. It took decades for anything else to come close.

They also provided the platform for so many uses, from agricultural duties to ambulances, from military to postal and even AA roadside assistance. I think the other key point is that the Series I was the beginning of an era stretching for more than 60 years, with

the basic design staying true, in many ways, to the original.

Todays Defender has indeed stayed true to the original recipe, certainly more so than some other legendary names. But its because of the likes of Richard and his team that this Series I, along with others, are as original and as jaw-dropping as they were in those post-war years.

Old actors might get sloppy with age, old wine might mature and old cheese might simply be best avoided. Old Landies, on the other hand well, they certainly grow to ask for more love. But when you give it to them, they respond by getting more desirable than ever.

Richard was only looking for a chassis, so imagine how pleased he was to find one for sale along with a whole Series I. Autoecosse did all the work in-house, restoring the supremely hard to replace bulkhead as well as all the other bare metal parts, with the exception of the engine. This was sent to a specialist in Dundee, who rebuilt it prior to a visit to Richards paint shop as it was nursed back to concours quality

i never knew it would be such an expensive road to take

You dont see many P3s getting the off-road treatment. Thats one reason why Paul Goldring decided to give it a go and having accepted the challenge, hes created a top toy his whole family can enjoy

We decided that a P38 would be a challenge, says Paul Goldring. It was an unknown area in that I didnt know anyone else who had modified one to this spec. Mind you, I never knew that it would be such an expensive road to take!

Really? A P38, expensive? Whod have thought it.

Yet Paul didnt build this vehicle as a clueless beginner with more bravado than brains. Hed already owned several 4x4s including a lifted 90 and a Range Rover hybrid, so hes a man who knows what Landies are about. Hed even had another P38, in the shape of a 1997 2.5

DSE which hed owned for five years before finally getting rid of because it had so many faults.

Despite this, he went out and bought a 4.6 Vogue with 116,000 miles on the clock, determined that this was to be his next project. A brave move to go from a 90, which you can lift without it even waking up, to a vehicle with so many sensors that it knows what colour underpants youre wearing.

Paul was well up for doing his own spannering, though at least as far as was possible. I have tried to do as much as I can, he says. But I have needed professional help at times. [Insert joke of choice here.]

The professional in question was Pete Silvester, of Silvester Engineering, who you only ever hear good things about. Thats not about to change here. The suspension and body got four-inch and three-inch lifts respectively, the latter thanks to a set of relatively simple box-section spacers.

Relatively simple? Compared to a P38, the moon landings were relatively simple. Take the suspension height sensors, for example. These had to be extended, and you just know thats a recipe for trouble.

So lets keep talking about the suspension. No, stop pleading, we must. This is definitely one of the darker areas


words Gary noskillpictures steve taylor

FUN FOR ALL THE FAMILY

Things you dont often see on the dashboard of a hardcore off-roader Actually, its a toss-up as to which you choose first, but the height control for the suspension is an obvious candidate. Extra buttons to its right are inked up for the front and rear diff locks


of the P38a, and Paul did think about binning the air springs in favour of coils. But he actually likes being able to alter the ride height one reason being that he removed the anti-roll bars. It rolls like a boat on corners, he says. Its very scary!

Now, what youre about to read next may make you wonder a bit. When we spoke to Paul, he had broken three air springs in the preceding year. This in

spite of the fact that hed replaced the originals with Arnott Gen III units, which are crimped at each end and dont come apart on full extension. He reckons hed have broken more if hed stayed standard, so it was worth the upgrade. But if youre still wondering about the overall wisdom of not converting to coils, you may well not be alone.

Other things Paul had broken when we met included two CV joints and one halfshaft. Given that the drivetrain starts with a 4.6 V8 and finishes with a set of 35 Simexes, and that the axles contain 4:1 geared KAM locking diffs, thats not a bad tally.

Despite the height of the lift, Paul discovered that the propshafts didnt need to be changed. The splined joint on the steering column had to be

extended, though, as did the panhard rods, without which this would be the worlds biggest crab.

The only resemblance to a crustacean of any description, indeed, is that the Rangey has a tough carapace. Well, steel bumpers and rock sliders, at least, fabricated once again by Pete Silvester and wrapped very tidily indeed around the vehicle to keep its overhangs as neat as possible. Each of those bumpers has a Warn XD9000 on it, juiced by a combination of Odyssey 1400T battery and the Range Rovers own factory-standard 150-amp alternator,

Continued overleaf

The axles are pretty standard aside from their KAM diff-lockers, but whats above them is anything but. All four air springs were replaced with Arnott Gen III units, and their lower mounts are extended by 4 to put a huge chunk of lift under the vehicle. The bump stops have been enlarged to a similar degree, and panhard rods have been extended to re-centre the axles

1995Youll get a late 4.6 on low miles, or a high miler with FSH, for that

24 Issue 8: October 2014w w w . t h e l a n d y . c o . u k ClubsAdventure WorkshopProducts VehiclesNewsthough from side on youd not know they were there.

And what about the stuff thats not been modified? Well, that would be the chassis, and most of the body (save obviously for the plastic bumpers that made way for Petes metalwork, and the wheelarches, which have been opened out to clear those 35 tyres). The engine is as it left the factory too, as is the gearbox start playing with those, and you really will have an army of sensors on your case.

Not that Paul doesnt anyway. There are always issues. With the complex electrical system, water is always a worry and not a week goes by without something new showing on the display! The main problem is the air suspension, which does have a mind of its own apparently its a Range Rover thing!

Once again, you may be beating your fists on the table in front of you and screaming COIL SPRINGS! at the top of your voice, but despite these concerns Paul is a happy man. Its great. We have comfort, space, lots of toys, a smooth ride and its a head turner. Oh, and my son loves it if I take him to school in it!

You really cant say fairer than that, can you? Playdays have included a near-vertical winch run up the waterfall at Seven Sisters and the Range Rover turned them into a family affair, with Pauls wife Sue, their children Ronnie

and Frankie, and labradors Sid and Jake all pitching in. Paul told us that the dogs prefer laning, however, as they get to run alongside the vehicle.

Of course, everything about this P38 could have been achieved using a less frighteningly complex example of what Land Rover does best, but theres never any shame in being a pioneer. This isnt a project thats been plain sailing from the word go but back when the Mk2 Rangey first came out, people

said no-one would ever be able to do anything like this with them, and Paul has proved those people wrong.

There is, however, one last dark secret lurking on the dashboard to put you off ever building a Landy like this yourself: an on-board fuel consumption gauge. Let despair be your eternal lot. On one occasion, Paul says, he got the reading all the way down to 3mpg.

See? When he said it was an expensive road to take, turns out he was right.

Pete Silvester made the bumpers, and you can see why Pauls so happy with the guys work. Approach and departure angles arent compromised at all, despite there being identical Warn XD9000 winches hidden away at each end

the way lr moved forward from the d2 to d3 was great

The Discovery 3 was a revolutionary vehicle in Land Rovers history. Early examples are now temptingly cheap but frighteningly expensive to maintain. We asked the experts if theres any way to buy an affordable Disco 3 without it coming back to bite you

Like us humans, vehicles go through phases. Sometimes we might fancy a cheeseburger (especially if were American): sometimes we might fancy an alcoholic beverage. On other occasions, we might fancy several alcoholic beverages.

In a way you could compare some vehicles and their appetite for fuel to the way some people consume alcohol

Take the G-Wiz, for example. This teetotal vehicle is secure and reliable, and also about as entertaining as a cowpat. A Land Rover, on the other hand, is like the drunken life of the party until it all goes wrong, as most social drinkers at some point discover.

One Land Rover which has often been branded as troublesome is the Discovery 3. At the time of its launch, this vehicle was a revolutionary step forward, not just for the company but also for the entire 4x4 industry. People talk about how the Td5 engine was so much more complex than the Tdi, but even this was nothing compared to the next-level Disco 3.

This vehicle introduced many of the features with which we are now familiar on modern day Land Rovers in particular, of course, Terrain Response. The Disco 3 also followed suit from the L322 Range Rover and had air-sprung independent suspension, although the

entry-level model was only equipped with coil springs. Whether that was a positive or a negative, you decide.

The reason for bringing up this mixed bag of opinions is that prices for these vehicles the first of which are now pushing ten years old have been drifting steadily downwards, to the point where the lush in the corner is starting to look like a cheap date. You can own a D3 for as little as 7000 now though at this price, its likely to have been around the block a few times. Even so, good examples on sensible miles are found sub-10K.

But should you buy one at this sort of money? We got hold of a few people


words mike trottPictures steve taylor

DISCOVERY 3: WORTH THE RISK?

If all you want of your Land Rover is the ability to plough through hardcore mud, a Disco 3 would be an odd choice. Give it the right tyres, though, and itll put on a game performance in conditions like these even if it does rely a lot on electronics where previous models were 100% mechanical

27Issue 8: October 2014w w w . t h e l a n d y . c o . u kWere on Facebook: www.facebook.com/thelandyukIts almost ten years since the Disco 3 was launched, and its interior packaging still puts many of its competitors to shame. Both the second and third rows of seats fold flush to the floor to create a van-like cargo area that makes the most of the Discos boxy proportions to let it carry a staggering 2558 litres, and when theyre raised up its a true seven-seater capable of carrying a full complement of six-foot adults in a level of comfort youd barely believe. That alone would be enough to make it the right vehicle for many people, but its also a sensational towing vehicle, a superb executive car and a totally robust way of getting about on and off-tarmac. Its complexity and (in some areas) fragility mean you must approach with caution, but this really is the ultimate do-anything car

To advertise in The Landy, call Ian Argent on 01283 553242

who know the Discovery 3 inside out and have to deal with their quirks on a daily basis. People like Chris Osborn of Keith Gott Land Rovers:

These Disco 3s make for a great work hack, he says. Theyre a good size and practical, particularly with the

seven seats, and they have a great towing capacity. The 2.7-litre TDV6 is very popular as well and the auto box is smooth too.

On the down side, however, the maintenance bills can be pretty high. Some of the problems involve the wheel bearings, the suspension components and air compressor. Theyve since released a modified compressor from AMK, though, which replaces the original Hitachi ones.

I have seen major blow-ups from the TDV6, but often its not through any fault of their own. A lack of servicing and maintenance is often to blame, but if you look after them properly theyll hold their own and you can get more than 200,000 miles from them. Off-

road, its a good all-round vehicle no Defender, of course, but the Disco 3 is a vast improvement on the Disco 2 and has actually got a sensible-sized engine.

Chris isnt the only one to argue that the vehicle is far from perfect. Terry Fones, owner of Ultimate 4x4 Specialists, explains why hes come to consider it the problem child of Land Rovers recent history.

There is a list of problems youre likely to encounter, says Terry. The

low arms will start knocking, anti-roll bar bushes disintegrate, handbrakes are a pain and tyre wear is bad. When you change the cam belt, youre likely to have to change the oil pump with it, otherwise youll have more problems.

Having said that, Terry would still recommend them. At the end

of the day, its a three tonne plus car and big cars mean big maintenance. But they are

comfortable, good off-road and, provided you drive sensibly like one of my customers did, you can get up to 45mpg if youre on the motorway

cruising at 65mph.On a vehicle thats basically a

Range Rover Sport on dress-down Friday, having to lumber

along in the slow lane just to keep your fuel use tolerable might not

be seen as acceptable. But you dont need to look far to find other people

queuing up to praise the Disco 3.I think the Discovery is the best

model Land Rover has ever made, says Stuart Oakden, owner of LR Servicing in Nottingham. A bold statement, but then if anyone should have a valuable opinion on the Discovery through the ages, itd be Stuart. The man has owned every Discovery ever made and thinks the Disco 3 is a marvellous piece of kit.

Continued overleaf

Ive always said you dont service Land Rovers, you maintain them, says Stuart Oakden of LR Servicing in Nottingham. And what youre looking at here is the reality of maintaining a vehicle like the Discovery 3. Diagnostics had become an integral part of looking after vehicles by the time the D3 came along, and with many faults your first move needs to be to plug the vehicle in to a laptop. That said, theres no shortage of dirty and oily jobs to keep you busy too the timing belts, which come up just after 100,000 miles, are infamously awkward to change and painful to pay for. Owners who know whats coming will go as far as to get rid of their vehicles in the mid-90,000s, just to avoid being the one who has to shell out for the workPic: Klaus Nahr @ flickr.com, CC-BY-SA

I bought a Disco 3 five years ago and ran it for three years. I spent a bit on getting it right, but after that it was fine, and I sold it for only 1000 less than Id bought it for

28 Issue 8: October 2014w w w . t h e l a n d y . c o . u k ClubsAdventure WorkshopProducts VehiclesNewsI thought it looked like a Transit

when it came out, but it has grown on me. I bought a Discovery 3 five years ago and ran it for three years. I spent a

bit on getting it right, but after that it was fine, aside from pads and tyres, and I sold it for only 1000 less than I bought it for.

Its a very comfortable vehicle, much quieter and quicker than the Td5, and has great pulling power. Its a cracking engine. We offer a remapping service which boosts power from 190bhp to 240bhp and improves fuel economy!

Dont get me wrong, its not for the DIY man you need some kit to set the servicing lights right and they can be expensive to run. But Ive always said you dont service Land Rovers, you maintain them. Ive had that same view for 28 years. Even so, Ive only replaced a dozen air suspension bags and Ive done a few turbos as well. Generally, its a great all-round vehicle.

Bob Jackson is the owner of Metal Monster Junk, who break Disco 3s for parts. Hes also a member of the Disco 3 Owners Club and is no stranger to using them as a daily drive.

The way Land Rover moved forward from the D2 to D3 is great, says Bob. It has a lot more in common with a Range Rover P38 than a D2.

Bob has concerns about the TDV6 engine and suspension, though. He reckons this is because Land Rover, at the time, was using components not developed by the now thriving JLR group. The engine, for example, also cropped up in the Peugeot 407.

Like Chris, Bob is another fan of the AMK compressor. Its a far better design and more reliable. We sell a lot of conversion kits and strongly advise customers to upgrade for the extra 150 to the fit and forget AMK model.

The TDV6 engine is prone to oil pump failure, Bob continues. People replace the pumps thinking theyll be safe, but dont replace the pulleys or bearings at the same time. The problem then is that these go and the crank or bearings die which will end up costing you around 3500-4000 for a

reliable, reputable garage to supply and fit a replacement engine.

But Bob neednt worry about that, because hes always run a 4.4-litre V8

HSE. So, no real problems. Apart from the fuel bill, surely?

You can fit a Prins LPG system for around 1800, he says. Youll recoup

Look under the bonnet of a Discovery 3 the way Land Rover wants you to view it, and youll see lots of plastic but precious little else. The 2.7 TDV6 (above) and 4.4 V8 are very different beasts, however not just in the way they behave but in the way theyve matured as the vehicle gets older. The diesel unit is exceptional, but many of the Discos most fearsome idiosyncracies are peculiar to it. The V8 is of course thirsty beyond belief and beyond the pale for most people. But with a quality LPG conversion at its back, fuel costs are much more affordable and being part of the Jaguar AJ-V8 family, rather than yet another act of blind faith based on the by-then prehistoric Rover V8, its as reliable as it is smooth and powerful

Left: The Discos interior isnt just practical its very stylish. Light colourways like this might be prone to looking a bit grubby after a decade in service as a family wagon, but the design remains as bold and impressive as ever. Material quality is excellent, and the view from the drivers seat is as imperious as ever

Its a good all-round vehicle no Defender, of course, but the Disco 3 is a vast improvement on the Disco 2

that within around six to eight months if you do enough miles, then after that theyre pretty damn cheap to run. On top of that, V8s tend to be cheaper to buy and are almost always top-spec.

For around 9000, you can buy a nice HSE V8 on LPG. Youd be looking at that or more for a lesser-spec TDV6.

So the Disco 3 isnt a drunk at the party after all. Get yourself the 4.4-litre V8 model, tag it with an LPG kit and an AMK compressor and you wont have post bail for its antics so often after all.

Fact is, you can have a seven-seat, leather-clad, cheap to run, loud and proud V8 Land Rover that really works off-road. The Disco 3 really can be all things to all men secure, reliable and certainly no cowpat at a party all at once. The TDV6 is a top engine but as time rolls by, its drawbacks are looking more and more like a brilliant excuse


Above: Stadium seating is one of those gimmick names that make you want to be sick but when you climb in the back of a D3 and see the view it gives you, its actually the perfect descriptionBelow: For such a high vehicle, the rear lip is surprisingly low no small matter when you can put so much stuff in it

iF i DONT LiKE iT, OR iT NO LONGER WORKS, i JUST CHANGE iT

First rule of prepping a Land Rover for overland travel? Dont buy a short-wheelbase. Except thats exactly what Gareth Griffiths did and he was totally satisfied with the results

Were a fickle lot, us human beings. Were forever changing everything, from the ringtones on our mobiles to the style of clothes we wear. Just about the only thing you can be sure of with Modern Man is that you cant be sure of anything. When it comes to trucks, us blokes like nothing more than to find one we like, get it the way we want it then change it for another one.

Gareth Griffiths is the exception. The 90 in these pictures was only the third he had owned when we took them: some Landy-loving types have been

known to buy that many all in one go, let alone in a lifetime.

What makes this 90 rare, however, is that when you buy a Defender to prep for overland travel you tend to go for a 110 or 130. The 90? Its just too small.

Gareths previous Landies were a IIA Lightweight and an earlier 90, but for his expedition truck he wanted some-thing with power steering and a more reliable engine. What he got was a 1996 300Tdi County Hard-Top with three previous owners.

The vehicle was bought from new and owned for most of its life by a lady who wanted something to take her dogs

about in, he explains. I still have the original receipt. Dealer maintained and serviced, and only genuine parts fitted, it then went through two chaps in the space of three or four years who didnt use it much but looked after it well at which point I bought it.

That was in May 2008, and Gareth didnt waste any time in getting to grips with his new truck. Before the engine had cooled down, hed stripped off the roof rack, side steps and County decals and by October of that year, he took his first solo trip to Morocco.

Gareth says he started learning a lot about fixing Land Rovers very soon


Words Olly SackPictures Steve Taylor

SHORT AND SWEET

An instrument panel from Mud-UK piggy-backs on to what qualified as a dashboard on the 300Tdi Defender. The original clocks are relocated here, next to carling switches for the spots, worklight and air compressor. To the left of the console, a 10 Hewlett Packard tablet runs Memory Map, Garmin Mapsource, Autoroute and Fugawi navigational software, works as a games machine and DVD player and even plays music through an external hard drive


after buying his first 90, which is some-thing a lot of people will be familiar with. It might make him sound like a bit of a driveway dreamer, but nothing could be further from the truth.

Aside from the roll cage, which was made and fitted by Whitbread Off-Road, everything on the 90 was put there by Gareth himself. Having replaced the original springs and shocks with a two-inch Terrafirma lift, he was able to slide a set of 255x85R16 BFGs on Wolf rims under the wheelarches, and he followed this up with a modified Warn M8000 on an ARB front bumper. The internals, he

Continued overleaf

You dont need a dog for a dog guard to come in handy. As well as protecting the crew from attacks by over-enthusiastic luggage, it provides a handy home for various go-to items including the bug-out bag, which is what you grab for survival when youre abandoning ship

While received wisdom says you shouldnt modify an expedition vehicle any more than you have to, fitting a raised air intake is absolutely crucial. You can get them to fit vehicles with and without roll cages: steady mountings are important, and you also want to try and avoid sharp elbows like this which will interfere with air flow


continues, all happened around these and continued after.

And what would those internals be? You name it, we carry it! Here, were getting into the reason why 110s are a much more common sight than 90s on the overland trail. But Gareth is happy with the mods hes made, insisting that the shorter vehicle has enough space to be a fully functional home-from-home. As is always the case with real-world expedition vehicles (as opposed to the kind you see at shows with millionaire price tags on them), its not all pretty, or in any way high-tech, but its very much about fitness for purpose and making the most of every scrap of space.

Hence the dog guard behind the seats, which is home to a 300-Watt inverter, first aid kit, fire extinguisher and bug-out bag. Wot-out bag? A bug-out bag is a self-contained survival kit for proper emergencies. If your Land Rovers on fire, under water or being driven away by gorillas, a bug-out bag is the thing you grab as youre running for your life. Its job is to ensure that by escaping the immediate threat, youve not just consigned yourself to a slower fate instead.

Less likely to save any lives, but equally valuable in their own way, the original seats have been re-foamed and then trimmed with Outlast fabric from

Exmoor Trim. The cabin is further augmented by a 14-inch Mountney steering wheel, while a Mud-UK dash console and Mobile Storage Systems cubby box look after extra gauges and general oddments respectively. Strapped to the dash is a Hewlett Packard tablet PC which runs various

mapping packages, and plays music, DVDs and computer games ideal for those long nights under canvas.

Out the back, theres a neat storage system made up using Mantec load slides, with a shelf mounted on aluminium channel to just clear a slide-out Engel fridge. Gareth finished

off the sides using plywood and marine grade carpeting, adding extra cargo nets at the same time. Up top, another shelf carries a pair of loudspeakers and everyday clothes.

The recovery kit lives in a pair of canvas holdalls, electronic equipment is stored in Peli cases, camping gear

goes in a pair of Zarges boxes and everything else is housed in a variety of heavy-duty Plastor containers. With so many different sizes and other options being available, he points out that this setup is infinitely adaptable to suit every expedition: As we use a boxed system over fixed drawers, we have an

Above left: Conventional wisdom has it that you should keep an expedition truck as standard as possible. Gareths 90 is lifted by 2, which is as far as youd want to go, with D44 towers locating the springs and shocks up topAbove right: Twin fuel tanks are a must if youre serious about covering long distances, but this Y-piece filler turned out not to be as good an idea as it looks. Directing fuel to the auxiliary tank proved tricky, and it could flow from one to the other on steep hills

Right: Various storage boxes, and an Engel fridge, are mounted on Mantec load slides and separated by a shelf mounted on aluminium channel. Gareth lined the sides of the load area with plywood and marine-grade carpeting

2876Miles by road from Dover to Morocco. Just sayin


adaptable approach to each trip and so dont carry any unnecessary weight.

He doesnt take any unnecessary risks, either. Protecting it all, which is essential when overlanders are all too often seen as easy prey, is a set of MSS window grilles.

As youll have worked out by now, Gareths 90 is very much a home-grown expedition truck. The way its been put together is what makes it unique, with all its owners quirks and preferences built in. Ask even the best expedition prep specialist to build you a cheque-book overland vehicle and however hard they try, thats something youll never get.

Youll not get a 90, either, unless thats what you specifically ask for in which case youll receive an attempt to talk you out of it. But Gareth has no regrets at all about his choice of base vehicle, and theres nothing significant he says hed do differently. If I dont like it now or it no longer works for me, he says, I just change it. Us humans may be fickle but, if ever there were such a thing, thats definitely Landy Loyalty.

The vehicle was owned for most of its life by a lady who wanted something for taking her dogs about in

When we booked to go on holiday to Australia last year, my husband Richard decided he wouldnt be able to make it through a whole month away without a fix of Land Rover action. Being members of the Midland ROC, though, we knew exactly what to do so he contacted the local equivalent, the Land Rover Owners Club of Sydney.

Landy fans are a hospitable lot the world over, especially where each other is concerned, and sure enough LROC

President Greg Stuart invited us to join one of their social weekends. This was being held on the shores of Lyell Reservoir, near Rydal in the Blue Mountains of New South Wales.

The Blue Mountains are so called because of the extensive Eucalyptus bushes growing there. These give off eucalyptus oil from their leaves, especially in hot weather, some of which merges with the atmosphere to create a distinctive blue haze.

Now, whats the worst thing that could happen in these circumstances? After extensive research, and much to Richards disgust, we found we couldnt hire any form of Land Rover locally. Instead, we ended up with a Nissan.

This was okay, but we found it to be much like driving your dads car: grey, slow, steady, boring and gutless, and with the personality of a dead wallaby. (Im assuming your dad never owned a TVR here.)


Words and pictures Ruth Smith

DOWN UNDERTHE LAND ROVER WAY

What would you miss most in a month away from home? Family? Friends? Pets? Your local pub? Fortunately, if your answer has anything to do with your truck, the famous hospitality of Land Rover fans worldwide is waiting to come to your rescue

A MONTH ON HOLIDAY IN AUSTRALIA? NOT WITHOUT SOME LAND ROVER ACTION!

35Issue 8: October 2014w w w . t h e l a n d y . c o . u kWere on Facebook: www.facebook.com/thelandyukTo advertise in The Landy,

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